The History of Minnesota and Tales of the Frontier Part 7

PEMMICAN.

One of the princ.i.p.al sources of subsistence of these frontier people in their long journeys through uninhabited regions was pemmican. This food was especially adapted to extreme northern countries, where in the winter it was sometimes impossible to make fires to cook with, and the means of transportation was by dog-trains, as it was equally good for man and beast. It was invented among the Hudson Bay people, many years ago, and undoubtedly from necessity. It was made in this way: The meat of the buffalo, without the fat, was thoroughly boiled, and then picked into shreds or very small pieces. A sack was made of buffalo skin, with the hair on the outside, which would hold about ninety pounds of meat. A hole was then dug in the ground of sufficient size to hold the sack. It was filled with the meat thus prepared, which was packed and pounded until it was as hard as it could be made. A kettle of boiling hot buffalo fat, in a fluid state, was then poured into it, until it was thoroughly permeated, every interstice from center to circ.u.mference being filled, until it became a solid ma.s.s, perfectly impervious to the air, and as well preserved against decomposition as if it had been enclosed in an hermetically sealed gla.s.s jar. Here you had a most nutritious preparation of animal food, all ready for use for both man and dog. An a.n.a.lysis of this compound proved it to possess more nutriment to the pound weight than any other substance ever manufactured, and with a winter camp appet.i.te, it was a very palatable dish. Its great superiority over any other kind of food was its not requiring preparation and its portability.

TRANSPORTATION AND EXPRESS.

With the increase of trade and business naturally came the need of greater transportation facilities, and the men to furnish them were not wanting. John C. Burbank of St. Paul may be said to have been the pioneer in that line, although several minor lines of stages and ventures in the livery business preceded his efforts. Willoughby & Powers, Allen & Chase, M. O. Walker & Company of Chicago, and others, were early engaged in this work. In 1854 the Northwestern Express Company was organized by Burbank & Whitney, and in 1856 Captain Russell Blakeley succeeded Mr. Whitney, and the express business became well established in Minnesota. In 1858-59 Mr. Burbank got the mail contract down the river, and established an express line from St. Paul to Galena, in connection with the American Express Company, whose lines extended to Galena as its western terminus. Steamboats were used in summer and stages in winter. In the fall of 1859 the Minnesota Stage Company was formed by a consolidation of the Burbank interests with those of Allen & Chase, and the line extended up the Mississippi to St. Anthony and Crow Wing. Other lines and interests were purchased and united, and in the spring of 1860 Col. John L. Merriam became a member of the firm, and for more than seven years Messrs. Burbank, Blakeley & Merriam const.i.tuted the firm and carried on the express and stage business in Minnesota. This business increased rapidly, and in 1865 this firm worked over seven hundred horses, and employed two hundred men.

During this staging period the railroads from the East centered in Chicago, and gradually reached the Mississippi river from that point; first at Rock Island, next at Dunleith, opposite Dubuque, then at Prairie du Chien, next at Prairie La Crosse,--each advance carrying them nearer Minnesota. The Prairie du Chien extension was continued across the river at McGregor in Iowa, and thence up through Iowa and Southern Minnesota to Minneapolis and St. Paul. In 1872 the St. Paul & Chicago Railroad was finished from St. Paul down the west bank of the Mississippi to Winona and was purchased by the Milwaukee & St. Paul Company, and by that company was, in 1873, extended still further down the river to La Crescent, opposite to La Crosse, which completed the connection with the eastern trains. This road was popularly known as the "River Road." Various other railroads were soon completed, covering the needs of the settled part of the state, and the princ.i.p.al stage lines either withdrew to the westward, or gave up their business.

The growth in the carrying line has since become immense throughout the state, and may be judged when I say that there are now five strong daily lines to Chicago, the Burlington, the Omaha, the Milwaukee, the Wisconsin Central and the Chicago Great Western, and three transcontinental lines departing daily for the Pacific Coast, the Northern Pacific, the Great Northern and the Sault Ste. Marie (connecting with the Canadian Pacific). Besides these prominent trains, there are innumerable lesser ones connecting with nearly every part of the state. More pa.s.senger trains arrive at, and depart from, the St.

Paul Union Depot than at any other point in the state. They aggregate 104 in, and the same number out every day. Many--perhaps the most--of these trains go to Minneapolis. The freight trains pa.s.sing these points are, of course, less regular in their movements than the scheduled pa.s.senger trains, but their number is great, and their cargoes of incalculable value.

LUMBER.

A large portion of Minnesota is covered with exceptionally fine timber.

