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OREGON CITY, OREGON, FRIDAY, AUGUST 21, 1874.
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NO. 34.
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HIE EfJTEKFHI
ALO'JAL DEMOCRATIC NEWSPAPER
F O It THE
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' SOCIETY NOTICES.
oKi;(;;oy lopor no. 3, i. i. o. i.
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Ci.ll'i
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i ii i.i v-.nn -.v a' Hiill. in t)r-
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1 'it.
rr -'i: ' "i Momlay evening, at
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in-. 1'. S. ma-'Tly
It kI t' '
J. M. :
J. L X I -V S S C A K J S.
;ic i v. a xx) sex:i-:.vt
O P. K k -V ( T V, O J I X V O -V.
'i-.-'-tairs in CharurinN r.rieic,
VV. M. VJATiS, Hrl. D..
po-iu;-iD, - - osegon;
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ol Mat;; 1 s-vatii streets.
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; o:ii:iri"TJ :tl.
iTToi:;is .id coiaskloks at-l.vw.
OrcVDn City, .rogon.
sr LCc' " irl :U1 th Courts of the
th-f s-a'i;u'!'tl,'r' Kivm t, cases in
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aiirli7.-i.i'.
t-. T. B A 1 I T,
ATVOFIHEY-AT-LAW,
.trf!IC iver r,, Tin s?oro. Main
A -tmarTJ-tf.
,CM3REAM SALOON
Mai
t St reft.
Oregon Clly.
J. T,j APPSRSON
0FElNP0ST0FFKBUILDINa.
-f l "tfjjon City Order
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i lrokcag business carried
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OLTTVW
0TJRY PUBLIa
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?tH;ir,soMAii i.oxx;i; no. i,a.k.
it A. M l Holds itn regular eom-
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fat 7 oYI Iii iio'iii the :-"l!i or Sep.
teuii-rVr 1 1 s 'J)tii of Marcli ; and 7i
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I
I
L Vii BE SERVED from
AMKRU-AX CAXDIEM.
i'rsau: in qttantitis to sit.
P0RTL1XD, DALLES AND SALT LIKE
-RAILROAD.
Oefick of Tiie Poutlaxd, Dallks
and Salt Lake Raimioad,
August 1, ls74.
To the People of Oregon Fel-loic-Citiz'ens
: Your favorite enterprise,
the Portland, Dalles and Salt Lake
Railroad, has at length reached a
point to leave no doubt of its success.
Our united efforts judiciously direct
ed for a few months longer, will
make it a permanent institution of
the land. It is not the prospect of
millions of Tinearned Wealth to the
corporation that incites the deep in
terest manifested for its success.
Far from it. It is the relief it will
afford to hundreds of thousands of
people to the people of the Pacific
Northwest, anl to none more than to
the people of Oregon.
For its wide-spread and multiplied
advantages, it challenges a parallel.
Opening communication between the
United States, so to speak, and the
Pacific Northwest, upon the shortest
and most direct line for the China
trade, it will become a national thor
oughfare of the first importance,
scarcely inaugurated until the sail
ing of the Columbia river and China
steamers will be among journalistic
notes as common as tlie sailing of
Oregon and California steamers of
to-day. Located through, and adja
cent to, the vast agricultural and
mining districts of Eastern Oregon,
Eastern Washington and Idaho; open
ing the Columbia river to competi
tion in transportation; giving com
munication through the Cascade
Mountains at all seasons, winter and
summer; a branch to Walla Walla,
to be extended to Northern Idaho,
with other short branches from points
on the main line to Canyon City,
consequent upon the construction of
the main line, it will confer upon the
inhabitants of the vast region east of
the Cascade Moutains a series of ben
efits, tlie value of which is scarcely
possible to over estimate. Of these
it is not necessary to speak in detail;
The people of that country are too
familiar with extortionate and exces
sive charges for transportation; un
just discrimination and oppressive
monopolies, to require herein any
extended notice. They have before
them daily the unoccupied lands,
uncultivated fields, unmarketed crops
and unworked mines, and a general
paralysis of all their industrial pur
suits, to remind them of the need of
speedy and cheap transportation.
