USA > Minnesota > Ramsey County > St Paul > A history of the city of Saint Paul, and of the county of Ramsey, Minnesota > Part 25
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The "winter route" down the east side, was run for two or three winters by WILLOUGHBY & POWERS, when, in 1853, M. O. WALKER & Co., of Chicago, got the winter mail service contract, and put on a line down through Minnesota and Iowa. to Dubuque. WILLOUGHBY & POWERS then discontinued their line. The manner in which WALKER ran his line is given in newspaper comments hereafter. WALKER ran his line until 1858-9, when J. C. BURBANK & Co. got the winter mail contract.
In the winter of 1855, J. J. BRACKETT ran an opposition line to Dubuque, via Lakeville, Owatonna and Austin.
In 1854-5, WM. NETTLETON established a line of stages to 20
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The History of the City of Saint Paul. [1851
Superior, which, about 1857, was carried on by C. DOBLE. and soon after was bought out by the Minnesota Stage Company.
At the mail letting in 1850, Hon. H. M. RICE was awarded the contract for the mail from Saint Paul to Prairie du Chien, twice a week during the summer, and once a week during the winter. The compensation was $800 a year. In 1852, this contract was assigned to J. C. BURBANK. A Mr. ORMSBY, of Prairie du Chien, also had, at the same time, a mail contract from that place to Black River Falls. This was also assigned or sublet soon after to Mr. BURBANK.
The history of the Minnesota Stage Company and that of the Northwestern Express Company, are so closely identified, to write the one is'almost to give both.
ORIGIN OF THE EXPRESS BUSINESS.
A few paragraphs back, mention was made of the establish- ment, by J. C. BURBANK,* of an express business from Saint Paul to Galena, in connection with the American Express Company. which was running to the latter point as its western terminus. Mr. BURBANK was himself the pioneer messenger of his express. During the summer he ran on the steamer "Nominee," and the next winter made the first trip in that
* JAMES C. BURBANK was born in Ludlow, Windsor county, Vermont, 1822, and re- moved to New York in 1831. During his boyhood he worked on a farm, picking up such schooling as he was able, from winter to winter, and, more or less, earning his own living and educating himself. Whatever success he has achieved in life, has been owing to his own efforts and energy.
Mr. BURBANK came to Saint Paul in 1850, and, after trying the lumbering business without success, started the express business, as given fully in this chapter. The growth of the immense business first inaugurated by him, occupied his time and capital until 1867, since which year he has devoted himself to the insurance, banking, railroad and other business. He was one of the early members and warmest promoters of the Chamber of Commerce, which has done so much for our city, and was its president from 1869 to 1871. He has also embarked largely of his capital in the construction of the Saint Paul and Sioux City Railroad, of which he has been a director for several years. He was an active organizer of the Saint Paul Fire and Marine Insurance Company. in 1866, and has been its president and financial manager since its organization, and its remarkable success has been largely owing to his sagacity and foresight. In 1873, Mr. BURBANK led the way in the construction of the street railway, and was president of the same for some time. In fact, there is scarcely a worthy enterprise in our city which he has not aided with capital and personal effort. His career presents a striking in- stance of what energy and integrity will accomplish-starting in life a poor boy, and at present one of the wealthiest and most honored men in our State.
1851] and of the County of Ramsey, Minnesota. 299
PHOTO -ENG.CO. N.Y.
Burbank
business from Saint Paul overland. He started from Saint Paul on the 24th of November, after the close of navigation.
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The History of the City of Saint Paul, [1851
and traveled the Knowlton road, before mentioned, to Prairie du Chien, etc., and thence to Galena. He also had the sub-mail contract on that route, from ORMSBY, of Prairie du Chien, as related before-his mail consisting of one bag. The amount of express matter entrusted to him, on his first trip, he carried in his pocket. He continued these trips through the winter. The whole receipts for express carried that winter-although they were made regularly-would not have paid one messen- ger's board.
In the summer also he ran alone, doing the whole agency and messenger business himself, making weekly trips between Saint Paul and Galena on the old steamer "Nominee."