The northern section, traversed by the Mississippi and its numerous branches, the St. Croix, the St. Louis, and other streams, was covered with a growth of white and Norway pine of great value, and a large area of its central western portion with hard timber. At a very early day in the history of our state these forests attracted the attention of lumbermen from different parts of the country, princ.i.p.ally from Maine, who erected sawmills at the Falls of St. Anthony, Stillwater and other points, and began the cutting of logs to supply them. Nearly all the streams were navigable for logs, or were easily made so, and thus one of the great industries of the state had its beginning. Quite an amount of lumber was manufactured at Minneapolis in the fifties, but no official record of the amounts were kept until 1870. An estimate of the standing pine in the state was made by the United States government for the census of 1880, which was designed to include all the standing pine on the streams leading into the Mississippi, the Rainy Lake river, the St.

Croix, and the head of Lake Superior; in fact, the whole state. The estimate was 10,000,000,000 feet. When this estimate was made, it was accepted by the best informed lumbermen as approximately correct. The mills at Minneapolis and above, in the St. Croix valley, and in what was called the Duluth district, were cutting about 500,000,000 feet a year.

It was expected that there would be a gradual increase in the consumption of lumber made by Minnesota mills, and it was therefore estimated that in about fifteen years, all the white pine in the state would be cut into lumber and sold; but such has not proved to be the case, although the production has rapidly increased as was expected. But this difference between the estimate and the result is not of much consequence, as there is nothing more unreliable than an estimate of standing timber, and especially is such the case when covering a large area of country. Since 1880 the production of lumber in the state has increased from year to year, until it is at the present time fully 1,629,110,000 feet of pine logs every year. The cut made by the Minneapolis mills alone in 1898 was 469,701,000 feet, with a corresponding amount of laths and shingles. But this pace cannot be kept up much longer, and apprehensions of the entire destruction of the forests of the state are becoming quite prevalent among the people.

These fears are taking the shape of a.s.sociations for the promotion of scientific forestry, and the establishment of large forest reserves near the headwaters of our streams, which are to serve also the purpose of national parks. In a.s.signing a cause for the lowering of our streams, and the drying up of many of our lakes, in a former part of this work, I attribute it to the plowing up of their valleys and watersheds, and not to the destruction of the forests, because I do not think that the latter reason has sufficiently progressed to produce the result, although it is well known that the destruction of growing timber about the head waters of streams operates disastrously upon the volume of their waters and the regularity of its flow. Minnesota is the best watered state in the Union, and every precaution should be taken to maintain this advantage. From the extent of the interest displayed in the direction of forest reserves and their scientific administration, we have every reason to hope for speedy and final success. The state and interstate parks already established will be noticed hereafter.

RELIGION.

The growth of the religious element of a new country is always one of its interesting features, and I will endeavor to give a short account of the progress made in this line in Minnesota from the mission period, which was directed more particularly to the Christianizing of the Indians. I will begin with the first structure ever erected in the state, designed for religious purposes. It was a very small beginning for the prodigious results that have followed it. I speak of the little log "Chapel of Saint Paul," built by the Rev. Lucian Galtier, in October, 1841, in what is now the city of St. Paul.

Father Galtier was a French priest of the Church of Rome. He was sent by the ecclesiastic authorities of Dubuque to the Upper Mississippi country, and arrived at Fort Snelling in April, 1840, and settled at St.

Peters (now Mendota), where he soon tired of inaction, and sought a larger field among the settlers who had found homes further down the river, in the neighborhood of the present St. Paul. He decided that he could facilitate his labors by erecting a church at some point accessible to his parishioners. Here he found Joseph Rondo, Edward Phalen, Vetal Guerin, Pierre Bottineau, the Gervais Brothers, and a few others. The settlers encouraged the idea of building a church, and a question of much importance arose as to where it should be placed. I will let the good father tell his own story as to the selection of a site. In an account of this matter, which he prepared for Bishop Grace in 1864, he says:

"Three different points were offered, one called La Pointe Ba.s.se, or Pointe La Claire (now Pig's Eye); but I objected because that locality was the very extreme end of the new settlement, and in high water, was exposed to inundation. The idea of building a church which might at any day be swept down the river to St. Louis did not please me. Two miles and a half further up, on his elevated claim (now the southern point of Dayton's Bluff), Mr. Charles Mouseau offered me an acre of his ground, but the place did not suit my purpose. I was truly looking ahead, thinking of the future as well as the present.

Steamboats could not stop there; the bank was too steep, the place on the summit of the hill too restricted, and communication difficult with the other parts of the settlement up and down the river.

