Houston County, Minnesota - Chapter with an unread heading (no. 43 of those read), 1882

Chapter with an unread heading (no. 43 of those read)

The great Mississippi was for a long time the only highway to this region, and it will be interesting to read a few reminiscences of the river.

Most of the old settlers of the county at least remember the respective names of the boats that brought them up from Galena, or other points down the river.

and Livingston in 1811, launched in March, 1812, and reached New Orleans the following year. After meeting with a variety of fortune, it was finally sunk at Baton Rouge. The first boat which ascended the river above the Bock Island rapids was named the "Virginia." This boat was 118 feet long, and drew six feet of water, or once again as much as the packet boats commonly draw. She made an experimental trip to Fort Snelling, arriving at Mendota in May, 1823. This military post was established in 1819, and the fort completed in 1824. It was named by Gen. Scott in honor of Col. Josiah Snelling, the officer in command* and who succeeded CoL Leavenworth at the post soon after its establishment. Col. Snelling was born in Boston in 1772, and died in 1828. The establishment of this post led to the gradual settlement of the county adjacent, which, however, did not commence in earnest until about 1884. As late as 1846, St. Paul was only a small settlement.

After the first trip of the "Virginia, " one or two boats annually ascended the river to carry supplies to the p#st and the traders. In 1844, the number of arrivals had increased to forty-one, and this limited number, in a little more than a dozen years, had expended to over a thousand, so rapidly did the commerce of the upper river increase. At length the little city of St. Paul became the nominal head of navigation on the river, and the numerous settlements and towns that rapidly sprang up along its banks soon gave a marked impetus to business and navigation. After the organization of Minnesota as a Territory a great rush of immigration commenced, and was continued for several years.

In 1847, the first regular line of boats was brought out by the Galena Packet Company, to run between Gajena and Mendota. Rival companies also soon began to put on opposition boats. In those days the Dr. Franklin, Senator, Ben. Campbell, Lady Franklin, and Nominee, were the names of boats familiar to early comers to the new Territory. In 1849, '50 and '51, the Minnesota Packet Company run a line of boats up the river twice a week. In 1852, the nearest approach of any line of railroad to the river from toward the East, was the one from Chicago to Galena, then terminating at Rockford, 111. Between this place and Galena, travelers had to be transferred by stage coach. Between 1854 and 1858, three lines of railroad, terminating at LaCrosse, Prairie du

In 1854, the Minnesota Packet Company added three fine new boats to their line. The same year the Dr. Franklin and Nominee were sunk. In 1856, the Northern Belle and Granite State appeared, land the Ocean Wave was put on the river about the same time. The same year the Lady Franklin was lost. In 1857, the Minnesota Packet Company brought out five splendid new boats, namely, The Northern Light, Grey Eagle, Key City, Itasca, and Milwaukee, names which many of the later comers to this county will remember. All of tfyese boats are now gone, as well as many others which preceded or came after them. In 1858, the Northern line of St. Louis was established, with a fine array of boats. In 1858, Capt. Davidson established a line between LaCrosse and St. Paul, which afterward expanded into a magnificent array of boats running from points down the river to St Paul.

The golden days of river navigation and traffic appear to have been the time dating from the close of the war down to 1872. After the latter year the river railroads took most of the passengers, as well as a large amount of the ' through freight. In 1870, five new boats were brought out by the Northwestern Union Packet Company, and the Northern Line. (These two companies afterward consolidated under the name of the Keokuk Northern Line. ) The Northwestern, Phil Sheridan, and Belle of LaCrosse, were put on the river by the former company, and the Lake Superior and Red Wing by the latter. These boats are still in existence. The War Eagle, a large Packet, was burnt at LaCrosse in May, 1870. Besides the five new boats mentioned, the Tom Jasper, Alexander Mitchell, City of St. Paul, Milwaukee, Addie Johnson (of the Northwestern line), the Minneapolis, Rock Island, Davenport, Dubuque, Minnesota, Muscatine, and others of the Northern line, and the Diamond Jo, Ida Fulton, Arkansas, and Tidal Wave, of the Diamond Jo line, were all running on the river, as well as a host of raft-boats. In 1871, the City of Quincy and S. S. Merrill were put upon the river as new packets. The latter boat, then the largest on the upper river, was burnt at Warsaw, HI., the year following. In 1872, the Clinton was put on the river, and since then but few new boats have been built.

Ferry Boats On The Mississippi

Very early in the history of the county, the necessity of a ferry became imperative, and although it was an inter-State institution, the western landing being in La Crescent, an account of it will be presented here.