The consequences of these drawbacks
are not confined to the country oast
of the Cascade ftjountiiins. Western
Oregon and Washington bear their
share. To say that they do not or
that corresponding benefits would
not result to them from the accom
plishment of this great work, would
betray gross ignox-ance of the com
mercial intercourse of the two sec
tions. It is not too much to say,
that xo one section of the road is cal
culated to extend its benefits farther
and w ider than that which proposes
the opening of the Columbia river
to competition in transportation.
From Utah to the British possessions,
and from the Cascades to the Rocky
mountains, wherever the habitation
of white man is to be found, there it
will be felt and appreciated.
That which greatly effects tlie
growth and prosperity of the Pacific
Northwest and every part of it, espe
ially Oregon, is the want of
IMMIGRATION.
Oregon, as it embraced the Pacific
Northwest, has been settled for more
than thirty years, yet within those
limits there fs not exceeding 200,000
inhabitants. It was organized as a
Territory twenty-five years ago, and
with its prescribed limits has been a
State for sixteen years, yet it has but
little exceeding 1.00,000 inhabitants.
Population is tlie basis of wealth.
But what signifies 200,000 inhabitants
for the whole Pacific Northwest as
large as all New Eusrland, New York,
Pennsylvania, Ohio, Indiana and Ill
inois? Or what signifies 100,000 in
habitants for Oregon with her diver
sified andinexhaustible resources?
It is comparitively nothing scarcely
the population of a great county for
some of the States. Since the exten
sion law of the United States over
this country, numerous Territories
have been acquired, populated, and
grown into rich and powerful States,
with their numerous members in
Congress. Still Oregon, according
to the ratio of representation, is not
entitled to one member. Why is
this so? Our Climate, our soil, our
productions, our healthful and invig
orating atmosphere, our varied and
inexhaustible resources agricultur
al, manufacturing and mining with
rivers and harbors comparing favor
ably with those in any part of the
United States, and a sea line of more
than 500 miles. Taking it altogether
our country is unequalled upon the
continent of America. We have ev
erything calculated to invite the in
dustrious and enterprising immi
grant, except the easy, convenient
and direct way of getting here. And
herein, it is believed, lies the reason
why we have not had immigration
proportioned to the magnitude and
importance of the country. With all
our advatages, we are isolated, so
that comparatively few are willing to
encounter tlie hardships of a long
stage-ride over the plain, or the per
ilous and circuitous voyage by sea,
eight hundred or a thousand miles
out of the way, to settle in a country
totally cut off from rajlroad commu
nication with the outside world.
leather than suffer such hardships
and submit to such inconveniences,
immigration has followed the line of
railroad, and settled down in States
and Territories infe:ior in every re
spect to those of the Pacifio North
west. It is true we have occasionally
a few immigrants such as have ran
gauntlet of exaggeration on one. hand,'
and imtiortunities on the other; bat
these make scarcely a perceptible in
crease in our population. Tlie rem
edy for this is having direct commu
nication eastward by rail, such as
Dur road proposes to give.
And while I believe there is but
one opinion on this subject, I will
call your attention to the effect pro
duced in other States and Territories
by the construction of railroads, tak
en from an article appearing in the
New York Tribune of June 18th
The author premises by saying:
The population of the United States
j increases annually 1,500,000, due to
uirius ana immigration; that from
immigration amounting to 400,000
annually.
"In 50 years, from 1820 to 1870, it
has increased 8,000,000, of which
2,375,3:34 were farmers.
"From the most reliable statistics,
theso immigrants bring upon an av
erage SS00 each.
"The growth of the west is seen by
the rapid increase in the population
of its cities:
Chicago, from 4,070 in 183G to 400,
000 in 1873.
