Item

Beacon

July 7/1892

Algonquin ad claims 4,000 visitors in 89, 90 and 91—in total

"Every Room Has a Saltwater Outlook" [not true]

Salt and Fresh water baths first amenity listed.

Beacon

July 14/1892

The work of building Manager Van Horne's summer cottage is being pushed with all speed. Mr. Van Horne had decided that the outer walls shall be constructed of red sandstone, instead of the fieldstone, and a quarry for that purpose has been opened on his premises.

Sir John Thompson's family are still at the Algonquin. One of his children, a dear little girl, is almost a helpless invalid, but she is so bright and light-hearted that she is the life of the hotel. Her elder sisters are most devoted in their attentions to her.

The Wedgwood business is not to be confined to the Stickney store. Mr. John S. Magee has imported a large variety of Wedgwood, Royal Irish Belleek and Royal Worcester, and by next week will have it on display in his store. Down in Campobello, the Tyn-y-coed is doing a big summer business. Delicious homemade candy has become a prominent feature of the Magee store.

Nice ad for International Steamship Company.

Beacon

July 21/1892

A photographic party set out from the Algonquin in Mallory's buckboard, on Tuesday, and took views of Minister's Island, Joe's Point, Chamcook Lake, and a variety of other places. The leader of the party, a Washington gentleman, declared that he had never seen such an aggregation of beautiful views as there is in and about St. Andrews. Every member of the party was delighted. (See Hart, Selling of Canada, and the role the CPR played in popularizing nature photography)

Bean auction at Algonquin tonight. Mr. Kennedy auctioneer. Such to be lots of fun.

Bathing houses at Katy's Cove in first class shape.

A millionaire baseball player is a novelty that only St. Andrews can produce. But we are free to admit that some of the baseball cranks with empty pockets can play better ball. There is no royal road to baseball.

The baseball sluggers among the Algonquin guests thought they knew something about baseball and baseball umpires until they met a team of St. Andrews youth on the hotel green, Monday afternoon, when they speedily changed their minds. The village lads wiped them out by a score of 9 to 16, in a seven-inning game. The guests were captained by Lowell Kennedy, and the village lads by Walter Stickney. It was "great ball." After the game the downtown boys were royally entertained by Mr. Kennedy, Sr.

Beacon

July 28/1892

Manager Van Horne of the CPR and several of the leading officials of the road, have been recently inspecting the terminal facilities at Halifax, a circumstance which gives rise to the rumor that the CPR is about to gobble up the I.C.R.

Mr. Marshall J. C. Andrews has been elected a warden of All Saints church in the place of George F. Stickney, deceased.

Real Estate Transaction

The island of Campobello has for several years been under development by a party of Boston capitalists and it has already attainted a high degree of popularity from its charming climate, beautiful scenery and well-planned accommodations for the pleasure-seeking public. This season it is more popular than ever from the fact that a daily line of steamers form Portland has been established, and the CPR road has put on a daily line of Pullman sleepers to St. Andrews only 15 miles away. These changes give all the desirable means of accommodation, and the plan is to become more popular than ever. One indication of this is the sale, just consummated by Mr. Alexander S. Porter, who represents the Campobello Island Company, of a tract of about 1000 acres on the island to a syndicate of gentlemen, who buy it for improvement. The sale includes what is known as Man-of-War's Head and Neck, that fronts on the bay and on Harbor Delute. It has a shore front of four miles, and is all most desirable for summer homes. The Owen Hotel, a large a well-appointed house, is included in the sale. The large hotel, Tyn-y-coed is not yet sold, but another syndicate is negotiating for it and between 1000 and 2000 acres of land surrounding it. This sale, with the improvements to follow make the transaction one of the most important on the New England coast. Boston Herald

Mr.  Robert S. Gardiner, who, with Mrs. Gardiner, recently visited Japan, is writing a book on that strange and interesting country. It will be profusely illustrated. The book will be essentially Japanese design and will deal with the habits and customs of that people with a boldness and freshness that cannot fail to make it intensely interesting.

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Algonquin has billiard and hair-dressing rooms.

When "two souls" with but a single thought climb to the Algonquin tower to engage in "sweet communion" together it seems aptly that the sanctity of that "communion" should be invaded by an unsympathetic stranger. Yet it sometimes happens. The only thing to be done at such times is to "break away" as quietly and quickly as possible.

New Summer Residences

Substantial Evidence of St. Andrews Growth as a Summer Resort

In addition to Mr. W. C. Van Horne's elegant summer mansion, which is rapidly approaching completion on Minister's Island, there will be at least two other summer residences begun in St. Andrews this season. Robert S. Gardiner of Boston, Vice-president of the St. Andrews Land Company, has purchased lots 18 and 19 on Acadia Avenue (about in rear of the Algonquin tennis ground) and has had plans prepared for the erection of a very pretty home for himself. Estimates for its construction are now being asked for, and next week, probably, the contract will be given out. The cottage will be of wood and will be constructed after the Colonial style. It will have two stories and an attic, and around three sides of it will extend a verandah eight feet wide. The house itself will be 41 feet wide. On the lower floor will be a broad hall—15 in width—also parlor, dining room and kitchen, and Mr. Gardner's "private den,' which, by the way, will be quite elaborately fitted up. There will be bathroom and closet on this floor. Upstairs there will be five sleeping rooms and bathroom.

            A few details might be of interest to the Beacon readers. The door of the main hall will be a large double one, of the good old-fashioned pattern, which admits of the bottom portion being closed, while the upper half is open. The chimney will be so situated that there will be fireplaces into it from the corner of the hall and from the corners of the parlor and the dining room. The kitchen range will also enter the same chimney. Mr. Gardiner's private room, which is located to the left of the entrance, can be entered from the verandah, or from a sliding door in the hall. Portieres will take the place of doors in the entrances to parlor and the dining room. The plans have been prepared by Winslow and Wetherell, architects, of Boston. Mr. D. B. Claflin, of Boston, is to come here tomorrow to select a site for a cottage for himself. He will begin the erection of it this season.

Beacon

Aug. 4/1892

A Border Tough

Who Has Something to Show for His Experiences

Among the visitors who drifted into St. Andrews last week was the famous William Pierce. A few years ago, William was one of the toughest of the border toughs. Nothing was too hot or too heavy for him. As strong as a bull, he was known to lift immense weights that no one in the neighborhood could budge. As brave as a lion, he feared nothing. And when a couple of fingers of gin were added to these attributes, "Bill" was a holy terror. He would fight anything that stood in shoe leather. Numbers made no difference to him—the more the merrier. It is related of him that on one occasion, as a policeman sought to effect his arrest, and knowing the kind of material he had to deal with, the officer struck him a blow on the head with his baton that would have felled an ox. For an instant Bill was dazed. Before the policeman could strike another blow, Bill's strong right arm was getting in its work, and if a posse of citizens armed with weapons of various kinds had not come to the policeman's rescue, he would have been the land of dreams in a very short time.

            Another time, Pierce performed the fire act in a very thrilling manner. He had been placed in the lock-up for drunkenness, with two boon companions. Full of rage at being imprisoned, he set fire to the interior of the lock-up, and then, like demon, he danced among the smoke and flames, calling upon his companions to pray as they had never prayed before, and likening them to the three men in the Scripture story, who occupied the fiery furnace. When the smoke was seen from the outside and help arrived, Bill was glued to a hole in the wall, sucking in a little fresh air, apparently as cool as a cucumber, while his half-smothered companions were on their knees, praying for all they were worth. On the door being burst open, Pierce's first act was to rush at the policeman and knock him down.

            One day, Pierce and a drunken companion occupied the train going into St. Stephen. They began quarrelling, and Conductor Stewart—not Superintendent Stewart—locked them up in an empty box car. When the train reached town, both men were running with blood and scarcely a stitch of clothes covered their bodies. They had fought like wild cats the whole way in, each doing is level best to clean out his antagonist.

            Pierce fought through American Civil War and can relate many hair breadth escapes.

            Beneath his roughness, Bill always had a tender, generous heart. In his seafaring life, he found abundant scope to exercise this good quality. On one of the ships that the was a sailor on, there was a brutal, big mate, who showed a disposition to act very cruelly towards a pale, emaciated young fellow, who was in the same watch with him. Bill stood it as long as he could, and then he sent an ultimatum to the mate, which prevented any further display of cruelty of the voyage.

            The exciting experiences through which this border tough has passed during the past fifty-six years have left their impress on him in several ways. His close-cropped head is slashed and furrowed with scars which point in every direction, while a little piece of gold-plate that covers a hole in his cranium marks the spot where a revolver bullet got in its work. His nose is broken and several of his teeth have also disappeared. His hands are knocked out of shape, and worse than all, he has but one leg, having lost the other is some trouble aboard ship. To raise money to purchase a cork leg was the ostensible object of his visit to St. Andrews. A mission of this nature very soon brought him into contact with corks that were used for other purposes, and it was not long before he was feeling in a very happy frame of mind. He remained here for a day or two and then departed for Eastport.

President Van Horne pronounces the report to be untrue that the CPR have purchased the I.C.R. or the Springhill mines.

Sir John Thompson arrived from Ottawa on Tuesday, and after spending a few hours with his family, returned to the capital.

The bathing beach at the head of the town has been largely patronized lately by both youthful and middle-aged summer visitors. The style of costumes worn is as varied as the ages of those who wear them.

St. Andrews as Viewed Through the Glasses of a Stranger

Pittsfield, Mass., Sun

We are walking up a long, quiet street in St. Andrews, on our way to the Algonquin, the magnificent house where tourists find entertainment in this ancient town. We have had a delightful sail from Boston without a touch of mal de mer. The superb scenery of the coast nearing Portland, an hour or two in Eastport with its fine views, have been enjoyed and we have made an hour's voyage by the "Rose Standish," of the Frontier Steamboat Company's excellent line, to this place. . . . By blooming paths, then, we reach the great house. Landlord Miller give us hearty welcome and makes it home to us at once, as he does for every comer to his doors. A repast, modestly called "lunch," occupies the noon. The dining room is delightfully fresh and cool, and every window frames a picture of sea and shore, bay and island. Then comes a lazy hour or two on the piazza with the little orchestra in the parlor; three of the brightest young lady pupils of the Boston Conservatory, playing light, restful music. We "loll" in the big armchairs and wonder why, in the apportionment of life, work should be so long and vacation so short. . . . The rush of traffic is no longer heard in St. Andrews, as we have said, but its beauty can never be lost. If grass grows in the streets grace also grows, the grace and softness and mellowness which time brings to towns as well as lives. Nor can the charm of its environment of island dotted bay, shining sea, flash of distant surf, gleam of white sail and long line of shore of rock and beach ever fade. Every summer the Algonquin fills more and more overflowingly with the tired and overwrought, to get refreshment in the invigoration and balm of the breezes and the peace that dwells like a blessing upon it. That it must become a great resort is sure, for court circles of the Canadian government have come this year and stamped their approval on the Algonquin and St. Andrews; and here and there, on chosen sites, the seaside "cottage" is going up in Lenox fashion and of Lenox magnificence. We like it best as it is, quaint, quiet, unique, beautiful St. Andrews, and though the "Rose Standish" will take us by a beautiful waterway, through a lovely land, we are very loath to leave.

Now that President Van Horne has discovered how fast he can travel on the New Brunswick branch of his road, we would like to see him put his knowledge to some practical purpose.

Variety is the spice of life. What a spice-box St. Andrews must be for the summer tarrier. . . . If he is an artist, or if he is a Kodak fiend, there is no scarcity of subjects for brush or camera.

Flying to St. Andrews. President Van Horne Makes Fast Time Between Saint John and St. Andrews.

The railroad record between Saint John and St. Andrews was badly fractured on Friday last. The parties largely responsible for this deed were John McKenna and "Haggerty's flyer."

            It was 1:50 o'clock, standard time, when President Van Horne of the CPR, and his son R. B. Van Horne; Vice-president Shaughnessy; Lt. Governor Kirkpatrick, of Ontario; R. B. Angus, a prominent director of the CPR; Superintendent Timmerman, of the Atlantic Division; H. H. McLean, managing director of the Shore Line railway, and two or three other officials of lesser note, settled themselves in Mr. Van Horne's sumptuous private car "Saskatchewan" at the Saint John station, preparatory to making one of the fastest runs ever made between that city and the Canadian Saratoga.

            But one other car, a baggage car, constituted the train. "Haggerty's flyer," the re-modelled locomotive, which recently left the hands of the McAdam machinists, was in advance. Tom McKenna, the veteran driver of the road, held the lever. Master Mechanic Haggerty, who was anxious to see what his pet machine would go, also occupied a seat in the cab.

            At 1:52 Conductor Ned Cassidy called out "all aboard." Scarcely had the words passed his lips before the throttle of the engine was pulled open, and out of the station the train flew, as an arrow shot from a bow. With speed unslackened, it shot up along Strait Shore, and out towards the "cantilever" bridge, while crowds of spectators gathered along the streets in the vicinity and gazed at it in anxious wonder. There was a slight decrease of speed in crossing the bridge, but when it was passed, the engine was once more given its head. When the first seven miles had been traversed, it was seen that but ten minutes had been used up. About this time the occupants of the "Saskatchewan" sat down to dinner. They found it rather hazardous work sipping their coffee while their train was cleaving the atmosphere at a sixty-five-mile gait, so a request was made to run a little slower until the meal was over. Tom was a little disappointed, but in obedience to orders, he reduced the speed during the next eighteen miles. The first stop was made at Fredericton Junction, which was reached at 2:46. At 2:50 the train was off again.

            With the President's meal finished, and a straight track ahead, the engineer pulled the lever out to the furthest notch. The big engine bounded forward, leaving behind her great clouds of smoke. At 3:15 Harvey station (20 miles from Fredericton Junction) was left behind, and on towards McAdam the train thundered. At "the North-east," says Conductor Cassidy, she was reeling a 68-mile clip, which was the fastest time done during the whole journey. McAdam was reached at 3:36. While the wheels were being examined there, William Davis, engineer of the St. Andrews express, went on board the engine to pilot McKenna into St. Andrews. The party in the car were likewise augmented by Mr. Robert Meighen, of Montreal, and his son.

            At 3:46, ten minutes after her arrival at the junction, the train was speeding off towards St. Andrews. The fifteen miles intervening between McAdam and Watt Junction were covered in 17 minutes. That speed would doubtless have been maintained to St. Andrews if Supt. Timmerman had not ordered the engineer to run the rest of the distance at thirty miles an hour. It was not intended to make any further stops, but when Rolling Dam was being approached, the vigilant engineer noticed a red flag at the station. He hauled his train up, and while the section foreman was explaining that the flag was left there by mistake, a drop or two of tallow was placed on a hot journal.

            The rest of the journey was without incident, the train running into St. Andrews at 4:45 o'clock, having traversed the 127 miles in 173 minutes, including stops. Deducting the stops the running time was 2 hours and 38 minutes.

. . . On alighting at St. Andrews, Mr. Shaughnessy approached the engineer and expressed his gratification at the satisfactory run he had made.

            While Mr. Van Horne and two or three others of the party drove to Minister's Island in Mallory's barouche to inspect his new cottage, the remainder betook themselves to the Algonquin. On returning from the island, Mr. Van Horne and Lt. Governor Kirkpatrick were entertained at dinner by Sir Leonard Tilley.

