6

RAIL FACILITIES.Unrivaled Advantages En-joyedby St Paul in Trans-

portation Lines.

The Six Cardinal Points ThatMake Us the One Great

Center.

Terminal and Through LineAdvantages Enjoyed by

Few Competitors.

Rates Are in Our Favor, andOur Location Is the Very

•Gateway.

Why St. Paul Is Sure to HoldSupremacy as a Jobbing-

Center.

If.we are asked "what is a Jobbingcenter," our reply would doubtless be"any place where many lines of goodsare sold at wholesale In considerablequantities." Under this definition St.Paul can certainly take its place among

those cities east and south of us whichhave for one or more generations beenrecognized centers of trade. But let uschange the question slightly and Inquirewhat are the essentials of an ideal job-bing point? To this we answer, a citywith the following characteristics:

First—Ample transportation facilities, bothrail and water.

Second— -Situated at the terminus of suchrailroad or boat lines, not a point betweenthe termini

Third—Reaching the bases of supply by

two or more lines closely paralleling eachoilier.

Fourth—Reaching the points of consump-tion by many widely diverging yet directlilies.

"

Fifth—Favorable freight rales in all direc-tions.

Sixth— and speedy distribution ofoutgoing freight.

Seventh— A rapidly developing country olarge extent inwhich to finda ready market.

Let us apply these ideal measures ofour needs to the situation as it existstoday in the city we are proud to callour home, that we may clearly see ouradvantages and disadvantages, Incom-mercial warfare, as in martial warfare,there is an element of strength in theknowledge of our points of weakness.We must then be ever alert to our posi-tion in all its varying aspects, guardingcarefully each point "in our favor, andlosing no. opportunity to overcome asfar as possible all that conflicts withour ideal.

First Test.Takingour tests in their order then-

First—

Have we amble transportation facil-ities both by railroad and water?

An examination of the railioad situa-tion at the principal jobbing centers ofthe country shows the number of roadsentering them to be as follows:Chicago 21 Peoria 10.New York 17 lndiaimnolis 8Ft. Louis 10 New Orleans 8Kansas City 16 Philadelphia 7Cincinnati 13 Pittsburg 7St. Paul ItBoston 5Omaha 11 Denver 5Bull'alo l"San Francisco 5

In the majority of cases several of theroads mentioned have more than oneline branching out from the city. Forinstance, Philadelphia with seven roadslias fifteen lines. Similarly, St.Paulwith eleven roads has eighteen lines, sothat we find ourselves easily sixth uponthe list of the great railroad centers ofthe country, although twenty-third inpoint of population. Hence we may

safely say that our railroad facilities are*ample.

But when our waterways are ques-tioned we must admit our deficiencies.While it is true that the river dividesour city and affords cheap transporta-tion, which should be carefully hus-banded and not under valued, its coursedoes not lie in the direction of our mainsources of supply, nor does itreach ourbest territory for distribution. ;Untilthe problem of the continued mainte-nance of a navigable stage of water dur-ing the midsummer months shall havebeen more successfully solved, trafficupon the river cannot be economicallyand regularly conducted. and our ad vantages iv its possession are correspond-ingly limited. Therefore we find our-selves at a decided disadvantage in thematter of water transportation when'compared withChicago, "Milwaukee andDuluth, with their extensive dock facil-ities and lines of boats reaching directlytoward ifnot to the bases of supply.

At the Terminals.Second— Are we situated at the term-

inus of such railroad and boat lines?Actually yes as to the river, and prac-tically yes as regards the railroads. St.Paul has ever been a basing point forrailroad rates, and although the C,St.P., M.&0., M. & St. L-, Soo and C.,

-M. &St. P. systems have lines or con-nections reaching the lake ports to theEast, and distributing territory to theWest, tho adjustment of rates is notmaterially different from what wouldbein effect if the eastern and westernbranches of these lines were owned andoperated independently.

