Idea Transcript
A Duluth Port Terminal --NECESSITY
--OBLIGATION --OPPORTUNITY
Thl, is Nol
a
nol I
e
program
inl1ullgation. bul nor a
an
argument for it.
prophecy, but the
statement
0/ Ci policy.
The Commercial Club of Duluth By tUA
P.. CRAIG. Chairman
WaterwaY8 and Termihal8 Committee
Over.the.Top Dinner Jan. 6. 1920
•
p
R
E
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A
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E
WHAT MAKES A PORT There must be a waterway. Duluth is on the Great Lakes Highway, soon to be a part of the world's highway when the St. Lawrence route is open to the sea. There must be a harbor. Duhith is on one of the fi�est harbors in the with forty-nine miles of frontage and ample channels and basins.
world,
There must be land ways. Duluth has railways connecting all parts of the United States and commanding 500,000 square miles of territory. There must be strategic position. Duluth is at the head of lake 400 miles farther inland than Chicago. There must be docks open to all public interest. Duluth has
on
equal terms answering
none
navigation,
and controlled solely by the that description,
to
There must be rail terminals serving all interests and dominated Duluth has no such terminals.
by
none.
There must be easy transfer between car and vessel, between .one dock and another, between wharf and factory, between one industry and another. Duluth's transfer system is unorganized and the charges are burdensome.
There must be a public warehouse system for the receipt and storage 'of mer chandise and materials. Duluth has warehouses but no system. There must be tackle for the economical handling of all sorts of packages. Duluth lacks such equipment.
There must be separation of through movement from the Duluth has made no such arrangements.
business
goods and
of the port. -
There must be highly developed industrial districts, skillfully related to the facilities of the port. Duluth has individual plants, well-served, but no
district. There must be a broad marginal way for trucks and carts, for the intercom munication of the port. Duluth has none. There must be easy access upstreet from the terminal district to the Duluth's street system is not correlated. For
creating facilities.
a
city.
modern port, there must be a unified arrangement of all its Duluth's terminals are unrelated.
For the creation of a modern port there must be single, unified of all charges and services. Duluth exercises none.
public control
For the creation of a modern port, there must be vigorous, forceful, positive direction of terminal administration by the community. Duluth's power is latent. For the creation of a modern port there must be concerted, co-operative, civic effort to utilize, finance and develop the commerce of the port. Duluth's forces are not co-ordinated.
For the creation of
a modern port, there must be unity of plan, unity of per formance, unity of direction, unity of spirit. As Duluth so plans and counsels and achieves, there will be built here the Chief Port in America.
COMING WITH
THE
"BIG FEED"
A Duluth
Port Terminal
NECESSITY
OBLIGATION
OPPORTUNITY
was startled by the recent declaration from the Engineers, United States Army, Washington, that hereafter no money was to be spent by the government on har bor improvements here-unless the public interest would ser iously suffer-until the municipality provided adequate port facilities, constructed, owned or regulated by it or other public agency of the State, and open to the use of all on equal terms. It ought not to have startled us. It was the declaration of a well defined policy which the govern men t has steadily been approaching for years and of which clear notice was given in the Rivers and Harbors Act passed nearly a year ago. Yet the government's policy is not in itself the outstanding fact. Rather Duluth's necessity ignored, Duluth's opportunity disregarded, Duluth's obligation unfulfilled-these are the spurs
Duluth
Chief of
which should shock
us
into action.
Since the first white
man came up the lakes we have seen of finger destiny point toward Duluth. And for a genera tion we have done nothing to corroborate its testimony by de velopment of the port. We relied on destiny, to do its work un
the
aided
by concerted human endeavor.
What have America?
we
done to make Duluth the greatest port in we done to realize the possibilities of our
What have
situation at the head of deep water navigation, four hundred miles farther inland than the metropolis of the Mississippi Valley? What docks have we provided open to all the commerce of the lakes?