            At 4 o'clock the following morning, Mr. Van Horne's party departed from St. Andrews.

 Robert Stevenson, of St. Stephen, was in town on Thursday on business in connection with Mr. Gardiner's proposed cottage.

Mrs. Frank W. Cram and Master Wingate Cram, of Bangor, are located at the Algonquin for another season.

Beacon

Aug 11/1892

A hay-rack party, patronized by a score of young people, started out from the Algonquin on Monday evening, and a jolly time they had of it decorating the streets with straw. Full dress costumes prevailed at the Saturday evening hop at the Algonquin. (Remember in year one Carter said townspeople were welcome if not specifically invited to the ball)

GM says business up over last July.

Some think hay fever is a fad, as no one in town is ever seen to have it.

The first lady bicyclist to be seen on the streets of St. Andrews came down from Calais on Tuesday. She was a modest-looking damsel, and the graceful way in which she stepped on her wheel was the admiration of the local cyclists.

On the invitation of Sir Leonard Tilley, Sir John Thompson and a party of ladies and gentlemen went out for a fishing cruise in the "Crusoe" on Thursday last. There was a fine breeze blowing, and the little craft fairly flew over the water. The party returned at 5 o'clock well pleased with their good fortune. The gaiety at the Algonquin has been subdued the last few days owing to the serious illness of Sir John Thompson's little invalid daughter. Full of animation, she pleaded to be allowed to go on the excursion upriver on Saturday. But in her enfeebled condition, the journey proved too much for her, and on her return, she was completely prostrated. Sir John and Lady Thomason and her two devoted sisters are constantly at her bedside, and if loving attention will restore her to health her recovery ought to be very rapid.

Beacon

Aug 18, 1892

Mr. John Townsend, of Chamcook, who has been lying at death's door for two or three weeks past, passed away on Friday. His funeral took place on Sunday and was largely attended. In the old ship-building days at Chamcook, Mr. Townsend followed that business, but of late years he has been engaged in farming. He was over 85 years old. He had always maintained the respect and esteem of those who knew him. One of his sons, Mr. James Townsend, is a successful businessman in New York, having large repairing docks there. Ms. Robert Ross is a sister of the deceased.

In reaching out after the unattainable, one of E. L. Andrews' cows tumbled won a precipice on Minister's Island, lately and permanently dislocated her neck.

Alexander Gibson, the largest employer of labour in the province, favors a prohibitory liquor law. He finds a prohibitory system works well in his business.

Mr. Wadsworth Harris' dramatic recital, on Monday evening last, was listened to with delight by a very select audience. His selections being of a varied character, he gave a fine opportunity of displaying his versatile talents. They were all admirably given, but his rendition of the Raven was probably the best. He possessed a voice of wonderful depth and compass, which he has under perfect control. This added to a face which one moment can be a black as night and the next supplied with good humour, makes him the success that he is.

F. W. Cram manager of the Bangor and Aroostook railway arrived at the Algonquin on Saturday night and will remain for a week or more. He would like to stay longer, but time is precious with him just now. Mr. Cram says that rapid progress is being made on the construction of the B and A railway. There are no very great engineering difficulties to be overcome, so that he thinks the 210 miles of railway will be completed and ready for operation in 1894. It is hardly likely that any rails will be laid this year. Mr. Cram is enthusiastic over the future of this road.

A captivating Mr. Jarley visited St. Andrews last week and gave two exhibitions in Stevenson 's hall, in aid of the parish library. The figures she brought with her might very easily have been mistaken for real flesh and blood, so lifelike were they in the general appearance. The "giggling lady" bore a very close resemblance to a charming young lady belong to Montreal, and some stupid people actually believed that it was the lady herself who stood before them. But, of course, they were mistaken. There were other figures so natural in their tout ensemble so as to excite comments of a similar nature. The artiste had evidently taken the most of her models from among the guests of the Algonquin. There was a very striking likeness of Miss Wheeler on the stage, also of Miss Gardiner, Miss Delgardo, Miss Meighen, Mrs. Baumgarten, Mrs. Gormally, Mr. Wilson, Jr., Mr. William Jr., Mr. Tilley, Mr. Forster and others. During the evening Mrs. Jarley kept Queen Victoria and President Harrison constantly informed by telephone as to her movements. The telephone messages she received in reply were a source of much wonder, but in these days of invention and rapid transit there was really nothing in that to excite wonder.

The need of another hotel summer hotel to take the place of the Argyll has been very much felt this season by summer visitors, and there is no doubt that it has been the means of keeping many people away from the town. There is ample room here for another good summer house, where comfortable rooms, prompt service and good fare would be provided at a reasonable rate.

Beacon

Aug 25/1892

Mr. W. C. Van Horne, president of the CPR railway, and Mr. R. B. Angus, one of the directors, have gone to the old country on a business trip. It is though that their trip may be in connection with the proposed fast Atlantic line of steamers.

50 Algonquin guests charter the steamer "Arbutus" for Campobello excursion.

Business at Algonquin set a record in July.

Stickney's Wedgwood store is the centre of attraction for excursionists. On Friday last there was such a crowd that many were obliged to go away without making a purchase.

The Summer Girl

Oh! Have you seen the summer girl?

Who keeps the summer hotel in a whirl;

She's a modern invention, but what of that?

An electric belle, in a seaside hat!

With a waist you can span with a single hand,

With eyes of blue which seem tender and true,

Or of witching brown, which coax and lure,

But can blaze and flash if you seem "too sure!"

Oh, do not trust her, the summer girl!

She spends three months of her year in a whirl,

Then buzzes back to the joys of town—

Eyes of blue, and grey and brown,

To tell how many scalps she has taken,

How much faith in humanity shaken;

How many men she has taught to sneer

At all that at one time they held so dear!

And then—begins with a business air

The work of the winter, to get her share

Of the wealth that is going, to lie in wait

For some rich old fool with a hoary pate,

Who will give her his name, diamonds, horses and gold?

For a smile that is forced and a heart that is cold.

Oh! she buzzes and flutters the summer away,

But the wintertime is no time for play!

—Algonquin

Company Meetings

The annual meetings of the St. Andrews Land Company, Chamcook Water company and Algonquin Hotel company were held on Saturday, when directors were chosen as follows:

Land company—S. L. Tilley, President, R. S. Gardiner, vice-president; E. F. Fay, secretary-treasurer with Abraham Avery, George L Connor, Daniel B. Claflin, Roscoe A. Cobb, Dana J. Flanders, John b. Coyle, Charles V. Lord, C. F. Bragg, F. W. Cram, F. E. Boothby, J. Emory Hoar.

            Chamcook Water Company—same officers and directors as above, with the exception that F. B. Noyes takes the place of Mr. Hoar.

            Hotel Company—W. A Murchie, President; F. Howard Grimmer, vice-president; Roscoe A. Cobb, secretary-treasurer, with R. S. Gardiner, F. W. Cram, George W. Jones, D. B. Claflin and E. F. Fay.

Beacon

Sept 1/1892

There are various rumours afloat regarding the object of Mr. Van Horne's visit to England. It is believed in many quarters that it is in connection with the fast Atlantic service. It is said that a new train service is to be started between Chicago and Halifax over the CPR and that all new trains will be scheduled to run sixty miles an hour. This fast time is to be made in order to complete with New York for ocean travel.

If President Harrison's retaliatory policy towards Canadians was of the same pleasant character as that of the American guests of the Algonquin towards the Canadian visitors, everything on this northern hemisphere would be lovely, indeed. Some time ago, the Canadians gave a progressive euchre party in honor of the Americans staying at the hotel, and on Tuesday night the Americans retaliated, with interest. The ample parlor of the hotel never looked lovelier than it did on that evening, with the British and American flags gracefully intertwined over doors and windows, and the fireplaces and mantles decorated with golden rod [hay fever resistant?] and evergreen. The ladies were elegantly dressed, and the gentlemen for the most part were arrayed in 'their best bib and tucker.' Fourteen tables were set and a very pleasant game was played. . . . After the game a complimentary supper was served up by Mr. Miller. And such an elegant supper as it was! Chicken salads that would make the most confirmed dyspeptic's mouth water; cakes, of most delicious flavor, and most artistic style, and fruit lemonade of the most pronounced Millerian pattern. The waitresses were specially dressed for the occasion, two in black and two in pure white. In fact everything was arranged in the most recherché style, and the compliments that were paid to the manager, his chef, cooks and assistants were no more flattering than they deserved.

Beacon

Sept 1/1892

Announcement

The editor has cast aside his pen and scissors and is now being rattled toward the western prairie as fast as a Canadian express train can carry him. He is bound for the Pacific slope. Three years and a half of work and worry, performing the multifarious duties of editor, reporter, proof-reader, printer, pressman, engineer, business manager, "devil," and boomer-in-general, have entitled him to a rest and he has taken it. The Beacon wishes him a pleasant journey to the Pacific and a safe and speedy return. With mind and body rested and invigorated by the change of air and scenery, and with a broader conception of the immensity and grandeur of this Dominion, he hopes to resume his labours by the end of the month.

            During his absence, the Beacon will continue to diffuse its light over this neighborhood, and the various other localities on the side of the Atlantic and Pacific oceans that it reaches. The business and mechanical departments will be managed by Mr. Albert Thompson, foreman, who is authorized to receive subscriptions, sign receipts, etc., and the editorial management will be left in the hands of Mr. W. M Magee, who has had considerable newspaper experience and who is quite capable of discharging the manifold duties of the office. It is to be hoped that the patrons of the paper will keep those gentlemen well supplied with "the sinews of war" during the editor's absence.

William McQuoid has been awarded to contract for carrying the mails to the railway station.

The ice sheds at the Point are now the property of Mr. Samuels, of New York, who has employed Mr. T. J McGrath to dispose of them and their contents. Mr. McGrath has a number of men at work tearing down the sheds and sluices and clearing away the debris.

Mr. Mallory drove a party of visitors out to Digdeguash last week, and while they were trying to coax the trout out of the brook with their high-priced rods, he succeeded with an improvised rod in landing a two-pounder and several other fine fish. It made the strangers sick with envy.

Beacon

Sept 15, 1892

A full-grown healthy child was left on the doorstep of Mr. Jas. Rooney early Monday morning. The commissioners of the Alms House took charge of it.

Beacon

Sept 22/1892

St. Andrews, 1822

Saint Andrews Herald and Commercial Advertiser, Printed and Published by Howe and Storey, Every Thursday Morning

The paper is dated January 1, 1822, four pages 10 ½ x 18 inches, four columns to the page. The publishers announce that a letter box is placed at the lower door of the building, where communications may be deposited. Respecting which secrecy will be observed. Terms of subscription three dollars per annum. Amongst the advertisements published is one of a yoke of oxen for sale on a liberal credit and payment received in merchantable pine limber, application to be made to John Gilbert Seelye, Magaguadavic or Nehemiah Marks, St. Stephen. The cargo of the brig St. Andrews, just arrived from Demerara, rum and molasses, for cash or lumber, by John Wilson, who also advertises that he wants to purchase two town lots, in an eligible situation for building. W. C. McStay notifies all that have opened accounts with him in the years 1819 and 1820 to settle immediately or they will be sued without discrimination.

            Charlotte County Agricultural and Emigrant Society announce the celebration of its anniversary by a dinner at McFarland's, in St. Andrews, on Tuesday, 8th day of January. John Stange, Harris Hatch, Peter Subs, stewards, William Allen, secretary.

            John Pendlebury cautions all persons from trespassing on his property by placing booms, rafts of timber, spars, boards, etc., thereon. Kerr and Douglass offer for sale a patent chain cable.

            Ames and Webb inform the public that they continue the tin ware manufacturing business at No. 3, North door, Market Wharf. Adam Dickey informs his friends and the public he has taken the house on King Street recently occupied by H. Swymmer, (nearly opposite Ordway's hotel) where may be had boarding, lodging, and stabling for horses. C. Scott and Co. announce on sale Irish prime pork.

            Edward DeWolfe offers one hundred- and fifty-dollars rewards, to be paid to any person who will give such information as will lead to the conviction of the offender or offenders, who inhumanely cut in the withers, in the day time, a horse owned by him. Thomas Whitlock announces that he has received an additional assortment of British merchandise, suitable for the season. Strachen and Garnett offer for sale at their store, head of Market Wharf, fish of various kinds, oats, potatoes, and an assortment of dry goods and groceries. John A. Thompson notifies the inhabitants of St. Andrews and vicinity that he is fitting up a stable for horses, which he intends to store with the best of hay and provender, and as the situation is central, flatters himself he will receive a share of their custom. Also, that he has procured a first-rate workman in the hatting business, and intends to furnish his customers with hats or bonnets of any size or pattern.

            Colin Campbell informs the public that he has fitted up a large and commodious auction and commission store, in the building nearly in front of his dwelling house. That his Notary Publics Office, and that of Surveyor, and Deputy Registrar of Probates and wills, are in the southeastern end of the same.

            Mrs. Powell and daughter announce that they propose to visit St. Andrews in the spring and teach the polite art of dancing. Terms one pound entrance, and two pounds per quarter. Instruction twice a week. There is no item of local news in its columns. The editor states: "We have nothing of importance to present to our readers this week; we have filled our columns principally with the details of intelligence noted in our last." As stated in the foregoing extracts, the columns of the paper are filled with English and Continental news from Oct. 18th, to Nov. 1st. Nearly one column is devoted to verses,—"On the Death of the year 1821—which expired, according to the opinion of some, of a rapid, of others of a slow consumptive disease, precisely at the hour of 12 o'clock last night," written for the Herald. In the obituary column we find: Died on Sunday morning last, Mrs. Anna Maria Henderson, aged 32. This morning January 1st, 1822, in the 51st year of his age, Mr. Jobe Ewell.

Mr. R. P. Tansy, President of the St. Louis and Missouri Transfer Co., left on Tuesday for NY on his way home. Mr. Tansy has been a victim of hay fever and acting on the advice of Mr. Van Horne, president of the CPR, decided to try the benefit of St. Andrews air as a curative agency. We are pleased to say he has received every benefit and leaves here with good impression of the place.

One of the Algonquin's most successful years.

Over 1,000 guests from all parts of Canada, also eastern middle and western states. Will stay open to Oct. 1st this year.

The hotel parlour was a scene of hilarity on Thursday evening last, caused by a number of prominent artists engaged in portraying, on white paper, through the medium of crayons, the following subjects, which were given in the following order: Flea, Mr. Day; Kid, Miss Lewis; Beaver, Mr. Merrill; Katydid, Mrs. Lewis; Tarantula, Miss Benson; . . . To say these drawings were unique but faintly expressed it. . . . As a mirth provoking was of passing a few hours in a social way, it was more than successful. The guessing as to what each figure represented was very funny, more particularly in the case of Mr. Cobb, who did not recognize the result of his own handiwork, naming in a goat instead of a gnat.

Beacon

Sept 22, 1892

To the Pacific

Wayside Impressions of a Wandering Editor

From Saint John to Montreal—A Peep at Canada's Big City—Things Seen and Heard between Montreal and Winnipeg

Winnipeg, Sept. 10, 1892

A drop of ink! It looks small and harmless, comparatively speaking. Yet what a capacity for good or evil, for pleasure or pain it possesses. A drop of ink has been the agency through which many a man's happiness has been eternally wrecked, but more frequently the means of causing him untold joy. It was a drop of ink, cleverly distributed over a page of foolscap by the master hand of George H. Ham, of the CPR colonization department that suggested to the writer his present visit to the Northwest—a visit which already has brought to him much pleasure.

