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About Morning Oregonian. (Portland, Or.) 1861-1937 | View Entire Issue (April 30, 1900)
t&3--'-?mmr:rmmBm.M.'m ?r ? ?"?? , OSrSSIflwv.. r i. J j " t W , TBaiM w . I . . 1, .-r j . V THE -MORNING. OREGONtAN, MONDAY, APRIL" 30i 1900. v " t RAILROAD TO BURNS SumpterValleyLineto Be Ex tended Into Harney. WORK TO BE BEGUN THIS SPRING Bonanza Extension of 20 MUCH to Be Unlit First Resources of the Conntrr Affected. BAKER CITS'. Or.. April 2G. Grant and Harney Counties are to have direct rail road communication with the outeido world. The Sumptcr Valley Railroad has definitely decided to extend its narrow gauge line fr m ltr present terminus at Sumpter to Burns. dls;ant. by the pro posed route, about ISO znllce from Baker City. This interior section of Eastern Oregon, now without transportation facili ties except such as are -afforded by stage and heavy freight wagons. Is rich In mines and stock, and la susceptible of great de velopment in agriculture and horticulture. The Sumpter Valley Railroad Compnny coijMcra thlfl country Its natural terri tory and sooner or later wilt completely orcipy It. Tfcte year's construction wlil be limited lo building from Sumpter over the d:v:d intc the Bonanza district. This line 'will be about 29 miles long. The pre liminary surveys are now betas made and the rails have been ordered. The line will have Its' terminus in the Bon anza country until the company can j,-et better terms on steel rails than are now Obtainable. Will Tap n IMeh Conntrr. Construction on the Bonanza extension wJH be begun as soon as the surveyors fix the line. The road will wind around the mountains, and will rise over 1093 feet in crossing "the divide between Powder River and Burnt River Valleys, five miles from "Sumpter. At the crowing pomt the. divide. Is I3Q0 feet above sea level. This short line win give rail communica tion to all the Bonanza district and the southern ard eastern f'.opcs of the rich Greenhorn Mountain'. Bonanza., Susan vllfe, Prairie City. Canyon City and John Day will at once reap th advantage of reduced transportation on all clause of I freight. Including ores, concentrates, etc Beyond the divide Is a rich country. There are any number Qf mines and large stock ranches and the soli Is adapted to agricultural production and horticulture, jl Burns will be benefited when the line reaches John. Day. It will then be G5 miles from the railroae. and the long overland shipment of stock to Ontario will no longer be necessary. This Is the most Burns can expect until It shall be come the terminus of the road. The miners, stockmen and other pro ducers of Western Baker and Eastern Grant will welcome the building of the Bonanza extension. They are now de pendent upon stage and wagon, and when the roads are bad they are practically shut off from the world. .At tne open ing of Spring the roads have no bottom. This Spring not a wheel was turned for three weeks, and the malls had to be sent by horse. Owned 1)' Vtalx Capitalists. The Sumpter Valley Railroad Is owned by Utah capitalists. These same men own the Oregon Iumber Company of Baker City, the Baker City Improvement Company and the Oregon Sugar Com pany, at La Grande. The Oregon Lum ber Company has mills at Viento. Or., and Chenowith. Wash., besides the big mill at Baker City. These Utahans are among the most enterprising and progressive men in Eastern Oregon. Since their coming to Oregon. In 1S91. they have Invested $1,500. 000. Their pay roll In Baker City amounts to $10,000 a month. The building of the rail road has contributed mgre than any oth er factor to the great development which has taken place in the gold fields. It im mediately made n. cut of $2 60 per ton in ores, and permitted rock to be ship ped that previously had no outlet. Grent "Increnne In Traffic. The road was built from Baker City to McEwen In 1S91. and to Sumpter in ISM. It was Intended for a logging road, and not one of the original incorporators thought it would ever be- anything else. The growth of the country has developed it Into one of the best properties In the United Suites and ltfl extension into Grant and Harney Counties will further odd to its importance. Until March IS of this year it ran mixed passenger and logging trains. On that date It made a clean Jump from mixed trains to double pas senger service. It Is now running eight trains a day between Baker City ar.d Sumptcr four each way. Four "of these trains, two each way. are for passengers. The cars and equipment of the passen ger trains are entirely new. In a little over two months 3009 passenger tickets have been sold and the mining season has not opened In earnest. Since January J. 1S99. the general traffic of the railroad has increased 400 per cent. Joseph Barton, the general manager of the