road and kindly placing this train of palace cars at our disposal to visit the prosperous city of Lapeer and receive the hospitality of her people.

John Hibbard, Rev. J. Donelly, Jr., A. W. Clark, A. L. Stebbins, James H. Haslett, James Baird, Henry Fish, James Goulden, J. F. Merrill, F. L. Wells, D. Balentine, L. S. King, C. F. Harrington, E. Thompson, C. Robinson, D. Ryan, D. Whitman, I. D. Carleton, L. Atkins, E. R, Seeley, W. R. Mulford, A. Hendricks, B. H. Dale, John McNeil, E. G. Spalding, F. A. Weyers, John Howard, H. W. Stevens, D. Robeson. Jr., S. L. Boyce, O. D. Conger, G. W. Pinkham, E. Petit, F. Saunders, A. Schryver, N. P. White, H. L. Stevens, J. D. Whitney, J. H. White, W. T. Mitchell, J. F. Batchelor, D. M. Hagedon, D. B. Harrington, T. K. Whitman, L. A. Sherman, A. W. Comstock, Henry Howard, S. D. Pace, William Hartsuff, John Johnston, S. D. Clark, J. Montross, William Sanborn, J. B. Comstoek, S. S. Ward, O. Masonville, O'B. J. Atkinson, J. F. Talbot, N. Potter, Ira Osborn, J. H. King, E. Burtch, Allen Fish, Ed. Inslee.

Mr. Bancroft, who was in the third car of the train, was called for, and in response spoke as follows:

"ladies And Gentlemen—I regret very much that the President of our company has not been able to be with us to-day; but on behalf of our company and of our Directors, I thank you for the expressions of satisfaction with the road and the excursion, contained in the resolutions just read and adopted; and I trust the Port Huron & Lake Michigan Railroad may long continue an avenue, not only of pleasure, but of wealth, to Port Huron and the entire section of country which it traverses.

"In conclusion, I again thank you for your kindly expressions of satisfaction with the excursion to-day."

A subscription paper was circulated, and something over $300 subscribed as a fund for paying the expenses of an entertainment to the people of Lapeer, when they should visit Port Huron, which sum was increased to $500.

On June 21, an excursion was given by the railroad company to the "Old Settlers" of Lapeer to Port Huron and return.

REMINISCENCES OF THE JOUKNEY.

Leaving the depot in this city, which is temporarily located at a point considerably south of that intended for the permanent buildings, the road curves gradually to the west, an air line being taken a little north of west. Westward from this point the road is perfectly straight as far as Emmet Station, the country being nearly level. At Emmet, the road makes a slight double curve, but is really an air line to a point three miles this side of Lapeer. The stations between Port Huron and Lapeer are as follows: Grand Trunk Crossing. Thornton, Goodell's, Emmet and Capac, all in St. Clair County; and Imlay City and Attica (formerly Elk Lake), in Lapeer County. The distance from this city to Grand Trunk Crossing is four miles; to Thornton, ten miles; to Goodell's, twelve miles; to Emmet, eighteen miles; to Capac, twentynine miles; to Imlay City, thirty-four miles; to Attica, thirty-eight miles, and to Lapeer. a little over forty-six miles.

Lapeer is a city of about 2,000 inhabitants, very pleasantly located on Flint River, in the midst of a fine farming country. It has several tine churches, good court house and jail buildings, and several good business blocks on the principal street. There are also several industrial establishments, including foundries and machine shops, two flouring mills, etc. Two newspapers are published there, the Clarion (Republican), long established and ably conducted by its proprietor, Mr. S. J. Tomlinson, and the Democrat, recently started. Lapeer is already feeling the impetus given to its business by the railroad; and we understand that some of the business men of Pontiac, to which place, as the nearest railroad station, Lapeer has long been tributary, are making arrangements to establish themselves at Lapeer. The amount of traffic given to the railroad at this point will be very large, as an extensive tract of country, both north and south, seeks Lapeer as its natural market.

Attica Station, eight or nine miles east of Lapeer, was formerly known as Elk Lake. At this place the lumbering operations of I. N. Jenness & Co., and several other firms, are carried

on, and the amount of freights furnished the railroad is very large. A side track is now in process of construction to the mill of I. N. Jenness & Co., on the banks of Elk Lake.

Imlay City, four or five miles east, is a town of just one year's growth, but it already has 400 inhabitants and is attracting a large trade. The Bancroft House, kept by Charles Palmer, is a fine hotel located near the depot, affording first-class acommodations to travelers, About 100 new buildings will be erected this summer, among which should be mentioned the new elevator of Messrs. Lamb & Townsend, 40x80 feet in size, now in process of construction. Imlay City will probably have a thousand inhabitants before it is three years old.