A license was granted to O. W. Streeter by the Territorial government on the 3d of March, 1855, to operate a ferry at this point, but it was sold to Cyrus K. Lord, on the 31st of October, the same year. The first regular boat run was by Captain W. G. McSpadden, and it was called the "Wild Kate," the first part of the name was peculiarly expressive and appropriate, for, while it was a most valuable assistance to the emigrants and settlers, it had no regular time-table, and like a train running out of schedule time, was always " wild." The great bulk of the travel in those days was from the East, and so the Wild Kate used to remain over on that side until somebody desired to come over, when, by the aid of two horses, working tread-mill fashion, it would "pull for the shore" on the Minnesota side. This service at that time was very creditable.

In 1855, Mr. Bates put on a steam ferry-boat known as the u Honey Eye," the settlers nicknamed it Mu-Ohick-e- Vous, whatever that means. It was a dangerously dilapidated antiquarian affair, and to give an idea of the oraf t and its improvements over the horse power of "Wild Kate," it is related with the most solemn asservation as to its truth, that it sometimes happened that while crossing the river they had to tie up to an island, let the steam go down, take off the safety valve, and with buckets fill the boiler, then get up steam again and finish the trip. For two years the people had to submit to such ferry accommodations as this boat furnished, the only first-class thing connected with the line was the fare, and the cost of transporting freight, there was nothing small about those items. Of course it would be stating it mild to say that the ferry was unpopular. Before the boat was finally abandoned, the Kentucky Company had become the owner, and when it could not be coaxed to attempt another trip, a new boat was brought from Pittsburg, Pennsylvania, and this run up to the spring of 1857, when it was cut down by a field of ice, and sunk, while tied up at La Crosse. A large boat was then chartered for the summer business, called the "Jo Gale," and at the same time a new boat was ordered at New Albany, which reached here in the fall of 1857. This was the "McRoberts," named as a compliment to Thomas McRoberts, the agent of the company. This boat run twentyone years, or until August, 1878.

For several years, about the time of the war, there was great dissatisfaction with the ferry. The company charged $1.50 each way for passengers.

An opposition boat, the "General Pope," was put on, and the the fare was fifty cents each way. Freights were so reduced that a farmer, with 500 bushels of wheat to transport, would save $25.

Uistory Of H0U8T0N County

After the MoRoberta, the Warsaw was put on, and still does service, having, when the river was free of ioe, kept up its regular trips, making as many as eight round trips a day in the summer. It is understood that the ferry business here is a paying one. In 1877, the McBoberts was sold to J. C. Day, by the Kentucky Company, and it is now jointlv owned by J. C. Day, Thomas MoRoberts, and P. S. Davidson.

A sketch of the history of the history of the Narrow Gauge Railroad : The construction of several narrow gauge railaoads in the country, and their successful operation, notably that of the Denver & Bio Grande line, which had so satisfactorily surmounted so many difficulties, led the most enterprising among the citizens of Caledonia to consider whether such a road to the Mississippi could not be built with local capital, or at least graded, when it could be mortgaged to procure funds to iron and equip the line.

A careful survey of the situation, of the probable cost of the enterprise, and the resources that could be made available, resulted in the action which followed.

Early in November, 1873, several public meetings were held, inspired by Thomas Abbotts, C. A. Coe,N. E. Dorival, W. H. Harries, Wells E. Dunbar, Nicholas Koob and others. On November 28th an organization was effected with the following board of directors; Thomas Abbotts, A. D. Sprague, C. A. Coe, N. E. Dorival, Richwrd Lester, Michael Roster, Wm. Oxford, O. J. Weida, Nicholas Koob, Mons Fladager, and Joseph Vossen, who subsequently elected the following officers: President, Thomas Abbotts; Vice-President, A. D. Sprague; Treasurer, Nicholas Koob; Attorney, Richard Lester; Secretary, N. E. Dorival. A report as to the workings of the narrow gauge lines having proved satisfactory, it was resolved to build the road with a thirty-six inch width between the rails.

Through the winter an interest in the company was worked up, subscriptions secured, and the work of surveying and grading was begun and carried on during the summer of 1874, under the supervision of Joseph Till, an engineer of probity and skill, who carried on the operations with honesty and economy.

very nature of the case, were unprovided for. The hard times, whioh it was reasonable to suppose wduld by that time have abated, kept on, by reason of a change from a depreciated currency basis to that of coin. And so the trouble of raising the money to tie, iron, and equip the road, in the face of internal dissentions, was too formidable to be surmounted, and to abbreviate what might easily be extended into a lengthy narrative, which would not be devoid of interest, it will be merely stated that the work was suspended. Those who had placed their money where they supposed it would do some public good, were doomed to wait around for five years before the puff of the engine would be heard while climbing the grade into Caledonia.