"After mature reflection, I resolved to put up the church at the nearest possible point to the cave, because it would be more convenient for me to cross the river there when coming from St.

Peters, and because it would be also the nearest point to the head of navigation, outside of the reservation line. Mr. B.

Gervais and Mr. Vetal Guerin, two good, quiet farmers, had the only spot which appeared likely to answer the purpose. They consented jointly to give me the ground necessary for a church site, a garden and a small graveyard. I accepted the extreme eastern part of Mr. Vetal's claim, and the extreme west of Mr.

Gervais'. Accordingly, in the month of October, 1841, logs were prepared and a church erected, so poor that it well reminded one of the stable of Bethlehem. It was destined, however, to be the nucleus of a great city. On the first day of November, in the same year, I blessed the new _basilica_, and dedicated it to Saint Paul, the apostle of nations. I expressed a wish, at the same time, that the settlement would be known by the same name, and my desire was obtained. I had, previously to this time, fixed my residence at St. Peters, and as the name of _Paul_ is generally connected with that of _Peter_, and the Gentiles being well represented at the new place in the persons of Indians, I called it St. Paul. The name "Saint Paul," applied to a town or city seemed appropriate. The monosyllable is short, sounds well, and is understood by all denominations of Christians. When Mr.

Vetal was married, I published the banns as those of a resident of St. Paul. A Mr. Jackson put up a store, and a grocery was opened at the foot of Gervais' claim. This soon brought steamboats to land there. Thenceforth the place was known as 'Saint Paul Landing,' and later on as Saint Paul."

The chapel was a small log structure--one story high, one door, and no windows in front, with two windows on each side, and one in the rear end. It had on the front gable end a large wooden cross, which projected above the peak of the roof some six or eight feet. It occupied a conspicuous position, on the top of the high bluff overlooking the Mississippi, some six or eight hundred feet below the point where the Wabasha street bridge now spans the river, I think, between Minnesota and Cedar streets.

The region thus named was formerly known by the appellation of "Pig's Eye." The state owes Father Galtier a debt of grat.i.tude for having changed it, as it seems impossible that the capital city could ever have attained its present majestic proportions, numerous and cultivated population, and many other advantages and attractions, under the handicap of such a name.

In the first New Year's address ever printed in Minnesota, on Jan. 1, 1850, supposed to be by Editor Goodhue, the following lines appeared:

"Pig's Eye, converted thou shall be, like Saul: Arise, and be, henceforth, SAINT PAUL."

Father Galtier died Feb. 21, 1866.

The chapel of Saint Paul, after having been the first to greet all newcomers by way of the Mississippi for fifteen years, was taken down in 1856.

The next representative of the Catholic church to come to Minnesota was the Rev. Augustin Ravoux, who arrived in the fall of 1841. He went up the St. Peter's river to Traverse des Sioux, where he commenced the study of the Sioux language. Soon after he went to Little Rock, on the St. Peters, and thence to Lac qui Parle. After the removal of Father Galtier to Keokuk, in Iowa, he had under his charge, Mendota, St. Paul, Lake Pepin and St. Croix, until the second day of July, 1851, when the Right Reverend Bishop Cretin came to St. Paul, and a.s.sumed charge of church matters in Minnesota. Father Ravoux is still living in St. Paul at the advanced age of eighty-five years. His venerable and priestly form may often be seen upon the streets, in excellent health.

At the time of the coming of Father Galtier the country on the east side of the Mississippi, in what is now Minnesota, was under the direct jurisdiction of the Bishop of Milwaukee, and the part lying west of the river was in the diocese of Dubuque.

The growth of the church kept up with the rapid settlement of the country. In August, 1859, the Right Reverend Thomas L. Grace succeeded Bishop Cretin as bishop of St. Paul, and was himself succeeded by the Right Reverend John Ireland, in July, 1884. So important had Minnesota become to the Catholic Church in America that, in May of 1888, the see of St. Paul was raised to metropolitan dignity and Archbishop Ireland was made its first Archbishop, which high office he now holds.

I will not attempt even a short biography of Archbishop Ireland. His fame is world-wide; he is a churchman, statesman, diplomat, orator, citizen and patriot,--in each of which capacities he excels. He has carried the fame of Minnesota to all parts of the world where the Church is known, and has demonstrated to the Pope in Rome, to the Catholics in France, and to the Protestants in America that there can be perfect consistency and harmony between Catholicism and republican government. A history of Minnesota without a fitting tribute to Archbishop John Ireland would be incomplete indeed.

