THE MOBNING OBEGOOTAN, FRIDAY. FEBRUARY 1, 1901.
GENESIS OF OILS
How Nature Makes and Stores
Petroleum,
ARE FIELDS NEAR PORTLAND?
Indications Point to the Existence
of Oil Xot Far Away A Little
Information on a "Very
Large Subject.
Muoh talk about the existence of oil
fields near Portland may make the state
ment of some facts concerning the genesis
of petroleum, the character of the strata
in which it Is found, and the indications
of its presence of Interest at this time.
Concerning the genesis of petroleum
there are many theories, most of them
very foolish, In keeping with the brains
which begot them. The most reasonable,
and the -generally accepted scientific the
ory. Is that the bitumens are derived from
vegetation, deposited ages ago. In sedi
mentary strata, slowly changing to car
bonaceous matter, to be afterward dis
tilled by the Intense heat of metamorph
lsm. When vegetable tissue Is burled
deep in the ground, the elements arrange
themselves into new products. The axygen
slowly unites with the carbon to form
carbonic acid, leaving substances rich
In carbon and hydrogen. It is In this way
that coal, peat and lignite have been
formed. Graphite and anthracite coals
were produced by great heat, the volatile
matter being vaporized, and, probably af
terward condensed, In porous and fissured
overlying strata, as bitumen, petroleum
and the like. Petroleum is not found in
the altered rocks. It Is found in the un
altered rocks, the shales and sandstones,
Into v, hich it has migrated. The accumu
lations of oil and gas in the domes and
summits of the anticlines prove that the
bitumens are migratory, and that their
general course Is upward. This accounts
also for tar springs and gas escapes.
Petroleums vary widely m smell, color
and gravity. In the same oil field, in
the same stratum even, there are differ
ences in the oils. These dirrerences are due
to several causes to the different kinds
of vegetation from which the petroleum
was distilled; to different temperatures In
the process of distillation; to different de
grees of pressure; to the varjlng rapidity
of distillation; to the presence of.dlffer
ent substances during distillation, and
other causes.
Character of the Oil-Bearlng; Strata.
Oil must be looked for In the unaltered
rocks, such as shales and sandstone.
Antlollnes exercise a great effect upon the
accumulations of petroleum and gas.
"When strata are bent into curves the
upward curve is an anticline, the down
ward a syncline. If a capital S be laid
on its back, the left-hand curve would
Toughly represent a syncline; the right
hand curve an anticline. In other words,
an anticline is an elongated dome; a
syncline a trough. It is in the anticlines
that one must expect to find oil and gas.
A quaquaversal is a dome-like elevation
along the axis line of the anticline. When
a formation contains permanent water,
oil and gas will be found in the summit
of these domes. The water being heavier,
is at the bottom, the oil next on top and
the gas, being lightest, on top of the oil.
Where there have been great uplifts, the
tops of the anticlines are often -worn
away, and the oil will be found to have
drained into the dips. Anticlines are
often faulted. If an oil-bearing bed as
cending, say, eastward, be faulted by a
north and south fault, the ascent of oil
will be stopped. In that case there will
be plenty of oil on the west side of the
fault, and there the well should be bored.
On the east side of the fault there will
be only water.
The petroleum is held in the porous
rocks by a cover or Incasement, which
usually consists of shale or some other
fine-grained rock, in -n hich is water. When
water has taken possession of shale and
similar rock. It is almost Impossible for
oil to eject the water and form a pas
sage. Vice versa, it is very difficult for
waiter to eject oil from a shale of which
it has taken possession. The bitumens
also, by hardening on the surfaces of de
posits, form an Impervious covering to
retain the oil.
Water plays a strong part in the forma
tion of oil deposits. It Is water that
first, by removing the calcareous and si
llcious materal, fits the sandstone to be
the porous receptacle of the oil; and it Is
the buoyancy of water wnich Impels the
oil upward Into the receptacle. Hot, sl
licious waters, upon cooling, also deposited
silica in the shales, forming the so-called
"shells," which are capable of holding
the oils and gases imprisoned. If water
did not float oil upward, little oil would
ever be seen. In the anticlines the pres
sure of the water is from below, upward
on the oil; and the pressure of the gas
Is downward. With all these forces con
fined, under Immense rock pressure, it is
little wonder that the oil often leaps out
in a column 100 feet, and more high,
when the drill has glen it a little door
of escape upward.