What control have
we
exerted
over
the water
supervision of port or railway terminal charges? What management in the public interest has been exercised? front?
What
True,
we
have
seen
within
a
brief span the
population
grow
from 20,000 to 35,000, from 35,000 to 70,00Q, from 70,000 to 100,000. We have seen the building of warehouses and great
industrial
plants and splendid wholesale organizations.
We
have
seenequipment of coal docks and
which
ore
docks and elevators
the last word in construction of their kind.
We have the business of the port expand from irisignificance to a volume of above fifty million tons. Individuals and firms and are
seen
corporations have not been idle; they have wrought effectively and efficiently. But in all this to what can we point as Duluth's achievemen t? These things have been" done mightily, skillfully, trium phantly, by individuals and companies among whom Duluth citizens have taken an honorable and a leading part. But what has Duluth done, Duluth a civic entity? The answer is given in the government's notice to show cause why any money should be spent here for harbor improvements until adequate port facilities are provided by the municipality, and, reluctantly, we reply that while we can report with enthu siasm on the equipment for handling coal, ore and grain, and can mention certain notable developments for private concerns, when it came to provision for the commerce of the port by the community-there is none. We can easily find excuses for this inaction. The railroads had bottled up Duluth, and for ten years the struggle to free ourselves from their entanglement absorbed civic energy. Pio neer enthusiasm had parted with so much that there seemed
nothing
left
on
which to build.
Rival cities circumvented Du
luth by unfair privileges and the ground had to be won from them incli by inch. At one time the collapse of fortunes left the
city prostrate, could excuse, efforts.
to we
gain slowly back its financial health. W� justify, absorption in these incessant
could
-
But these
excuses no
longer stand.
Duluth has
ample
re
The contest with the rail sources, abundant financial vigor. roads has been won in all that is essential. In the rivalry of
trade Duluth has
gained substantial equality of opportunity.
The time has gone when the railroads can dominate the com munities they serve or control the terminals in despite of public interest.
What NEEDS to be DONE Duluth CAN DO.
DULUTH AN OCEAN PORT As a lake port, Duluth has prospered, has risen by single _anded initiative to be first in tonnage and among the first in 4
Within
commerce.
port.
ocean
What
a
few years
expect Duluth will be an responsibilities does that expectation
new
we
What new alignment of transportation agencies? strategy in- dealing with the railroads? What new utilities of the water front? What new obligation to the terri tory for which we enjoy these usufructs as trustees? What necessity is laid upon us of preparation for this event on which the future of the city so largely depends? What opportunities
bring
to us?
What
.
new
of growth and progress unfold to us; with the contemplation of the steel industry now to be firmly established here on a quantity
production basis, with "fair play" in prices of steel products at the mills in Duluth, and to usher in the dawn of A New Era in the establishing of fabricating plants and manufactories in endless variety? With the largest and richest deposits of ore in our dooryard, and a gateway opening out upon the sea, can anyone name a point more favorably situated to furnish Europe and the World its iron, steel, machinery and other products having steel for their base? Confronted by this tremendous change in economic situa tion, the
ports of Lake
and Lake
Superior long stand upon The one that is readiest will seize the advantage an equality. and may hold it not through our life time, but as long as our children live, Duluth has the natural advantage of location and of site. An advantage quickly overcome by any rival that has the en terpris.e to afford facilities. Suppose the St. Lawrence route were opened next spring? For Duluth's sake we can comfort ourselves that the improve ment cannot come so soon, Suppose a vessel arrived with a from or from our own seaboard. or Manchester, Liverpool cargo western
start upon
a
fairly
even
footing.
Michigan
They will
not
.
.
Where would she dock?
cargo?
What
On what terms would she. land her
equipment would
handle it?