Third— we reach the basis of sup-plyby two or more lines closely paral-elllng each other? This specificationwould have been very desirable had wonever had legislation to interfere withthe management of railroads, but underthe long and short haul clause of theinterstate commerce law.it is one*ofgreat consequence. As you are aware,the practical effect of this law is tomake the rates between the termini ofany line, the maximum at all inter-mediate points. Let us glance at themap to see how we are affected by this.A large percentage of our jobbers' ton-nage is from territory east and southeastof Chicago and Milwaukee, and fromthose cities. As this business can behandled by the Wis.Central. C.& N.W.,C,M.&St. P., C, B.&N., C, St. P. &K.C, or M. & St. L., it follows thatpractically all points in the territory be-tweeu the Wisconsin Central on theeast and the M. &St. L. on the westhave the benefit of St. Paul rates or bet-ter; whereas our jobbers have to pay insome instances the freight to St. Pauland return freight to point of 'Consump-tion, to meet the competition of Chicagoand Eastern houses. This additionalexpense puts an embargo upon the busi-ness just as soon as the freight from St.Paul to destination equals the profitonthe goods, which, of course, variesgreatly with the kindand value of thearticle, usually reaching its limit with-in 150 miles. Similarly the rates af-forded by the Soo and D. S. S. &A.lines of freight from the MiddleandEastern states make St. Paul rates orbetter to nearly allpoints in NorthernWisconsin and the peninsula of Michi-gan.

Therefore, if we describe a circlewithSt. Paul as a center we shall findabout :'OU deg, or five-ninths of its cir-cumference, lying in what we may calldisputed territory, territory in whichthe profits must be curtailed or sacri-ficed to meet the prices of jobbingpoints east and southeast of us.Itwe apply our protractor to Chicago,

however, we find that instead of 200 degof disputed territory, they have perhaps90, and it is to this happy situationthat that marvelous business communityowes no small measure of its mosperity.Could the roads reaching our bases ofsupply have been confined to the terri-tory between the Soo line and the Bur-lington, our position would be similiarto that of Chicago today, and we wouldhear less complaint regarding the diffi-culty of reaching territory in South-eastern Minnesota and Northeasternlowa. The restriction of so many linesto the district mentioned whoul havebeen disastrous to the lines, but wouldhave made all that terri ory north of

the Illinois Central and east of the 8.,C. K. &N.tributary to St. Paul. .

Hence, any jobbing point having asufficient number ot lines from thebases of supply to insure reasonablecompetition finds each additional linebringing with ita curtailing of distrib-uting territory likely to more than offsetauy advantages itmay afford.

Polnts or Consumption.Fourth— wo reach the points of

consumption by many widely divergingyet direct lines? -When we leave thedomain of supply and enter that of dis-tribution, our position .is in some re-spects reversed. Numerous lines coy-

which your customer orders nothing untilhe is practically out of it. and _'

makes of everything a "rush" orderThe local situation has. much to do with.this side of the question; let us view itIfwe describe a circle from the foot o.Rosabel street as a center, with a radioof one-fourth; of a mile, wj will findwithin it the great bulk of our jobbinghouses and all but two of our freigh'stations. If. we extend our radius t.one-half a mile, we include also the St.Paul &Duluth anti-Chicago, St. Paul &Kansas City.depols. - This insures theminimum of1 time and expense con-sumed indrainage. 1question if any

LFSS THANCOST_____ [____ \__P \_b? fl a a _f^ _ \sf \a* **v? a

Everything in my store will be placed onsale until further notice at less than the actualcost to manufacture.

Imust get rid of this stock, and take thismethod of closing itout rapidly.

Every garment and article Ihave in mystore is made on honor and manufactured un-*

der my direct supervision. The Furs are allcarefully selected, and for quality, style andworkmanship cannot be excelled.

If you want a

Seal Sacque, Seal Jacket,Astrakhan Sacque, Mink Sacque,

Or Jackets, Sacques, Coats or Capes in

Beaver, Otter, Persian Lamb,#

Or any kind of Fashionable Fur,

Driving and Street Gloves in all kinds of fur.Shoulder Capes in Seal, Otter, Beaver, Mink,

Marten and Monkey. Caps in Seal and Otter

for ladies and gentlemen.

Come to the great less-than-cost sale.