The next station east is Capac, a flourishing village of several hundred inhabitants, located near the western line of St. Clair County. It has a large trade from the north, extending even into Sanilac County, and the country for several miles south is also tributary to it.

Emmet Station, eighteen miles from Port Huron, is a small village, which must in time become a business point of considerable importance.

Goodell's Station has a post office and one or two stores, and is the point on the line where much of the produce of the rich farming township of Wales will seek an outlet.

Thornton, ten miles from Port Huron, is a flourishing little village, located half a mile from the station. The railroad has given it a start, and although it may never be a large town, a fair amount of business must always be done there.

The project of constructing a railroad westward from this city—then a small village-was first started in 1837, as a State enterprise. At the same time two other roads were projected, the Michigan Southern and Michigan Central, both of which were long since completed. Che Northern Michigan Railroad did not prosper so well, however, and up to the year 1857, twenty years later, no work had been done upon it. In that year, a company was organized, with N. P. Stewart as manager, and considerable grading was done upon the line. But the strong opposition on the road on the part of rival lines, and other adverse circumstances, prevented its completion, and this project was finally abandoned.

Nothing further was done to secure the construction of the road until the year 1865, when the company was organized. Nor were the difficulties in the way, and the obstacles to be overcome, any less in 1865, than when the road was first projected. Indeed, they were even greater, the power of rival corporations having been greatly increased, while their hostility to the northern route had not diminished. But the resources of the friends of this route had also greatly increased, and liberal subscriptions to the stock of the company from citizens of Port Huron and other cities and towns on the route, gave it funds enough to make a start. But still there were great obstacles to overcome. First, there was a veto from the Governor of a bill calculated to give towns and cities an opportunity to aid the road; and some years later, when a number of miles of the road had been completed, the decision of the Supreme Court, rendering worthless the bonds issued by towns and cities in aid of railroads, dealt a severe blow to the young corporation. Then there was constantly in the way the influence of moneyed men interested in other railroad lines, against the sale of the company's bonds; and such influence, as most projectors of new railroads have found, it is almost impossible to overcome.

But the managers of the new company would not be discouraged. With indomitable energy and perseverance, they sought out new methods of selling the company's bonds and raising money, so that funds to meet its obligations and push the work forward at a pace "slow," perhaps, but "sure," were seldom lacking. The first rail was laid in July, 1869. and on June G, 1871, nearly forty-seven miles of road were completed, which brought the county seat of a prosperous and populous county into communication with Port Huron.

The total cost of the road, as completed in June, 1871, with rolling stock, station houses, docks, etc., was about $1,400,000, or $30,000 per mile. The credit of negotiating bonds was due, in a great measure, to the Secretary and Manager, W. L. Bancroft, and the construction of the road was credited to the wise policy of its principal officers, and the enterprise of the people of Port Huron and towns along the route. Since that time, the line was gradually extended until it reached Valparaiso, and thence over the P., F. W. & C. R. R. track to

Chicago. Under the control of the trustees, it was managed by William Bonner, and now forms the Chicago & Grand Trunk R. R.

THE MICHIGAN DIVISION OF THE GRAND TRUNK.

The line of railway known as the Port Huron & Detroit Branch of the Grand Trunk Railway, was completed in the fall of 1859. The entire expense of construction and equip ment was borne by the gigantic corporation known as the Grand Trunk Railroad Company of Canada. The Michigan Division passes through St. Clair County to Richmond Township, and traverses the county in a southwesterly direction. The road has proved of substantial advantage to every part of the State and county not otherwise accommodated with a railway outlet, while the connection has proved invaluable to our merchants and shippers, and thereby to producers generally, in affording a competing route to the East, as well as connection with points not reached by any other line. The main branch runs from Port Sarnia to Portland, Me., a distance of 802 miles. The Michigan Division runs from Port Huron to Detroit Junction, a distance of fifty-nine miles, making a total length, under the Grand Trunk corporation, of 861 miles, apart from its Port Huron and Chicago line, formerly the L. H. & C. R. R.

The Michigan Air Line was projected from St. Clair to Jackson; but it is not yet completed. The railroad from St. Clair to Ridgeway or Richmond, and thence to Pontiac, may be considered the nucleus of what promises to be the great Michigan Air Line to Chicago. Indeed, work on the extension on the St. Clair & Jackson Railroad, from Pontiac to Jackson, was begun in November, 1882.