By what
means
would the transfer of goods to appropriate routes of distribution inland be accomplished? The open way to. the sea will not us to move one pound of freight across the marginal of Duluth's harbor. This is the situation-one that challenges the best there is in us-our best wisdom, our best planning, our united effort, The opportunity is coming; the obliga our utmost endeavor. tion is upon us. How shall we meet them?
enable
5
PORT DEVELOPMENT A modern port is not a mere collection of structures, but a human creation of assembled parts, assembled as the parts of an
automobile
or a
telephone system.
As with any other
me
chanical contrivance, unless the parts are properly related and unless there is the right contact between them, the whole ma chine works badly or breaks down. This is
merely what
everyone knows who has
seen
any of
the great European ports, their artificial basins, their channels, their elaborate docks and quays, their batteries of warehouses,
marginal ways and connecting railroads. The develop ments of Liverpool, London, Manchester, Hamburg, Antwerp, Amsterdam, and every other principal European port is an their
illustration ..
When
put down Ger the the men could not fight world, many's against till a port had been created, with its channels and basins, its landing stages and wharves, its miles of warehouses and its our
two millions went to France to
insurrection
network of
The threads of communication that
trackage.
to munition
depots and
hospitals all
had their
commissary origin in the nerve
stores
ran
and" field kitchens and centers at
Brest.
The
of peace can no more be carried on than the business of war without such apparatus. And the apparatus will work badly or not at all unless it is unified, co-ordinated and controlled commerce
directing au thori ty. Our American port cities are realizing the necessity con fronting them. Look what some of them have done. Here is by
one
Francisco, where the city has developed a water front nearly long. The city directs the entire operation. The .docks may be leased, many of them are. In fact, under the law which requires these improvements to finance themselves, the custom is to bestow the lease in consideration of making the improvements according to the city's specifications, and per haps with certain uses reserved to the city, to the bidder who will take it for the shortest term. The city has a terminal rail way the entire front, charging two dollars and a half per car for San
ten miles
switching distance. or
in either of two zones, and five dollars for the greater Compare that with port charges of seventeen dollars,
more, per
control.
car
at the New York terminal which lacks
this
.
Here is New Orleans where the port corporation has in improvements which are on a self-sus
vested $15,000,000 in
taining basis, provide funds for further improvements and are drawing new commerce to the city in surprising variety and volume. Here is
Philadelphia which is putting through a compre development of five miles of water front. Here IS Wilmington; Delaware, no better excuse than Dele ware Bay on one side; and the Chesapeake Canal on the other, spending three millions .. Here is Boston, and Fall River, and Bridgeport, and Jack sonville, Fla., and Mobile, and Seattle, where the port develop ment includes the largest dock in the world with the most com plete equipment imaginable. Here is a little city like Orange, Texas, thirty-five miles from the sea on Sabine pass, which is sued $150,000 bonds for port development whe n there was a population of only five thousand, and has doubled it since then while the population trebled. I won't go through the whole list. A government pamphlet gives a catalogue of forty odd ports on the Atlantic, the Pacific, the Gulf, and the Lakes, which by municipal or state enter prises are carrying out comprehensive plans of development, usually self-sustaining, occasionally profit-making, always com merce bringing. And Canada with Montreal spending ten millions in de velopments-and Toronto-with no particular advantage of site-planning for $25,000,000 in the making of a port-largely in anticipation of the business of the New WeIland and St. Lawrence Route. Ten million has already been invested but hensive
the Toronto Harbor Commission with it has created twelve miles of
city boulevard,
reclaimed
one
thousand
acres
of land,
hundred and seventy-two acres of it dedicated to city parks, and eight hundred and fifty-seven acres for industrial sites and two
public docks. Five million dollars
capital has been invested population in consequence
new
in Toronto, and 20,000 added to the of this harbor development, with
revenues
last fiscal year,
$300,00D-interest and sinking fund, $275.000. There is on my desk now, a letter from the Chief
Engineer Manager of the Toronto Harbor Commission, saying he is just starting for ·England to look after "several large prospects and
7
.