St. Louis, from 12,000 in 183G to
400,000 in 1873.
Cincinnati, from 33,000 in 1S3G to
250,000 in 1873.
Pittsburgh, from 1G.000 in 183G to
300,000 in 1873.
"In 18G5, the construction of rail
ways began in Kansas. In 1873 there
were 2,500 miles in operation. The
population meanwhile had increased
from 10,000 to 100,000, the bulk of
whom had gone there in four years.
In Texas, since 1831, the population
has increased from 100,000 to 1,100,
000, there having been added to it
100,000 yearly for the last three
years.
"West of the line of the Mississip
pi, the same rapid progress .has con
tinued building iip first: Missouri,
Iowa and Minnesota; then the more
westward tier of States: Texas, Kan
sas and Nebraska pausing only dur
ing the war to be recommenced with
much more startling activity upon
its conclusion.
"Here, again, with the extension
of railways westward one city after
another arose along the banks of the
Missouri to challenge, with one or
two exceptions, their older tier of
sisters on the Mississippi. Omaha,
Council Bluffs, St. Joseph, Atchison,
Leavenworth, Lawrence and Kansas
City, all within a stretch of less than
200 miles, contain a population of
from 20,000 to near 50,000 each.
Practically, few of these had their
birth earlier than the close of the
war in 1805.
"Kansas City theu had 8,000; and
it now has between 40,000 and 50,000
inhabitants.
"The gross earnings of the Union
and Central Pacific roads last year
were 24,137,'J23 net earnings, 813,
5()4,S;'hS sufficient to pay from 10 to
18 per cent, upon its cash cost.
"Nearly the whole of the enormous
transportation represented by the
above figures, was simply created by
the construction of the railroad. It
did not exist before, and could not
have existed until the railway was
built.
"What has been the result of the
construction of this railway upon
California? To raise its population in
four years from 500,000 to 800,000.
"Nevada, adjoining California on
the east, then entirely uninhabited
except by starving Digger Indians,
produces now 35,000,000 gold and
silver annually.
"Utah, still further eastward, has,
j sincj the completion of the Pacific
Il'ii I road, discovered silver mines
which already produce's $5,000,000
annually.
"About a year later, Kansas Pacific
Iiailway on a line averaging 150
miles south of the Union Pacific
succeeded in spanning the Buffalo
Plain, and reaching the foot of the
mountains in Colorado. The effect
is seen in the increase of population
in Colorado in three years from 39,
8G4 to 100,000.
"About G,000 tourists visit Colora
do annually."
A still more remarkable effect, of
the construction of the railroad, is to
be. found in the results from the
Denver and Rio Grand Railroad
such a road as we propose to con
struct. The following is taken from
a document prepared to be used be
fore committees, as the same was
gathered from the report of the
Denver rnd Rio Grande Railroad Co.
The report goes on to say:
"The territory described, contain
ing no navigable waters, had been
cut off from the great plains, and by
wandering tribes of Indians from
previous ready access. The first
railroad had just readied it from the
East when the Denver and Rio
Grande Railroad company was or
ganized. "Before the railway replaced the
stage coach from Denver to Colorado
Springs, the latter ran tri-weekly, and
carried (as is shown in the prospec
tus of the comyany), an average of
five passengers per trip, or thirty
both wavs, weekly.
"During the year 1872, the railway
while under construction, carried on
the same route 25,1G8 passengers, or
an average of 484 weekly, being an
increase of over 1,500 per cent.
"The estimate of passenger busi
ness that the road would carry the
first year, as stated in the company's
report, published before work was
begun on the road, was thirteen pas
sengers both ways, daily, or 182
weekly, between Denver and Colora
do Springs. The actual result was
25 168 passengers carried an average
distance of 67 miles equivalent to
23,187 oarried from Denver to Colo
rado Springs, or 426 - passengers
weekly over two and a half times
the estimate, .