            Acting upon the suggestion contained on the sheet of foolscap aforesaid, the Beacon representative found himself on Monday morning last carefully disposing his anatomy beneath the immaculate coverlets of the Pullman sleeper. The train was not scheduled to leave until 4:25 the following morning, but as the hour was an early one to turn out of bed and as there was an awful possibility that he might not turn out at all until after the train had departed, it was considered expedient to take time by the forelock, and secure the train before sleep had overcome him.

            It does not seem necessary to describe to the readers of the Beacon the country lying between Saint John and Montreal, or to give the writer's impression between the two points. It has now become an old story. Yet there is much in even a trip to Montreal by the CP railway that is worthy of description. If the day happens to be fine, which Tuesday was not, there is much to be seen and much to be heard that would bear writing about. This is particularly true of the Short Line Section, as it is termed, which runs through the forests of Maine, from Mattawamkeag on the east, to the Canadian boundary on the west. This stretch of country, diversified as it is with hill and vale, lake and river, has much in it to interest and attract the eye of the traveller. Six years ago, prior to the opening of the road, the writer had the privilege of traversing over that territory, and the changes since that time are really wonderful. For instance, at Brownville, six years ago there were only two or three houses, all the rest of the country round about being covered with broad meadow or wide stretching forest. Today there is a handsome station with James Gilliland, formerly an ICR train dispatcher at Saint John, in charge, and quite a neat little town surrounding it. And it has only begun to grow. Greenville also shows evidence of progress. The same is true of other points. The scenery along the route is very beautiful, particularly in the neighbourhood of Moosehead Lake.

            Usually, the express from Saint John reaches Montreal early in the evening, but on Tuesday last, owing to the heavy train and having set rail to contend with part of the journey, the engine did not enter Windsor station until after ten o'clock, and the passengers were quite weary and very glad to get to their hotels.

            Montreal can lay claim to being the handsomest city in Canada, as it is the largest and busiest. It has magnificent business houses, the windows of which are filled with the most beautiful and costly of goods; palatial private residences, stately public buildings, massive churches and hotels; tasteful and attractive parks and squares, and dashing and enterprising citizens. Looking down from the top of Mount Royal on a beautiful September morning the city looks very lovely. Montreal is growing fast. Many new residences are in course of erection in the outskirts, and many more are in contemplation. The docks at this season are lined with ocean steamers, and there is a great amount of business being transacted around the river front.

            But beautiful as Montreal appeared to the writer, he found it necessary to tear himself away and hasten on his journey to the Pacific slope. At 8:40 pm the train for the West leaves Dalhousie Station and on board this train on Wednesday evening the Beacon representative stowed himself and his traps. A moment after taking his seat, a shrill whistle was heard from the engine, and the train of twelve cars shot out into the night. On and on it rattled, through the darkness, stopping for a few minutes at Ottawa and other intermediate stations. When morning dawned, the pleasant little town of Pembroke was the first to break upon the vision of the passengers. Then gradually the fast-speeding cars left the towns and villages behind, and the Pacific passengers settled themselves down to their wearisome journey towards the Plains. At North Bay, a sectional point, there were so many additions to the train list that it was found necessary to add another coach.

            Concerning the points passed between North Bay and Heron Bay, excepting Sudbury, which is rapidly becoming a mining centre, it is not necessary to say much. The least said the better. At Heron Bay the first glimpse of Lake Superior is obtained, and for many miles after that the cars skirt the wild and lonely shores of this immense inland sea. A deep solitude—a solitude that can almost be felt—pervades this locality. Though the scenery is grand and majestic, the accessories are of such a somber nature that the eye wearies of it. Look where you will along the shore and nothing meets the view except bald boulders, frowning cliffs, and spectral skeletons of trees. Years ago, this territory was swept by flame which licked up even the soil which covered the rocks and left millions of giants of the forest standing bare and branchless. There is very little bird or animal life to be seen. A solitary eagle may be observed perched on some lonely rock, or a covey of ducks may be disturbed in some of the bays, but beyond this, little life is observable. Even human beings have let it severely alone, and for the most part the only inhabitants of this sterile, inhospitable region are the railway section men. Jackfish Bay and one or two other points are frequented by fishermen, but even these are not very numerous. Schreiber, a divisional point on the other side of Lake Superior, is quite an important coaling centre as well. Its population consists of the most part of railway employees. Nipigon, near the famous lake Nipigon, is quite an interesting spot, and it is popular among sportsmen. A party of Americans, in a private car, were laid off at this station for sporting purposes. A few miles beyond lies Port Arthur, a prominent lake port, and also a large coaling port for the railway. It was while standing at this station for minute or two that one of the passengers, an English lady, showed evidence of insanity. Leaving the car bareheaded she ran like a deer through the rain towards the woods. The colored porter gave chase and after a lively run, over very muddy roads captured the runaway and brought her back to the car, where she was kept under lock and key for the rest of the journey. Port Arthur has a population of about 3000 and revels in the possession of an electric railway and an elevation. It is also well provided with newspapers. To a man from the East the town has quite a raw look. Fort William, the next station is an important train point. There are two large elevations at that place. It is there that the railway time changes to central time, which is an hour lower than that which the train had previously been running at. There are a dozen or more interesting stations before Winnipeg is reached, but there is no noticeable change in the character of the country until Darwin is reached. Then the process of evolution begins. The hills subside, the boulders disappear, and the soil presents a level and at the same time more fertile aspect. Yet there is really no prairie to be seen until within a mile or two of Winnipeg.

            Approaching the town of Winnipeg some fine farms and ranches are observable, but the speed with which the train is running affords little opportunity for a close inspection of Winnipeg, more anon.—Beacon

Beacon

Sept 29, 1892

To the Pacific

Wayside Impressions of a Wandering Editor

The Sights and Sounds of Winnipeg—A World about its Business and its People

Winnipeg, Sept. 12

After a confinement of from sixty to seventy hours in the close, oppressive air of the railway coach, seeing little else but trees and rocks, the sight of such a busy, bustling city as Winnipeg is a welcome one, indeed. Here the Pacific train makes a stop of several hours, so that the passengers have a chance to stretch their limbs, imbibe a little fresh air, and inspect the first of the prairie cities of the North-West.

            Winnipeg, as most readers of the Beacon know, is built upon the prairie at the junction of the Red and Assiniboine rivers. In early days it was known as Fort Garry, but there is little to recall those stirring days except a portion of the entrance of the old fort, which is now in a very dilapidated and filthy state. The gate itself is about the size of a barn door. It is made of wood, with a sheet iron facing to protect it from bullets and arrows. Ponderous iron hinges attach it to the wall on either side, and when closed, a large iron bar was stretched across to prevent its being forced open. The stonework is about three feet thick and probably twelve feet high. There are portholes through which guns could be protruded and the advance of marauding Indians stayed. I am told that Winnipeggers lay great store by their old fort, but I can't believe it, otherwise they would look after it better than they do.

            Main street, which is almost two miles in length, and proportionately broad, is the chief business street of the city and the chief promenade. The CPR station is located at the northern end of the street, and a competing line of electric and horse cars runs along its entire length and out for a considerable distance on the prairie. There are many fine business houses and blocks along Main Street, but the presence of numerous wooden shanties, particularly at the northern end, detracts very much from the appearance of the street. The best business places are at the south end. Of hotels, Winnipeg can boast of several magnificent ones. The Manitoba, recently erected by the Northern Pacific, is the best. It is constructed of red brick, which affords a pleasing contrast to the white brick buildings all around it. The Clarendon hotel, Leland House and Queen are among the other large hostelries. There are many handsome and costly private residences here, notably on what is known as the Hudson Bay reserve and Fort Rogue. For the most part they are constructed of white brick. Some of them, I am told, cost as high as $400,000 and $500,000. The same houses could be constructed in the east for at least one third less. There is scarcely a house anywhere that does not have a lawn or garden in front of it.

            Though private enterprise seems very active here, there is little to indicate the presence of a healthy public spirit. There is not the faintest attempt made at ornamentation of the streets and public places. There is not a square or park inside the city with the exception of a small plot of ground where a monument has been erected to the heroes of Batoche, and the presence of several cautionary notices "Keep off the Grass," indicates that even that can only be looked at. Outside the city, Elm Park is situated, but I am told that even that is rather primitive in its character. The main street, and one or two other streets, are paved with round wooden blocks, but the surface is very uneven, and driving on them is far from comfortable. The rest of the streets are dug out of the prairie. There are no paved gutters. In dry weather the unpaved streets, though very rough and uneven, are fairly passable, but in wet periods both man and beast are in danger of being swallowed up. The mud, I am told, is something terrible. It is a black as axle grease, and so slippery that the utmost caution has to be exercised to preserve one's perpendicularities. A young lady from Saint John, who has been a resident of the town for a year, told me that in front of her home a horse went down in the mud until half of his body was out of sight. It took a crowd of men three hours to extricate the beast. And this is no exaggeration. The sidewalks are mostly of plank and so narrow that two people walking abreast are constantly elbowing each other. The street problem is going to be a very serious one for the authorities of Winnipeg to solve, and it is one that they ought to be grappling with now. To make the place at all presentable, the streets will have to be paved or asphalted, owing to the large area over which the town is scattered, this work must of necessity cost a fabulous amount. The water system is only fair here, and does not embrace the whole city. Many points in the city are dependent upon wells and upon the water man, who charges something like forty cents per barrel. The sewerage system though greatly improved over that of five years ago, is still far behind what it ought to be. A little more attention to the cleaning of streets, gutters and yards would greatly improve the appearance of the place in the eyes of a stranger, and at the same time conduce to the continued healthfulness of the town.

            The town of Winnipeg has very good fire system, in so far as men and machines are concerned, but I am told that in the event of a large conflagration the water would soon become exhausted. There are four fire stations, distributed at various points, with a paid force of firemen constantly on hand. It takes sixteen police to keep the 30,000 inhabitants of the place in order and their labors are very light. Although the licence system is in vogue here, and numerous bars are open, I have not seen in three days a single intoxicated man, and the residents tell me that the sight of a drunken man is very rare. Peace and good order seem to prevail constantly.

            On Sunday, all the business houses close up, the streetcar horses are tied in their stables and the electric cars lie idle at the station. Everybody goes to church and the utmost quietness prevails during the Sabbath hours. They have some very fine churches here presided over by learned and eloquent clergymen. Among the ministers are Rev. E.S. W. Pentreath and Rec. Mr. Hogg, from New Brunswick. They are very popular among their respective denominations.

            The schools of Winnipeg are very creditable to the town. Mr. Daniel McIntyre, well known among the teachers of Saint John, is school superintendent and is very highly regarded. The boys here are said to be better than the boys in the East, say in Saint John or St. Andrews. And it is not to be wondered at. I do not believe that there is the same flow of animal spirits in the youth of the West as in the East. They have no hills to course down in winter at breakneck speed, no salt water to plunge in. They don't play truant, because they have no tommy cods to catch and no excitement to indulge in. They don't steal apples, because there are no orchards to steal from. So that the Winnipeg boy has a great advantage over the boy in the East in the matter of goodness. He is good, simply because he can't help himself.

            Business in Winnipeg, I am told is conducted on a more healthy basis than business in many of the eastern towns. There is not so much competition, and profits are larger. The monthly system of payment prevails for the most part so that no very big accounts are run. I am told by those who know that the people of Winnipeg buy a better quality of groceries than the people of Saint John, and that the ladies dress more costly. This, perhaps, is not so true of their outside garments as of their underwear.

            It costs a good deal to live here, nearly twice as much as it does in St. Andrews or Saint John. Flour is about the only article that is cheaper here than in the east, and the difference is scarcely appreciable. Hard coal costs $11 per ton; wood sells at $7 per cord, and if you want to have it cut you have to pay $1.75 more. Butter sells at 25 cents per pound. Fruit is very dear, almost double what it is in the east. Men's custom-made suits cost from $40 to $50, and women's dress goods are much dearer. Men's boots and shoes cost all the way from $4 to $10. Children's shoes, which can be bought in the East for 75cents, and $1.00, cost here $1.50 and $2.00. Men's white shirts cost $1.75 each, and laundry bills are higher. Rents are equally high. For $12 per month, a very small tenement can be obtained, and the man who likes to have a nice house will have to pay all the way from $20 to $50 per month. There are no idle men here.

            Winnipeg can boast of some enterprising newspapers. Its men are big and handsome; its women are pretty and clear complexioned. I expected to find a great many tanned and freckled women here, but their complexions are as soft and creamy as the women of the east. The draught horses are ponderous beasts for the most part, and many fast private teams are owned here. But the awful mud is a serious detriment to the private carriage owner.

            There is much more that I would like to write about, but I will have to reserve it for a future time—Beacon.

Beacon

Oct 6, 1892

To the Pacific

Wayside Impressions of a Wandering Editor

Beautiful Brandon, the "Wheat City of the West."—The Saunderson Farm—Work of the Experiment Farm

Brandon, Man. Sept. 13, 1892

The last of my "wayside impressions" bore the date of Winnipeg, and it is only by an accident—and a pleasant one, I must confess—that the present epistle is dated from Brandon. I had dropped into one of the Winnipeg newspaper offices to rub noses with the prairie journalists, when I was fortunate enough to meet Mr. J. B. Frazer, a resident of Brandon, and an enthusiast of all matters touching the welfare of the Wheat City of Manitoba.   

            Mr. Fraser extracted a promise from me to stop off at Brandon, and he would engage on his part to show me some of the finest wheat countries in the Manitoba wheat belt. A day or two later, agreeably to promise, I found myself in Brandon, and I am free to admit that I was agreeably surprised t see such an infantile city in such a prosperous condition. The town is not yet ten years old, yet it has a population of 5000 souls and can boast of public buildings and business houses that far surpass cities of greater pretensions and vastly greater population in the East. The town hall is a handsome brick and stone structure, which cost in the neighborhood of $75,000. It contains a large Board of Trade room, double the size of the Saint John board's session room; a marketplace, council chamber, police court, Mayor's office and other official offices and an opera house capable of seating one thousand people. All this is beneath one roof. Then it has just completed a $40,000 school building, heated by hot air and supplied with all the latest improvements. A large public hospital is also established here. The town is lighted by electricity and an adequate water system is now being provided. The business houses are nearly all substantial brick buildings and the finest goods are exposed for sale in their windows. Three weekly newspapers are nurtured within the bosom of this pretty little town.

            The situation of Brandon, on a gentle slope of the Assiniboine, makes the drainage an easy matter, and as the soil is entirely clay there is no difficulty in making excavations. The prospect from any part of the own is very beautiful. Everything about the place is suggestive of thrift and prosperity. The people are hustlers, every one of them. They have abounding faith in the future of their town and are not sparing themselves in hastening its destiny. With a Brandonite it is Brandon first—everything else must give way to that idea. Hence it is that the town is making such rapid strikes.

            But although Brandon is a beautiful by nature, its people have determined to beautify it still more by laying out a handsome Park in the verdant valley, immediately to the north of the town. The spot selected seems to have been designed by nature for a park, so that very little expenditure will be necessary to make it remarkably pretty. The land is owned by the CPR, but they have promised to let the town have it on pretty rosy terms.