company, has an eye, like C. H. Mark hant. general passenger agent of the Southern Pacific, ar.d W. H. HurlburL general Tazsenger agent of the O. R. & N., to the general development of this country. He says Sumpter Valley In adapted to alfalfa raising, which, of course, suits the country to stock-raising and dairying. When the tlmb?r Is cleared, away thousands of acres will be nvalln--ble for alfalfa cultivation. Mr. Barton fear that the people of Sumpter Valley do net appreciate .alfalfa, but it Is the crop that has made Utah what it is in stock-raising and dairying. The Iinrnn Jtnllrond. One of the first things done by the Baker City Chamber of Commerce when It was organised was to look Into the project of a railroad from Baker City to Burns. O. L. Miller, secretary of the chamber. made a thorough examination of the coun try and submitted a report, which Is full of Interesting and trustworthy data. The line was to have been called the Ba ker City & Inter-Mountain Railroad. Shortly after the report was prepared, the Sumpter Valley managers intimated that thej- were planning to build to Burns, and the Baker City people dropped the project. Secretary Miller's report is full of interest, as the Sumpter Valley ex tension will affect the same territory as the proposed Inter-IIountaln line, though the routes are somewhat different. The report was not given to tho newspapers when, It wao prepared, and is now pub lished" for the first time. It follow: - The proposed road should be a standard gauge, and follow approximately the fo'. lowing route: Commencing at Baker City, its general direction for about SO miles Is west, passing up Powder River Valley and through the mining districts of Crack er Creek, Cable Cove. Granite. Red Boy and Bonanza. From a point near Rdbln sonvllle, the route should take a southeast course, crossing the divide to the head waters of the middle fork of, the John Day River; following this stream a short distance, and crossing a low divide to the valley of the John Day River. The route would follow this river for about 30 miles and then turns nearly due south, passing up Canyon Creek and crossing the head waters of Sllves River, with a water grade to Harney Valley. The whole dis tance from Baker City to Burns by this route is about 180 miles. . Character of F"reIEUt. The character of freight may be classi fied under two heads: 1. Outgoing Freight This will consist of ore and concentrates from the mines and the smelters by way of Baker City; ap proximate haul, 40 miles. Lumber, logs and cord wood to mills of Baker City and Harney Valleq; approximate haul, about 40 miles. Cattle, sheep and wool from Burns. Bear Valley, Canyon City; John Day Valley and the headwaters of Burnt Rlrcrand Powder River; haul, from 40 to ISO miles. Fruit, hay, gra'n. vflour and feed from Powder River, Harney Valley and John Day Valley to mining camps along the line; approximate haul from 40 to SO miles. "2. Incoming freight Machinery to mines, repairs to machinery, supplies for mills, powder, fuse, iron and steel. coaL ell and hardware; farm Implements and machinery, merchandise, fcod "and cloth ing of every description, to be used by tho inhabitants in the western half of Baker County and in Grant and Harney Counties. The development of the mines and agricultural resources demands and is causing a large amount of building of homes, mills and business houses. Tho absence of cedar for shingles necessi tates the importation of large quantities from Puget Sound, which alone will be an Important item cf ingoing freight throughout the whole section for years to come. Hardware for building purpes-s. furniture and fixtures will also bo very large as the country settles up. Pamcocfri. The passenger traffic will be large both ways, as Baker City is and will a'.wis bs the supply depot and wholesale center, as well as the educational, social and bus iness center for this entire section. The prospecting for. new mlne3 wl.l be a special feature for many years, as the mineral territory Is very extensive, and but a mere scratch has as yet been made. Prospecting is likely to ct an amount during the next 20 years equal to one-half of tho entire output of the paying mines. This requires vast quantities of machin ery, supplies and food, and Insures an increasing freight supply, by reason of the discovery and development of new mines. Local Traffic. The lumber, logs and cordwood from the mountains to the valleys along the line. and a cdrrcspor.dlng. amount of hay. grain and vtgetabtcs and flour from 'the valleys to the mines, mills and lumber districts In sures a large local traffic Territory Controlled. The territory covered and controlled by this route comprises a mineral belt at least CO by GO miles In extent, only a smalt portion of which has been developed, and which, by