"As regards tonnage, a few Mexi
can and other teams, before the rail
way was built, carried all that there
"The actual freight haaled by the
railroad in 1872, n average distance
of 61 miles, was 47,212 tons, or leav
ing out construction material, it was
34,8S2 tons of commercial freight.
"Again, by the United States cen
sus, taken immediately before the
commencement of the Denver and
Rio Grand Railway, Denver had 4,
800 population. To-day (Apr. G '73')
the city directory shows it to have a
population of 15,000. Pueblo, the
present terminus," had not over 500
people. A count made a few weeks
ago, shows that it has now, in the
old and new town, a population of
oyer 3,500, which will, in all proba
bilit y, be doubled the coming year.
"Colorado Springs did not then
exist;, now it has about 1,500 people,
and is continuing to grow at' a rate
which will give it 3,000 next year.
Colorado City has about 300; it has
more than doubled, while Little
Fountain, and other lesser points on
the road, which scarcely existed, are
growing into important country
towns.
The farming pojndatlon along the
line has increased proportionally.
Nearly one hundred miles south
of Pueblo a similar growth is shown;
and Trinidad, which had but a few
hundred people when the railroad
started, has now 1,100.
In the mountains adjoining, west
ward, the mines of gold and silver
have more than doubled their yield,
which is now, in Colorado, from
four and a half to five millions yearly.
The town of Colorado Springs, 7G
miles south of Denver, was laid out
and the first house built in August,
1871. The population is now (April
1, 1873) 1,500 souls; the number of
houses, 350, and the number of
niembersbii) in the colony, 400.
Twenty miles of irrigating "ditches
have been constructed. The place
continues to grow, and its popula
tion will probably reach 2,000 during
the summer.
At South Pueblo, the Central Col
orado Improvement Company started
a town in November last, which, in
five months of the winter season,
contains some 90 houses, and a pop
ulation of over 400.
The old town of Pueblo, on the
opposite bank of the Askansas river,
has, to-day, a population six times as
large as it had when the construc
tion of the Denver and Rio Grande
railway began at Denver.
It was the eastern connections
which, gave to the Denver and Rio
Grande Railroad its importance, and
made it the instrumentality-of popu
lating and developing the resources
of Colorado. And but for the Union
and Central Pacific roads, Utah and
Nevada would have remained a com
parative desert, and California would
have had less than half her present
population. If being thnsconnected
by rail has done so much for those
States and Territories, what will
not the eastern connection proposed
by the Portland, Dalles and Salt
Lake Railroad do for Oregon, A ash
ington. Idaho, and Western Montana?
For climate and agricultural, man
ufacturing and commercial resources
and facilities, the Pacific Northwest
has no superior; while the attractions
for the tourist are grand beyond
description.
Taking Texas, California, Nevada,
Utah and Colorado, as a standard by
which -to form an opinion, the in
crease of population in our State and
Territories, consequent upon the
construction of this road, will not
fall short of one hundred thousand an
nually, of which Oregon must receive
the larger share. However that pro
portion may be, Oregon has, and for
any given time to come, will con
tinue to have, the commercial em
porium of the Pacific northwest,
and therefore will be greatlv bene
fitted by the prosperity of tho whole
country.
With the increase of population
which this road would be instrumen
tal in giving, and which the almost
unlimited resources of the country
would justify and even demand, agri
culture w ill be rapidly extended over
a broad land; manufactures in all
their diversified shapes will spring up
in every village; the unbounded
gold and silver fields will be devel
oped; the shipping interest, so im
portant 111 the great elements of na
tional wealth and independence, will
greatly prosper, whitening the seas
with American sail, to strengthen
and carry our own commerce to
every shore; dependent Territories
will be converted into rich and
powerful States of the Union, con
tributing in their abundant produc
tions to the building upon the Pacific
northwest of an export trade, the
benefits of which will be re
flected upon at every section of the
Union.