The representatives of the Protestant faith have not been behind their Catholic brethren in providing religious facilities for their adherents. They followed immigration closely, and sometimes accompanied it. Scarcely would an aggregation of people congregate at any one point in sufficient numbers to gain the name of a village, or a settlement, before a minister would be called and a church erected.

The church went hand in hand with the schoolhouse, and in many instances one building answered for both purposes. There came Lutherans from Germany and Scandinavia, Episcopalians, Methodists, Presbyterians, Congregationalists, Calvinists, Universalists, Unitarians, and every sect into which Protestantism is divided, from New England and other Eastern States. They all found room and encouragement, and dwelt in harmony. I can safely say, that few Western States have been peopled by such law-abiding, industrious, moral and religious inhabitants as were the first settlers of Minnesota. There was nothing to attract the ruffianly element,--no gold, silver, or other mines; the chief industry being peaceful agriculture. So free from all disturbing or dangerous elements did we consider our territory that I have on several occasions taken a wagon loaded with specie, amounting to nearly one hundred thousand dollars, from St. Paul to the Indian agencies at the Redwood and Yellow Medicine rivers, a distance of two hundred miles, through a very spa.r.s.ely settled country, without any guard except myself and driver, with possibly an Indian picked up on the road, when I was ent.i.tled to a squad of dragoons for the asking.

In the early days the Episcopal Church in Minnesota was within the diocese of Wisconsin, and its functions administered by the venerable Bishop Kemper, who occasionally made us a visit, but in 1859 the church had expanded to such an extent that the state was organized into a separate diocese, and the Rev. Henry B. Whipple, then rector of a church in Chicago, was elected bishop of Minnesota, and still retains that high office. Bishop Whipple, by his energy, learning, goodness and universal popularity, has built up his church in this state to a standard surpa.s.sed by none in the respect in which it is held and the influence for good which it exerts. The official duties of the bishop have been so enlarged by the growth of his church as to necessitate the appointment of a bishop coadjutor to a.s.sist him in their performance, which latter office is filled by the Rev. Mahlon N. Gilbert, who is especially well qualified for the position.[1]

It would be impossible in a brief history like this to go very deeply or particularly into the growth of the religious element of the state. A general presentation of the subject in two grand divisions, Catholic and Protestant, is enough. Suffice it to say, that every sect and subdivision of the latter has its representative in the state, with the one exception of Mormonism, if that can be cla.s.sified as a Protestant church. There are enough of them to recall the answer of the French traveler in America, when asked of his opinion of the Americans. He said: "They are a most remarkable people; they have invented three hundred religions and only one sauce." No matter how their creeds may be criticised, their joint efforts, Catholic and Protestant, have filled the state with religious, charitable, benevolent and educational inst.i.tutions to an extent rarely witnessed out of it, so that if a Minnesotan goes wrong, he can blame no one but himself.

FOOTNOTES:

[1] Bishop Gilbert died within a few months.

RAILROADS.

In the year 1857, on the third day of March, the congress of the United States made an extensive grant of lands to the territory to aid in the construction of railroads. It consisted of every alternate section of land, designated by odd numbers, for six sections in width, on each side of the roads specified, and their branches. The grant mapped out a complete system of roads for the territory, and provided that the land granted for each road should be applied exclusively to such road, and no other purpose whatever. The lines designated in the granting act were as follows:

From Stillwater, by the way of St. Paul and St. Anthony to a point between the foot of Big Stone lake and the mouth of the Sioux Wood river, with a branch via St. Cloud and Crow Wing to the navigable waters of the Red River of the North, at such point as the legislature of the territory may determine.

From St. Paul and from St. Anthony via Minneapolis to a convenient point of junction west of the Mississippi to the southern boundary of the territory, in the direction of the mouth of the Big Sioux river, with a branch via Faribault to the north line of the state of Iowa, west of range 16.

From Winona via St. Peter to a point on the Big Sioux river, south of the forty-fifth parallel of north lat.i.tude.

Also from La Crescent via Target lake up the valley of the Root river, to a point east of range 17.

The territory or future state was authorized to sell one hundred and twenty sections of this land whenever twenty continuous miles of any of the roads or branches was completed,--the land so sold to be contiguous to the completed road. The right of way or road bed of any of the subsidized roads was also granted through any of the government lands.

The roads were all to be completed within ten years, and if any of them were not finished by that time the lands applicable to the unfinished portions were to revert to the government. The lands granted by this act amounted to about 4,500,000 acres. An act was subsequently pa.s.sed on March 2, 1865, increasing the grant to ten sections to the mile. Various other grants were made at different times, but they do not bear upon the subject I am about to present.