recent developments, prom s;s to rival the gold-producing camp? of the world in richness of mines and in extent of territory. Timber. At a po'.n't about 25 miles from Baker City, the yellow pine Umber begins, and with the exception of the valleys, the tim ber continues to within 16 miles of Burns. This great belt of merchantable timber Is still intact- Black pine and spruce are found In the gulches and canyons, good mining timber and cordwood being abund ant for all purposes. Many saw mills are located throughout the entire timber belt, and millions of feet of lumber are annually shipped to the cities along the O. R. & N. and O. S. L. .Railways. This route controlls the entire' timber belt. Agricultural Land. ' The first 30 miles of this route is through the Powder River Valley, which is from a few hundred feet to three miles wide, with valleys from tributary streams at various places: all producing hay, grain and pasture, while the foothills on either side are utilized for pasture for sheep and cattle. From the Powder River Valley to the headwaters of John Day River, a distance of 50 miles, the valleys are nar row and devoted to the production of hay only. The timber lands throughout the entire section being free from underbrush, thousands of sheep and cattle find a Sum mer pasture In the great forest, where shade and water are always convenient: and the nutritious grasses of the hills are conducive of- the best results. The John Day Valley is one of the most fertile val leys in Oregon. Its greatest width is about 10 miles, and narrows down to a few hundred feet In a few places. In length it extends GO miles, and Is well cul tivated. Hay, grain and vegetables are not only abundant but of a fine quality. Fruit of all kinds are grown, and old orchards are now loaded with fine fruit. Corn, tomatoes, potatoes, apples, pears, peaches, plums, cherries and all kinds of email fruit are grown, and. with trans portation, will find a ready market In the mining camps and cattle ranches In th surrounding hills. At present two flouring mllln are kept busy to supply the local demand, no flour being shipped from the valley. It is estimated by sheepowners that 200. 000 head of sheep are annually driven onto the hills along the John Day River and Its tributaries from the counties along the Columbia River, and pastured during the Summer, being driven away In the fell. The object now Is to keep nothing to sell except livestock, which can be driven to market. There are 100.003 bead of sheep In Grant County pastured on the hills, as above mentioned, all belong'ng to local owners. Passing from John Day Valley up Can yon Creek, the route Is through a forest of yellow pine, with a high valley where only grass and hay, with, posribly, rye. can be grown, the elevation being about 5000 feet. Bear Valley. Sllves Valley and Trout Creek Valler are the principal ones. In these valleys and mountain ranges are large herds of sheep and cattle. Dairies arc quite numerous, and a fine quality of butter is produced, and the ranchers re port that the entire product Is consumed by travelers, freighters and sheeptenders. rne iimDer oeit continues without under. "brush and the pasturage for sheep and n,4t1. to h 1. aka. .... .X a .... " ij .ic.ctuiure uncnoEQ. j.ne came condition prevails all along the Sllves River to within 16 miles of Harney Valley, where the timber ceases and too foothills become rocky and grad ually slope to the valley. Ilnrney Valley. The proposed lino ef -road would find a suitable termination, for the present, near the town of Bums, In Harney Valley. This valley -Is about 40 miles wide by SO miles long. It In crced by the Sllves River, which enters the valley at the northwest corner and flows through a level plain and empties into Malheur Lake. Other streams rising lp the mountains to tho north flow down to and ncro this rame plain, which cannot be called a river valley, but which is a low plain only a few feet above the water la Malheur Lake and almost on a level with the water In the Sllves River. This plain Is crossed near the center by two lakes. Harney and Malheur, which are several miles In width and about 45 miles long from east to wer-t. Several streams rising In the Steen Mountains on the south side of tho lakes flow north Into said lakes. Thus this great plain Is watered by many streams, which offer fine reservoir sites for storing water for Irrigation purposes. Three lakes have no outlet, hut receive the waters of the numerous streams that flow from the mountains, and are dimin ished by evaporation ar.d absorption. The Harney plain contains 5209 square miles, or 2.OW.TO0 acres of nrld land, all tillable if brought under Irrigation. Freluht Considered by Section-. First section. Baker City to Hanover: distance. 