Saint Paul was then a small village of hardly 2,500 or 3,000 inhabitants, and there were but few settlements on the river, but, with a firm faith in the future, Mr. BURBANK diligently set himself to work to sow the seeds and foster the germs of an express business in what he foresaw was to be a great and populous State. Much of his business at first consisted in filling orders at Galena for merchants in Saint Paul and on the river. In 1852, he formed a partnership with W. L. FAWCETT. who, however, found it too hard work for too poor pay, and he retired from the business in about six months. Then ED. HOLCOMBE, a steamboatman, went in with him, taking the end of the route between Galena and Prairie du Chien, which he ran for the winter of 1852-3, when he got discouraged. But BURBANK still pressed on, running the route himself, and gathering about him a large and increasing business. To eke . out the express business, however, he took CHAS. T. WHIIT- NEY, since deceased, into partnership, and went, in 1853, into the forwarding business at the upper levee in STEELE's old wharf-boat. Indeed, the business was so large, that when, in 1854, the wharf-boat was moved from the upper to the lower levee, it seriously affected the business of upper town, which at that date was even ahead of lower town.
In 1854, the express business had reached such dimensions as to justify the employment of regular messengers and officers at all the principal towns, and, therefore, the Northwestern Express Company, (BURBANK & WHITNEY, ) was first duly
301
1851] and of the County of Ramsey, Minnesota.
organized, and the business grew apace, in both its branches, forwarding and express. In 1856, Mr. WHITNEY, whose health was failing, sold out his interest in the firm to Capt. RUSSELL BLAKELEY, who had been connected with the old Galena Packet Company. This was a decided acquisition to the business, and, with two such enterprising and go-ahead, determined men, it took a new start. An office was opened in Saint Paul, in LEDUC & ROHRER's old stand, (where In- gersoll's Block now is.) In May, 1855, C. W. CARPENTER entered the service of the company, as local agent. In 1857; E. F. WARNER was engaged in the Saint Paul office, and has remained in that business ever since, being now local agent of the American Express Company.
An event soon after occurred, which led the firm to engage in the stage business. Previously to 1856, Mr. BURBANK had depended, for the winter conveyance of his express matter, on the famous, or rather in-famous, Walker line. But, in Janu- ary, 1857, disgusted with his wretched service, and, in one case, his, utter refusal to adhere to the terms of his contract, BURBANK & COMPANY determined to do their own carriage, and put on a line of stages between Dubuque and Saint Paul by the interior route, via Decorah, Iowa. Although they origin- ally intended only to carry express matter, they soon put on passenger coaches, and, though they had no mail contracts at that time, ultimately pushed WALKER's slow coaches off the road, as passenger vehicles on this route.
The passenger business having largely increased on this and other routes, Mr. BURBANK made a bold strike for the mail contracts in Minnesota, which had been generally monopolized by WALKER, and, at the general letting in April, 1858, was fortunate enough to be the successful bidder for the down-river mail. In the fall of that year, the company stocked up jointly with ALLEN & CHASE, on the route to LaCrosse, which latter had now become the nearest railroad terminus, and, in the spring of 1859, the Minnesota Stage Company was formed by consolidation with ALLEN & CHASE, and the Minnesota Stage Company's coaches were put on the route from Saint Paul to Saint Anthony, and from Saint Anthony to Crow Wing,
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The History of the City of Saint Paul, [185
&c., securing the mail contracts owned by the ALLEN & CHASE line. In the summer of 1859, they also bought out the Still- water route from GIBBENS, and the Superior route from C. DOBL'E, and the chief stage business of the State became cen- tralized in the new company. In the spring of 1860, Col. JOHN L. MERRIAM, * who was a partner of Mr. BURBANK in the forwarding business, bought out the interest of ALLEN & CHASE in the stage company, and, for more than seven years, Messrs. BURBANK, BLAKELEY & MERRIAM constituted the firm, and carried on the express and stage business as joint partners. At the next Government letting, soon after, this . company got all the mail contracts on stage routes in Min- nesota, amounting in the aggregate to about 1,300 miles of . staging, besides some 300 miles more of pony routes. The stage business now had grown to such proportions on their hands, that the express business had become a minor consider- ation, and, in 1863, they sold out to the American Express Company all the express territory south of Saint Paul, retain- ing for themselves all north of that point. The large propor- tions to which the staging business had grown may be inferred from the fact, that, in the winter of 1865. they worked over 700 horses, and employed over 200 men.