It mint not be supposed that all this time there was no exertion made to carry on the work. Mr. Abbotts, once or twice, made arrangements to purchase iron on what he considered favorable terms, but some intervening obstruction prevented the closing of the bargain. Meantime, as more work had been done than there was money in the treasury to pay for, sundry judgments were procured, and scored up against the company. Then, to keep the whole business alive, without tending to settle the controversy, or increase the prospects of building the road, a newspaper controversy sprung up, occupying from one to three columns every week, until the expenditure of all the ammunition on both sides compelled a cessation of hostilities, and as the smoke of the conflict cleared away there seemed to have been little advantage secured by the wordy contest. Of the character of this newspaper war it is unnecessary to speak, as the parties engaged still live, and the circumstances under which it took place, have passed away, and "all is well that ends well".

Bight Of Way Transfers

The following are the list of those whose land the narrow gauge passes through, and the amount paid for right of way by the C. & M. and C. M. &W.:

The road remained in statu quo, with occasional abortive struggles to complete it, until the winter or early spring of 1879, when a plan was devised and carried into effect for its completion. The arrangement was with the Chicago, Clinton, Dubuque and Minnesota Company to finish it if the citizens of Caledonia would vote a bonus of $20,000. The following article from the local press will reveal the sentiments of the people at the time, and the character of the arguments used:

"Next Friday our citizens will be called upon to vote for or against the issuing of twenty thousand dollars in village bonds in aid or in ruin of our narrow gauge railroad. We are satisfied that the people know their business, and that they will establish their reputation for generosity and good sense, by thus surrendering a little to gain a great deal. We all know how earnestly Messrs. Abbotts, Sprague, Harries, Koob and others have labored in the past to secure the building of the road; some of us, at least, know the great personal sacrifice of capital and labor which these gentlemen have made to build up our village and enhance the value of our property, in connection with the commencement and completion of this great railroad enterprise. Shall we now tell them that their labors have been in vain? Or shall we not rather put our shoulders to the wheel and help forward this great enterprise? We may never again see a day so pregnant with results to our village, as will be next Friday. H we reject the honorable proposition of the railway management, by a refusal to vote the aid, we may never again have an opportunity to retrieve the loss and save our village from impending decay. Let us all lay aside every feeling of jealousy and ill will; let us look upon Friday as the day of our business and financial redemption; let us turn out, and not only vote but encourage our neighbors to vote. Some of our citizens are endeavoring to defeat the granting of aid, but they will fail again as they have failed before, and we feel warranted in assurring the truly honorable, honest and self-sacrificing gentlemen - who compose the management of the Caledonia and Mississippi Railway Company, that they will, on next Friday, be so loudly endorsed, and the vote of confidence in their integrity will be so decided and appreciative, that the enemies of the enterprise, at the closing of the polls and the counting of the votes will, to say the least, regret that they ever attempted to perform an impossibility - to seduce the people of our village to vote against their own interest. To the polls, friends of Caledonia, and give the bonds a boost that will terrify and silence our enemies."

When the proposition, which was finally accepted, to have Caledonia aid the completion of the road by voting to issue bonds to the amount of $20,000, certain parties in La Crosse proposed to organize a company to construct a road from La Crosse to Omaha via Caledonia, which would be built without asking aid; and this was used as an argument against voting money for a road, when one could be secured for nothing, and the proposition was well nigh defeated, as the parties in the rival interest came across, the day before, to influence the vote.

The Journal, in its next issue, represented in. a dispassionate way, the feeling of the community, which time has shown to have been sound and comprehensive, it said:

** The people of this village, on last Friday, decided by a majority of thirty-two, out of a total vote of 185, to issue to the Caledonia and Mississippi railway company, $20,000 in the corporate bonds of this village, to aid in the construction of the narrow gauge road from this place to Sumner. For some time prior to the election, it appeared very doubtful which of the two parties - 11 bonds men " or " anti-bonds men," would carry off the palm of victory, but the meeting held at the court house, last Thursday night, dispelled all doubt on the subject, and plainly indicated that the heart, if not the head of Caledonia was in favor of voting the aid. Had Messrs. Colman and Paul, of La Crosse, attended the meeting and satisfied our citizens of the determination of the La Crosse and Omaha company, to build and equip, within a seasonable time, a section of their road to this village, the result would, in my opinion, have been different; but they stayed away, and their absence lent color to the charges of the rival company, that their assurances were a mere ruse, and were manufactured for the sole purpose of defeating or delaying the completion of our home enterprize. It is true, several prominent men from La Crosse, including Col. Clark Thompson, represented the La Crosse company and made such promises as they could under the circumstances; but the attorney of the river road, Hon. W. S. Knight, of Dubuque, in an address of great power and apparent candor, satisfied our people, that the interests of our town would be best promoted by voting the bonds. Time only can determine which party to the controversy has the right on its side. If our village improve, our property rise in value, a good wheat market be established, our population increase, our slumbering industries be aroused, and general prosperity take the place of our present business depression, then indeed will our village have reason, years hence, in looking back on her action of May 23, 1879, to congratulate herself on the wisdom that controlled her action and that gave us a home market at so trifling an expense.