37 miles. The first section of 37 miles wlllhccd four stations one at Beaver Creek, one nt McEwen. one at Sumpter and one at Hanover. Until the road reaches Hanover postofflce, located at tho Junction of Cracker Creek and Sil ver Creek, tho only resources that will fumlcJi freight of any consequence Is lum ber. -The present Sumpter Valley narro gauge repjd is now engaged In hauling logs for tho Oregon Lumber Company, which has a rnill at Baker City with a capacity of 70,000 feet per day. To develop the mines, the road must be. built direct to them, .which nccensltatcs tho building of the road to Hanover. At this point -the road would receive and cli chargo freight for the North Pole, Oo. condo, Columbia and all the other mines of the Cracker Creek- district, in which there are many partially developed prop erties. The mines are from one to four miles distant from Hanover. Tho Golconda mine has a mill with a capacity of 100 tons per day. and the mine Is well developed, showing not only large ledges of milling ore. but grows better with depth, and is cow classed among the most valuable properties In the dis trict. The Columbia mlno has a. mill with-a capacity of 39 tons per day, and has been a steady producer for years. It is down to the 600-foot level and, like the Gol conda, grows better with depth. The North Pole mine Ms a mill and cy anide plant, with a capacity of SO tana per day. It is one of the best-developed properties In the gold fields of Oregon, and Is a steady producer. The E. tfc E. mine, which has been ono of the heaviest producers of tho camp, but Is now closed, will, when private in terests can be adjusted, no doubt again take ltB place as a big producer of ore and concentrates. Its mill has a capacity of GO tons per day. Passing up Silver Creek four miles, an other station should be made to receive the ores from the Cable Cove district. These arc lead and silver, as well as gold ores, and of such a character as to re quire shipment to rmelter. Tho mines aro In their first stage of development, five carloads having been shipped this season. The owners report that, with cheap transit, they could put 50 men at i IIAILIIOAD PROJECTED i XiHSKSc if t !"4&r- roMr !!2Scr- 1?' )-sfflNfc r I . " " 2k m J - f-; ,".-- i work taking out shipping ore In 'one ! will have a large passenger traffic during group of mines. There are many partly 1 the Summer and Fall. At this station developed mines very near this station : nnd I consider that Cable Cove will be one ot the most Important stations for freight on the tntlre line. The Ingoing freight to Cable Cove will be large, as the mines are high up In the mountains, and lumber and mining timbers will have to be brought up from the lower canyons. Here I wish to observe that a tunnel of 1200 feet would open the route to the headwaters of the north fork of John Day River, a territory of great promise, with heavy timber and good mining prospects. But our main line should here turn to the left and cross to the headwaters of McCullough Creek, a tributary of Powder River. The station at this point would receive and discharge freight of several mines, none of which is at present shipping ore. Their deve!op ment insures a heavy output in the near future. The Ibex. Mammouth, Maiden's Dream and Bald Mountain are all well developed properties, have good hoisting machinery, and development work Is pro gressing rapidly, with ledges of pay ore developed and ready for new mills. This station would be for miners' supplies, ore. cencentrates. building material, e c Crossing the divide the road will pass through the Granite district, passing close to tiie Monumental, Buffalo, La Belvue, Magnolia and Cougar mines. This station, No. 6, should be in the vicinity ot the Cougar and Magnolia mines, with, per haps, another station near the Monumen tal. The Monumental and a few other mines In the same vicinity are silver producers, and, while they have produced considerable in the past, will remain Idle until cheap transit makes It possible to ship low-grade ore. At the station near the Cougar mine, the freight for the Magnolia, Cougar and other mines now In process of develop ment will be received and discharged. A 20-stamp mill Is now under process of con struction, with a capacity of GO tons of ore per day, on the Magnolia. A cyanide rol er plant Is about completed on the Cougar mine; capacity, zm tons per day. I am informed this mill will do custom work, for other properties In the same locality. The mining territory here is very exten sive, and the Cougar mill will doubtless be a great developer. Passing on from Station 6 to 7, which should be near the Red Boy mine, the route Is through the narrow valleys ot Granite and Bull Run Creeks, and up Clear Creek. At the Red Boy mine the road would tap another extensive mining district of which, at present, the