.
we
have in view,
as
to
establishment of British industries
on our
reclaimed properties." If Duluth expects
to profit and to serve by this national improvement which will, as we believe, change the center of gravity of American transportation and production, if we ex pect to profit by it, we should at least make a serious inventory
of what
we
have and what
A channel will
we
need.
produce commerce without port facilities than a charged wire will produce work without motors, pulleys and shafting. no
more
.
OBLIGATIONS OF THE PORT
Right now we must accustom ourselves to a new idea. We always known that the situation as a lake port gave us exceptional opportunity. We realize that our situation as an ocean port will give us vastly enlarged opportunity. We have not perhaps reckoned as fully with the obligations which our have
situation
as a
seaport entail upon
us.
The peculiar right of a port has been thoroughly litigated in long drawn out contest between Chicago and the Illinois The upshot Central Railway for control of the lake front. I do not attempt to quote ex was a revolutionary decision. actly but the purport was that neither the railroad nor any other owner could stand against the superior rights of the public and the paramount needs of port development. That property-the supreme court said in substance-is the nature of the case dedicated to public use, not alone for by the benefit of Chicago but for all the territory to the Rocky Mountains served by the port. The public can insist on its development for its best use, in spite of any deeds or grants. Chicago won its lake front on those terms and holds it on those terms. Within a few weeks Major General Black, recently retired as Chief of Engineers, warned Chicago that the city would the
be held accountable to the nation for the
use it made of its water front and that it would not be permitted to divert it to schemes of purely local benefit. Even such a fine purpose as parks must not
be allowed
trespass on port development. As Toronto and many European ports have shown, by the way, the two purposes are
to
wholly compatible. 8
applied to Chicago, may equally be city is a very great city; it is a busy through its facilities for transportation.
General Black's words directed It
city.
to
Duluth.
built up duty to increase those facilities so that in the future grow even more rapidly than it has in the past and
was
Is it not your
Chicago can a blessing
'.'Your
not only to its inhabitants, but to the inhabitants of all this vast hinterland which is dependent more or less on
be
Chicago as its gateway?" Upon this theory the
strip of land between the har subject to the right of the city while even the city's right is subject to little
bor and the main shore is held any adverse owner,
over
the greater interest of the hinterland and the nation. This theory has been put in practice in the State of California, which has written in its constitution
a
provision reserving
to the
pub
lic, not only the paramount title to the water front, but also an It is a more specific inalienable title to all submerged lands.
application of the theory of eminent domain by which the sovereign always retains command of the resources of land and water for the purposes of preserving and perIecting communi cations. Under the preceden ts of the Lake Shore cases, under the theory of eminent domain with its new interpretation of burden laid upon the port, under the broad powers held by the City of Duluth from, the state constitution and its own charter, under an accountability to the vast hinterland whose gateway we hold, and finally under the compulsion of national policy expressed in the last Rivers and Harbors Act, the course for Duluth to pur sue is plainly marked out for us in accordance with our neces sity, our opportunity, and our: obligation.
WHAT DULUTH HAS DONE After all this is
no new doctrine to Duluth. Our people always reckoned with the opportunity of the port, and what we are now considering is a new setting of familiar facts
have
and duties. In the very
beginning of things when there was only a people' here, Duluth built a merchandise dock on the lake shore. But the position was exposed while the oppor tunity to make a harbor within the point looked promising to handful of
9
the
They had pluck-they tackled the job of digging Minnesota Point. They let the contract for $100,OOO-that handful of people. Confronted with a suit to enjoin them, they cracked on all speed to finish the job. Hear ing that an injunction was actually issued in a distant city, they took up another notch in their belts and cut through the last of
a
pioneers.
canal
through
the bar while the papers
were on
the way.
arrived with the order, saw the people ropes through the notch in the Point, Duluth has access to Lake Superior. Those
people-they
were our
The messenger who a boat with
dragging by which
people--were .