We must not now wrangle over the result, but advance as one man to promote the interests of the village, and thus make the additional tax, instead of a burden, a lasting blessing to our people. The road will soon be completed, with cars running between here and Sumner; let us wait patiently and test the result by actual experience, and not decry or too loudly extol in advance, the future results of the undertaking.

We cannot now afford to quarrel with, or censure one another; if harmony prevail, and all quietly, if not cheerfully, accept the situation, we can have nothing to fear; the debt incurred is but trifling in comparison to our ability to pay ; the rate of interest is small, and the promise of an abundant harvest and an increased business activity, and improvements in our village, seem to insure us that the majority have not been mistaken. But the majority should not boast too defiantly over their victory. Majorities have been often wrong, and minorities are often right - time alone can tell; we know that some of the best men in the best men in the village, for honest reasons, voted against the bonds; and we also believe that some parties, who were not actuated by so worthy motives, voted the other way. If the La Crosse and Omaha road be built through or near the village, then the minority were right in their opposition, if not, then the majority have expressed the enlightened judgment of the people."

The $20,000 bonds were voted on the 23d of May, and the completion of the road at once went on. It was ironed and equipped, and a train entered the town on the 25th of September, 1879, and after waiting so many years the people were at last gladdened by the sight of the locomotive, and the sound of its welcome whistle. The "Journal," the only local paper, boiled over with enthusiasm, its cannon and rooster and head lines, with displayed type, generally rivaled a victorious party journal the day after election.

The Journal said: "The long looked for and long wished for event has been realized - Caledonia is a railroad town, and Thursday, September 25th, 1879, will long be remembered as the day when the iron horse first made its appearance in our midst. There was nothing unusual transpired over the event, but it was plain to be seen in the faces of our citizens that they were all pleased with it, and were perfectly satisfied. The road will be pushed on west as rapidly as possible. Three engines are now on the road, and will be used to transport bridge timbers, iron, ties, etc., along the line, and will keep enough material on hand to keep the men busy."

"That the narrow gauge road is going to benefit Caledonia, there is no question. It has already made a good wheat market for us, and soon will be a good cattle and hog market. Mr. P. A. Pope, the gentleman who has charge of the elevator here, informed us this (Friday) evening, that there were 7,000 bushels of grain already in store; that he had paid as high as ninety cents for A. No. 1 wheat. Would we have got this wheat market, had it not been for the railroad? Hardly."

uThe depot building is neat and tasty. The building proper is 24x52 feet; the office 12x24; the freight room 20x24. The carpenter work was finished last Saturday noon, and Mr. AL Sherer, the company's csrpenter, can well feel proud over the depot he has left us in Caledonia."

And so the citizens began to feel that, after all, they were a part of the great world, that they were let out from their imprisonment, and were now free to go and come whenever they pleased - by paying the regular fare.

road, or rather of the company, and the name was changed to the Caledonia, Mississippi and Western Railroad Company, and the road was continued to Preston.

It seems that, unlike the history of many roads, this line was not mortgaged, and then foreclosed and sold to be bought in by a few individuals to fatten on its misfortunes; but there was an understanding by which those who originally invested in the enterprise should have the bonds voted by the town as a full consideration and value for the franchises of the road. The bonds to run ten years, with an option afterwards up to twenty years. The matter is now entirely settled.

Some time, a year or so after the transfer of the road to the Chicago, Clinton, Dubnque & Minnesota Company, that road itself went into the hands of the Great Chicago, Milwaukee and St Paul Railroad Company, by which it is still owned and operated; and thus is repeated what is happening everywhere, an exemplification of the ancient utterance that "the big fish eat up the little ones." The road is sixty-four and one-half miles long, and cost $375,000, and is said to be one of the best paying branches.

The land grant was disposed of by the Territorial Legislature by an act approved May 22nd, 1857. Congress voted 14,325 acres of land to the road, and the State voted 2,388 acres of swamp land, and proceeded to guarantee the bonds to cover the amount, until $2,500,000 was so issued, when, as the companies were supposed to be not acting in good faith, the further issue of bonds was stopped, and the companies, having divided the avails among them, suspended.

These were the bonds that were so long in repudiation, and opinion is yet widely divided as to whether, in equity, they ought ever to have been paid.

Up to the time of the collapse of the Root River Valley company, considerable grading had been done, but early in the sixties the Southern Minnesota company was reorganized.