Red Boy Is the chief producer. This mine U equipped with a 20-stamp mill and cyanide plant, reducing 70 tons of ore per day. The May Queen has n Ifcstamp mill un der process of construction; capacity, 31 tons per day. There nre 76 partially de veloped mines In the vicinity ot the Red Boy. Several of these have been sold and are Being developed. Following up Clear Creek e'ght miles, station No. S should be located to receive the business of another mining district of which the Little Giant Is the chief pro ducer of freight at this time. This mine .Is being equipped with n 20-stamp mill; capacity, GO tons per day. It is located on Lightning Creek, one mile from Clear Creek, and promises to be a great freight producer. The Vandana group Is being developed, and at least 100 other partially developed properties are receiving much attention and development, which Indicates that an other year will witness several shipping mines in operation at this station. Leaving the Clear Creek mines, the road should cross the divide to the famous Bo nanza district which, for eight years, has be'n a steady producer, increas'ng In value with depth. The Bonanza has recently been sold, and Its 20-stamp mill Increased to 40 stamps; capacity, 90 tons per day A store Is located at the mine to supply the miners and the settlers who are en gaged In stock raising. This store re quires about 20 tons of freight per month; and 20 tons of Iron, repairs, oil. powder, etc. Is required for the mill and mine each month. Adjoining the Bonanza are the Empire and Richmond mints. Here, development work Is being pushed to rnit the ledge of the Bonanza mine. Tho Gold Boy, Resolute, Keystone and Ris ing Sun are all In process of development, and have opened ledges that will Justify machinery. Within four miles of the Bo nanza are" many prospects and partially developed mines. Some of the producers have been the Don , Juan, Virginia, Ban zette. Pyx and Phoenix.' From the Bonanza district to station 10, on the headwaters of the middle fork of the John Day Rtver, the distance Is about 12 miles. This brings us to the Bum mer resort known as Austin. There are no mines at or near this station at pres ent, except placers; but the Badrer mine and a cumber ot other mines and pros pects are located at SusanvlMe. 15 miles down the middle fork of the John Day River, which haul their concentrates out by way of Austin. About 50 tons of ore per day are treated at the mines of Susanvllle, and cheap transit would develop many low grade properties that have been par tially developed for years. But this sta tion will receive many cattle and sheep as well as constdeiable wool and sup plies for the popxation of the valley. There will not be much market for lumber from this section for many years, but the forests will be in reserve for future use. In passing on to station No. 11 the route passes through a forest for 15 miles and reaches the headwaters of the John Day River. This station should be located at or near the hot springs, which have ! medicinal qualities. This, together with pure air, fine mountain scenery, good fishing and hunting, will atract tounstc and health seekers, and station No. 11 ""- THItOUGH A RICH VIRGIX COUXTIIY will be received and discharged the bus- lness of the country In the -direction ot Drewsey. Drcwsey is located 45 miles south of the hot springs, and all the country ly ing between Is a vast cattle and sheep range. Interspersed with small fertile valleys. The section that will make Hot Springs, or station No. 11, Its railroad point, contains at least 2500 square miles. The flour, vegetables and grain that will go to the mines from Upper John Day Valley, together with the stock shipments and passenger traffic, will make station 11 one of the most Important and profit able stations on the road. The road will continue on the east side of the John Day River, and 10 miles down the valley from Hot Springs, at a point opposite the mouth of Quartz Gulch, near the present town of Prairie City, should be located station No. 12. At this station the outgoing freight will consist of hay. grain, flour and vegetables for the mines, and with the development of the copper mines of Quartzburg, located seven miles up Quartz Gulch from this statlcn. there will be the product of the mines and min ing supplies. This will also be an Im portant station for the shipment of wool, sheep and cattle, and a distributing cen ter for incoming supplies. Station No. 13 should be near John Day City, and will be the distributing point for John Day Valley for 50 miles west: from Fox Valley and Long Creek to the northwest, the same distance. It will be the receiving station for outgoing freight for a territory covering at least 2000 square miles a territory abundantly productive of agricultural products and the