the Port of
not
wanting in
pluck. Duluth
wanting in prudence. All the foresight generation provided was exercised knowledge in the early days. Way back in territorial times a land grant was given to a railroad company, whose name most of us have forgotten, to not
was
which the
which
was
at Duluth
of that
attached the condition that all its terminal property should be open to any other railroad on absolutely
equal terms, assuming
its fair share of the cost of the
develop beneficiary of that grant is now the Northern Pa cific. Its terminal property here, to which that condition at taches, was acquired largely by public donation. Those terminals at Duluth, held in trust for any railroad' that wishes to share them, are, after more than fifty years, under The
ment.
the exclusive control of the Northern Pacific.
One railroad after
Duluth has examined that clause, shrugged coming its shoulders and sought some other entrance. The last one another
to
bored its way through the rocks at a cost of one million dollars, .while another road was wriggling up Rice's Point to reach the
edge of the terminal district. And yet that property not for want of foresight. been used in the way that was contemplated in the land grant. It has been employed for the benefit of the owners It
has
was
never
and not for the
public-as shown by the fact that the commer wrestling with the railroad
cial interests of Duluth have been
company year after year to be relieved from burdensome switch
ing charges which
in
more
than
one
instance have been found
competent tribunals improper and unfair.
lacking but
we
know
now
that the device 10
Foresight employed
by
was
not
was
not
effective either to establish the trust that
was
intended, or public.
to
devote this terminal property to the interest of the At another time about
worming its way in. of-way might be granted. was
thirty
years ago the Great Northern
A street
was
found
which
over
right
The grant was made with the con dition that the tracks should be open to any railroad company
wishing to share the terminal and willing to pay its proportion. The prudent purpose of that condition has likewise been defeated. The Great Northern is virtually sole owner and its charges are calculated in the owner's sole interest.
Far-sighted plans have been made. More than a generation Bay Front Division was laid out in the heart of the harbor the very center of the port in a suitable plat for warehouses
ago, at
and with railroad tracks dedicated to the service of the prop In many respects, perhaps in every particular, this is an
erty.
ideal site in itself.
But it is
largely undeveloped, and so long
it is
Interest in
as
it cannot be utilized to the best
practically inaccessible public advantage.
terminals has always been present in Some ten years ago attention was directed to the state-owned site near the Mesaba Docks-a site originally purchase d for the construction of a state-owned elevator, which
public
Duluth's mind.
project
was
pushed thirty
constitution forbade.
years ago but abandoned because the
A lease of this site to the
city was drawn; favorably disposed and the lease was, in fact, authorized. Only a parliamentary defect prevented its execution. There was some misgiving whether a municipal de velopment at that point would be economical and efficient. At all events the proposal for a lease was not renewed. the
legislature
was
Duluth has
lost
never
of the need of
sight
planning
its
ten years ago the
terminals.
Just Capt. H. A. Parker problem of the port
to
study
was
Commercial Club engaged railroad terminals. Although the
not under
consideration, it
was
impos
sible for him to treat of railroad terminals without
into account. Duluth.
That report still has valuable Many of its recommendations are still
multiple warehouse system,
taking it suggestions for pertinent, such
two-level track system, an overhead street system, the rearrangement of the yards, the removal of certain obstructions. as a
a
.
11
Duluth in other days was not wanting in pluck, nor in pru dence, nor foresight. The pioneers did what they could in the light of the best knowledge they had. And we-we know what they did not; we have the benefit of experience both in unsuc cessful attempts and proved successes. Duluth today has foun dations deeply laid, traffic waiting to be served, abundant prom ises ready to be fulfilled, and ample resources for' carrying out any sound and solvent
Shall
pluck
and
we
in
our
prudence
project.
time, with more knowledge, display as the pioneers?