What has been said is not, of course, a
complete history of the genesis of oil or
of the characteristics of the strata. No
newspaper article could fully deal with
such an ample subject. But the facts
stated will be of use to the prospector who
desires to pursue his search intelligently.
Of more general interest, perhaps, will be
some hints concerning surface Indications.
Indications of Petroleum.
These consist of seepages, fumaroles,
leached shales, red shales, black shales
sUlcided, natural gas, traces of mineral
springs, cracks in which bitumen occurs
etc
Exposed bitumens are black and brown.
They can be distinguished by their smell
and taste. They melt in the flame of a
match, and they readily dissolve In chlo
roform, turpentine or bisulphide of car.
boa, forming a black or brown solution.
Gas escaping Is not always a certain
Indication of petroleum, but carburetted
hydrogen is a much surer indication than
sulphuretted hydrogen or carbonic acid
gas. The prospector should know how
to distinguish between these. Carburetted
hydrogen burns with a yellow flame; sul
phuretted hydrogen with a bluish flame.
Carbonic acid gas does not burn at. all.
Acetate of lead paper and blue litmus
paper may be exposed to the gas to test
It. If sulphuretted hjdrogen, the acetate
of lead paper will turn brown; If carbonic
acid gas, the blue litmus paper will turn
red. The prospector should learn how to
make these simple tests.
In examining strata, the prospector
should search in gulches, canyons and
along banks of streams, for here he will
find the best exposures. The surface
should be examined, ana any brown or
black substances found should be tested
to see if they are bituminous.
More frequently than not oil deposits
are overlaid with leached shales and sand
stones. These are, therefore, to an ex
tent, good surface Indications.
Mineral springs are always found In
company with petroleum deposits. There
fore, these springs, or indications of their
existence, are Indications, to a certain ex
tent, of the presence of petroleum.
The dip of exposed strata and the depth
to which a well must be bored, can easily
be ascertained by the clinometer. The
stake of an anticline may be followed for '
a long distance, and justify boring even
In territory that shows no surface Indlca
catlons of oIL
The perusal of these hints will not make
an expert, or even a good prospector of
any one; but it will have a value to one
who really desires to learn, and who Is
not afflicted with the notion that
be can master a difficult study in 15 min
utes reading. The oil expert and the oil
prospeqtor must supplement theory with
much practice in the field.
Are There Oil Fields Sear Portland?
There certainly are oil fields In Oregon.
There is oil territory near Portland, both
east and west of the city. This does not
mean that all the land east and west of
Portland is oil territory. Oil accumulates
in natural reservoirs, and one piece of
land may be rich in oil and adjoining
pieces barren. If this were generally un
derstood, some costly mistakes in boring
would have been avoided. In the oil
business, as elsewhere, ignorance and
presumption are expensive. Within a
few miles of Portland I have recently
seen land pronounced oil land which is
as innocent of oil as land can be. On
the other hand there is land within a few
miles of Portland which is unquestion
ably oil territory, and which will richly
reward the capital that has the courage
to drill there.
It Is not at all likely that oil will be
found by drilling in the Valley close to
Portland. The erosive forces, ages ago
at work, have overlaid the rocks with
conglomerate, and the drill would prob
ably meet nothing but boulders and grav
elly debris to a depth of hundreds of feet.
We must go back a few miles to find oil
bearing strata.
It is sincerely hoped that judgment will
be exercised in the first development
work In this field. Expert assistance is
much cheaper in the long run than the
cheap advice of presumptuous ignorance.
And I can conceive of no disaster worse
than the failure of the first borings, and
the consequent discouragement of capital,
whereas success, follpwing good location,
would set Portland 10 years ahead in
progress. OH Is a better and cheaper
fuel than coal. It is hard to calculate
the wealth and the Increased manufactur
ing activity that will follow in the train
of wise development. The first Jet of oil
that follows the drill will Increase the
realty values of this county and city
enormously.
If development work Is sensibly done,
a wise caution going hand In hand with a
wise liberality, the oil fields adjacent to
Portland ought to be supporting many
flowing wells within the present year.
P. W. FRANCIS.
Portland, Jan. 31. 1901.
ROAD SUPERVISORS.
County Commissioners Make Tvro
Changes in Eleven Men.