            The secret of Brandon's prosperity lies in the fact that it is in the centre of one of the richest agricultural sections in the world. Look where you will around the town, and the eye is greeted by fertile fields of wheat, in which the grain at the present moment is either standing in the stook or in the stack.

            Through the kindness of Mr. Frazer, I had an opportunity of visiting the farm of the great Saunderson, "the wheat king of Manitoba." Seven or eight years ago, young Saunderson, who was a "canny Scot," eloped with the daughter of Rennie, the well-known Toronto seedsman, and planted himself within a mile or the present site of Brandon. He had little else to begin with but a stout heart and a strong hand, but he had a level head, and it was not long before his territory began to increase. Now he has 3000 acres under cultivation—a perfect sea of wheat. This season he cut about 75,000 bushels of grain, 6,000 of which he retains for seed. The yield is all the way from 30 to 40 bushels of wheat to the acre, and from 40 to 50 bushels of oats. He employs about 76 men. On the day on which I visited the farm, the last of his grain was being cut and bound into sheaves. He operates fourteen binders. In another part of the field, a steam thresher was at work. As the grain fell into the sacks from the machine it was placed on wagons—several of which were in waiting—and hauled into the elevator. Saunderson threshes from the stock entirely, which saves him the trouble of stacking. Most of the farmers erect stacks. It is a very wise precaution in the event of rain. Some distance away from where the thresher was working, several double horse teams were ploughing for next season's crop, so that no time is wasted on this farm.

            The little hut in which Saunderson began life, a one-story wooden building with tarred paper roof, is still occupied by him as a residence though his barns are among the finest in the Province. But it will not be long before the old house will be vacant, as a magnificent stone residence is now in course of construction.

            The wheat king's horse stable—he has several of them—are constructed in a novel manner. A framework of spars about ten feet in breadth is first erected, and outside of this is piled sods over three feet thick around the entire building. This makes it impossible for the wintry blasts to reach the equine tenants, while in the summer the interior is remarkably cool. Ventilation is obtained by wooden pipes which penetrate the sod wall over each horse's head. The horses are magnificent animals, scarcely one of them weighing less than 1300 lbs.

            Alongside the Saunderson farm is a large wheat farm owned by a gentleman named Middleton. Prior to the great Chicago fire, Mr. Middleton was a wealthy resident of the porcine city, but when the wave of flame swept over it, it left him absolutely penniless. In his extremity he took up farming in Manitoba, and he has met with remarkable success.

            Although I did not think it possible to find more fertile soil than in this immediate neighborhood, yet I am told that to the north and west of Brandon it is richer still. Nearly all the land in this neighborhood is held as high as $25 and $30 an acre, but there are many places in this Province where equally good land can be obtained at from $4 to $10 per acre.

            The Experimental Farm is located here. This I also inspected. It is managed by Mr. Bedford, a farmer of many years' experience. Although the farm has only been in operation three years, yet wonderful results have been obtained from it. This year, no fewer than 700 hybrids, or "crosses" in wheat were raised. But this is not one tenth of what the farm does. Every variety of grasses and grain are here experimented upon, as well as cereals, berries, flowers and trees. Not a tree in the Manitoba forest but has it representative on this farm. Maples grow very fast and luxuriant, a fact which enforced itself on my attention on seeing the large number of these trees that line many of the streets of Brandon. The farms use the trees for making "wind breaks" around their houses, and while they serve this purpose they also serve to ornament the grounds.

            Brandon is well provided with railway outlets. The CPR runs East and West; the Northern Pacific, the Great North-Western and the Souris railways also centre here. All that the people of the town need to make them happy is cheap fuel, and this they think they have found in the new coal fields at Estevan, 150 miles distant - Beacon.

G. Harold Stickney is adding to his store by building an ell and taking in a large room at the rear, when finished will give him ample room to show his fine stock of Wedgwood, etc.

Mrs. R. E. Armstrong went to McAdam to meet Mr. Armstrong on his return home from the Pacific.

Mr. Van Horne Interviewed

Mr. Van Horne, president of the CPR, arrived in Montreal from England, on Sunday. He said to a Saint John Sun correspondent that the CPR was not making arrangement for a fast line of Atlantic Steamers. We would prefer that some of the existing steamship companies would do so; although the CPR may eventually have to step in if a fast line was to be secured.

Beacon

Oct 13, 1892

To the Pacific

Wayside Impressions of a Wandering Editor

Crossing the Prairies—A Word About the Mountain Scenery—Grizzlies Wanted

Vancouver, Sept. 17, 1892

A pleasant day spent among the wheat fields of Brandon, and then I turn my eyes once more in the direction of the western hills. There is but one train a day going to the west, and this takes its departure from Brandon at 8 o'clock in the evening. On the day of my leaving, it was nearer 10 o'clock before the last passenger got on board, and the train shot out into the darkness.

            When morning dawned my eyes rested upon the vast and seemingly endless prairies. For miles and miles on either side, there was not a tree or shrub of any kind to break what to me was a dreary monotony. For hour after hour, we rattled over the plain, the country becoming less thickly settled the farther west we went. The bright little towns of Qu'Appelle, Regina, and Moose Jaw having been passed, the view for many miles beyond is unbroken by the sight of a house, except at the small stations. The land appears to be very fertile, and the prairie grass grows luxuriantly, but the settlers do not come in so rapidly as in the older province of Manitoba. Quite a colony of little gophers, about the size of one ground squirrel, but lighter in color, occupy the land, and as the train rattles by their domiciles the little fellows can be seen standing on tiptoe gazing at it in apparent astonishment. An occasional coyote may be observed sneaking across the prairie, and around the shallow lakes and water courses father west large flocks of ducks and other wild fowl are disturbed.

            At many of the western prairie stations, notably at Swift Current and Medicine Hat, where the weary traveller obtains a few minutes rest and refreshment, groups of Indians line the platform with buffalo curiosities to sell. These children of the plain are very picturesque in their dress, though not as clean as they might be. They appear in all manner of fantastic garbs. Some of them wear white sheets around their bodies, other are togged out in blanket of various hues. One favors blue, another yellow or red, and some have blankets in which half a dozen bright colors appear. Enormous earrings of brass decorate their ears, and even the men wear gaudy-looking necklaces. Most of them have their hair long, either disposed in a braid or two, or hanging down their backs. An eagle feather or a piece of bright ribbon or ornament is occasionally seen in the head-covering of the men. The women do not bother the milliner much, as their blanket usually serves for a bonnet. Like many of their civilized sisters, the Indian women, and some of the men, too, like to improve upon nature by the use of paint. They are not particular as to color or quantity. Red and yellow appear to be the favorite colors, but I saw one strapping fellow with his face covered with a light green paint. It gave him a very dyspeptic appearance. Some of the young squaws are quite pretty. I noticed one whose hair was neatly parted in the middle, and the intervening space filled in with red paint, which made her look as if she had combed her raven tresses with a razor instead of with a comb. They are all intelligent looking. Some of the braves are fine specimens of physical manhood—tall, sinewy fellows who look as if they could out-run a stag.

            The variety of color to be seen on the prairie is very pleasing to the eye. Almost every shade of green can be observed, from a light pea green to the deepest tint. There are patches of yellow, and brown and red, —indeed, a dozen different shades can be noticed at one and the same time. Approaching Dunmore and Medicine Hat the country looks like a beautiful park, and some fine droves of horses, cattle and sheep are occasionally seen. The close-cropped sward is a deep shade of green—the deepest I ever saw. On either side of the railway a broad plateau stretches out, bordered on the edge by rolling hills, all covered with the richest verdure. Dunmore is the junction of the Alberta Railway and Coal Company, and a large number of coal cars were to be seen standing in the yard.

            Calgary is passed at an early hour in the morning, so that we were not permitted a sight of that busy little town. At Morley, the first streak of dawn appears. Looking westward, great banks of dark clouds stand out against the horizon, but as the morning sun illumines the scene and the train hastens on, we find that what appeared like clouds were the towering crests of the mighty Rocky Mountains.

            Language fails to adequately describe the marvellous majesty of these wonderful works of Nature. And, indeed, it would be almost as difficult to describe the varied emotions which agitate the human breast in the presence of these wondrous heights. One is conscious at first of a feeling of surprise. This soon gives place to wonder and then to amazement. As the mind tries to grasp the immensity of the scene the tongue refuses to give utterance to words, and the spectator stands in silent awe and wonderment. He gazes upward and still upward until thousands of feet above him he sees the snow fringed summit of the mountains, with the morning sun dancing upon it, casting shadows here and there and everywhere. It is then that he realizes how wonderful are the works of the Creator and what a small atom man is in the realms of Nature.

            My fancy had painted the Rockies as being a range of mountains for the most part regular in outline. But there my imagination was astray. They are entirely dissimilar in their conformation, each one possessing an individuality peculiarly its own. They rise one upon the other in all conceivable shapes. Before you may be one with graceful tapering crest pointing heavenward, suggestive of the tower of a massive cathedral. Behind you is another with steep, perpendicular spires whose battlemented summit and battalion-shaped front make it look like nothing but the grim castle of some terrible giant. There are some that are conical in shape, others resembling a gigantic monolith. Some are partially covered with a forest growth, while others show nothing but the bare, unadorned rock. One range is called the Saw-hack because of its similitude to the teeth of a saw, while there are thousands of others that bear no resemblance to anything in the heavens above or the earth beneath.

            For the purpose of facilitating the tourist and enabling him to see as much as possible of the scenery, through which he passes, an observation car is added to the train just before it enters the mountains. The side of this car are open, so that the view on either side is unobstructed.

            The scenery all through the mountains is grand beyond conception, and the little spice of danger which accompanies it makes it all the more interesting. The guidebook tells us that the sight of grizzly bears is a common occurrence in this neighborhood, but though we strained our eyes almost out of their sockets not grizzly could be seen—not even a mountain goat. It would pay the railway people to capture a grizzly or two and chain them on the mountains within view of the train.

            Kicking Horse pass is a wonderfully wild and picturesque region, and here are many points like Banff, where the scenery is surpassingly grand. The climb up Rogers Pass in the Selkirk mountains—to perform which two powerful engines are needed—is very exciting. The rails cling to the side of the mountain almost the whole distance up, shooting along the brink of awful precipices, plunging into tunnels and snow sheds, and crossing canyons and chasms hundreds of feet in length. At Stony Creek, there is a trestle work 295 feet in height, and it makes one shudder to pass over it. There are numerous glaciers both in the Rocky Mountains and in the Selkirks, which are worth crossing a continent to see. An interesting sight is The Loop, in the Selkirks, where the train describes a half circle between the mountains, one portion of the track passing a hundred feet or more below the other. Equally interesting and picturesque is the scenery in the Cascade Range. As in the Selkirks, the train rolls along the edges of frightful precipices, with the turbid waters of the Thompson and Fraser Rivers flowing along their base. Dozens of tunnels are pierced, varying in length from half a mile to fifty feet. Across the yawning chasm, on the opposite mountain, the eye can easily follow the old post road. Prior to the construction of the railway, this road was that great highway of commerce from the sea to the inland towns and villages. Thousands of tons of freight and thousands of dollars of gold dust have been carried over it in times past. To one accustomed to the safe and well protected roads of the East it seems almost incredible that man or beast to say nothing of caravans of freight should be able to traverse this dangerous, crazy-looking highway. It does not seem more than six feet in width and at almost every point there is a terrible abyss below. The slightest deviation from the roadway would mean a fearful death. Along the banks of the Fraser River several gold seekers could be seen engaged in picking out the shiny particles from the sands of the river. Salmon drying huts, filled with recently caught salmon, were observable at every turn. Indian villages and Chinese "reservations" were also common occurrences. The little towns through which the train passes excited considerable interest. Some of them, notably Yale, have seen better days. With the completion of the road to the coast and the building up of Vancouver, their glory has departed, seemingly never to return.

            It is a relief, when within a few hours ride of Vancouver, the train emerges from the mountains and pierces a fertile, heavily wooded valley. Aggaziz, where the government experimental farm is situated, is passed soon after entering upon this plateau, also Mission Junction, Westminster Junction, Port Moody and Hastings. The latter place contains a magnificent driving park, and on the day our train passed some lively horse racing was taking place thereto. There are numerous fine farms in this section, and large droves of cattle and horses and sheep could be seen feasting on the luxuriant grasses.

            At noon the train enters Vancouver and my journey from ocean to ocean is completed.—Beacon

This Canada of Ours

(R. E. Armstrong)

He is a miserable specimen of a Canadian, who does not, after traversing the dominion from sea to sea, feel a sense of pride that he is the citizen of such a grand country. For it is a grand and noble country. Nowhere in the world can there be found such a combination of beautiful and majestic scenery as there is in Canada. From the picturesque little town of St. Andrews to the no less picturesque city of Victoria, a succession of every changing beauties meets the eye of the traveller. Every hour almost reveals something now and something beautiful in the landscape around him. Mighty mountains, with snow-cap't summits piercing the heavens; noble lakes and swift flowing rivers; broad and fertile prairies, from whose expansive bosom the nations of the earth might be nourished; wide stretching forests—all these and much more, can be seen in crossing from ocean to ocean over the rails of the Canada pacific Railway. And, while the hand of Nature has strewn its gifts so lavishly, the hand of man has not been idle. He has adapted the lakes and rivers to his uses; out of the forest and out of the earth he has built himself magnificent cities, and by his industry and intelligence he has made the prairies and the luxuriant valleys in the mountain region, to blossom as a rose. In the construction of the railway alone he has attained one of the grandest achievements the world has ever witnessed, and ofttimes the traveller does not know which to admire the most—the mighty mountains, or the engineering skill which pierced those mountains and linked the two extremities of a continent together.

            There is no doubt that our western heritage is a grand one. Its fertility is not surpassed the world over. Rich as is the tract along the line of railway, there are richer tracts which have not yet been traversed by the "iron horse." People from all corners of the earth are pouring in and settling this beautiful land. England, Ireland and Scotland have contributed their hundreds; scores have come in from Sweden, Norway, Denmark, Russia and other European countries; Greenland and Iceland have sent men and women by the hundred, while China has been so lavish with her children that the almond-eyed, pig-tailed, Celestial is met at every turn. Yet there is room for more. Thousands and thousands of acres still remain to be taken up.

            The cities of the West have grown with marvellous rapidity. Where, a few years ago, the untutored Indian, with arrow and bow, chased the buffalo over the plain, there are now beautiful cities. Towns have sprung up almost in a day in some places, and as the agricultural and mineral wealth of the country is developed these towns will increase and multiply.

            While admitting that the West has many advantages, we are not among those who are going to decry the East. A glimpse of the West has not lessened in any degree our regard for the East. We are satisfied that if the people of the East would devote more of their time, and money, and labor to the advancement of the interest of their country and less to the advancement of political parties; if they would strive to obtain free market for their commodities where a beneficent providence intended that they should; if they would display the same zeal, the same enterprise, the same untiring energy, the same determination, the same unity, the same public spirit, as the people of many of the western cities do, and cultivate a little more faith in themselves and in their country, the East would be quite as prosperous as the West, and a more desirable place to live in. . . .