It is due to these three gentlemen-and especially to the senior partner, Mr. BURBANK, from whose early struggles and tenacity of purpose all the subsequent large business of the firm sprang-to say that their entire business management, as public carriers, from first to last, was distinguished by a lib-
* JOHN L. MERRIAM was born at Essex, Essex county, New York, in 1828. While a very young man, he exhibited those pushing, energetic, business qualities, which have since made him so successful. He engaged in the iron trade when a mere' boy, and was elected Treasurer of Essex county in 1857. He carried on a large business of various kinds, until his removal to Minnesota in 1861, which he did in order to become a partner of J. C. BURBANK and Capt. R. BLAKELEY in the stage and express busi- ness. He also then, or soon after, engaged in the banking, railroad, manufacturing, transportation and other enterprises, all of which, by his sagacity and good manage- ment, have been highly successful. In 1870, Mr. MERRIAM was elected, (in a district politically against him,) a member of the Legislature, and re-elected in 1871. Both these sessions he was Speaker of the House, and rendered signal service to his constitu- ents. Col. MERRIAM is known as one of our most enterprising and valuable citizens- one whose unblemished character and social qualities have gained the esteem of all.
1851] and of the County of Ramsey, Minnesota. 303
erality, fairness and justice in all their dealings, which have been rarely, if ever, paralleled, and that the people of Minne- sota are more indebted to them than to any other agency for pushing out our network of mail .communications all over the State and frontier. They chalked out more new roads, and built more bridges, than any other hundred or thousand men in the State.
THE TRANSPORTATION BUSINESS
growing out of these connections, was another feature of the trade which sprang from such humble beginnings. The firm of J. C. BURBANK & Co. had done, up to this time, a very heavy forwarding business, but Capt. B. transferred all his interest in that branch to J. C. & H. C. BURBANK & Co., who were largely engaged in the grocery and commission trade also. In the winter of 1858-9, Capt. B. was in Washington, when RAMSAY CROOKS, (father of our Col. CROOKS,) agent of Hud- son's Bay Company in New York, asked Senator RICE how he could arrange for the transportation of their goods to Hudson's Bay, via Minnesota? Mr. RICE told him that Capt. BLAKELEY was then in the city. An interview was secured, and Mr. CROOKS appointed J. C. & H. C. BURBANK & Co. his agents. Capt. BLAKELEY went up to the Red River, that winter, and examined it, and thought it could be navigated. The next season, the " Ans. Northrup" was taken out and got to run- ning. Capt. EDWIN BELL, of this city, ran her in 1859, and first built wing-dams on that river. The boat was not a very good one, but the firm purchased it, and entered into a con- tract with Sir GEORGE SIMPSON, Governor of the Hudson's Bay Company, to transport their goods for the Red River Settlement, (now the Province of Manitoba, ) from Montreal or New York, through the States, making Saint Paul the headquarters, which had previously been done via York Fac- tory, in Hudson's Bay. This contract covered a yearly ton- nage of four to six hundred tons, and was by this firm continued four years, during which they built the steamer " Interna- tional," being the first steamer successfully navigated on the Red River of the North. The business thus inaugurated has
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The History of the City of Saint Paul, [1851
been of untold advantage to the State. It now employs seven steamers, 15 barges, and a large number of men. During the season of 1875, 74,000,000 pounds of freight was carried.
THE RED RIVER TRADE.
The Democrat, of July 19, 1851, notices the arrival of the annual caravan of Red River carts, 102 in number. This was always an important event for our merchants in early days. Indeed, the rise and growth of the Red River trade forms a chapter of our pioneer history, which is too important to omit, and may well be given here.
Beginning of the Trade .- Prior to the year 1844, the im- port of goods, and export of furs, of the flourishing Red River Colony, was through the circuitous and difficult Hudson's Bay route, navigable only two months in the year, and beset with many dangers. In that year, NORMAN W. KITTSON, our well-known pioneer, established a post at Pembina, in con- nection with the outfit of the American Fur Company at Mendota, and invested some $2,000 in furs, which were trans- ported to the latter point in six "Pembina carts," the latter returning loaded with goods. This venture did not prove remunerative-in fact, occasioned a loss of some $600. The next two years' operations involved a similar, or greater loss, but the trade increased, and, notwithstanding the opposition and even the persecution of the Hudson's Bay Company, which was enraged at seeing its monopoly interfered with, Mr. KITTSON'S venture was promising of great results. In 1850, the trade had increased so as to involve a consumption of goods to the extent of $10,000, and a possible proceeds of furs of some $15,000. Five years later, the Pembina Outfit engaged an expenditure of $24,000, with a return of furs of nearly $40,000, and the firm of FORBES & KITTSON was this year (1851) organized ("The Saint Paul Outfit") to carry on the supply business. When Saint Paul sprang into being, in 1849, the terminus and supply depot was shifted here, and in early days was an important source of gain to our city.