choicest fruits, as well as ranges for cattle and sheep. The valleys are settled and well tilled. The town of Long Creek has a population of KO.' and Is In a thriving and prceperous section. John Day City and Dayville are In th John Day Valley and nre distributing points for the valley and stock ranges. The population ot Grant County Is G3X), all of whom live at points tributary to some station along this line. Canyon City, the county seat. Is located two miles from John Day, on Canyon Creek, nnd has a population of about 300. There are about 0000 head of horses, 150.000 head of etwep, 20,009 head ot cattle and 2009 head of hogs in Grant County: gross value of same, S2.2SO.000. From station No. 13 the proposed route follows Canyon Creek to the summit, and at this point there should, perhaps, be a station near the heac" of the creek. 12 miles above Canyon City. It will not be an Important station, except for wood, logs and lumber to eupply the John Day Valley. Nino mlle east ef the head of Canyon Creek should be located station No. 14. In Bear Valley. This will be an Important freight station for the shipment of cattle, sheep, wool, lumber and dairy products. It will be the railroad station for the country west to the town of Izee and the towns of Pauline and Hardin, a distance of from 20 to 59 miles, a country "admi rably adapted to stock-raising and dairy ing. From rtation No. 14 the road follows Sllves River to Sllves Valley, where sta, tlon No. 15 rt?ould -receive a class ot freight similar to that at No. 14. In Bear Valley. Station No. 1G should be located at a point best suited to receive the business from Trout Creek Valley and the mines located at the had of the creek: also to handle the lumber business that will bs carried on near this station to supply tho demand In Harney Valley, which must depend upon the wood and lumber from this section. The town of Burns. In Har ney Valley, with a population of SN). con sumes 309) cords of wood annually, for which they pay 12 per cord freight, or $500) per year. With the settlement of Harney Valley, which must get Its wood and lum ber from this station, the freight In thesq two items alone will be very large. We now make a last run to Harney Valley and locate station No. 17 on the edgo ot an Inland empire of fertile land. Harney Plains, with Its 2,099,099 acres of land eultable for Irrigation and culti vation, watered by many streama cross liuc it from the surrounding mountains, will at once, with cheap transit, become the feeding ground and "round up" for all tho cattle, sheep, horoe and mule ranches of Southeastern Oregon, for a distance ot from 80 to 100 miles to the east, south and west of Bums, a territory which today has a population of but 2504 people and is capable of supporting 50,000. Harney County. This county ships 30,000 head ot cattle, .r-Ho 36,000 .head ot steep, 1,096,660 pounds of wool. ,1060 bead of mules and bonesand feeds annually 100.000 tons of hay to' hex stock. The valleys, plains and foothills are inexhaustible in resources to pro duce the finest cattle, sheep and horses, with hay and gram In tho valleys for all demands A feature of no small Importance to at tract passenger traffic la the water fowl that Inhabit the lakes and streams ot Harney Valley In the Spring and Fall. Geese, ducks, swans, cranes, pelican and every fowl ot this climate thatewuni con be found by the thousands. It Is already a favorite hunting ground and, with rapid transit, it will become the sportsmars paradise. Summary of Freight. The increase In business at Sumpter, the station at tho end of the present narrow gauge railroad and at Granite, located near tho Cougar, Red Boy and Magnolia' mines, 14 miles beyond Sumpter. Is evi dence of the growth and thrift of the mining section. Both places have more than doubled In population within the last year. At Sumpter there are large general mer- mj. . n IX EASTERN ORCGO.V. chandise stores, hardware stores and feed stores: forwarding, transfer and stage lines, operating between the end of the railroad and the mines; two hotels and many boarding-houses and lodging-houses are required to accommodate the travel ing Dubllc Such has been the Increase in mining business within the last four months that building cannot keep pace with the rush for mines. Granite Is also crowded, and an increase in business has also been witnessed that could only be sustained by a country rich in natural resources. Tho freight between Baker City and Sumpter can safely be estimated at 33 carloads of logs and lumber per day. or 1000 cars per month. The mines of Han over Statluu and Cable Cove, by esti mates based on actual results of certain mines, will require 20 csrloadj of outgo ing and Incoming freight per month. The eight developed mines between Cable Cove and Granite will require