Beacon

Oct 20, 1892

On the Pacific

Wayside Impressions of a Wandering Editor

A Glimpse at Vancouver and the British Columbian Capital

It seems but yesterday, yet half a dozen years have elapsed, since Vancouver, then a sleepy little hamlet of a few hundred souls, located among the giant pines and cedars of the Straits of Georgia, was overtaken by a whirlwind of flame, and everything in the shape of a human habitation levelled to the ground. From this fire, Vancouver really dates its existence—its second birth.

            But there were many at the time who did not view the situation of affairs in a happy light, and who thought the death knell of the town had been sounded. These disposed of their property as best they could, and removed to other localities, while a few of sanguine disposition clung with tightened grasp to their little heaps of ashes, and looked hopefully forward to the dawn of a brighter era.

            With the stretching of the rails of the CPR into the town, the hopes of the latter class were realized, and from that date Vancouver began to advance with rapidity. Recognizing that it would be the ocean terminus of one of the largest railway systems in the world, thousands of speculators and others rushed into the town and secured lots of land. Real estate values advanced with leaps and bounds, with the result that many who had purchased wisely and who did not hold on too long, found themselves suddenly the possessors of considerable wealth. Their success acted as an incentive to others, and lots far removed from the business centre, out among the blackened trees and stumps, were bought up like hot cakes at fancy prices.

            Although on the onward march, Vancouver did not progress with the rapidity that many of the real estate owners had anticipated, and in consequence there are large numbers who now find themselves possessors of very expensive properties, which they cannot realize upon for some years to come. A few of these people have let go of their estates, through financial compulsion, but there are still many who are clinging on by their eyebrows, and suffering deprivations in the hope that next year, or the year after, may bring their lands within the charmed circle.

            Vancouver is prettily situated, and in time will be a large and beautiful city. Its growth would be greatly hastened however, if so many of its lots were not held by hungry land sharks, who are demanding prices far ahead of what the present circumstances of the town warrant. There is no doubt that these high prices, and the costly rents which most follow as a natural consequence, are preventing many desirable people of moderate means from locating in the town. To a visitor from the East, the vacant lots, with the huge, blackened stumps, give the place a rather raw appearance. By degrees, however, these relics of primeval times are giving way before the march of civilization, and probably in ten years from hence, there will not be an uncovered stump within the city limits.

            Business, during the past summer, has not been particularly bright at Vancouver, and the visitor, who goes there expecting to be carried off his feet by the surging tide of commerce, will be disappointed. The streets do not look any more thronged than eastern cities, and the stores are seemingly no better patronized. Yet, if you get hold of a Vancouver man, who is in business, and who is making both ends of that business meet, you will find him arguing that there is no place on earth like Vancouver,—no place more desirable for business purposes, no place, where a home is more enjoyable. One of the most enthusiastic Vancouverites I encountered was Mr. Harold Clarke, a native of St. Andrews, who is now associated with a prosperous bookselling and printing house, and who is very happily married. Mr. Clark thinks that Vancouver is the town for all young men, —or old men either—of progressive spirits to locate themselves in. Mr. Andrew Linton, also a Charlotte County man, has one of the finest boat shops on the Pacific coast, and he too appears convinced that he has struck the right spot. Mr.  Robert Shaw and Mr. Johnson, from this County, expressed themselves in similar vein. In short, after hearing the opinions of half a dozen eastern men who are located in Vancouver, I began to think that my first impressions of the town were a little "off," and that it was really the busy and beautiful place they had pictured.

            The town has much to commend it. It has a good harbor, the situation is healthful, and the scenery surrounding it is very beautiful. Its winters are very mild, and were it not for the prolonged rains between September and May, the climate would be the most desirable on the continent. To be sure, Vancouver people will tell you that they do not mind the rain there, that it does not wet you like the rain in the East, etc., but after a day's experiences of it I can couch for its drenching capabilities. It wet me most thoroughly.

            Vancouver has some very imposing buildings and many very beautiful private residences. The Vancouver hotel, the property of the CPR, has no rival north of San Francisco. The Manor House, in which I found an old friend, Charlie Quintaon, holding down the clerks' desk, is also a creditable hotel. Besides these, there are several other good hotels. The town is well provided with newspapers, there being three daily papers printed there—The World, News-Advertiser, and Telegram. The former is an evening paper and is a splendid property. It is owned by Messrs. McLaggan and O'Brien, the latter a native of Northumberland County. They have recently built themselves a new business abode and are looking forward to the erection of another large building in the near future. The paper is a model of typographic excellence, and its columns are always worthy a perusal. The proprietors are ever ready to extend a hearty welcome to visitors from the East. And as it is about the only newspaper office between Montreal and the Pacific coast that has any New Brunswick papers on its exchange list, its sanctum is always eagerly sought for by the visitor from this province. By the way, in speaking of Province men, I found many of them located at Vancouver, some doing well and others not so well. [here a list of them]

            Vancouver outside trade is gradually increasing. The palatial steamers of the CPR line which run to Japan and China, attract a great deal of business, both in the way of freight and passengers. Large tea ships from across the sea enter the port every now and then, and their cargoes are distributed all over the American continent. The lumber mills and the canneries also draw a large number of vessels to the port. It is expected that the bonus of 300,000 which the townspeople have voted to give to the Northern Pacific railroad, will also induce that company to take advantage of their port and thus increase its trade. The population of the town is now at little over 20,000 and is constantly increasing.

            Victoria, the capital of BC, which in its regal beauty reminded me very much of St. Andrews, is situated on Vancouver Island, and is reached by a delightful sail of six hours through a lovely archipelago. It has a more finished appearance than most of the western cities of this Dominion and looks at it if had come to stay. It is intensely English in its aspect—a circumstance which causes the Victorian no little pride.

            As the ages of western cities go, Victoria is quite venerable. In fact, it is almost forty years of age. It is substantially built, on a foundation of solid rock, and can boast of many elegant public and private buildings. The government buildings are not calculated to excite much admiration. They are low, wooden structures with not the slightest pretensions to architectural beauty. Unless Vancouver succeeds in robbing Victoria of the seat of government, which does not seem at all likely, it is probable that new provincial buildings of more modern design will shortly take the place of the present old-fashioned structures.

            There are many beautiful spots in and around Victoria, for glimpses of which I was greatly indebted to Mr. Donald Walker, a former resident of St. Andrews, who is now among the leading citizens of the Columbian capital.

            The climate of Victoria is very salubrious, and the soil exceedingly rich. All kinds of fruits and cereals grow in abundance, while the flower gardens are a sight to behold. Roses that in the East would have to be carefully nurtured in hot houses, flourish in the open air in the greatest profusion.

            On account of its situation, Victoria is quite cosmopolitan in its character. Representatives of almost all civilized nations tribes and tongues may be encountered in its streets. Chi Lungs and Le Wings are as thick as flies in August. Added to these are the native Indians ,by no means a pretty set: tall, swarthy Kanakas from the Pacific islands; almond eyed, intelligent-looking Japanese, and the usual mixture of French and English, Scotch and Irish.

            Seal fishing has become a very important industry at Victoria, as it is a very hazardous one. Those vessels that have not been captured by the Russian bear have brought in good cargoes for the most part and have made piles of money for their owners. Among some of the sealing people I found a strong feeling against England for allowing the United States and Russia to walk over them, as they term it. They think that Great Britain should rush in without parleying and seize both of the above-named offenders by the throat, but this is not the way that international difficulties between friendly nations are settled nowadays. Without doubt, England will see that the rights of her people are protected against foreign aggressors, if not by peaceful means than by more forcible measures.

            The port of Victoria is a very important one; in addition to steamer connections with the Canadian Pacific Railway from Vancouver, the Northern Pacific have also placed a magnificent steamer on the straits. Then there are the steamers running daily between Port Townshend, Seattle and Tacoma by Washington state. The China steamers, and the steamer to and from Alaska, to say nothing of vessels of all nations, also make of a Victoria a port of Call.

            In my last letter I may find space for an allusion to some other Pacific coast cities—Beacon

Beacon

Oct 27/1892

The magnificent summer residence, which General Manager Van Horne, of the CPR has been building on Minister's Island, is almost completed. The red sandstone which was largely used in its construction, and which has undoubtedly added to its beauty, was quarried on the island, within a few rods of the house. A barn of larger proportions is now being built a short distance from the Van Horne house.

A series of terrible, ear-splitting shrieks came from the region of the St. Andrews foundry on Tuesday. Some people thought that the enterprising proprietor had recently added a steam siren or calliope to the foundry plant and hastened down to examine it. They were considerably surprised to find that the noise was not caused by a siren or calliope, but came from the stentorian lungs of the foundryman, who had discovered a neighbor's cow floundering in his well, and was anxious to get her out before the water became mixed with her milk. The cow was owned by James Heenan. By the aid of a rope, she was extricated from her uncomfortable position. The next time she goes browsing around the foundry-yard, toning up her system with iron filings, she will give the well a wide birth.

On the Pacific

Wayside Impressions of a Wandering Editor

A Glimpse at Seattle and Tacoma, the Twin Cities of the Sound

In the evening shadows a swift little steamer steals out of the inner basin of Victoria Harbor and shoots off across the Straits of Georgia towards the Puget Sound cities. This boat, the "City of Kingston," is very popular with the travelling public, and is always largely patronized.

            Port Townshend is reached a little before midnight, so that the stranger who would desire to study the character of the place, must stop off until the following day. It is only a few years since Port Townsend was one of the liveliest shipping ports on the Sound, but with the building of Seattle and Tacoma, and the making of them ports of entry, its trade has gradually been drifting to these larger cities. In order to hold their business several of the shipping forms of Port Townshend have found it necessary to establish branches at the cites mentioned. Among others, the firm of which Mr. Ternant Steeve is a member, has opened an office at Tacoma. Mr. Steeve, whose wife is a Saint John lady (sister of Mrs. W. M. Magee, of Saint Andrews), has charge of this office, and has lately removed his domicile thither.

            The City of Kingston touches the wharf at Seattle about three o'clock in the morning, which makes it a little awkward for the traveller, but as there is always a sufficient number of cabmen and police around there is little danger of him going astray.

            Seattle is a wonderful city in many respects. It seems to have sprung up in a day almost. A little above two years ago it was devastated by fire. Scarcely a habitation was left. Today, every mark of that fire has been buried beneath immense buildings of brick and stone, and the population of the place has increased from a few thousand souls to fifty-five thousand. Seattle was one of those cities which went up with a boom, and real estate men, who find it exceedingly difficult now to unload themselves of their burdens, declare that it will go down with a boom. But the people of the place don't think so, although they admit that the town is feeling the reaction of the land boom very keenly. They have confidence in the future and are full of enthusiasm. Such a word as "fail" seems to have no place in their lexicon. There are none more enthusiastic with regard to Seattle's ultimate destiny than the New Brunswickers who have made of that city their home. Mr. Charles H. Lugrin of Fredericton, who will be remembered as editor of the Saint John Telegraph for a time, and afterwards as Secretary for Agriculture, is one of the most hopeful ones. He is now managing editor of the Seattle Telegram, a bright little paper, which wields considerable influence in the State. Mr. Lugrin is also a regular contributor to several of the magazines. He is regarded in Seattle as one of its foremost citizens. The project to cut a canal through from Seattle to Lake Washington (a sheet of water thirty miles long), which is now agitating the people of that locality, and which has been dragged into the Presidential canvass in the state), has evolved from Mr. Lugrin's active brain. And if one is to judge from the enthusiasm with which the people of Seattle regard the scheme, it is more than likely that it will be carried into effect. Occupying a desk in the same room with Mr. Lugrin is Mr. Lovett M. Wood, who will be recognized as the talented young journalist who established the "Maple Leaf" in Albert County. Both Mr. Wood and his wife are delighted with Seattle. Mr. Fred. Ackman, also of Albert County, is another New Brunswicker who is fascinated with this smart little city. Mr. John Leary, well known in this Province, was one of the first settlers. By shrewd investment he has amassed a considerable wealth, and he is now regarded as the most "solid man" that Seattle has. During a brief visit to the Telegraph office, I had the pleasure of meeting two other New Brunswickers—Mr. Gaunce, formerly of Fredericton, and Mr. Raymond. Mr. J. O. V. Seely, whose smiling countenance adorns an office on Walker's wharf, Saint John, a few years ago, is now doing business on one of Seattle wharves. He is the same light-hearted "ollie" of old and was delighted to see me.

            Seattle streets are a surprise to the stranger who enters her gates. I don't think there is another city on the American continent where the streets are so steep. Those running east and west are almost perpendicular, necessitating the placing of cleats on the wooden sidewalks to prevent the pedestrian from tumbling. It is a veritable ladder town. It is probably this difficulty of locomotion that has led to such an excellent streetcar service in Seattle. There are over one hundred miles of streetcar track—electric and cable—in and around the city, and a better conducted system it would be hard to obtain. One of the cable lines runs over the city to Lake Washington, on the shores of which a beautiful Park has been laid out. Boat houses, bathing houses, band stands, dancing pavilions and a zoological garden (in which the chief tenants are several fur-bearing seals, black bears, a mountain lion, kangaroo, foxes and several deer) are among the attractions in this charming recreation ground. The scenery around Seattle is very picturesque, and were it not for the rain which prevails six or seven months out of the year it would be a most desirable abiding place.

            A two hour sail brings the tourist into Tacoma. It was to boom this city that the prince of cranks, George Francis Train, started out on his globe-trotting expedition few years ago. The notoriety which it gained at that time undoubtedly brought it into world-wide prominence, but the boom which Citizen Train caused has long since passed away. For a big city Tacoma is about as quiet as they make them.

            But, despite the fact that the bottom of the real estate boom has been badly punctured, Tacomans will not admit that their city is on the wane. and, indeed, if one is to judge from the numerous new streets that are being opened up, and the many public and private buildings that are being erected, such is not the case. Talking of building, when a Tacoman makes up his mind to build, he does not waste two or three summer in gossiping with his neighbor over it. He goes to work at once and he crowds all the men he can get on to his horse until it is finished. As an example of this push stands the Jewish Tabernacle. A wealthy Jew, who owns the largest dry goods business in the city, decided to erect a place of worship for himself and his fellow religionists. Within 9 hours after his resolution was formed the tabernacle was erected and three thousand people were gathered in it. To be sure, it was not a handsome building. On the contrary, it is rather a homely structure, but it serves the purpose. As a rule, Tacoman churches are not very elaborate affairs. Religion seems to have been a secondary consideration in building the town. With the early Tacomans it was business first and religion afterwards. For this reason the churches are not so handsome architecturally speaking nor yet large, as many in the East. In Old Tacoma, the first section of the town to be settled, a very novel idea in the way of a church spire and belfry attracted my eye. The church had been erected alongside a gigantic tree, the top of which had been cut off until it was about on a level with the roof of the building. Upon this stump a belfry was constructed, and to hide the charred surface of the tree, climbing plants have been twined over it. The effect was as pretty as it was novel.

            Tacoma streets are steep, but they cannot begin to compare with the declivities in Seattle. There is also a very good electric and cable car service.

            What the city undoubtedly wants is manufacturing enterprises. . . .

            Society in these western cities is not the refined society of the east. Intellectual attainments, good breeding and blueblood count for but little unless accompanied by the almighty dollar. The aristocracy of the dollar is the aristocracy that is on top. Among these "dollarcrats" there are many whose intelligence and taste do not keep pace with their pockets. Hence, western society is a little peculiar. As one eastern lady tersely expressed it, "you never know what is going to happen next."