The Board of County Commissioners
has appointed road supervisors for the
year as follows:
W. J. Miller, Linnton, district No. 1.
George Fultz, Sylvan, district No. 2.
B. H. Moses, 2S0 Front street, district
No. 3.
J. W. Ryan, Hillsdale, district No. 4.
P. J. Kelly, Woodstock, district No 5.
A. Cleveland, Gresham, district No S.
E. Littlepage, Pleasant Home, district
No. 7.
Iave V. Hart. Penslnsula, district No. 8.
Donald Mackay, Base Line Road, dis
trict No. 9.
Thomas Evans, Corbett, district No. 10.
Joseph Ellis. Latourell, district No. 1L
The changes are Dave V. Hart in place
of J. E. Snuffln, and Donald Mackay In
place of John Conley. The road supervis
ors receive J2 per day each, and 50 cents
per day for a horse. No changes were
made In the boundary lines of the road
districts.
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DRYDOCK ON COLUMBIA
REPORT OP BOARD OP KAVAIi OF
FICERS HADE PUBLIC.
"Will Be Very Desirable When In
provement Projected for Mouth,
of River Shall Be Completed!
From the report of the' naval officers
appointed 'to examine into the desirabil
ity of locating a Government drydock on
the Columbia River, the following Is
taken. The board was composed of Cap
tain Henry Glass, Lieutenant Philip An
drews, and Civil Engineer Homer R.
Stanford. They visited the Columbia
River last July, spending four days in
their examination. The report, aside from
a lot of statistical tables and formal mat
ters that have already been printed, sets
forth:
"The mouth of the Columbia River is
one of four points on the Pacific Coast
of the United States wMch affords safe
harbor for moderate draft shipping. It is
the natural outlet for an immense produc
tive territory, and as a shipping point Is
important because of its excellent through
railroad communications.
"Its position, 550 miles from San Fran
cisco, and the only available point be
tween San Francisco and Puget Sound,
makes it highly Important, from a strate
gic standpoint, to have the Columbia
River possible as a harbor of refuge and
repair for naval vessels, more especially
as the entrance to the Puget Sound naval
station lies between shores, one of which
belongs to another nation.
"The mouth of the Columbia, with the
modern defenses established and appro
priated for. Is amply defended against
any possible hostile force.
"The Columbia River, from a point
about 15 miles above its mouth, is al
ways fresh. Numerous mountain streams
n.ake available an abundant supply of
potable water anywhere on the river.
"Ample railroad communication is found
in a railroad on the south or left bank of
the Columbia to the mouth of the river,
near and beyond Astoria. By this rail
road supplies can be received from all the
great railroads leading In to Portland.
"Portland, the largest city In the ex
treme Northwest, is convenient to all
points on the Columbia River, and is an
excellent labor and supply center.
"The climate of the Columbia River Is
mild, with but little snow, and work at
a shipyard could proceed without Inter
ruption throughout the year.
"In considering the advisability of es
tablishing a drydock on the Columbia
River, the depth of water on the river
bar must always be the leading consid
eration. The ruling depth of the bar
channel, previous to the construction of
the Jetty, was from 20 to 21 feet The
3etty was commenced In 1885 and com
pleted In 1895, when a depth of 31 feet was
secured in the main ship channel at low
water, 30 feet having been expected.
"A plan has been prepared and ap
proved by the War Department for a con
tinuation of Jetty work, with the expecta
tion of obtaining a 40-foot channel. For
this purpose an appropriation has been
granted to make preparations for the
proposed jetty extension, thus probably
Insuring the whole appropriation neces
sary for the complete improvement of the
bar. With this work accomplished the
Army engineers expect that at least 35
feet, and probably 40 feet, will be se
cured. "It is also proposed to secure a depth
of 25 feet at low water In the channel of
the river from a point immediately above
Astoria to Portland. The most serious
difficulty existing at present is the shoal
ntss of the channel from Tongue Point
to Point Harrington, on the north shore.
I a depth of 17 feet only at mean low water
MAP OF THE NEHALEM REGION SHOWING THE RAILROAD SITUATION.
- a I y c ft izr scsj3;ass
IVI KZn CU-fr- Vs- wv nrVA ,-t xV r jL 1 L w ZT
being phown In some spots. This must be
remedied before the river can be con
sidered open at all times to vessels of
deep draft.