At a meeting in Riceford, on the 13th of May, 1863, the following officers were elected: T. B. Stoddard, President; Luke Miller, Vice-President;

Charles D. Sherwood, Secretary ; Edward Thompson, Richard Chute, and Hiram Walker, Executive Committee. The other Directors were: Parker Paine, A. G. Chatfield, Thomas McRoberts, and Charles H. Lee. In 1864, the Legislature of the State passed a resolution, asking congress for a grant of land to complete the Southern Minnesota Railroad.

The information at hand in relation to this road is somewhat limited, and it is proposed to give only the main features. As already stated, the work was commenced in the last half of the fifties; but the work then done was to little purpose, since the grade never supported either a tie or a rail for nearly eight years afterward, and when the work was finally commenced in earnest by a new company, in 1865, several miles of the old grade (now occupied by the line of the river road) was abandoned, and the village of La Crescent was left far to one side. Some bridges were also constructed at the time of first grading the road (1857), over Thompson's Creek at Hokah, and a trestle over the slough east of La Crescent. The original intention was to have a line started from the river, near the present railroad bridge, thence run across the bottom to the village, and curving around southward, run three miles in that direction to the point of the bluffs at the entrance of Root River valley into that of the Mississippi, and then to follow its present course toward Hokab. But the new company run the line nearly straight west from a lower point on the river, and the people of La Crescent were greatly disappointed, as the terminus of the road was several miles away. Efforts were even made to try and compel the company to change the line, but without success.

Prior to laying the track, a large quantity of railroad iron was barged up Root River during high water, and unloaded at convenient points. This was in September, 1866. A great deal of trestle work had to be built across the Mississippi bottom, so that track-laying did not commence until late in the fall of that year. The track was laid as far up the valley as Hokah without the use of a construction train. A locomotive and some platform cars were then brought over the river from LaCrosse, and before the close of the year the track was nearly completed to Houston, and in time, to Rushford, thirty miles west from the river. This distance complete J the first stage of the line,

In 1866, a machine shop and foundries were built by the railroad company at Hokah, where a good water power was obtained, with twenty -six feet fall, and with commendable energy the company commenced to build their own cars, some fine passenger coaches being also constructed here. A further addition was made to the shop in 1870, at the close of which year upward of 300 cars had been built there.

In 1868, another westward move was undertaken. The line was now extended twenty miles further up the valley, to a point where a company of Massachusetts capitalists were engaged in founding the thriving town of Lanes boro. Here was the western terminus of the road during 1869. About this time an extension of the road was commenced further west, at a point on the Chicago, Milwaukee and St. Paul railroad, located three miles north "of Austin. A proper consideration of the future interests of the road would seem to have indicated that the extension ought to have commenced at that town, instead of what is now called Ramsey Junction, but because the people of Austin refused to pay the company a bonus of $100,000, they concluded to leave them to one side, as they had^already done, or afterwards did, at La Crescent and Preston. The project was said to have been the building up of a rival town at the junction, but as that failed, mutual injury was the only result. The people of Austin, considering themselves unjustly treated, retaliated to the best of their ability by giving their business patronage to the other line of road. The time will probably come when the present line of the road will have to be changed nearer to the town. The extension begun at Ramsey Junction was carried westward to Wells, a town created by the railroad forty-two miles from the junction.

Lanesboro being fifty miles west from the river, and Ramsey Junction, 185 miles, a gap of fiftyfive miles remained to be closed up. This was done the next year, the two parts of the road being united in one line, October 26, 1870. The same year the road was also extended to Winnebago City, making a complete line 190 miles west of Grand Crossing.

Statistics

teen locomotives, and more than 300 cars of all kinds. The locomotives were chiefly wood burners, bnt the great coal fields of Iowa having now been brought within reach, five of them were sold, and the others altered over so as to use coal as fuel. After several years the main shops of the road were again transferred back to Hokah, because Wells was too far away from their base of supplies.

Winnebago City remained the western terminus of the road for some time, when forty-three miles more were added to the line, which completed it to Jackson, 216 miles from La Crosse, and about 208 miles from the junction of the Southern Minnesota railroad with the river line. It should be borne in mind that since the construction of the La Crosse bridge, trains on the road now run to that city over parts of two other lines adjacent to the river; Grand Crossing having been abandoned for general use, and the people of La Crescent now have, what they once hoped for, the convenience of westward bound trains at their own doors, to say nothing of others that move toward the three other cardinal points.

A few years ago the road fell into the hands of the Chicago, Milwaukee & St. Paul Company, and now it is a part of a great through east and west line.

The Chicago, Clinton, Dubuque & Minnesota

This road, although a valuable one to the county in many respects, is much less of a local line than either of the other two, which have been more fully described.