The history of the prosecution of
this enterprise is not unfamiliar to the
people of Oregon. It was the result
of years of reflection and a thorough
conviction of its propriety. It had
been crushed out by the combina
tions and influence of some of the
most powerful corporations in the
land, guarded and protected as they
were by the Government, and sup
ported by the prestage of financial
agents of world-wide fame. To lift
it oat of the dust and plaoe it
again in position to claim public at
tention and support, under all the
ciroumstanoes, has been a work which
I apprehend few, knowingly, would
oare to undertake.
Since the organization of this
company, there haa been almost a
constant revolution going on with
reference to railroad subsidies, and
it was necessary to consult publio
opinion and prepare to meet the new
phase or things. Two years were
spent in the effort to obtain a land
grant; but in vain. Tb.e Amorioan
people were deoidod, and settled
down upon the opinion that no more
tublio lards- thould bs granted in
COURTESY OF BANCROFT LIBRARY',
TTV TUVDQ TTV rV PAT T1?nPWTS
aid of the construction of railroads.
It was necessary, therefore, if possi
ble, to devise some new plan by which
aid in some shape might be obtained,
and the present bill now before Con
gress was the result. Under the
necessity of the case, it was easy
enough to conceive the original idea
upon which the measure is based,
but it must be moulded, reformed
and amended, time and again, in all
1 T" -1 -a . - - - .
01 wnicn nave haa the valuable
counsel and aid of our Senators and
Representative, as well as their cor
dial and efficient co-operation in all
that pertained . to the passage of the
Dill.
CONGr.ESSIONAIi AID.
Such was the state of public opin
ion in respect to railroads, that be
fore the introduction of the bill few
outside of its immediate friends
believed that any bill upon the sub
ject could be reported. But its pro
visions were so fair towards tho Gov
ernment, and so much in the public
interest in respect to excessive
charges, extortions, and unjust dis
criminations, together with a full
submission to legislative controll in
all matters affecting tho public wel
fare being the principal points dis
cussed among the people, that
wherever understood it gained almost
unquallified favor opposition alone
coming from those supposed to be in
the interest of monopolies with whose
interests it might conflict.
The measure therefore standsbef ore
the public, not a3 one intended to
enrich a corporation out of the pub
lic treasury, but as co-operating
with the Government and people in
the promotion of public welfare.
It is true that the amount of aid
proposed by the bill is low being
interest upon 8800 per mile 82.000
per mile less than the original bill con
taining the company's proposition.
But in view of public opinion, the
Committee thought best to place it so
low for the service to be rendered
the Government, as that it could not
be considered otherwise than with
favor. It having met with general
favor, coupled with the universal
opinion that it is too low, it is possi
ble that the amount may be increased
on its coming up for consideration.
The bill stands high .on the calendar
of the Senate, and will probably
bo reached in its regular order the
first ten or fifteen days of the session.
It was so late before it conld be re
ported at the last session that it could
not be taken out of its order. It
will, however, necessarily come up
early in the session, and every pre
paration should be mado in the
meantime to facilitate its passage.
I am frequently asked if the aid
projjosed in the bi:l will induce cap
italists to invest so as to injure the
construction of the road? It un
doubtedly will with the aid proposed
on the line of the road, and the State
aid already granted put in a present
available shape.
It has been asked also whether
we do not propose to do too much
for the Government. I answer that
it is too much more than the
amount of interest which it is pro
posed the United States shall pay.
Besides, tho Government will get its
pay day by day as tho service shall
be performed, while tho interest is
only payable half yearly. But then
the payment of interest by the Gov
ernment gives credit for tlie princi
pal, and will sell the company's otr?i
interest paying bonds besides. The
theory is that by buying the interest
from the Government we get the
principal with it, and that princijial
enables us to build a road and serve
the Government to pay for the
interest, leaving the commercial
earnings of the road to pay expenses
and provide for the principal.
It is true, therefore, that while
we are to pay too much we do get
what is of iufinitely more value to
tho construction of the road. We
aro not choosers. We must accept
the best proposition that Congress
may bo pL-ased to make.