"In view of the above, the board Is
unanimously of the opinion that while
the present conditions exist, the benefit
to be derived by the naval service would
not warrant the expenso of locating a
drydock and the naval station which
would result, and maintaining the same.
"Should tho proposed improvements of
the bar and river channel be carried out,
and result in obtaining the necessary
depth of water, which- seems assured from
past experience, the board is of the opin
ion that the location on the Columbia of
a drydock and naval station for making
repairs to modem vessels of war would
be most desirable, from the undoubted
advantages possessed by the river."
BORROWING FOR COUNTY.
Senator Mulkey'a Bill Vievred Here
With Interest.
Senate bill No. 135, introduced by Sen
ator Mulkey, entitled an act to allow
County Courts to borrow money at a low
er rate of interest than the legal rate
provided by law, has attracted consider
able interest in Portland among brokers
and others. It practically amounts to a
scheme to bond the Indebtedness of a
county on the warrant plan, should a
County Court so decide, and by some is
said to favor banks. The bill is short,
and is as follows:
"Section 1. That the County Court of
any county of this state may, when they
deem it expedient for tne purpose of pay
ing any outstanding Indebtedness or when
the tax levy for any year shall prove in
sufficient for the running expenses of the
county for any year, borrow money and
Issue county warrants therefor, such war
rants to be of such denomination as the
court shall deem best; provided, how
ever, thai such warrants shall state on
the face thereof the rate of interest the
same shall bear, but in no case shall
such rate" of Interest be more than 6
per cent -per annum, but the rate may
be as much less as the County Court may
be able to borrow the money for.
"Sec. 2. An emergency is hereby de
clared to exist, and this act shall be In
full force- and effect on and after its
approval by the Governor."
WORTHY OF EMULATION.
Nebraska Editor's Opinion of New
Year's Orcgonlan.
Chester (Neb.) Herald.
We have received at the hands of Mrs.
Eva B. McKenzie, a copy of the New
Year's number of The Portland Oregonlan.
It is a beautifully Illustrated edition of 36
pages and describes the many beautiful
scenes and places which abound in that
country. If we could only issue an edi
tion of like character to this wonderful
edition of The Oregonian. our life would
have reached its highest ambition and
when we would be called hence we would
lay down our work with the well-known
plaudits ringing in our ears that our life
had not been in vain. But our sphere of
usefulness less In more humble fields,
and as wo issue every week our little
Chester Herald we take a certain pride
that in our life we are filling a small
nook that perhaps is appreciated as much
as the editor of the mammoth sheet re
ferred to above. However, The Ore
gonian, as well as the Herald, Is
accomplishing the mission unto which
It has been sent, and we take up our
work in the hopes that each issue will
be better and better until the crowning
top is reached.
Temperance Mectlnpr Degrun.
DALLAS, Or., Jan. 31. Colonel Holt,
the temperance evangelist, commenced
a series of meetings here last night.
About 100 signed the pledge.
IS IT IN GOOD FAITH?
QUESTION AS TO NORTHERN PA
CIFIC MOVE TOWARD NEHAXEM.
Reasons, for Doubts in the Mattel
Three Lines Are Nott Aiming
In That Direction.
There Is a disposition in some quarters
to doubt the good faith of the Northern
Pacific Railway Company In its move to
hu'ld to the Nehalem Valley from Scap
poose station. The real purpose of the
projected line to Pittsburg is said to be
to prevent the building of any road to
that valley until an agreement shall have
been reached between the four transcon
tinental roads operating in the Northwest
for a division of the traffic or an assign
ment of this territory to one or another
of them. Inability to agree upon this
matter is said to have been the cause
of keeping the Nehalem without a rail
road so long. If the road shall actually
be built, as announced, there is still room
to doubt that Portland will profit much
from it. This doubt Is based upon a
proposition made by the Northern Pacific
to one of the men Interested in organiz
ing the new Portland, Nehalem & Tilla
mook Company.
It was deemed possible that the North
ern Pacific track might be used to get an
entrance for the Nehalem road to Port
land. President Mellen said his terms for
truckage into Portland would be very
liberal, but he would require an obligation
from the new company that all traffic
originating on its line for points in the
East should be delivered to the North
ern Pacific for carriage. This was re
garded as equivalent to sidetracking
Portland, so far as Nehalem and Tilla
mook business should be concerned. Port
land would then get nothing but the local
traffic at the most. This condition was
not acceded to, and the arrangements for
the direct line from Portland went for
ward. Now the Northern Pacific declares
its intention to build into the coveted
country.