            There is no love lost between Tacoma and Seattle. These "twin cities of the Sound" are undoubtedly rivals. So far as business goes Seattle appears to have the advantage, but socially, Tacoma is looked upon as the leader. This rivalry was very good humouredly exemplified in a little rencontre that took place in my hearing between a Tacoman and a Seattleite, who were travelling in the cars toward the Canadian boundary. The Seattle man fired the first shot, when he asked the man from Tacoma, in a drawling sarcastic tone, "When are you going to get the mowing machines at work on Pacific Avenue?" I may explain that Pacific Avenue is the leading business street of Tacoma. "Well, to tell the truth," retorted the Tacoman, "We've been so busy over our way getting our mowing machines for Seattle that the grass has been worn off pacific Avenue, and we found it necessary to put down paving stones." And in this bantering vein a running fire of hot shot was poured at each other until the man from Tacoma had reached his destination. —Beacon.

Beacon

Nov 3, 1892

(David Keezer recently deceased)

Beacon

Nov 10/1892

On the Pacific Slope

Wayside Impressions of a Wandering Editor

From Tacoma to New Westminster. A Good Place for Chinamen but a Poor Place for Canadians. Pleasant Experience among the Mountains at Ashcroft.

The journey by rail from Tacoma, in Washington state, to the Canadian boundary, must be a delightful one when pursued under summer skies, but when the chill, wet breath of Autumn is spreading itself over the land, and the leaden colored clouds are gently dropping their distillation, a great deal of the pleasure of the journey vanishes,.

            The morning that I bade adieu to Tacoma was a wet one. The rain that was descending so persistently was not the "dry rain" that Tacomans romance about, but a drenching, soaking rain, that, despite mackintosh and umbrella, soon found its way to one's flesh. A few minutes after 7 o'clock the train shoots out of Tacoma, makes a circle around the southern end of the city, and then hies itself northward among the hop fields, the farms and villages towards the city of Seattle. There are several pretty little towns interspersed between Tacoma and Seattle, but as I had neglected to arm myself with a railway folder before starting I cannot name them in their order. One of those towns, rejoicing in the euphonious title of Puyallup (a name strongly suggestive of jalap) impressed me very much. It appeared to be right smart little place, with a good country around it. It was told that Dr. Musgrove, formerly of Saint John, was practising there and was doing well.

            The traveller does not have much time for loafing when he reaches Seattle. On the morning of my arrival I had but three minutes in which to purchase a ticket to New Westminster and rush for the train. Part of those three minutes was devoted to scolding the flinty hearted ticket seller, who had the gall to charge me 20 percent discount on my Canadian money. I felt disposed at first to resist the aggression, but there was no use—it was either a case of yield or miss the train, and I yielded. But I hope someday to get even with that railway robber.

            There are a few towns scattered between Seattle and the Canadian boundary, but for the most part the railway runs through the primeval forest. And such giant trees as one sees in those Washington forests! Great, massive fellows, with trunks as large round as a molasses hogshead, and tops that seem to pierce the clouds, are seen on all sides. There were some prostrate giants which caught my eye that it would have been impossible for a man to have seen over.

            As the train stopped for a few minutes at Everett, which is down on the map in very black letters as an ocean terminus of one of the transcontinental railways, I got a brief glimpse of what a boom town is like in its early stages. The town appeared to consist of a three-story wooden hotel of very unpretentious appearance, the railway station, and three or four freshly built houses. Several streets were laid out through the stumps, one of them, about sixty feet wide, being planked the whole way across. This was probably the chief street of the place, though it could only boast of two newly boarded houses. In front of the hotel, in the pelting rains, were gathered a score or more of land boomers and real estate sharks. Three or four others were seated in a coach, which was toiling slowly through the mire in the direction of the principal avenue. I had often felt a desire to grow up with one of these boom towns, but the peep I got of Everett in the rain and mud was not calculated to strengthen that desire very materially. A month has elapsed since then; probably by this time Everett has developed into quite a city.

            Whatcom is another western town which has grown up very rapidly. It is only in its infancy yet, but it possesses electric cars and all other "modern conveniences," and is going ahead all the time. It may yet prove a formidable rival to Seattle and Tacoma. The railway branches off at this place, one line running towards Mission Junction on the CPR, and the other in the direction of New Westminster. The latter branch crosses the mouth of the harbor on a trestle. I have a very distinct recollection of this fact, as owing to an accident to the engine we were hung up on this trestle for nearly three hours. The weather was so raw and cold that the conductor was compelled to light a fire in the car stove to prevent the passengers from freezing to death.

            Usually, Westminster is reached about 5 o'clock in the evening, but on the day I write about the clock had struck eight before the train reached its destination at South Westminster. Then the passengers had to wait ten or fifteen minutes more on the little ferry boat which crosses the river, so that it was nearly nine o'clock before they set foot on New Westminster streets. And pretty muddy streets they were, after forty-eight hours of steady rain.

            A good-natured policemen whom I met at the ferry wharf very kindly offered to find a hotel for me, but this was not such an easy task, as the usual fall Exposition was open and almost every hotel was filled from cellar to garret. After being turned away from two hotels, at last I found a rest for myself and my baggage at the Queen—a very comfortable hostelry. Snatching a hasty meal I enquired the direction of the Exposition building, and started hitherward. After a climb up two or three very steep hills and through some very quiet streets, I at last found myself in the presence of the Exposition building. The structure, though neat, is not very large, being probably half the size of the Exhibition building in Saint John. The exhibition was rather disappointing, but this was in large part due to the very stormy weather. The exhibits consisted chiefly of fruit and flowers, and both of these, I must confess, were very fine.

            The following morning was clear and bright, so that I had a good opportunity of looking the town over. It has a very pretty situation, overlooking the banks of the Fraser River, but as the greater part of the waterfront is occupied by the Chinese quarter—which for filth and nastiness would be pretty hard to beat—much of the attractiveness of the place is lost to the stranger. There are many fine residences and several quite imposing churches there. The stores have a bright appearance, too. There are several mills, a foundry and two or three canneries in the immediate neighborhood, but as the bulk of the laborers are Chinese, the town does not derive a great deal of benefit from their existence. A St. George man who sought me out at the hotel, told me that if he had been a Chinaman, instead of a respectable Canadian, he might have had steady employment, but as it was he had been in the town eight months and had not been able to earn enough during that time to pay for his board. He declared that notwithstanding the gilded reports that were being circulated regarding the progress of the place, there were score of vacant dwellings and stores. His advice to all eastern people who were contemplating making New Westminster their abode was to stay at home, if they had anything to do at all. Still, there are some eastern people in that town—and some of them are from Charlotte County—who are prospering. My St. George friend's plaint about Chinamen was no doubt well grounded. They are found everywhere—in mills, in canneries, in private residences acting as "maids of all work,' in the hotels. No matter where you turn you jostle against these greasy-faced pigtailed sons of China. I don't blame the people of the United States for trying to shut this class of immigrants out of their cities; someday Canada in self-defense will have to take a leaf out of the Yankee book on this matter.

            Having completed a hurried inspection of New Westminster and bidden adieu to the natives of the granite village, I dropped into an electric car, and inside of two hours was on board the Canadian pacific train at Vancouver, settling myself down for the long journey home.

            Among my fellow passengers was Mr. Walter Shaw, who is stationed at Ashcroft with Mr. James Haddock, an old St. Andrews boy. He had in his pocket a very pressing invitation for me from Mr. Haddock to spend a day with him and knowing that it would not be a day ill-spent I determined upon accepting the invitation.

            Ashcroft is a peculiar little village, occupying a position on a narrow sandy plateau, about twelve hours ride from Vancouver. In front of it, across the railway track, is a range of steep, sandy foothills (they would be called mountains on this side of the continent), on which the only herbage is sagebrush and wormwood. Behind the village, the Thompson River swiftly flows to mingle its waters with those of the mighty Fraser. Above, the river there is another range of high foothills, similar to that in front of the village, and beyond these foothills, both to the north and south, are majestic mountains, covered along their sides with a thick forest growth, and on their summits with the eternal snows. There is not a blade of grass to be seen, though, where irrigation is possible, almost anything will grow. The village is chiefly a supply depot for the mining camps and towns that are scattered hundreds of miles back among the mountains, and nearly every day "bull trains" and "pack trains" take away great loads of freight and bring back in payment gold dust and nuggets. The trail followed by these freight caravans is dangerous to the extreme, in many places overhanging canyons hundreds of feet in depth, but the teamsters and their animals have become so accustomed to braving these dangers that they have not the slightest fear. Accidents are rare, though, when they do occur, they are generally attended with fearful fatalities. The inhabitants of Ashcroft are few. There are a dozen or more white families, and the balance of the population is composed of Chinamen and Indians. Mr. Haddock has a comfortable home, and his domestic relations appear to be of the happiest kind. He has a very amiable wife and two sons and a daughter, all of these healthy and good-looking, and all of them delighted with the freedom of their western home. Had I been the Governor-General of Canada, or the Sultan of Muscat, I could not have been more hospitably entertained than I was by Mr. and Mrs. Haddock and their interesting family. Mr. Walter Shaw's family resides nearby, and they, too, are infatuated with the "wild and woolly west." Mrs. Steadman is sister Mrs. Shaw, is now visiting there.

            Every Indian in the neighborhood has his horse, and they are accomplished and fearless riders. They are very fond of racing their steeds, and will wager their money, their old duds, their blankets, anything, everything, upon them.

            There is scarcely a form of outdoor amusement in the vicinity of Ashcroft that does not call for the use of a horse. Therefore, nearly all of the population, male and female, little and big, are expert riders. Mr. Haddock's youngest sons, a manly little lad of thirteen years, rides like an Indian. Seated on a spirited four-year-old, he made my head almost swim as he dashed like the wind up hill and down dale, with himself and horse almost hidden by the clouds of dust they raised. His eldest son is an old hand at the business and can ride the wildest of Indian steeds. Mr. Haddock has developed into quite an accomplished equestrian himself.

            I enjoyed a few hours duck shooting on a lake a few miles back from the railway among the mountains. The journey hither was accomplished on horseback, and as it was a novel experience for me, climbing such precipices astride of a horse, I must say that it was with a good deal of fear and trembling that I occupied my seat. But the horse was a coolheaded sensible beast, and he carried me safely through. The exercise proved most exhilarating and as the scenery was of a grand and inspiring character I enjoyed my first mountain ride very much. Thanks to my host and his little son, I was able to bag several very fine ducks; indeed, in that respect, I was "high line" for the day. We lunched in a romantic little grove, alongside a murmuring mountain stream, and I never enjoyed a meal more. An Indian woman, the wife of the boss of a pack train, who was up in the mountains finding a pasture for her horses, dashed past our retreat as we ate our repast, and a very pretty picture she made as she galloped away over the ills.

            But I am wearying my reader with this protracted tale and so I will hurry through. While the morning stars were blinking and bobbing at each other, I bade goodbye to my very kind friends at Ashcroft and proceeded on my journey.

            It would take another letter to describe my experiences on the homeward journey, but I will not write it, as I have no desire of taxing the patience of my reader beyond forbearance. I have to thank numerous friends in Winnipeg, among their Mr. Horace Welden, Mr. R. V. Millidge and Mr. Daniel McIntyre, Superintendent of Schools, all former Saint John men, also Mr. Daniel Gillmor of Montreal, for courtesies extended me. The trip from ocean to ocean, outward and homeward, proved most delightful, and I can safely add in conclusion that no safer or more comfortable railway than the CPR can be found on the continent of America, and none that has more courteous and obliging officials. —Beacon.

A Word with Saint John

It seems to us, in view of the fact that it is the appropriation which was made by the local government that has enabled the people of Saint John to enter into treaty with the CPR for the construction of a grain elevator, that they should consider their ways, at least so far as they related to their attitude to the Provincial government. From time immemorial, Dominion politicians, on the conservative side, have been dangling grain elevators before the eyes of the people of the commercial metropolis. They were promised grain elevators and many more good things if they would only elect representatives to support the government. They did so, but neither the grain elevators nor the many other good things that were promised them have materialized from that quarter. Now the local government which they spurned and spat upon, so to speak, have granted them the money necessary for an elevator, and they have accepted it. There is a moral in this, but we will leave it for others to point it out.

The Registrarship

The office of Registrar of Deeds and Wills for Charlotte County has been vacated by Mr. Harris H. Hatch, and the duties of the office are now being performed by Mr. George F. Hibbard, ex-MPP, who was recently appointed by the Provincial government. Mr. Hatch, who is in his 81st year, was, perhaps the oldest public officer in point of service, in the Province. He succeeded his father Col. Hatch, who had held the office for the greater part of his lifetime. Although Mr. Harris Hatch's appointment dates forty-eight years back, yet this does not represent all the time he spent in the Registry office, as for twelve years or more prior to his father's death he acted as his assistant. The late incumbent was a faithful and obliging public officer, and until the weight of years began to tell him, he discharged its duties to the utmost satisfaction. He retires from it, after his sixty years of service, with the good will of everybody.

Mr. E. L. Andrews, of Minister's Island, will heat his new house with a furnace. Mr. G. Douglass, of the St. Andrews stove store, will put it in.

Beacon

Nov 17/1892

St. Andrews as a Winter Port

There is good reason to believe that the agitation in favor of St. Andrews as a winter port, which this journal began two years ago, and which was so ably seconded by the people of the town, has not been altogether in vain, and there is a prospect, though a very faint one as yet, of its bearing fruit at some future time.

            That our harbour possesses all the natural advantages for a winter port is well known to everybody in this section. But it is not so well known to the steamship companies, and it should be our duty to see that they are furnished with the fullest information without delay. We can assure them that they will find St. Andrews harbour all that we claim for it, viz., easy of entrance, capacious, well sheltered, free from ice or dangerous reefs and shoals, and with abundant opportunities for the erection of deep-water wharves in close proximity to the railway. These facts, coupled with the further fact that St. Andrews is the nearest 'Canadian port of Montreal, being only about half a day's run from the latter city, should exert a great influence in its favor.  Besides, it could be made one of the cheapest ports in the Dominion. Should the steamship companies doing business in Montreal in the summer utilize St. Andrews harbour in the winter months, they need give themselves no uneasiness respecting wharves, warehouses, etc., as the people of St. Andrews have received an assurance from the railway authorities that "they will undertake to provide in the way of wharves, warehouses, etc., for taking care of all business that they be offered at or for St. Andrews," but they will not create the trade. In other words, if the St. Andrews people can induce the steamship companies to utilize the port, the railway will provide the necessary wharves. This is the only construction that can be placed on the statement, and we believe it is exactly what the railway people mean. And in addition to what the railway will do, the townspeople through their grant from the provincial government and by assessing themselves, are prepared to render very valuable assistance. It ought not to cost a great deal to put the outer harbor of St. Andrews in shape for doing a large winter business, and if the CPR would exert only the smallest amount of their great influence in its favor, the port, we have no doubt, would develop with the greatest rapidity. All that is wanted is for a start to be made.

Lest it be thought that the advantages of St. Andrews as a winter port exist only in the imagination of the townspeople, we subjoin a few opinions of seafaring men respecting the harbor and its natural facilities. These opinions might be supplemented by scores of others, if necessary.