The Michigan Air Line project was originally designed as a short line from Chicago to Buffalo, and was intended to run across the State from Chicago, striking the St. Clair River just above the town of St. Clair, and there connect with what is known as the Canada Southern. The Michigan Central, which aided in building so much of this line as lies between Jack son and Niles, and furnished almost the entire capital with which it was built, finally made it a feeder for Detroit and the Central. This road runs through St. Clair into the southeast corner of Richmond Township, then traverses the townships of Armada and Washington to Pontiac. It cost the people of the townships through which it runs a snug sum of money, but the benefits derived from the road ultimately compensate in a large measure for the heavy tax its construction imposed upon many individuals. That railroads in general are a benefit no one will deny, but some are constructed at an immense sacrifice to property-holders, and the remuneration, in actual value, is oftentimes imperceptibly slow in development. But on the whole, railroad enterprises, when conducted by persons who have the welfare of the several communities through which they shall pass at heart, are means of much good, and vice versa when instigated, carried on, and controlled by speculators, who look only to their own personal aggrandizement. As a public emolument, railroads ought to become as popular as they are generally successful.

THE PORT HURON AND NORTHWESTERN.

His

The latest and most remarkable railroad enterprise undertaken and carried to a successful issue by Port Huron citizens, is the Narrow Gauge Railroad. The first definite movement, says the editor of the Times, for the construction of a railroad into and through the section of country lying northwest of Port Huron was made less than five years ago. At the outset several schemes were proposed, but no definite organization for the purpose was effected until eleven citizens of Port Huron formed a company and subscribed for its entire capital stock themselves. The idea, as finally carried out, originated with John P. Sanborn. associates in the company as first organized were Daniel B. Harrington, James Beard, William Hartsuff, Henry Howard, Henry McMorran, S. L. Ballentine, C. A. Ward, F. L. Wells, P. B. Sanborn and C. R. Brown. Gen. Hartsuff and C. R. Brown subsequently sold out their interests, and Mr. Harrington died, and their places on the board of directors were taken by C. y. Harrington, E. B. Harrington and Peter Sanborn. These are the men who took upon themselves the task of building a railroad through a country that was largely a wilderness and through whose energy, enterprise and labor the task was accomplished.

The first section of the road, from Port Huron to Croswell, was opened May 12, 1879.

HISTORY OF ST. CLAIR COUNTY.

449

son of the exhaustion of the timber lands in the vicinity. Thirty or forty years ago the lumbering business on the American side of the St. Glair River far exceeded that on the Saginaw. Now there is nothing left of it; nor can the people be held in any way responsible for its disappearance. The whole section of country bordering on the St. Clair River has seen three stages of life and activity since it became settled by white men. The first was in the Indian trading days. As the interior of the State began to fill up with settlers, it became a great lumber cutting and shipping point, and also entered largely into ship-building. As the timber disappeared, more attention was paid to farming, but a large portion of the adjacent territory is still in its infancy as a farming country. What its future is to be is not in all respects clear, but largely commercial, no doubt, with a large portion of the river front devoted to fine country houses, hotels, and summer residences^ The era of permanent manufacturing establish ments along the river has hardly opened, but that its manufacturing industries will be important in the future, there can be no doubt."

A PAIR OF PIONEER LETTERS.

The means employed to open up the county to settlement, and to place within reach of the settlers the advantages which the post office offers, are portrayed in the following letters:

The first lettnr was addressed to Z. W. Bunce by Gen. Cass. It refers to the laying out of the Gratiot Turnpike, and the establishment of a post office at St. Clair:

Washington, February 6, 1836. Dear Sir: I received your letter with the accompanying papers a few days since. You will have ascertained ere this that we have attempted to do as much for your road as for any other. The whole subject has been before the military committee, and they have unanimously reported that it is proper to lay out and make these roads. It is impossible, of course, to predict what will be the result of any particular measure where so numerous a body as Congress is called upon to decide it. But we are sanguine in the belief that all three of the roads proposed will be eventually established and made.

A mail will be established to St. Clair, and the office you ask for created.

I do not know whether pur Council is yet appointed. In fact, it is about as easy to ascertain in Detroit what is doing here, as it is in Washington.

I am glad to learn that you have secured the land which you deemed important, and I sincerely hope you will be successful in your enterprise. With much regard, I am, dear sir, your obedient servant, Lewis Cass.