Some years ago the Northern Pacific
surveyed a line to the Nehalem Valley.
Efforts were made to Induce the company
to build a road there, but they were with
out success, and all negotiations were
dropped several months ago. There was
then no move to build there from, any
other quarter, and the matter was rest
ing quietly. Then the move to organize
a Portland company to build a line direct
from this city took form, and when It
became evident that this line would not
form a Junction with the Northern Pa
cific before entering Portland, the North
ern Pacific took action on Its old sur
vev, and announced that It would build
a branch line from Scappoose to Pitts
burg. Less business is available at Pittsburg
now than the place offered six months
ago. Then a flour mill was in operation
there, but It has been destroyed and there
is no prospect of other use being made
of the water-power now wasting down
the locky channel of the Nehalem at that
point. The timber of that section will
be available as soon as saw mills can
be erected to cut it, and the Northern
Pacific might find it a profitable business
to haul that timber to the greedy Eastern
markets.
It Is said that in order to avoid a grade
greater than 2 per cent a half-mile of tun
nel must be bored under the summit of
the divide between the Columbia and
the Nehalem. This will be an expensive
bit of road, and such work Is necessarily
slow. Engineers estimate that It would
not be practicable to have trains running
through the tunnel within the coming 12
months. The remainder of the construc
tion is said to be not particularly heavy.
When the Goble, Nehalem & Pacific
Railway was started for the tall timber
on the Scappoose ridge, It was under
X x Pnjfc&d R8
?R
stood to be In the Interest of the North
ern Pacific, Since then that enterprise
la believed to have been alienated from
its Northern Pacific affiliations, and Presi
dent Cannon now gives it out that his
line la an Independent enterprise and
that It Is headed for the Lower Nehalem
Valley and Tillamook Bay, having sur
veyors and right-of-way men now In the
field. This road has Its terminus at the
Columbia River, and Its traffic can reach
Portland only by water or over Northern
Pacific tracks.
There seems no doubt that the Nehalem
country will soon be provided with one
or more railroads. Some of the men ac
quainted with the valley say it has traffic
enough for two lines one skirting the
Salmonberry River on the south, and the
other clinging to the northern side of the
valley, midway between the southern line
and the Columbia River. Still, it is ad
mitted that one line with proper branches
could and should handle all the traffic of
that country for many years to come.
MAY ENFORCE RATE RULING.
The Commission, the Santa Fe and
the Denver Rate.
So far no action looking to a compli
ance with the ruling of the Interstate
Commission, with respect to rates to
Denver from the Eastern seaboard, has
been taken by the Santa Fe's traffic de
partment, says the New York Commer- t
cial. There is a strong possibility that, '
instead of doing so, the company will
make preparations through its legal de
partment, if it has not already done so,
to contest the enforcement of any such
Interpretation of the law.
The commission held that, as a matter
of general application, rates fixed by the
railroad company at Denver, to or from
the East, or to and from the Pacific
Coast, ought not to be higher than those
between San Francisco or other Pacific
Coast terminals, and the Missouri River
or points East. The plea of the railroad
company that the water rate between
New York and San Francisco or vice
versa and then inland, the commission
did not consider applied with binding
force, and urged that if the railroads
have carried the rate which water com
petition fixes 1100 miles from the Atlantic
seaboard, they must not stop there.
Secretary Mosely, of the Interstate
Commission, has officially notified the
Denver Chamber of Commerce that, as
the case in some degree affects public
interest, the commission will probably
bring a proceeding to enforce its order,
if It should be disobeyed.
PORTLAND TO THE NEHALEM.
The Railroad Route That Will Profit
This City and the Company.
HILLSBORO. Or., Jan. 30. (To the Ed
itor.) I have been Interested in the ar
ticles written by William Reid, Joseph
Gaston, Mr. Groner and others, advocat
ing a direct line of railroad from Port
land via Nehalem Valley to the coast, and
as I claim considerable knowledge of the
country that would be affected by such a
railroad, I ask for a little space in your
paper, giving my views as to the advan
tages of such a project, both to the pro
moters and to the country which the rail
road may traverse.