at least 20 cars per month to supply their needs. The three producing mlneii of the Red Boy district, together with the developing properties, will furnish business for 19 cars per month. The mines of the Bo nanza district will furnish demand for at least 15 cars ot freight per month. The stock interests at this station will aver ago two cars per month. The mine at Susanvllle and the stock Interests at Aus tin should demand four cars per month. "30 Minutes in Havana" ioc an"l Trade supplied by At Hot Springs station, at least 10,000 cat tle, 10,000 sheep, 30)000 pounds ot wool will be received each year: or, GO cars per month. The hay, grain and flour to the mines will average 30. cars per month dur ing the Fail and "Winter, or an average. tf 15" cars per month for the year. The station at Prairie City will ship a like amount of feed and flour to the mines; or 15 cars per month. At John Day City, 1.000.000 pounds ot I wocl. 10.009 sheep and. 10,000 cattle should be received annually, or 60 carloads Der month. Feed, fruit and. produce for the mines' and incoming scpplles. Including wool, lumber, etc, will be 15 carloads per month. At Bear Valley tho freight should be 6000 cattle, 10.009 sheep, 200,000 pounds of wool, together with dal.-y products, and incoming supplies, will aggregate 30 cars per month. The station at Silver Valley should be equal to Bear Valley and require 30 cars per. month. The wood and lumber station at Trout Creek will supply 30 cars per month for Harney Vallay. The terminus of the road at Burns will be the greatest depot for receipt of cat tle and sh?p: 20.000 head of cattle. 10.001 head of .iheep. 700,000 -pounds of wool. This, with the Incoming freight, will load 125 cars per month. This gives a grand total ot 1436 of freight per month. This includes incoming, oufijoing and local business. This estimate Is basal on present de velopment, and is what 1 believe to be the business of the road the first month after completion. I also believe that cheap transit once furnished, the - business would be quadrupled In five years. To corroborate this statement, I will cite the development of the Sumpter Valley narrow-gauge business In the past five years. from a logging train to a large passenger and freight business. A standard-gauge should double the present traffic, if built to Hanover, as a large amount ot ore. concentrates and merchandise Is now freighted by team between Sumpter and Baker City. For. when wagons are once loaded at the mines, from 0 to 20 miles beyond Sumpter. they may as well con tinue to Baker City as to unload to a narrow-gauge car, and then, at Baker City, transfer from that car to a stand ard gauge. i Cost of the Road. It is Impossible to any more than ap proximate the cost of such a line of road without an actual survey, .and estimates bai2d upon measurements. I place the cost of the road, fully equipped with roll ing stock, at $20,000 per mile, or. for tho whole distance of ISO miles, $3,600,000. This estimate Is based upon comparison with other lines upon which I have ihad esti mates made by engineers after measure ments. One hundred and twenty miles of the road will Be through valleys, where the work will be with plow and scraper: and. as there will be no deep cuts or fills and few bridges, with no expensive bridges, the roadbed of this class of work will not exceed $6000 per mile, with $3000 for rails and ties; we thus have a cost of $11,000 per mile exclusive of rolling stock and stations: or $1,320,000 for 120 miles. There will be SO miles of mountain work, some ot which will be rock work, but there Is no place where deep cuts or fills, or high tressel work, will be re quired. The heavy timber will prevent snow Blldes; however, there will be . few miles sear Cable Cove and Roblnsonville where snowsheds may be needed, and other points where snowplows may be needed during January and February. In the mountain division, 30.000 cubic yards of gravel, "rock and earth work per mile Is a safe estimate, which, at 59 cents per yard on an average. Is $15,000; this, plus $5000 per mile for ties and rails, equals $20,000 per mile; or. $1,600,000 for SO miles. This makes the following total: Valley division $1,320.0X1 Mountain division 1600.COO Total $2 9.0 OUJ This sum. divided by ISO. gives $16,200 per mile for average cost of construction, leav ing $3SO0 ner .mile for oiling stock, station", sidetracks and snowsheds. on a basis u( $20,000 per mile. A Short Cnt. The main line of the road can be short ened 20 miles, much of the heaviest work avoided, and all possibility of snowshed" dispensed with by curving the route at Hanover station, and crossing to the Bo nanza district by way of a pass opposite McEwen station, reaching the station at the headwaters of the middle fork of the John Day River at Austins by 