The second letter deals with the establishment of offices at Burchville and Lexington : Washington, December 26, 1844. DEAR SIR:—On examining the papers at the Post Office Department in relation to the desired post office at Burchville and Lexington, I find on the Burchville papers that the department requires a competent person to agree to carry the mail for the proceeds of the office. If I recollect right, I wrote to some one last year to that effect, and I supposed it had been done during the recess. The other application to Lexington was refused.

I was informed at the department that all that was required was the name of some suitable person to contract to carry the mail, etc. The clerk also informed me that he thought both routes or offices would be established if the same or some other person would also contract to carry the mail to Lexington. May I request you to consult with the persons interested, and let me know as soon as convenient?

We are in the midst of the holy days, and, of course, doing nothing good; perhaps the more time that is called away the better, as it may prevent doing worse in the way of legislation. The Texas question is the one on which we shall have most trouble. There is a great disposition to put down the rates of postage, and I hope it will succeed. The rates will be five and ten cents under and over 500 miles. We do not know yet who will be the members of the new Cabinet. I presume Mr. Polk hardly knows himself. We have mild and beautiful weather, and I hope it is as good in Michigan. Remember me to all friends. Yours truly, D. B. HENINGTON, Esq. James B. HUNT.

persont.

POORHOU8E AND FARM.

The average numbar of poor people maintained in the paar house of the county during the year ending September, 1881, was 40.17. The whole number was 70, comprising 56 males and 14 females, of which total 13 were under sixteen years of age. There were 4 lunatics and 2 mute Again this total was made np of 23 Americans. 8 English, 10 Irish, 1 Scotch, 14 Germans, 3 Swedes and 11 Canadians. The number of persons who received outside relief was 1,003, and the number receiving assistance in every form, 1,090. There were 12 in the State Insane Asylums, 4 in the Deaf and Dumb Institute, and 1 in the Blind Institute. The whole amount expended in the care and relief of the poor, was §10,533.29, all derived from the poor fund, with the exception of $2,610.20, paid from other funds. The expenses of the house and farm for the year, were $3,371.62, or $48.17 for each poor person. The expenditures for tem

porary relief were $10,313.70. The total value of paupers' labor was $300, and of farm products, $1,674. The total value of farm and appurtenances was $15.567.

SCHOOLS.

Within a few years after the treaty of Saginaw, when the Indians of that quarter expressed themselves in favor of the blacksmith, Jean Provencal, and against the missionary, Mr. Hudson, we find a missionary school opened near Fort Gratiot, with John S. Hudson, Mrs. Hudson, John Hart and wife, aud Miss Osmer, teachers. This school was opened in 1821, when to the astonishment of the corps of teachers, an Indian would not venture near the establishment. The Otchipwes of the St. Clair heard from their brothers of Saginaw anything but favorable reports of the Indian missionary school system, and accordingly kept aloof. In 1822, the halfbreed Graveraet, or Javerodd, was employed as interpreter, and fifty or sixty Indian urchins prevailed upon to enter a course of study. Each pupil was provided with a pointed cane, and with this formed letters and figures in the sand, from copy written on the wall. This school continued in operation until the missionary teachers were removed to Mackinac, three years later, whither thirty Indians followed them.

The number of children belonging to the several school districts of St. Clair in 1841, and the number of districts in each township are set forth as follows: Berlin (five districts) 76; Clay (three) 98: Clyde (one), 35; Riley (one), 12; Columbus, (one), 15; China (five), 155; Cottrellville (two), 149; Lexington (two), 36; Port Huron (two), 82; St. Clair (three), 101. Total 759. The number of school districts in St. Clair County in 1847, was 65, but reports were received by the Superintendent of Public Instruction from 54 only. Number of children between four and eighteen years of age reported, 2,865; number that have attended school, 1,901: under four years of age 44, over eighteen years of age, 81; number between four and eighteen years that have not attended school, who cannot read fluently, write legibly, and cipher through interest, 227; number of qualified male teachers that have been employed, 30; of female teachers, 51; average number of months that schools have been taught by qualified teachers, 42. The number of township libraries in the county was 4, containing 195 volumes. The average amount of tuition paid for each scholar was $2.33.

Below is given the number of school children in each district in the county of St. Clair as shown by the census, and the amount apportioned to each for the year 1881-82:

Scattered throughout the county are a number of small settlements, which cannot, however, take on the dignity of villages for some years. Others consist of a few houses grouped around a pier which stretches out into the lake These tiny settlements will, no doubt, spring into activity and request the future historian to record them as villages or cities before many decades. So early as 1861, a few of these hamlets aimed at importance. Then came the war of the Union, and an age intervened when the graces and amenities of civilized life were ig nored for the signal sounds of strife and battle's magnificently stern array. A large delegation