STATE AID.
Little has been done in tho way of
construction. The aid heretofore
granted by tho State the proceeds
of ths sale of the swamp lands, and
the five per cent, fund has not been
available for actual construction or
tho payment of preliminary expenses
to the extent of a single dollar. It
has been estimated that it will
amount to a large sum at a somewhat
remote period; but that is not what
the enterprise and tho interests of
the country demand.
If, as seems to be tho general
opinion, the State should as far as
possible aid this important enter
prise then some modification should
be made of the Act granting the
proceeds of the sales of the swamp
lands, and the five per cent, funus,
by which tho fund so granted may
be available as the road shall be con
structed. That which would be best
calculated to facilitate the construc
tion of the road would be that the
State should guarantee the interest
on the Company's bonds at the low
rate of five per cent, per annum
reimbursable out of theso funds as
they shall come into the public
treasury, where, by tho present law,
they are required to be placed. For
this purpose, the company would
release all claims to any portion of
those funds. The only question
would be upon what amount should
this interest be paid.
I am credibly informed that a year
or two since our Senators and Rep
resentatives with some of the Land
Officers and experienced Surveyors,
estimated both funds to be worth in
the end, two millions of dollars and
I think that was a fair estim ite. The
Governor, in his message to the last
Legislature, I think estimated tho
swamp lands alone to be worth seven
or eight hundred thousand dollars,
no one who will take the trouble to
aso6rtain the amount of lands sold
a-nd unsold, upon -vfcicb the Sri jcr
cent, fund arises, will estimate the
five per cent, at a less sum.
It then would' be perfectly safe in
the State to pay the interest upon
one million of dollars, with no lia
bility for the principal, and be fully
reimbursed out of the proceeds of
the sales of the swamp lands and
the five per cent, fund, likely as
fast as the interest would fall due.
After the road shall be constructed
to Baker City, including portage
upon the Columbia river, now so
much needed to give unobstructed
navigation, the whole sum would be
only 850,000 per annum. But pay
ing this interest as the work pro
gresses would divide that sum into
small amounts first upon the port
ages, then in sections of twenty-five
or thirty miles of the line from the
Columbia river eastward. In this
way, by the time of the completion
of the work, the increased facilities
and cheap transportation for freight
and travel; increased population and
consequently the increased produc
tion, and greatly enhanced value of
lands and other property, not only
on the line"of the road but through
out the State, would so far outweigh
the outlay as to make tho whole
comparatively an insignificant sum,
if even it was paid right out by the
State, without reimbursement from
the swamp land and five per cent,
fund.
Intending to place theso proposi
tions before the Legislature, I deem
it proper to lay them before tho peo
ple in advance.
The enterprise is the people's
more widely and vitally important
to them than anything that can be
brought before the Legislature. Tho
prize is a grand one, and the cause
worthy of being championed by tho
State.
And therefore, as the interesting
moment of final action by Congress
approaches, such a demonstration of
earnestness should be made, and
such facilities for prosecuting tho
closing campaign afforded speaking
louder than words as will not onlv
impress favorably Congress, capital
ists and the country, but without
further delay, set the work of con
struction in motion, and insure the
completion of the whoie line.
W. W. Chapiian,
President P., D. and S. L. R.R.
Provisions of Ciiil
Rights.
A sapient-looking darkey, oscilla
ting between 20 and 25 summers,
overtook an old vegr-7ron the street
the other day, and hedging him in
a fence-corner, proceeded to acquaint
him with all the gorgeous provisions
of the Civil Rights bill. ' Young
Africa imparted to old Africa a fund
of valuable information, thusly:
"Well, Uncle Billy, Sumner's
Swivel Rights bill has passed de
Senate ob de United States without
a murmur."
" Is dat so, Josiar?"