            "There is no point within my knowledge better adapted by nature than St. Andrews for being made a mercantile port with extensive advantages and facilities. . . . The outports (so to call them) or ports adjacent to the port, are in themselves very commodious ports and furnish secure shelter of easy access to any number of ships of any magnitude, even for all the navies of Europe, and in short what Liverpool has been made as a mercantile port at an incredible expense this point of our colonies has every advantage to adapt it for, which might be made fully available at a trifling cost."

            As Admiral Owen had made a careful survey of colonial waters, there was none better qualified than he to speak.

            Capt. Howard Campbell, of the Beaver Line of Steamers, who is well acquainted with the port, says in a recent letter which was made public:—

            "There can be no doubt that St. Andrews, both from its geographical position and from its natural advantages of a fine commodious land-locked harbor, is certainly equal if not superior to any other port in the Dominion, as the natural winter port. It is nearer England by over sixty miles than Portland, Maine, and as a harbor is infinitely its superior, being shut in from heavy seas from all quarters. It is also free from any serious difficulties in the way of ice and carries a depth of water in the outer harbor sufficient for the largest steamers afloat. It would, if properly constructed, be a cheap port, and when wharves and accommodations for discharging and loading vessels were made, ought to compare favourably with any port in the Dominion. I have often wondered that, possessing so many natural and geographical advantages as it does, it has not long ago become the most important winter port of the Dominion."

The evidence of these two gentlemen is further supplemented by the opinion of Capt. Pratt, of the Dominion fisheries protection service, who has been using the port of St. Andrews as a rendezvous for the past eight year. This what Captain Pratt says in a letter to the editor of this paper: —

Department of Fisheries

Fisheries Protection Service,

Dominion SOS "Curlew"

St. Andrews, New Brunswick, Nov. 11, 1892

Dear Sir,

I beg to acknowledge receipt of your letter of the 12th inst., requesting me to give you my views regarding he approaches to this harbor. . . . [rest missing, not important]

Beacon

Nov 24/1892

St. Andrews as a Winter Port

It has been an open secret here for the past few weeks that a leading ocean steamship company, who makes Montreal their port of call during the summer season, have had their eyes directed to St. Andrews as a possible winter port, and that they have asked for information respecting the tides, the depth of water, etc., in this harbor. The information was promptly furnished them, and they have expressed themselves well satisfied with it. The company have not yet approached the railway corporation, but if they make up their minds that St. Andrews is the port they want, we are satisfied from the assurance that the CPR directors have given the townspeople (in their reply to the memorial of the citizens' committee, Nov. 22, 1890) that they will throw no obstacles in their way, but will lend them all the aid that lies in their power. It is in the interest of the railway company, as well as of Canada, to have St. Andrews developed as a port. Owing to the long railway haul, Halifax as a winter port is objectionable to many of the steamship companies, and for some reason or another, they do not take kindly to Saint John. Hence, a large portion of Canada's winter shipping business, which should be transacted in a Canadian port, is now carried to ports in the US. We have reason to believe that this state of affairs is as unsatisfactory to the steamship companies as it is unsatisfactory to Canada. If by the development of St. Andrews as a port these steamship companies could be induced to make this their winter port, the money that is now distributed by them in US ports would be disbursed here, the Dominion would clear itself of the stigma that it has no port on the Atlantic fit to be utilized as a winter port for steamers, and the whole country would be benefited. It was these reasons which actuated the people of St. Andrews in appealing to the Dominion government for aid in the erection of deep-water wharves, but the government did not see the matter—or did not want to see it—in the same light, and the request was refused.

Proposed annex to Algonquin. 20 to 30 rooms, bowling alley, concert hall.

The barn and carriage house, which W. C. Van Horne has erected alongside his magnificent summer residence on Minister's Island, is quite a comfortable looking building. On the lower floor are the carriage-room, stable, with stalls for eight horses or cattle, tool-room and ice-shed. Over the stable is space for hay and fodder, and over the carriage-room are the apartments of the stable-keeper, consisting of two comfortable rooms, with southern exposure. An independent stairway on the south side of the barn leads to the dwelling apartment.

Oh the cow, the cow, the vagrant cow,

'tis now she meandereth in search of a row;

if gates are left open, she is bound to get in,

and will masticate anything from rag carpet to tin;

she dedaubeth our yard, our street, our walk,

and seems knowing enough to be able to talk;

'tis dangerous to leave one's front door ajar,

for in it she'll bolt, fine furniture to mar;

she respecteth no person, pound-keeper or law,

and all that seems left us is to jaw, jaw, jaw;

unless, like the man whose name we don't tell,

we keep in our backyard a deep, deep well

when that cow comes a nosing about,

whisking her tail and depressing her snout,

we'll drop her so deep in that cool, shady retreat,

that henceforth and hereafter she'll keep off the street.

Thinking About St. Andrews

The Beaver Line Manager Gives a Little Information to the Public

Montreal, Nov. 22

H. E. Murray, general manager of the Beaver Line, was asked this morning if the report was true that the line proposed in future to run out of St. Andrews in winter. "We were thinking about it," replied Mr. Murray, "but nothing definite has yet been arranged. We must have a winter port, you know. I have had plans drawn up of St. Andrews harbor, which so far is a first-class harbor." It is understood that a conference on the subject is shortly to be held between the management of the Beaver Line and the CPR railway officials.

Despatch to Globe

Montreal, Nov. 22

There is now a good chance of St. Andrews NB, being the future winter port of Canada. The Canada Shipping company, or Beaver Line, whose steamer runs during the season of navigation between Montreal and Liverpool, are considering he advisability of running to St. Andrews in the winter. Plans of the harbor are in the possession of the Beaver Line management. A new wharf and a grain elevator are wanted at St. Andrews and the railroad to run down to the wharf. Mr. Murray, manager of the Beaver Line, is to consult with Mr. Van Horne on the subject of making St. Andrews the winter port of the line.

Beacon

Dec 1/1892

St. Andrews as a Winter Port

The admission by the general manager of the Beaver Line of steamers that his company have under consideration the question of utilizing St. Andrews as a winter port has created a great deal of talk and speculation, not only in Charlotte County, but outside of it as well. It is agreed on all sides that St. Andrews has many natural advantages as a port, and that if it was provided with the necessary deep-water wharves, there would be no difficulty in inducing steamship companies to patronize it in the winter season. The most important question now is, who will provide these wharves and terminal facilities? it is true, we have the assurance of the CPR company that they will undertake to provide wharves and warehouses for any trade that may offer at or for St. Andrews, but it is extremely doubtful if the railway will carry out that promise without asking for something in return from the steamship company who want the privileges, or from the people of St. Andrews, who will be greatly benefited by their construction. It is just possible that they may require a guarantee from the Beaver Line Company that if the wharves are provided them, they will use the port for all time to come. While this would be most satisfactory to the port, it might not be so satisfactory to the steamship people, who would like to test the capabilities of the place before binding themselves to any permanent agreement. If the railway insists upon such a guarantee, and there is reason to believe they will, there is grave danger that the steamship company will abandon the project altogether. On the other hand, the railway company may ask—as they have asked Saint John —for the people to assess themselves for the construction of the wharf. we believe the people of St. Andrews are willing to go a considerable length in order to induce the Beaver Line or any other Atlantic steamship line to utilize their port, but unless they receive further governmental assistance or material aid from the railway, we have little hope of their accomplishing the undertaking. In view of the great benefits which would accrue to the railway company through an increase of freight and passenger traffic, we think it not unreasonable that they should bear a large portion of the cost of the work. And as the development of St. Andrews as a port cannot be regarded in any other light than as a national benefit, we think the Dominion government might very well aid in its accomplishment. So far as the local government is concerned, they have already made an appropriation of $20,000 towards providing deep water privileges at St. Andrews, and if a further grant were necessary, we believe they would strain a point to make it. If the Dominion Government would only exhibit the same favorable spirit towards the port, the success of the project would be assured at once.

Alluding to the "winter port" matter the Courier remarks that "it is most devoutly to be hoped, in the interest of the whole country, that this business will come to St. Andrews, for in it are great trade possibilities for both the islands and the rural parishes." That is quite true, but Charlotte County would not be the only County in the province to be benefited by the development of St. Andrews as a port. All that portion of the province tapped by the CPR, would receive stimulus therefrom. Carleton county and the counties contiguous to it, in which the garden of the province lies, would be brought within appreciable distance of the English market, through having an Atlantic steamship line almost at their very doors; and when tariff reform with the US comes, as come it must, they would have the option of two markets in which to dispose of their surplus products. Further, the development of St. Andrews as a winter port would be the fruition of the hopes of those brave spirits who in 1835 and several succeeding years labored so hard to establish railway connection between this port and Quebec. That city would be benefited by the selection of St. Andrews, though, perhaps, not to the same extent as it would have been fifty or sixty years ago, when no other Atlantic port in Canada was available. The city of Montreal, too, by having a winter port so near to it on Canadian soil, would also of necessity derive much benefit, as its merchants would be able to retain throughout the winter season a great portion of the business which is now carried to American ports.

The Beacon has been shown an extract from a letter sent by an Sherbrooke gentlemen to a friend in St. Andrews, in which the possibility of St. Andrews being utilized as a winter port was discussed and some highly complementary remarks made concerning the Beacon and the stand it has taken in the movement. It is gratifying to know that the efforts of the Beacon to advance the interests of St. Andrews and Charlotte County are being so heartily appreciated. We have only done what we conceived to be our duty, and what many other live newspapers would have done under the same circumstances. The advantages of the port are so apparent, and the need from a Canadian standpoint for the port being developed and utilized so great, that we feel we would be recreant to our duty if we did not do all that lies in our power to urge the mater upon the public.

A winter Port

St. Andrews, New Brunswick, May be Selected by the Beaver Line

Montreal, Nov. 22

St. Andrews, New Brunswick, as the winter port of the Dominion, is receiving a good deal of attention in steamship as well as in railway circles at the present time. One well known Canadian steamship line is at the present time discussing the advisability of making St. Andrews the winter terminus for the boats of the Company. Agents of the Canada Shipping Company, or Beaver Line, as it is called, have been in St. Andrews examining the ground. The boats of the Beaver Line run between Montreal and Liverpool in the summer, and during the winter have hitherto run out of Portland. The advocates of St. Andrews claim for it that it has a magnificent harbor, and that the tides are lower there than at either Saint John, or Halifax. It is 40 miles nearer Montreal than Saint John and 340 miles nearer than Halifax. At low tide the steamships would have thirty feet of water at the wharf. The CPR runs into St. Andrews at the present time. A new wharf and a grain elevator are needed at St. Andrews, and a loop line from the CPR line would have to be constructed to the wharf, a distance of 800 feet. Mr. H. E. Murray, general manager of the Beaver Line, was asked by a Star reporter this morning if the report was true that they proposed in future to run out of St. Andrews in the winter. "We were thinking about it," replied Mr. Murray, "but nothing definite has been arranged yet. We must have a winter port, you know. I have had plans drawn up of St. Andrews harbor, which, so far as it is concerned, is a first-class harbor." It is understood that a conference on the subject is shortly to be held between the management of the Beaver Line and the CPR officials.

THOMPSON, John Sparrow David

Prime Minister of Canada

Liberal-Conservative 1892.12.05 - 1894.12.12

The Stickney Wedgwood Store has lately been enlarged. It is now double the size that it was. It is pleasing to note this evidence of business prosperity.

There was an exciting foxhunt on Minister's Island, one day last week. The participants were three men, two dogs and two foxes. The latter got all the fun there was in it, while the former were obliged to return to town "empty handed, heavy hearted."

Beacon

Dec 8/1892

The Beaver Line and St. Andrews

Judging by present indications, the visit of the Beaver Line to St. Andrews stands indefinitely postponed. The correspondence, which has passed on the subject, shows that the steamship people are anxious to have a Canadian winter port, and that they are well satisfied with the reports which have been sent them of St. Andrews. They have approached the CPR, with a view to providing the necessary wharf facilities for them, but the railway insists that the steamship company will give them a guarantee that the wharves, if built, will be continued in use by them or some other steamship company. The Beaver Line manager, regarding the matter as an experiment solely, has so far declined to give such guarantee. As a way out of the difficulty, it would appear that President Van Horne has suggested Saint John as a port that might be experiment on by the Company. Whether the suggestion will be acted upon or not, we have not heard.

            In acknowledging information sent him concerning the port, by M. N. Cockburn and others, General Manager Murray, of the Beaver Line, has sent a letter to the editor of the Beacon, in which he discusses the project and the difficulties which surround it, but as the letter is marked "private" we do not feel at liberty to use it. The following communication from President Van Horne does not bear any private mark, and as it contains marked evidence of good will towards the port, we hope the writer will pardon us for giving it publication:—

Montreal, 30th November, 1892

My Dear Sir, —

I have your letter of the 26th. I will take great pleasure in doing anything I can towards bringing the Beaver Line or any other line to St. Andrews. I have already had a conversation with Mr. Murray of the Beaver Line on the subject referred to. Running to St. Andrews or the Bay of Fundy can only be regarded by them at present in the light of an experiment and we would not of course be justified in expending fifty or one hundred thousand dollars in providing wharves which might only be used for a few trips, and there does not seem to be any way by which we can be made reasonably safe in the matter. I think it probable that they will try the experiment at Saint John, because if it succeeds there it will be pretty certain to succeed at St. Andrews.

            I can only say just now that we will be delighted if we can be in any way instrumental in giving St. Andrews a new start, and you may be assured that no opportunity to do this will be lost.

            Yours truly,

            W. C. Van Horne

                        R. E. Armstrong, Esq., St. Andrews, N. B.

This letter would be very satisfactory, if it were not for the sentence we have italicized. Not that we have any desire to shut Saint John out from any business—goodness knows it needs all the business it can get—but because we cannot see the force of Mr. Van Horne's logic. Saint John as a commercial port, we admit, is head and heels over St. Andrews, but as a natural harbour, it cannot be mentioned in the same breath. If the experiment should prove a success in Saint John, we are sufficiently well acquainted with the business people of that city to know that they will not let the steamers go to St. Andrews or any other port if they can help it, and it is not very likely that the steamship company would want another port if Saint John would suit them. On the other hand, if the experiment at Saint John should fail through any natural disadvantages which that port may possess, it would be manifestly unfair that St. Andrews should be condemned also. Saint John harbour, it should be remembered, is much father up the Bay of Fundy than the port of St. Andrews, and to reach it in the winter season the mariner has to encounter perils and pass dangers which are unknown to the mariner seeking this port. There are rocks and reefs and dangerous currents to be avoided, and in foggy weather or when the sea is covered with vapour, the utmost caution has to be exercised. Again, should a steamer of large tonnage reach the mouth of the Saint John harbor at low tide, she would be obliged to heave to or come to anchor until tide rises.

            This would mean a delay of several hours, and delays are as dangerous as they are expensive and annoying to ocean craft, particularly to steamers. All such delays are avoided in approaching St. Andrews harbor. Be the tide ever so low at St. Andrews, there is an abundance of water in the channel and in the harbor for the largest vessel afloat, and she would have no difficulty whatever in steaming to her berth. This is one great point which this port possesses over Saint John. Another strong point in our favor is the saving in pilotage which might be effected by steamers entering this port. While a pilot is absolutely necessary to the mariner who is not thoroughly acquainted with Saint John harbor, there is no need of a pilot to St. Andrews after the first trip has been made. And, indeed, his services might even be dispensed with on the first rip, as the course is so clear, after the land has been made on the American coast, that a stranger by the exercise of ordinary caution, could easily find his way in, unaided. There are no strong currents in this harbor, such as are met with in Saint John harbor during freshet times and in the early spring. Further the price of labor is cheaper here, and the port could be made much cheaper in other respects than Saint John as it would not cost so much to maintain harbor facilities here. These advantages, coupled with the advantage of a shorter railway haul, are what make St. Andrews such a vastly superior port to Saint John.