CHAS. E. DAMEBERG,Manufacturing Furrier,

354 JACKSON STREET, BET. 4th AND sth STS.

erlngalarge area, which were a hin-drance betore. now become an advan-tage, indispensable to our growth andprosperity. For, however happily weare situated as regards our supply, theamount of our trade is dependent uponthe number and population of thepoints of consumption we canreach advantageously. It is atrite but uncontrovertible sayingthat two of our lines couldbring our supplies to us easily, but allof our lines are essential to provide uswith the necessary markets. St. Paulmerchants reach their customers byeighteen different lines of road. Twelveof these routes take us back toward out-

points of supply, and on these, as be-fore stated, we" work with increasingdifficulty up to the line where doublefreights (freight in and freight out) re-duce the profit to a minimum. On theother six we have a firm seat in thesaddle, and can cross swords with allother knights of trade without fear.And so we say yes to the fourth of ourlist of essentials.

Road* That Make Rates.

Before touching upon the matter ofrates as specified in our fifth test, allowme to call your attention to the factthat the roads concerned in the ratemaking are properly divisible into threedistinct classes.

First—Lilies interested in a number ;of jobbing points, of which Paul isbut one— for example the WisconsinCentral. Northwestern, Burlington,Chicago,. St. Paul &Kansas City, GreatNorthern, Northern Pacific, St. Paul &Duluth, Chicago, Milwaukee & St.Paul.

Second- Lines interested in no otherjobbing point except St. Paul— for ex-ample, Minneapolis Sc St. Louis andSoo.

Third—Lines interested in other job-bing points to the exclusion of St. Paul—for example, Burlington, Cedar Rap-ids &Northern, Illinois Central.

Inasmuch as at least three-quarters ofthe population supplied by St. Paul *ob-bers are reached by roads of the firstclass mentioned, we have no right to ex-pect more than a fair-^adjustment ofrates as compared withour competitors;and unless ivery much mistake thecharacter ot. the men as a whole, whohave brought our jobbing trade to its ipresent proportions," that is all they ask |for. With an equal chance, the (lag of ,St. Paul willbe found ever in the van. j

Bearing this in mind then, we ask, i

Favorable Freight Kates

Fifth— we have favorable ireight

rates in all directions? To the averageshipper the word "favorable," as ap-

plied to freight rates, means '•low,"

and more than one jobber in this com-munity, who is an accepted authority inhis line, is still struggling with this A BC stage of the transportation problem,Inthe desire to reduce to a minimumhis freight account, lie overlooks en-tirely the limitations placed upon hisdistributing territory by a low scale ofrates. Let us consider that side of thequestion a moment. The distinction be-tween wholesale and retail trade from amercantile point of view is simply aquestion of the relative size of pur-chases. The retail grocer buys sugarby the barrel. The

• wholesale grocerbuys it by the carload. The same ruleapplies to the machinery, furniture,crockery, hardware, iron, fruit and allother lines of trade. This distinctionholds good in your purchases of trans-portation, which is salable commodityequally with the. above-mentioned,though you do not load it on your draynor pile it in your warehouse. Thejobber buys it in largo quantities, theretailer insmall, and the difference inthe prices paid is the margin of possiblefreight profit to the jobber.

Those of you who have anything to dowith freight matters are aware that thescale of rates is divided into ten classes—the first four representing the chargeson small lots and the last six on car-loads, and that the great majority ofgoods have both carload and less thancarload rates. The difference betweenthe carload and less than carload rate onany article represents the freight mar-gin, or a portion of the profit of the job-ber: and this margin decreases directlyas the scale of rates is reduced.

Then again many articles cost prac-tically the same in St. Paul as in Chi-cago, and the customer compares ratesfrom the two points. The higher thescale of rates from Chicago to St. Paul,the further you can go toward Chicagowith goods of this class. Today, with a50-ceiit scale in effect, you meet the Chi-casojobbers on such articles at JunctionCity and Camp Douglas, Wis., BuenaVista, Delaware and Waterloo, 10.

Under the 40 per cent scale of rateswhich prevailed two years ago, we nec-essarily drew the above line at Fairchild,Wis.; "Wiuoua, Austin, Albert Lea,Minn., a marked difference, easily ob-served.

The comparative mileage to the pointsfirst named from Chicago, Milwaukeeand St. Paul is as follows:

Chicago. Milwaukee. St. PaulJunction City 260 175 202Camp Douglas 227 142 184Bueua Vista 208 226 221Delaware 224 222 245Waterloo 270 274 192

Rales from the bases of supply topoints west and northwest ot us arepractically upon the sums of the localsvia St. Paul.