I assert, first, that such a railroad Is a
necessity. Any one who is familiar with
the natural resources of the Nehalem
country, as I think I am, will unhesitat
ingly say that there is not a section of
country anywhere that would prove of
more value than this section. It pos
sesses some of the finest timber in the
world, and the quantity seems to be un
limited. Recent developments have proved
that there are vast quantities of coal in
that section of the country, and it is more
than probable that other minerals of more
or less value are concealed in its depths.
But who is to build the railroad? Or,
more plainly stated, whose duty Is it to
build this railroad? I answer, tho Inter
ests of the City of Portland require that
Inoptraftctt
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ANTISEPTIC
Forthe TEETH d BREATH.
B7mafl;25and75cHALLfcRuCKZI,N.y.0it7
this should be done by those men who
have money for Investment. In order
that Portland BhalUrecerve the benellt
which it Is justly entitled to, and espe
cially so if it furnishes the means of con
structing the railroad and developing tho
Nehalem country, the starting point of tha
railroad should be Portland.
If I am correct in this, then I want to
see $he road built through the country
that would be the most advantageous to
the promoters of the road, and likewise
to the largest area of tillable lands. This
result could bo obtained by following what
Is generally conceded to be a natural rail
road, grade from Portland through to the
Nehalem River, namely, following up tho
"Willamette River until It strikes the
mouth of the Tualatin River, and follow
ing the Tualatin River to Its intersection
with Dairy Creek, and following that
creek to the intersection of the Upper
Nehalem Valley In township 2 north, rango
5 westr thence up said valley to the head
waters of Salmonberry Creek; thenco
down said stream to where It Intersects
with the Lower Nehalem River; thenco
down the river to the Nehalem Bay. By
following this -route the road would trav
erse a section of country that la not sur
passed In the State of Oregon for agri
cultural purposes. The products, of the
fertile section of country would supply
sufficient traffic and place the road upon a
paying basis from the start. The route
above indicated, even upon a casual
glance, will satlfy any one that It is tha
natural route and of easy grade. The rail
road would be built upon tow ground, all
the way, and nothing would have to ba
"hauled up" to it, but everything would
necessarily gravitate to it. All the tribu
tary streams of the Nehalem. country
gravitate to the main streams which I
have mentioned.
I am glad to note that Portland is tak
ing the Initiative with reference to the
construction of a Nehalem railroad, and
if Portland seeks to be benefited by it sho
should see to it that the road Is built so
that Portland will be the natural base.
ll the St Helens or Goble route should,
prevail, Portland would bo but little bene
fited by it. It would follow a route that
is sparsely settled and there is no fer
tile country through which it could possi
bly pass. The "Willamette-Tualatin route
would supply the railroad with freight and
passenger traffic from the very beginning,
that, in my Jdgment, would be profitable
to tho promoters of the road.
F. ST. HEIDEXi.
Accident to Freight Train.
DALLAS, Jan. 3L Last evening four
cars of a freight train jumped the track
seven miles north of Dallas. Mrs.
Tracy, a traveling woman, was sjlghtly
burned on the face by being thrown
against a hot stove. No other person was
hurt. Considerable delay was occasioned
to the evening express, but It was enabled
to leave here this morning on time.
Freight Train Wrecked.
INDEPENDENCE, Or., Jan. 3L Tha
Independence & Monmouth motor was
delayed several hours last evening by
reason of the wreck of a freight train
near Sralthfleld, eight miles north of
Dallas, whereby three box cars were
badly smashed and their contents shaken
up. Spreading of the rails la supposed
to have caused the wreck.
Bccles to Go to Nevr Torlc.
SALT LAKE, Jan. 3L S. W. Eccles,
traffic manager of the Oregon Short Line
Railroad, this afternoon received a tele
gram announcing his appointment as
traffic manager for the American Smelt
ing & Refining Company, with headquar
ters in New York, effective February 15.
Union Pacific Dividend.
NEW YORK, Jan. 31. The directors of
the Union Pacific Railroad Company met
here today and declared the regular semi
annual dividend of 2 per cent each on
the common and preferred stock.
Young: Armour Succeed Father.
NEW YORK, Jan. 3L-J. Ogden Ar
mour was elected a director of the Chi
cago, Milwaukee & St. Paul road today,
succeeding his father, the late P. D.
Armour.
Circuit Court Docket.
SALEM, Or,, Jan. ZL The docket of tha
Circuit Court of Marlon County was to
day made up by the clerk, showing 31
cases to be disposed of at the February
term.
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