as
much
A PROGRAM FOR TODAY Need more be said, to make plain the problem set for us grounds of national and local policy, commercial profit, mu nicipal expansion, civic responsibility to the country, moral and legal obligation? As has been pointed out, the occasion will not be met by picking up some odds and ends of land and calling that a port. A modern port terminal is a unified, coherent, carefully co ordinated structure of railway and dock, involving the treat ment of the water front, the establishment of docks and term inal tracks, their equipment, their articulation with all railroads, on
and their articulation with industries and volves financial
It in It interest. public for encouraging and developing
and control in the
commerce.
planning perfected team play auxiliary enterprises- that will utilize its facilities. The plans for physical development should be so drawn, that what is immediately profitable may be executed at once, while the scope of such plans must be ample for the ultimate commerce that will be created by traffic with all the markets of the world at this strategic point. It is a large program requiring the intensive study of men, who will give to it their time liberally, who will make it their fixed purpose to see this plan shaped and squared to all the factors of the problem-a plan that can be proved sound and workable to common sense, that can be justified to business men, and that can be submitted to popular vote with confidence involves
in the result.
You should
assign
character and size.
the
duty
to
a
committee executive in
It should be understood that this
mittee is to be supplied with what it needs for a study and inventory of our terminal situation.
com
comprehensive It should be
employ statistical assistance when it is needed, engineer ing talent as needed, expert advice on port facilities as needed. I t should be able to assemble such a staff as its unfolding labor shows is necessary. The Commercial Club must be prepared, if it undertakes the solution of this the most important problem to Duluth not yet seriously attempted-and it must be under taken by someone if Duluth's opportunity is to be realized and its obligation fulfilled-prepared, to meet the necessary expense of doing it thoroughly and convincingly, .and in a spirit of services not alone to Duluth but to the hinterland; to the mil lions who will one day occupy the empire bounded by the Rock ies and by a line drawn south through Omaha, the Panhandle of Texas and beyond. To do less is to waste both money and able to
:
effort. The
product of this committee's labor. will be
fined in terms
and to
public
give
a man
to
a
project, de
board of directors specific enough A in set terms that will approval. project up of common sense a picture of what is proposed.: to
submit to
a
how it-is to be done and what it will
accomplish. pride are centered in Duluth. Our hopes are raised to higher expectation by the promised. opening of the way to the sea. The country shares our expectation. Wherever I have been, and it happens my duties have taken me into a dozen states in the last few weeks, the invariable remark has Our
hopes
and
been, UWhat won't that do for Duluth?" What will it do?
The
answer
is
ours
to make.
It
may be
disappointment; it may be realization of our highest hopes and pride. The result ultimately will rest upon our decision. It all depends how remember!
we
dream about it
or
what
we
What needs to be done Duluth
cessity, The Opportunity, The Obligation, is
13
do about it. can
do.
ours.
But
The Ne
APPENDIX
WHAT OTHER PORTS HAVE DONE San Francisco-The State Harbor Commission controls eight miles of water front, four miles improved, manages or leases forty piers, operates about four miles of terminal railway, makes all improvements pay for themselves and create funds for more improvements. Investment more than $13,000,000. N ew Orleans-The Port Commission owns five miles of improved frontage and has power to acquire the rest. It has complete warehouse and receiving and shipping plants for cot ton, grain, bananas and merchandise. Its funds and revenues derived from the property. The investment is $15,000,000. city owns a municipal terminal railway which is self sup porting on switching charges of $2 a car. are
The
Seattle-The port district, coterminous with the county, controls two miles of water front and has built the largest docks in the world. It has transit sheds, storage warehouses, ele vators, fruit and fish warehouses and modern equipment. It develops and manages industrial districts. The investment from revenues, taxes and bond issues against the district is more than $10,000,000. Los Angeles-The city is spending $10,000,000 to develop port twenty miles from the center, reclaiming submerged lands, dredging channels, erecting warehouses and serving the port by a terminal road. a
Portland, Ore.-The state has created the Port of Port land, having power to levy taxes in a district larger than the
city for channel improvements toward which it has contributed $4,000,000. The city owns half a mile of water frontage, with improvements costing $2,500,000 derived from a bond issue. -
San Diego-The city (40,000 population in 1910) owning nine miles of water front by state grant, has voted $1,400,000 bonds for docks and warehouses, The development plans, be ginning with a concrete dock and sheds, include the reclamation of 1,350 acres of tidal lands.