            We must confess that we are a little disappointed over the result of the conference between the railway and steamship people, but we are not among those who are going to give up in despair. Having put our hand to the plough we propose pushing it along, while there is the smallest chance of success. So far from despairing we think there is much in what has transpired lately to encourage hope in the breasts of St. Andrews people. The advantages of our port have at last received a measure of recognition from an ocean steamship line, and though obstacles have been thrown in the way of their utilization, we feel that the day is not far distant when these obstacles will be forced aside. Again, we have the assurance of the CPR that they are interested in the development of the port. In view of their action in this matter the assurance may not seem to some people as being worth a great deal. But we think otherwise. Mr. Van Horne probably feels that it would not be politic for his road to begin to develop St. Andrews, while such an important port as Saint John is clamouring for recognition, and is spending so much money to obtain it. Should the steamship people refuse to act upon his suggestion to go to Saint John and should insist that they want St. Andrews and will take no other port in Canada, then he could proceed with a free hand in developing this port.

            Referring again to the subject of Mr. Van Horne's letter, we see no reason why the railway company should assume all the risk of providing improvements here. The Provincial Government has made an appropriation of $20,000 for just such a purpose as this, and though St. Andrews did treat the government a little shabbily during the late election, we have reason to believe that this grant would be increased, if the circumstances would warrant it. Three is legislation on the statute books which enable the people of the town to assess themselves up to a sum not exceeding $1,000 a year whenever they feel like it, and furthermore, we think that if the railway people or the steamship people presented the matter in the proper light before the Dominion Government, a favourable response might also be obtained from that quarter. On the whole, we think that if it was only the financial question that trouble the railway, they could soon overcome that.

The Beaver Line Company are to receive $100,000 for towing the German steamship "Spree" into Queenstown. Now, if the Company would only put this money into a deep-water wharf at St. Andrews, the question of a deep-water port for them would be quickly solved.

 Robert S. Gardiner, of Boston, vice-president of the St. Andrews Land Company, has awarded the contract for the erection of his new summer residence to Robert Stevenson and James McKenzie of St. Stephen. These gentlemen engage to have the building ready for occupation next season. The cottage will be located on the hill, near the Algonquin Hotel, overlooking Katy's Cove.

The statements of earnings and expenses on the CPR for October has just been issued. It shows that the net profits of the road that month ware $1,024,502 and for the period between January and October 1892 $6,595,917 against $978,665 and $6,141,451 for the same periods respectfully in 1891—increases this year of $45,837 and $455,465.

Beacon

Dec 15, 1892

Canadian Ports Handicapped

Although Mr. Van Horne has stated that the Beaver Line would probably experiment upon Saint John, we have the best of reason for believing that the company have not altogether abandoned the consideration of St. Andrews as a possible winter port for their steamers. But whether the experiment be made at Saint John or St. Andrews, the company recognize that they will be greatly handicapped by the unfair competition for the Allan and Dominion Lines, which carry all their Canadian freighting business through the port of Portland, Maine, and which, being heavily subsidized by the Dominion Government, are in a position to carry cargo at rates that an unsubsidized line cannot compete with. This is a great injustice to Canadian interests and should call for some redress or remedial legislation at the hands of the government of Canada. The Beaver Line is the only purely Canadian line at present in existence, and if they are willing to accept the risk of making the winter port on Canadian soil, the Canadian Government should either subsidize them or place the other steamship lines on an equal footing with them, and the business men of Canada should do their utmost to foster and encourage them. It is not right that Canadian money and Canadian business should be used to develop an American port, while there are ports in Canada hungering and thirsting for that business and there are Canadian steamship lines willing to go to those ports, if they are only given a fair show. We trust the press of Saint John will take this matter up and urge it upon the attention of the government. They will find it to their interest to do so.

Why This Silence?

The Saint John newspapers appear to look upon the statement of President Van Horne that the steamers of the Beaver Line will probably experiment on Saint John as a winter port, with very little concern. The Telegraph is so busily engaged in finding reasons why the ICR should be transferred to the CPR that it has eyes and ears for nothing else. It does not waste even a line of its valuable space in pointing out the accessibility of the harbor of Saint John, or in endeavouring to refute the statement as to its inaccessibility at certain times of tide. The Gazette, which loves to pose a s defender of Saint John, has not word to say in encouragement of the scheme or in defense of the port. The Sun, in a half-hearted way, remarked that the "The Beaver Line of steamships will find the port easy and safe of access." Again, it adds that Mr. Van Horne's statement "has awakened some interest." Strange that that awakening has not reached some of the newspaper offices! Even the Globe does not take hold of the matter in its usual vigorous fashion. What is the matter? Do they want the Beaver Line, or do they not? Or, can it be, that they think the less mud they stir up about the harbor the better?

A Veteran Pilot

Who Says that St. Andrews has One of the Best Harbors in the World

James W. Conley, of Deer island, who was a pilot in the Passamaquoddy, or St. Andrews district, for twenty years, who sailed out of Saint John harbor for six or eight years, and who has for several years past been weir fishing—a business, by the way, in which he says he has made more money than he did either as pilot or captain—called upon the Beacon on Monday.

            Mr. Conley declares that St. Andrews has one of the best harbors in the world, far superior to the harbor of Saint John. He weathered the heaviest gale that ever blew in the Bay of Fundy in the ship Alexandria, of Bath, on the ballast ground, off St. Andrews, with only the bow anchor out. There were five vessels that sailed from Saint John at the same time. One of them, he says, was wrecked on Mud island, while the other experienced terrible hardships. He ran his vessel out of Latete the next day and was out to sea two days ahead of the Saint John ships. He narrated several other instances to show the superiority of St. Andrews harbor.

            The point Mr. Conley would select for a deep-water wharf would be between Katy's Cove and Minister's Island, (just the point that the CPR engineer suggested a couple of years ago). There is a deep basin there, he says, and if a small breakwater were built off the end of Minister's Island, it would protect the smallest craft from any wind that blows. But for a large vessel, like an ocean steamer, no breakwater would be needed. She would lie as securely there, in the biggest blow, as if there was no blow at all.

            As for the entrances to the harbor, he says there is no trouble whatever in getting to St. Andrews at all times of tide.

            Mr. Conley is a respected old sea dog. He is now 65 years of age, and is as fresh and ruddy as a schoolboy. During his early seafaring days, he witnessed no fewer than five mutinies, in some of which bloody corpses were left on the decks. He came very near furnishing one of the corpses himself. He is proud of the fact that he comes of Loyalist stock, and that he was one of the first on West Isles to cast a ballot for Confederation. Of the Loyalist stock he says there still remain on Deer Island, the Conley's Clines, Stuarts, Leopards, Fountains and Doughties. During the Fenian troubles, Mr. Conley was for three months pilot of the British corvette "Niger" in these waters. He knows every rock and shoal from the head of the Bay of Fundy to the Cape of Delaware, and is firmly convinced that for natural advantage the harbors of L'Etang and St. Andrews have no equal.

Beacon

Dec 22/1892

A Wail from Halifax

The Halifax Chronicle (Liberal) is fighting tooth and nail against the transfer of the Intercolonial Railway to the CPR and is denouncing "the grinding monopoly" of the latter corporation in all the moods and tenses. Alluding to the recently published statement that Manager Shaughnessy is alleged to have made, viz., that his company would like to secure possession of the Intercolonial Railway and make it part of their system, the Chronicle remarks: —

            It is now admitted by a magnate of the CPR, that that corporation wants possession of the Intercolonial in order that they make it part of their system. That would give them possession of the Atlantic winter outlets of Canada at Halifax, Saint John and St. Andrews, would give them power to prevent the Grand Trunk from reaching Halifax, would place the Temiscouta railway from Riviere de Loup to Edmundston, New Brunswick, at their mercy and shut off any chance of competition from that quarter, would give the CPR an absolute monopoly of freight and passenger traffic between the maritime provinces and the west, and leave that corporation free to dicker more effectively for terminal facilities at Boston, which would thus become the Atlantic terminus of the road, with Halifax as a sort of way station, a convenience for possible emergencies, a port of call for the fast Atlantic steamship line—the line that is to be established by the proceeds of Intercolonial bonds, and made a paying speculation by the subsidy which is to be contributed by the long suffering people of this country. It is a magnificent scheme. Its possibilities are immense—for the CPR. The maritime provinces will not be in it; they will have to be content with the crumbs that fall from the CPR table.

            Mr. Van Horne has deluded Saint John into making the CPR a present of the Carleton branch railway, at a cost of some $40,000, besides contributing two-thirds of the cost of an elevator to be erected at Sand Point. He has tickled St. Andrews with a will-o-the-wisp intimation that his company will do something for that port if its people will "come down handsomely." And he has labored hard to convince the people of Halifax and of Nova Scotia that the fast Atlantic services and summer hotels will assuredly be theirs if only they will consent to the I.C.R. being handed over to that corporation as a free gift. But while these promises are being dangled before Halifax, Saint John and St. Andrews, and the maritime provinces generally, Mr. Van Horne's company is dickering with American railroads for enlarged terminal facilities and privileges at Boston, which is evidently to be selected as the chief Atlantic winter port of that company. This is a matter which should be watched by the people of the maritime provinces.

The Chronicle concludes its article by a reference to Mr. Van Horne's speech at Boston, which, it thinks, indicates that Boston, and not Halifax, Saint John or St. Andrews, will be the port to be built up by the western traffic which the CPR will bring to the seaboard. Probably, remarks the Chronicle, Mr. Van Horne thinks the people of Canada, and particularly the people of the maritime provinces, are "mostly fools."

Unsound Doctrine

The Courier, in seeking for reasons why the Beaver Line may possibly selected Saint John in preference to St. Andrews as their winter port, mentions among others the following: —

            "It may be that the efforts of Saint John's representatives at Ottawa have been able to secure advantages and improvements for their port which have not been properly requested for St. Andrews, and which will render the former more suitable for the business the Beaver Line will take to it."

            It is a matter which the citizens of Saint John deplore very much, that their representatives have not been able to secure any aid from the Dominion government towards placing their harbor in shape for ocean traffic. It is only a few days ago that this feeling found voice at the Board of Trade meeting, the gentlemen to give expression to it being the president, Mr. George Robertson, the recently defeated candidate of the conservative convention.

            When Saint John had liberal representatives at Ottawa, it was stated by the friends of the government that the city need not expect any favors from the government unless it sent representatives that were friendly to the party in power. Seduced by fair promises, the Saint John people elected a full representation of government supporters. This was some years ago. Ever since then Saint John has been waiting for the golden promises to be fulfilled, but they have waited in vain. They were to have the I. C. R. extended around the harbor front, but the work has not yet been done. They were to have an elevator erected at the Dominion Government's expense, and they are still waiting for it. They expected to get the Carleton Branch railway from the Dominion government on favorable terms, but instead of that they were asked to pay the value of it in cold cash. They expected certain dredging to be done, and they are still expecting. And so with other Dominion aid that was promised them for the harbor, not a penny's worth of which has materialized. About the only result that has followed the election of the government ticket in Saint John has been the Harris "deal" and the closing up of a very important industry. Whatever improvements have been made in Saint John harbor, or whatever are in immediate contemplation, are being paid for by the Saint John people, or by the Local Government; not a cent has come from the coffers of the Dominion exchequer.

            What the Courier evidently intends to imply by the statement we have quoted is that if Charlotte County had elected a Conservative, instead of a Liberal, the government would not have turned such a deaf ear to St. Andrews requests. If we are to judge by the results in Saint John, we would not have fared any better than we have done. Anyway, the doctrine that because a constituency does not elect a representative favorable to the party in power it should not receive any aid towards needed public works, is a most pernicious one. It strikes directly at the root of responsible government. For that reason, if for no other, it should be condemned. Only a few weeks ago, during the Provincial election in Queens, the Conservative organ in Saint John declared that it was "important that the whole theory underlying this toadyism should be swept away," and that the bounty which the leader of the government "gives or withholds is property which he holds in trust" and that he had "no right to pay his personal debts of gratitude, or to work out his private spite, by diverting public money from one county to another." If this is sound doctrine, and we claim that it is, then Charlotte County had a perfect right to elect the man of its choice, and the government, if they are withholding necessary aid to public works from the county because they were not asked by one who voted on the same side with them, are guilty of a grave wrong and deserve condemnation. No blame can be attached to the people.

            We believe the Courier is sincerely desirous that St. Andrews should prosper, but we think it is doing wrong in introducing even the semblance of party politics into the present agitation. We have been fighting for this matter on broader ground than that of party politics. We have been fighting for St. Andrews because we believe that the true interests of Canada demand that she should have safe and convenient winter port of Canadian territory, and because we are firmly convinced that St. Andrews possesses all the natural requirements for such a port. We believe it is wrong that Canadian money should be used to develop US ports, when the ports of Canada stand so much in need of development, and we have not hesitated to say so. If the Courier will forget its politics for a while and join with us in demanding of the Dominion government that they recognize our port, it will not only be doing Charlotte County good service, but the whole Dominion.

Beaver Line and St. Andrews

We do not desire to raise any false hopes in the breasts of the people of St. Andrews, with respect to the utilization of their port by the Beaver Line, but we think there are good reasons why they should feel encouraged over the present outlook. General Manager Murray, of the Steamship line, is now on his way to Liverpool. In a letter to the editor of the Beacon, written from Montreal on the 17th inst., he says he "cannot at present go further into this question, but hopes something can and will be arranged so that ocean steamers may be able to be loaded to and from your port next winter season." There's many a slip 'twixt the cup and the lip, but with such an assurance as the above we think the people of St. Andrews and Charlotte County may well feel encouraged.

            Mr. Van Horne, who evidently has a deeper interest in St. Andrews than the Halifax Chronicle gives him credit for, also sends us a copy of a letter sent by him to the manager of the Beaver Line, "in order that there may be no possible doubt about our position in the matter of ocean traffic at St. Andrews." Mr. Van Horne prefaces his letter by "referring to Mr. Armstrong's letter to you about St. Andrews, which you have been so good as to send me," and then he goes on to state,—as he stated in his last letter published in the Beacon—the reasons why his company did not see their way clear to expend a large sum of money in building wharves here for the Beaver Line to experiment upon. Another matter is touched upon in this connection, but as the publication of it might prejudice our interests, we refrain from doing so.

            It looks to us as if the steamship people had decided to accept the railway company's terms and give the guarantee asked for. If they have, it means that St. Andrews will hereafter be the winter port of the Beaver Line.

It appears that the Beaver Line of steamships has suspended its service to Boston and cancelled its sailings there already advertised for the next two months. The reason given is that there was unusual difficulties in securing cargoes—Sun.

Beacon

Dec 29, 1892

The two deserted buildings between the O'Neil and Ross residences have been purchased by Theodore Holmes, who intends pulling them down. They were among the first houses erected in St. Andrews.