The Pembina Carts .- The shipments of furs from that re- gion were, for some 20 years, made in the curious vehicle 1
1851] and of the County of Ramsey, Minnesota. 305
known as a " Red River cart," or Pembina cart. This was a two-wheeled concern, of somewhat rude workmanship, con- structed of wood and leather, without a particle of iron, and would carry 600 or 700 pounds. They generally cost about $15. In this cart was fastened an ox or pony, geared with broad bands of buffalo hide. One driver would manage sev- eral of these carts, simply guiding the head ox or pony, the rest being tied to the tail of the preceding cart. The axles were innocent of grease, and their creaking was horrid; a caravan in motion could be heard for miles, almost, in still weather. The drivers of these carts were also a study. Nearly all of them were swarthy, half or quarter-breeds, or Bois Brules, as they were termed, and dressed in a costume, a curious commingling of civilized garments and barbaric adornments. They were usually clad in coarse, blue cloth, with a profusion of brass buttons, and a red sash girt around their waists. Add to this a bead-worked cap, and an Indian's moccasins, and you have a fair picture of the Red River half- breed. They presented, also, a curious commingling of races, the old Scotch, English and French settlers having married with the Crees and Chippewas, and crossed and recrossed until every shade of complexion, and a babel of tongues, was the result.
The distance between Pembina and Saint Paul, by the near- est traveled route those days, was 448 miles .* The caravan would generally start early in June, as soon there was suffi- cient pasturage for the cattle, and the down trip would gener- ally consume from 30 to 40 days, arriving here early in July. An average day's travel was 15 miles. At night the caravan would encamp at some spot where wood and water was con- venient, and draw up the carts so as to form a " corral." Sen- tinels were always on watch at night, to guard against attacks from hostile Indians, or horse-stealing raids. The men sub- sisted, during their journeys, on game, and pemmican. The latter is a preparation of buffalo meat. It is dried, pounded into shreds, and stuffed into a bag made of buffalo hide, into
* This was via Otter Tail and Sauk Rapids. During some of the earlier trips, the trail was via Big Stone Lake and Traverse de Sioux.
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The History of the City of Saint Paul, [1851
which melted tallow is poured, forming one solid mass. This will keep a long time, and, though tasting somewhat fragrant, to one unused to it, is a great favorite with Red River men, and half-breeds generally. It used to be kept for sale in Saint Paul, in early days.
While the caravan was in the city, disposing of furs and making purchases, which generally consumed some days, the carts were usually encamped on the prairie above the city, (toward the trotting park,) and their bivouac was a scene worth visiting, for its novelty and picturesqueness. For some days the streets of our city would be filled with these strings of carts, constituting, to the stranger, or to one who had never before seen them, a curious sight. Accompanying the caravans were generally a number of horsemen, the skilled buffalo hunters of Red River, mounted on their tough, shaggy ponies.
In 1844, as noted above, the number of carts on the route between Mendota and Pembina, was only six. The number increased each year, until, in 1851, it was given at 102. In 1857, about 500 came to Saint Paul. In 1858, 600. In 1859, 1860, and 1861, the number somewhat decreased, as a steamer was running on Red River, which drew off part of the freight- ing trade, and decreased the land transportation to 216 miles, J. C. & H. C. BURBANK & Co. having established a line of freight teams connecting with the steamer. In 1863, owing to the Indian troubles, only 275 carts came through. It was not until about 1867, when the Saint Paul and Pacific Railroad was running to Saint Cloud, that the caravans of carts ceased making their annual pilgrimages to Saint Paul. Saint Cloud was then for a year or two their terminus, but the increase of freight lines and, in a short time more, the completion of the Northern Pacific Railroad to Red River, quite drove these primitive prairie carts from their old route, and thus caused the decline and fall of one of the most singular features of our transit from the rude traffic of the wilderness to a well-organ- ized commercial community.
The Fur Trade .-- Closely connected with this subject is the fur trade, one of the most valuable auxiliaries to our prosperity in early days. The importation from Red River
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1851] and of the County of Ramsey, Minnesota.
by the cart line, was very large, and formed the main supply of the fur marketed at Saint Paul. Indeed, four-fifths of the furs and all the robes came from this region. The amounts handled during the earlier years were reported as follows :
1844.
$ 1,400
1858.
$161,022
1845
3,000
1859
150,000
1846.
5,000
1860
186,000
1850
15,000
1861
198,000
1855
40,000
1862
202,000
1856
97,253
1863
250,000
1857 .