New York-The city owns 29 miles of water front on Man hattan Island and more than 125 miles in all. It derives a sub14
stantial
revenue
from leases and pursues
improvement but are insignificant.
not
a
public operation.
policy
Its
of municipal public terminals
Boston-The Directors of the Port, created by the city and state, control two modern piers owned by the state, four ferry docks and a large tract of undeveloped water front. They have built the largest dry dock on the Atlantic coast. The city pays their expenses, the. state furnishes their capital by bond issues. The public docks compete with railroad terminals which absorb port charges and are therefore not self supporting. five miles of water front, the The city property is being de veloped by municipal appropriations and a number of improved docks are under lease to vessel lines.
Philadelphia-The city
owns.
government nearly five miles.
Baltimore-The city owns five miles of water front, largely acquired by condemnation. It has developed eleven docks with more than 12,000 feet of frontage. It made by condemna tion a marginal way by which a new industrial district is acces sible, which is also served by a terminal railway owned by the city. .
Jacksonville (population 1910, 57,000)-Has 000 bonds to cotton
than
a
develop 4,200 feet of
water
warehouse of reinforced concrete. mile of connecting railway.
voted $1,500,front, including a
It has built
more
Houston-The county as a district contributed $1,250,000 the cost of digging a ship canal fifty miles to Galveston Bay. The city owns more than four miles water frontage in its arti ficial harbor and has devoted $3,000,000 to the construction of modern docks and warehouses. to
New Bedford, Mass.-The city having spent $100,000 in the purchase of four piers, deeded two of them to the state upon the state's undertaking to spend $350,000 for one modern pier with steel and concrete shed. The city owns in all something. more than half a mile of frontage.
Fall River, Mass.-The state has in the development of a modern dock.
agreed
to
spend $400,000
New London, Conn.-The state has spent $1,000,000 in. the development of a modern pier and has plans for a second and third unit.
Montreal-The port has invested $15,000,000 in harbor improvements, warehouses, terminal tracks and equipment. The port revenues by the last report are nearly $2,000,000. 15
Toronto-The port investment is
to
reach $25,000,000, and
designed to provide for export and import business and industrial expansion when the St. Lawrence route is open. Hamilton, Ont.-Plans have been adopted by which the municipality (present population 100,000), will invest more than is
$10,000,000 in unified port terminals. on
Cleveland-Long ago public opinion in Cleveland settled plan of development which will provide a new harbor, a
a
new
terminal
area
and
a new
industrial district.
Buffalo-The city has dredged the City Ship Canal and spent a great deal on Buffalo River, out of its general funds. The state has furnished the canal basin. Further plans are de
veloping
..
Milwaukee-Dredging and enlarging the inner harbor has city $1,000,000. Plans are being formed for a total investment by the port of probably $10,000,000.
cost the
Manchester, Eng.-The city was going backward, losing its industries to competitors. The only remedy was to make Man chester an ocean port by digging thirty-five miles of canal, a $25,000,000 expenditure for 500,000 people, without earnings. Manchester did it, and has since lined its inland harbor basin with seventy miles of pier front. Manchester says it paid.
Hamburg-The port is 100 miles up a narrow, shallow The city has borne half the expense of making the river navigable for the largest ocean vessels and at its sole ex pense has created a complete plant-basins, channels, piers, warehouses, equipment. Without regard to earnings, Hamburg found the investment profitable. stream.