"Jess so, Uncle Billy. And say,
Uncle Billy, we's gwine to be allowed
te stop at de hotels, and eat at de
head ob de table, and hab de biggest
slices ob de chickens, and lay around
in de parlor, and spit on de carpets,
and make de white trash hustle them
selves and wait on us without grum
blin', and whenever de boss of de
concern shoves a bill at us, we'll have
him sent to Washington and obscured
in the plenipotentiary."
" Is dat so, Josiar ??'
" Jess so, Uncle Billy. And say,
Uncle Billy, we's gwine to be allowed
to go to de white schools and set up
on the flat form wid de teachers and
learn gehography,triggermenometry,
gehominy, Latin Dutch, French,
Choctaw, algebray, rheumatics, and
the rule ob thrice."
"Good Gosh! is dat so, Josiar?"
"Jess so, Uncle Billy. And say,
Uncle Billy, we's gwine to be allowed
to be hurried in italic coffins wid
looking-glasses on top ob dem, and
dey will hab to carry us in a hearse
to do grabe-yard and bury us on top
ob dc white folks, so when do day of
resurrection am arrived and de Angel
Gabriel come tootin' along, he'll sing
out from his trumpet: ' All you col
ored gemman rise fust!' And say,
Uncle Billy, de pervisions ob dat
bill y
"What's dat you say 'bout per
visions, Josiar?"
;Vell, Uncle Billy, as I was
gwine on to state, do pervisions ob
dat bill"
" Stop right dar, Josiah. You say
dar's pervisions in dat bill?"
"Jess so, Uncle, de pervisions ob
de bill"
"Stop right dar, Josiar. Ef dar's
pervisions in dat bill, I want a sack
of flour dis berry minnit. Dam de
smokin' in de ladies' car. and tlie
gehography, and Latin, and do italic
coffins! I wantde pervisions, Josiar.
Dey's all dar is in de bill wuff a dam
cent!" Fayettetille (Ga.) Express.
The Superintendent of tho Peni
tentiary has had michinery put in
the old prison building to prepare
flax for shipment. Last year a ton
of Oregon flax was prepared by hand
And sent as a sample to Ireland. It
was found by the manufacturers of
linen to be superior to any flax grown
in the world, with the exception of
that grown to a limited extent in one
of the interior States of Germany.
Oregon raises tho best wheat, pro
duces the best wool, and now is in a
fair way to stand foremost in the cul
ture of fl x. Two brothers by the
name of Smith, from Europe, are in
Oregon and have made arrangements
to ship at least one hundred tons
this season to Ireland.
The Annual Conference of the M.
E. Church South, will be held at
their camp grounds at Dixie, Polk
county, (and not at Salem, as hereto
fore announced), commencing on
Thursday September 10th, and con
tinuing over Sunday. Bishop Pearco
. - ... . . -.
Th Farmer's tlome
The Hon. Dudlv W. A .lama
ter of National Grang of the Patrons O
of Husbandry, in closing his Fourth
of July oration at Ottnmwn Tnn
gave the following as his idn of
what the farmer's home should be:
toelect the handsomest snot of n.11
and erect a house of neat and. taste
ful proportions and convenient ar
rangements. Tlie size, finish and
expense will of course bo governed
oy the means at command. Plant
trees, both forest and fruit, in such a g
way as to brettk tho aMtrcp ol llio
winter winds. Donate a reasonable
patch of ground to small iruit and
vegetables, sufficient to supply your q
table with abundance of all desirable
kinds all the year round. Make an
acre or more of lawn in front and
around the dwelling, intersnersed o
here and there with some ornamental
shade trees,- evergreens and flower
shrubs. Train an ivy over the porch,
a honeysuckle on the window. Hido
the sheds and outbuildings with a
clump of trees or climbing vine.