182,491
During 1858, 1859 and 1860, the quantity of furs marketed did not decrease, as the figures apparently show, but the price declined largely during the "hard times." Then, too, the prices of furs fluctuated greatly. Mink sold in 1857, for 15 and 20 cents. In 1863, it rose to $5 and $7.
Being the natural depot for such a large region, at one time well stocked with fur-bearing animals, Saint Paul was for some years one of the largest fur markets in America-per- haps second only to Saint Louis, and the trade of the latter was mostly in robes, a distinct branch of the traffic. The fur catch of all of Minnesota, a part of Dakota, and northern Wisconsin, was tributary to this point. In early days, the In- dians and a few professional trappers were about all who caught furs. As the country became more settled, every squat- ter eked out his living by trapping and shooting, and the larger game, bear, deer, elk, wolf, &c .. soon became quite scarce. In fact, every farmer's boy, with cheap patent traps, soon en- tered the war of extermination against the fur-bearing animals. Every stream, copse and marsh was trapped, and the result is that the fur "catch" is yearly becoming less, though still large. The supply of robes from Red River is annually grow- ing smaller, as the bison is now driven further and further from the settlements each year.
Value of the Red River Trade .- All of the money re- ceived for the sale of these furs would be generally spent in merchandize in our city, and large sums in addition. Thus the value of the Red River trade to our city in early days can
1
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The History of the City of Saint Paul, LIS51
be estimated. Staple groceries, liquors, dry goods, blankets, &c., hardware and tools, household utensils, ammunition and guns, clothing, boots and shoes, glass, sash, farm implements, even threshers and mowers, (in parts,) and, latterly, sewing machines. In 1863, one house sold $4,000 worth of tobacco alone. The Red River men, it might be noted, sold and bought for coin only. They never used currency in dealing.
The Freight Trade with Red River .- The rude Pembina cart line was the pioneer of a very valuable freight and trans- portation movement between Saint Paul and the Red River settlements, and the very large and profitable trade which our city now transacts with the Red River valley, both this side and beyond the British line, but this is more fully narrated a few pages back.
SMALL SCRAPS.
The Democrat, of July 22, has the following items :
"The Masonic Lodge has been removed to Rice and Banfil's Block- the Odd Fellows occupying the adjoining room."
"A picnic party of 14 or 15 ladies and gentlemen went out last week to White Bear Lake, 10 miles north, and spent a day very delightfully at fishing and hunting."
[This is probably the first picnic to White Bear Lake that ever occurred. ]
"Yesterday a number of workmen commenced excavating for the foundation of the Capitol."
" Hitherto the people of Selkirk have had but two or three mails a year. They have now (since July) a monthly mail from Saint Paul."
1851] .
and of the County of Ramsey, Minnesota. 309
CHAPTER XXI.
EVENTS OF THE YEAR 1851 .- CONTINUED.
THE TREATY WITH THE SIOUX-REJOICINGS OVER THE EVENT-HOW THE INDIANS SPENT THEIR MONEY-CREATION OF A BISHOPRIC-RIGHT REV. JOSEPH CRETIK ARRIVES-PURCHASE OF LOTS FOR A CATHEDRAL-COL. ALEX. WILKIN-MOVE- MENT FOR A FIRE DEPARTMENT.
T 'HE great event of the year was the treaty with the Dako- tas, at Traverse de Sioux, authorized by Congress last year, by which that nation gave up its title to all the land west of the Mississippi, excepting a small reservation-a domain exceeding 21,000,000 acres ! The treaty commenced at Tra- verse de Sioux, on July 2. All the officials, dignitaries, big men, traders and editors of Minnesota were present, and all the chiefs of the Dakotas. The papers were crowded for weeks with their sayings and doings, to the exclusion of almost everything else. Gov. RAMSEY and Hon. LUKE LEA, Com- missioner of Indian Affairs, represented the United States.
THE GREAT EVENT CONSUMMATED.
On July 23, the preliminaries of the treaty were all con- cluded, and the Indians signed the instrument by which they sold, conveyed and transferred to the pale faces, one of the most glorious domains that nature ever created-signed away their heritage and birthright, and were thenceforth strangers and intruders on their own "ancestral acres."* But sentiment is out of place in this day of progress. The resistless march of empire was doomed to sweep away the red man-it had been so for two centuries on American soil, and the treaty of Traverse de Sioux, another chapter of the mournful epic, called forth, not sadness, but rejoicing.
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