This road has been through a part of the experience of most other roads, but it is now in the hands of that great corporation, The Chicago, Milwaukee & St. Paul, and runs along the west bank of the Mississippi, through the towns on the river, and is a part of a great through line between Minneapolis & St. Louis.

temperature. - From the most careful observations made for a few years, the mean annual temperature must be not far from 44 degrees Fahrenheit.

At the census taken in 1860, the first general enumeration after the county was organized, the population was given as 6,645. The State census in 1855 gave 9,788. The United States Court in 1870 returned 14,958. The State census in 1875 showed 16,566. And the last decennial census by the general government placed the county at 16,339, which revealed the exceptional fact that the county has lost in population, within five years, the number of 227. This depreciation is accounted for in several ways, or rather there were several causes for it; and if the enumeration had been made a year or two before, the loss would have been still more striking.

The prospects of a speedy construction of the Caledonia k Mississippi railroad had attracted quite a number of new-comers previous to 1875,* but its completion was so long deferred, that many were discouraged, and a change of climate was resolved upoD. This loss, however, has been more than made up, and when the next decennial rolls around, the figures representing the population of Houston county will be swollen sufficient to satisfy the ordinary vanity of the average resident.

Real Estate

The number of acres in the county, exclusive of town lots, is 339,934, and the number actually improved is 129,189. The average value of the land per acre, including all improvements, is $8.55. According to the equalized estimate of the State Board, the whole value of real property in the county is $3,287,465, which is a little over $201 for each man, woman, and child in the county. The total number of acres in the county, after deducting the estimated water area, is 364,080.

Vital Statistics

was, males, 269; females, 271; total, 542. Of these, 16 were twins. The number of deaths in the county in the year 1879, was 143, making a natural increase of the population of 399.

The greatest number of deaths was in April - 21 - the next in August - 16 - December - 15 - March - 14 - November - 13 - February - 12. The smallest number was in January, only 5.

Longevity. - There are quite a number of cases where persons in the county have lived to be 90 or upwards, and it is rare that there are epidemics or prevailing diseases.

Naturalization. - The number of persons who took out their first papers in 1880, were, Scandivavians, 103, Germans, Prussians, Bohemians, Poles, 50; Irish, English, Scotch, and other nationalities, 5.

Agricultural Statistics

Wheat was at one time the great staple produced in the county, but on account of its failure to a great extent, and not unfrequently the low price, attention has been turned more particularly to corn as a remunerative crop. In 1879, the number of acres reported in wheat was 55,820; number of bushels raised, 543,898, being an everage yield of 9.76 bushels per acre, while the average for the whole State was 11.30, and in some places an average of 22 bushels to the acre was obtained. The number of acres in wheat in 1880, was 52.617, a small decrease, which was still greater in 1881.

In 1868, the number of acres sown in wheat was 29,941, producing 521,172 bushels, an average of 17.40 per acre. In 1870, the number of acres in wheat was 36,747, yielding 559,682 bushels, at the rate of 15.23 per acre. In 1871, the crop was 39,- 380 acres, furnishing 549,496 bushels, averaging 13.75 per acre. In 1876, the number of acres sown to wheat was 59,003, returning 499,- 805, bushels, or only about 8.50 bushels per acre. In 1879, the yield was but about 9.75 bushels per acre. These figures show a falling off in the production of wheat in the county and exhibits the reason why attention is turned to better paying crops.

Oats. - Of this crop in 1879, 13,788 acres were sown, yielding 445,855 bushels, or an average of 32.35 per acre, only a little below the average in

Corn. - In this cereal 19,342 acres were sown in 1879, yielding 638,233 bushels, at the rate of 32.95 per acre, just one bushel less than that of the State at large. The acreage for 1880 was increased to 23,308.

Barlet. - In 1379, attention was paid to this crop, and 2,045 acres were sown, producing 47,- . 698 bushels, 22.80 as an average for each acre. The average for the State was 24.87 bushels; the acreage sown in 1880 was 3,385.

Rye. - There were 482 acres sown in 1879, which returned 7,662 bushels, or 15.93 bushels an acre, a bushel above the State average. But 310 acres were sown in 1880, although the soil is well adapted to its cultivation, and for several years it has commanded a good price.

Buckwheat. - Of this crop 72 acres were sown in 1879, and 679 bushels harvested, an average yield of 9.43 bushels, which was a fraction below the State average; 43 acres only were sown in 1880.

Beans. - Of this valuable crop but 32 acres were planted in 1879, but the product was 498 bushels, averaging 15.56 per acre, or more than 4 bushels above the State average.

Hay. - The cultivated hay crop of the county is not an unimportant one. In 1878, there were 8,- 770 acres in hay, producing 10,646 tons. In 1879, there were 9,434 acres, yielding 13,022 tons; and 9,698 acres standing in 1880.