lour wifo and daughter will havo
some artistic ilower-beds cut in the
lawn and a rose-bush by the door
while singing birds will build nests
in the trees. Make the inside of the
house attractive a pleasant place to
sit, with inducements sufficient to
keep your sons from saloons andr)
your daughters from the streets
Among the absolute necessaries of
life, I most emphatically place amuse
ments, sports, fun. A good ringing
laufih is worth more to stir the liver
and promote digestion than a dose
of calomel, and a deal pleasanter to
take. If you ever come across a
person, old or young, who cannot,,
on proper provocation, give out a
good hearty, ringing laugh, watch O
him! He is either after your pocket
book or the undertaker. Joy, fun,,
laughter, sterling, good, healthy,,
wide-awake liappiness, are among
the most noble and desirable of hu
man attributes. Nothing but men
can laugh. Do not smotlierbut cul
tivate tliis distinctive feature of humanity.
Summary of State News Items.
Rolla Hudson and Louisa Holden,.
heirs of Furgerson Hudson, Tipton
and Joseph Todd, heirs of Nancy
Todd (formerly Dale), can learn
something of interest to them, about
an estate in which they are heirs, by
addressing M. Dale." Weston, Mo.,
who is administrator.
Prof. Coudon refused the invita
tion to accept the pastorate of the
Congregational Church at Forest
Grove. They offered him a salary
of SI, 200 -a year. The Willamette
University at Salem has offered the
Professor 8500 a yehr to deliver a
course of geological lectures at that
institution.
Lot Livermorc, of Pendleton, in
forms an exchange that on the 3d
inst., while Mr. H. C. Stewart, of
Birch creek, was out hunting, near
the Umatilla river, he fell over a
cliff opposite Capo norn, and in
stantly killed by the fall, being liter
ally dashed to pieces. - The cause of
his fall is unknown, as no ono was
with him.
The Roseburg P 'I aindealer 'is in
formed by gentlemen who are versed
in mineralogy that the rugged look
ing mountains just across the South
Umpqua from tho depot, is almost a
solid mass of iron ore. It is said to
be as rich as most of the ore used in
-many of the Pennsylvania furnaces.
An elderly gentleman by the name
of Tedrow, living in Wasco Gulch, a
tributary of Birch creek, left home
on the 1st of July last, for the avowed
parposo of hunting stock; since
which time he has not been seen or
heard of, except that he called on a
firm in Umatilla and drew 8400 due
for wool ho had previously delivered
Fears are entertained that he has
been foully dealt with by some one
for his money.
On last Thursdav afternoon, about
1 o'clock, while ""Bud" lies was
working a pair of skids, near Empire
City, ho met with a painful mishap.
He was walking beside a log, when
the end of the skid struck a stumps
and before Bud could get out of the
way, one of ljis legs was caught be
tween the skids, breaking it above
the ankle and splintering the bone
fearfully. e
The Eugene Journal says: "A very
large portion of the cultivated land
in Lane county is in wheat this sea
son. There are neighborhoods where
the eye sees scarcely anything but
wheat-fields for miles. The yield
will not be as much per acre as it has
been on some former years, but the
total amount of wheat produced will:
be great. The farmers are now iir
tho midst of their harvest."
- Tho Oakland Call understands
that Mr. Sherman Y. Rathburn, of
Douglas county, lias struck a big
thinpf. An estate in Scotland valued
at 6t,000,000, equal to about $130,
000,000, is looking for claimants, and
Rathburn is ono of 'em. The heirs
are scattered in different parts of the
United States, most of them in Vir
ginia Rathburn's native State. The.
property is known as the "Mar Es
tate," and his mother was a "Mar."
A Kentucky farmer refused to look
at a sample sewing machine not long
ago, as he always ' sewed wheat by
hand." He is" related to the man
who did not want a threshing
machine on his farm, "for," said he,,
"give me a harness tug or a barrel
stave, and I can make my family too
the mark according to the law and "
the Scripture."
Sarcastic. " I'd hate to be in
your shoes' said a woman yesterday
as she was -quajrreling with a neigh- .
bor. "You couldn't get in thera,"
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