16
THE
BOULEVARD
DRIVE,
THE
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DELIGHTFUL DULUTH, THE SUMMER CITY OF THE CONTINENT a great proportion of the population of these United States, Summer is a season of tribulation; often of positive suffering. While the mercury mounts steadily in the tube, and no breath of cooling wind comes to stir the sluggish air, work becomes more and more unprofitable, and pleasurable
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recreation more impossible. Sunset brings no relief: the stagnant air swirls sluggishly through the sun-baked streets, the sidewalks send back a glow as from the wall of a furnace: the unhappy dwellers in the inland cities toss restlessly on stifling, sleepless couches, and rise all unrefreshed to front another day of unprofitable toil. To all such the Summer-City of the Continent says "Come!" Delightful Duluth beckons the heat-weary with promise of sure relief! A short pleasure trip on the Great Lakes, or a swift rush on any one of the fifteen railroads radiating into Duluth as their common center, and Summer in all her soft enchantment welcomes the delighted visitor. Summertime-Duluth is truly a city of delightful enchantment. A hundred leagues and more the winds come over the tossing waters to play in the streets on her terraced hillside. She bathes in the eternal sunlight; but the ceaseless breezes, fragrant with all the scents of her engirdling pine-forests, temper it to a delightful coolness. When night snares the CIty in her diamond net of pin-point lights, flashing far to the left and right and over the brow of the hill, Sleep, restful and dreamless, woos the dweller in this city of delightful summer. Rising with renewed strength, once more filled with the pure joy of living, the stranger finds a thousand things of beauty and of interest claiming his regard. A score of streams, brimming with brook trout, invite the ardor of the angler. Farther afield, he may strive with the big speckled beauties, or pit his skill against that of ponderous pike. In season, immense quantities of feathered game await the gun of the sportsman, and insure him a bag worthy of his skill. The virgin forest flings its feathered tops over millions of acres, a scant few miles from the limits of the Summer City. Deer and Elk, Moose and Caribou; whole herds of them, as wild as when the Peigan pitted his puny weapons against their speed and cunning, await the league-long blow of the modern marksman. To her less-strenuously inclined visitors, Duluth offers a harvest of more sedate happiness. The first of her lures is the Boulevard Drive, along the crest of her mighty hill; seven miles of sweeping driveway, four hundred feet above the lake. Tallyhos and autos make periodical trips over this scenic highway: for a fee of one dollar the visitor may feast his eyes upon a panorama .
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NORTHERN NAVIGATION COMPANY Steamers "Hamonic," "Hu ronic between Duluth and Sarnia, sailing three times weekly; fare. meals and berth, $22. or Chicago and return, $40. Pas CHICAGO, DULUTH & GEORGIAN BAY TRANSIT COMPANY senger .Steamer "North American" leaves Chicago Saturday at 1.30 P. M., arrives at Duluth Tuesday at 6 A. M. Leav�s Duluth at 9 A. M., returning to Chicago Saturday at 6 A. M. Making the round trip of 2,200 miles in one week's cruise for the sum of $40 and up. including meals and berth. BOOTH LINE From Duluth to Two Harbors, Port Arthur, Isle Royale and intermediate points. Isle Royale and return, fare, $11.50; -
unparalleled beauty. Visions of sweeping streets, intermingled with deep-set glens; of plashing cataracts .plunging down rocky gor�es, and of beautiful parks flung like a mosaic of emeralds over the CIty. from left to right; while, over all, a sky of matchless blue reflects m the immense curve of harbor and bay. Not without reason is Duluth known as the Naples of North America: the indescribable blue of her summer sky in itself is sufficient to seal of
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the simile.. Gazing on her sweeping bay, splashed With the white sails of hun dreds of pleasure craft and foamed by the stt;rner bulk of her vessels of commerce, one might well dream oneself m the SIster CIty on the shores of Sunny Italy! ..
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frequent sailings.
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For further information write to the agent of either hne at Duluth.
A VOYAGE OF ENCHANTMENT An ocean journey inland is the lake trip. t