Flax Seed. - This production has begun to be cultivated in the county; in 1878, a single acre was raised, supplying 4 bushels of seed. In 1879, 14 acres were thus sown, with 124 bushels as a result, and in 1880, 108 acres were cultivated.

Amber Sugar Cane

Grapes. - The number of vines in 1879, was 8,222, which produced 22,456 pounds of fruit In 1880, the number of vines was 8,908. It is a remarkable fact that grapes of one or another variety can be successfully cultivated in every State in the Union.

Strawberries. - In the season of 1878, there were raised of this fruit 3,142 quarts, and in 1879» 6,763 quarts, showing a commendable increase.

Honey. - The number of hives in 1878 was 685, producing 6,131 pounds of honey. In 1879, the hives were 401 in number, and the honey secured, 2,695 pounds.

Butter and Cheese. - In the year 1879, there were in the county 5,359 milch cows, producing 257,747 pounds of butter, and 3,969 pounds of cheese. In 1880, the number of cows reported was 5,494, and there was a single cheese factory in the county.

Sheep and Wool. - The number of sheep kept in the county in 1879, was 3,721, producing 18,- 148 pounds of wool. In 1880, the number of sheep was 3,871, and the wool clip was 18,428 pounds.

It is a thoroughly established fact that syrup and sugar can be sucsessfully made in Minnesota from the early amber cane which grows to perfection in all parts of the State. It is reasonable to believe that this industry is in its earliest infancy, and that at no distant time, the great bulk of the sugar now imported in such enormous quantities will be made at home, and, although such arguments have very little effect upon individual action, yet, it may not be devoid of general interest to know that the amount of sugar imported requires an equivalent in gold of more than $100,000,000, or one-sixth of all the circulating medium in the country.

Without doubt, the cultivation of the early amber cane in the northern States can supply a large part of this demand, and Minnesota could supply the home demand and leave a surplus for exportation. Such a change would certainly lessen the liability for hard times, and' if commercial panics must come, the intervals between their coming would bev lengthened, as with this great draft upon us, the difficulties of keeping the balance of trade on our side would be very materially decreased.

The great reason, however, why the farmers of Minnesota should make amber cane a part of every crop, is because it is in their pecuniary interest; if properly cultivated, and the business conducted with the skill usually displayed by the average farmer of the State, it will certainly be remunerative.

In Louisana, and other sugar making communities, the old methods effectually excluded the small farmers from entering into the business at all, even in a small way, for every planter had to have his own sugar houses, with costly machinery, and expenses of engineer and of operating on a large scale. But even there this system is giving way to the modern'idea of a subdivision of labor, and the result is that common mills are being established, with all the facilities for the manufacture of the juice of the cane for the whole neighborhood, so that the planter can cultivate his crop without the trouble and expense of procuring machinery and buildings, with skilled labor to work it up.

This is evidently the course for the farmers of Minnesota, and every neighborhood should have its sugar mill, with grinding facilities, and evaporating pans sufficient to do the work before the frost arrives.

In 1859, when Minnesota, as a State, was only a year old, at the time when the cultivation of the Chinese sugar cane, Imphee, or Sorghum, as it was called, was exciting attention throughout the country, Mr. E. Y. Teas, of Indiana, being in Paris, bought a few pounds of the seed, of a well known firm, merely asking for the best. This was taken home and planted in the county where he lived, on a fourth of an acre, and there was a single stalk, unlike the others, which ripened its seed by the time the rest was in bloom. The seed from this exceptional plant was carefully preserved, and the product the next year also ripened earlier than any other. The syrup was found to be far superior, and on account of the color, it being unlike the dark product of other known varieties, it was called Amber Cane.

At this time a Mr. Lindley, from North Carolina, seeing the value of the new variety, took home a fine lot of seed. There it was found to flourish, and was subsequently brought back to Wayne county, Indiana, and carefully grown by Mr. Conley, who widely disseminated the seed. It is not known whether this stray seed was an accidental one from some known variety in the old world, or a new kind just springing into existence; but, at all events, its history, since Mr. Teas had the genius to preserve it, is certainly a happy exemplification of the survival of the fittest.

Method Of Cultivation

Although many of our readers are well acquainted with the whole business of making syrup and sugar from the amber cane, from the seed to the moment of leaving the granulating process, yet, for the benefit of those who have not given the subject deserved attention, a few observations will be made in this regard.

Minnesota soil, by its every appearance, is well adapted to the raising of any sugar plant. The only question, then, regards the climate, and that is overcome by the introduction of the early amber cane. The seed should be planted as early as possible, not allowing one day of needless delay. This will ripen the cane in the latter part of August, before danger of frost. However slightly frost touches the cane, it will be damaged, especially in its crystallizing properties.