30. Instead of 50, miles, as herein described. This route would enter the forest at the head waters ot Burnt River, and pass close to the Bonanza district; but would not ac commodate or develop by cheap transit the districts of Cable Cove, Ibex. Granite or Red Boy. Two branch lines of the road, each about 10 miles long, could be run to these districts, and the same results would be secuted. To my mind, this change In While La Preferencia cigars cost the dealer more than other cigars retailing at the same price, yet the smoker pays no more for them than for inferior cigars. upward. At high-class dealers. f S. SICHEL & CO., Distributers for Portland, ( 5. BACHMAN & CO., General Agents, San Francisco. THE HAVANA-AMERICAN CO., MAKERS. the route would not Increase or diminish the cost ot corstructlomor operation of the road, nor the quantity of freight. It would save 20 miles on all through freight from Baker City to John Day or Harney Val leys. The choice between the two routes would have to be made when the engineer makes his report; for, as to freight, I can see no difference. If the branch 11ns built. Comparing the visible resources an undeveloped resources, and the com of the development of the country' territory in other states where newl Jects of a similar character have been! moted, I feel confident that the prop route can show double the visible frel and many times the undeveloped resoul ard sources of production that can snown on any similar enterprise la west today. Last, but not least, when the road uu.i:u ji -am nave no competitors, al wm enjoy the fruits of Its labors fJ an maeanlte period of time. The ter tory Is the most extensive and the r!phJ In the four great staple wealth-Droducind enterprises that are today enjoyed by any! sinsie line or roaa. namely, farming, stock- raising, lumoering and mining. Feeling confident that my estimates hav been conservative, and that Investigation will verify all I have herein stated. I recommend the enterprise as a feasible, practical and safe business proposition for the investment of capital. O. L. MILLER, COLLER WILLAMETTE Scuttled to Snve Her From SUNK a Lime FIm DnniaKc S-300O. SEATTLE. April 25. The b'g steam col lier Willamette, operated between this port and San Francisco by the Pacific Coast Company, took fire today while loading at the KIng-treet bunkers and was sunk In 20 feet of water tn order to save her from the flames. The blaze originated In a large quantity ot lime which she had Just taken on as cargo. After an hour's work the officers and crew of the vessel were unable to stop the progress of the flames, and at 5:30 o'clock the Are de partment was summoned. Floods of water were thrown through the hatches, but. falling on the burning lime, only added to the combustion. It was decided to scuttle the vessel, and at 7:30 o'clock she sank, two port holes having been opened. A crowd of 5000 persons gathered to witness the battle with the flames. The officers of the vessel and of her operating company say that the damage will not exceed $3000. The machinery is said to be uninjured. The vessel is of iron, and only her woodwork in the vicinity of the place where the fire broke out, almost amidships, is said to be burned. She will be raised at low tide tomorrow. Fonnd an Unknown Wreclc VANCOUVER. B. C. April 29. The steamer New Engla'nd arrived last night from the north with news of the finding of the larger part of an unknown ship in an unfrequented bay In the Queen Char lotte ( Islands. She was a dismantled three-masted schooner, evidently of Amer ican build, and only recently wrecked.. Her deck and stem had been smashed on the rocks, and the Indians had so com pletely looted her that no trace of her identity was possible. Domestic and Foreign Ports. ASTORIA. April 29. Sailed Tug Sam son, with barge, for Gray's Harbor. San Francisco. April 29. Arrived Steamer Curacoa. from Guaymas; steamer Matt-wan. from Tacoma. Sailed Steamer Tillamook, for Tillamook: British steam-r Robert Adams, for Nanalmo: British steamer Bristol. for Chemalnus; bark Gatherer, for Tacoma. MOyiNG PICTURES. If you have not decided how to go to Chicago, o to see the handsome moving pictures, now on exhibition, free, at Union, Pacific ticket office. 135 Third street. Clearly III Dne. Chicago Tribune. Pale with astonishment and mortifica tion, ho arose and confronted the young woman. "Your answer, then. Glycerine McCurdy, is 'no.' Is ltr "It Is. Mr. Wellon." she rejoined, with something like scorn. "It li not whnt I hart n right to expect from you. heartless coquette!" "Oh. It isn't!" she said, mockingly. "It ought to have been something else, ought ltr' "Yes," he said, buttoning h5s coat and putting on his gloves. "To a man of my age you should have said 'no. sir!' I wish you good evening. Miss McCurdy." i: in r-o -1 JU