When cut, the cane should be piled in sheds for protection, which sheds should be built near the mill. The cane piles should not be more than six feet high, to insure against heating. Space around and between the piles should be left for a free circulation of the air. Small quantities of cane could be covered with straw, always removing the straw during the day. The planting of

An acre of land will readily produce eleven tons of cane, and a ton of cane will give from eightyfive to ninety-five gallons of juice by the use of a six-horse power mill.

The juice contains 16 per cent, solid matter, thirteen parts of which are crystallizable sugar, the remaining three parts being invert sugar and organic matter. An acre of cane will safely produce from 130 to 150 gallons of syrup of 80 per cent, density.

The suckers should be removed to give the main stalk greater vigor. The cane grows from ten to eleven feet tall, and each stalk, stripped and headed, weighs from two to three pounds. A man can with ease cut two acres a day. Two boys, using each a common lath, can strip an acre per day. A team can haul it up at the same time.

The cane should be cut before any frost touches it, although a slight frost affecting the leaves only, will not injure the juice, provided the cane is then promptly cut.

The best way to harvest it is to place it in winrows. Let two men start in, taking two rows each; make a winrow in the middle of the four rows, by laying down each hill as it is cut, with the butts in front, and the tops pointing back, laying each nil] like shingles on a roof. Keep right on in this way, and you will have the cane in a condition to withstand rain and an ordinary early frost. The cane can be cut from the time of the immature to the ripe seed, but the riper it becomes the sweeter the juice.

When you are ready to haul to the mill, begin at the butt end of the row, and cut off the seed heads, throwing two rows together, then drive between the empty rows and load up by taking out both end boards, laying a tier at both ends with the butts outside.

Without doubt, in the cultivation and handling of this crop, there will be many improvements, and new machinery, which, of course, will succeed or be rejected on its merits.

the manufacture. - For a mill grinding two acres in twenty-four hours, will be required three men and a horse, besides two or three boilers.

From the mill the juice should pass into large settling vats, where impurities are taken from it From here the juice passes into the large clas- sification pans, where the necessary chemicals for purifying can be applied. When well heated and skimmed, the juice passes into the evaporating pan, from which, if it is desirable to make sugar, it is turned into wooden coolers for crystallization. When crystallized, the sugar can be separated from the syrup, either with a centrifugal machine, or by drainage.

The outfit for a six horse power mill, grinding about three acres per day, is two or three classification pans, about 12x4 feet, and eight inches deep, and one evaporator for finishing. Another filtering of the juice as it passes from the classification pans to the finishing evaporator, is of great advantage. Skimmings can be made use of in fattening hogs. The skimmings of the finishing evaporator produce a fine quality of vinegar.

Out of the 140 to 150 gallons of syrup per acre, there can be made, by using proper machinery, 1,000 pounds of sugar, and what is left, about sixty gallons, will be a fine article of molasses.

The manufacture is, however, recommended to be in the hands of experts, as it can be made at so much a gallon or pound with satisfactory results. As to the amount of syrup to the acre, some of the men who have developed this industry, claim that 160 gallons an acre can be readily secured. The syrup weighs about twelve pounds to the gallon, and from this seven pounds of sugar ought to be made, and from these figures the value of the crop can be estimated, the worth of syrup and sugar being known. It should be remembered that after the sugar granulates, there are still several pounds of syrup to each gallon, which is good molasses.

The early history of the successful cultivation of amber cane in Minnesota is most interesting. Soon after the war of 1861, Seth H. Kenny, of of Morris town, and Charles F. Miller, of Dundas, Rice county, who were at the time strangers to each other, twenty miles apart, began experimenting and wrestling with the problem, as to whether molasses could be made from the Chinese sugar cane. Their efforts, although at first exciting the mournful pity of their neighbors, were at last crowned with success. One of them chanced upon the seed of the early amber, already mentioned, and sending some of it to a careful friend in Missouri, had a crop of seed raised from it there, and from this beginning has resulted a new industry for the state of Minnesota.

The Si Paul Chamber of Commerce, in the spring of 1877, invited these gentlemen to exhibit their specimen ts to that body, and from that hour, the attention of the people of the Northwest having been called to the subject, the success of sugar making in this northern latitude was assured.

Another Analysis

The analyses above given were made on the grounds, and under some unfavorable circumstances, but show to a dead certainty the enormous value of the cultivation of early amber sugar-cane in Minnesota.

Little attention has yet been paid to this crop, the acreage of which is yearly doubling. But ten acres were sown in 1878, yielding 985 gallons of syrup, or 98.50 per acre. In 1879, 81 acres were put in to early amber, and the result was 9,243 gallons, averaging per acre, 114.11.

In 1880, 104 acres of this crop were put in. At this rate of increase it will soon be the most valuable crop in the county, the soil of which must be well adapted to its growth, as the yield is more than twenty-five gallons per acre above the average in the State.