Our rates to points Southwest, where iwe meet the competition of Sioux City,!as well as Chicago jobbers, become imore favorable as the scale of ratesfrom Chicago to St. Paul is advanced,because the rates Chicago to Sioux Cityare 125 per cent of the rates Chicago toSt. I'aul—hence the higher scale thegreater the difference in favor of St.Paul.

Bearing these facts In mind, aud re-membering the advantages accruingduring seven months of the year fromour nearness to Lake Superior, also con-sidering the natural prestige of otherjobbing points built up before we laidauy claim to wholesale trade, shall wenot say that our rates both for receiptsand distribution are largely favorable,and to all that territory which from ourgeographical situation is necessarilycompetitive, the rates are reasonableand just? ./~.

Question of*Distribution.Sixth—Have we easy and rapid dis-

tribution of outgoing freight? This isa matter of far greater importance thanitmay appear to the uninitiated, owingto the "hand to mouth" policy pervad-ing so much of our busiuess t%day,under

85; D., S. S. &A., 545; Great Northern, 3._tG;Eastern. 7.1*. M.& St. L..471.; Northern Pa-cific. '!.970: St. P. & D.,222; Soo. ST.; Wis-consin Central, 375; D.,K. W. <_ S., 25.

Country Behind Us.

Of this mileage 80 per cent can beconsidered as largely controlled by thejobbing houses of the Twin Cities; butin the balance of the territory we meetthe keen competition of other tradecenters. The district on and withinthe lines named has an approximatearea of 510,000 spuare miles and a popu-lation of about 3,200,000, or 17 per centof the area, 8 per cent of tlie railroadmileage and 5per cent of the poDulationof the United States.

From this we get an idea of the futurepossibilities of St. Paul as a jobbingcenter! Granted, at no distant daythere willbe at lielena, or some otherMontana point, a large city, which withPacific coast trade centers willwrestfrom us a large share of all the marketswe now have west of the Dakotas, whatis the outlook? Of the total territorylirstreferred to as now tributary to St.Paul we find 284.000 square miles or 50 jper cent of the area, ami 2,700,000 peo-ple, or 84 per cent of the population,east of the line between Dakota andMontana. Therefore in that portion ofpresent tributary territory which shouldbe permanently oars, there is an aver-age of but nine and a half inhabitantsto the square mile.

ls there any reason why this average

should not with the lapse of yearsrapidly approach that of the states east jof us? The ratio of its present popula-tion to that of Indiana is as Ito6&;]Illinois, 1 to 7; Ohio, 1 to 9-.,'; Pennsyl-vania, Ito12#; New York, 1 to12%;Massachusetts, lto2B*_.

Basing our probable growth uponthese ratios and our present situation,we find that when our tributary terri-

tory is as well populated as the state ofIndiana is today, 00 city should contain830,000 inhabitants and do a jobbingbusiness ot $600,000,000. When itreachesthe Pennsylvania status we should have1,630,000 people within our city limits,and an annual trade of $1,250,000,000.And when it attains the density ofpopulation now existing in Massachu-setts, our city's roll should show 3,750,-

--000 names, and our ledgers foot up$3,000,000,000. '.-\u25a0: *\u25a0.-..-

--': Discount these figures as we will,butreflecting that the population of Minne-sota has trebled in the last generation,and that the wealth (which is the abilityto buy) Increases three-fold faster thanthe population, who among us is boldenough to name the limit our jobbingtrade may reach within the life of someof the gentlemen now before me? Isaymay reach advisedly, for we shall haveformidable competitors in the race forthe prize. In addition to those nowknown and recognized, Ianticipate in-creased competition from year to yearin all the territory west and northwestof us, from the head of Lake Superior,and strong efforts will also be made tobuild up jobbing points beyond us,which, though small individually, wiilin the aggregate absorb a considerableportion ofour trade.

Work Together.

We need to work for our self-protec-tion and prosperity— to. work together

landlord to supply flats and apartmentsat a much lower rental, too, than ispossible in a dwellingoffering anythinglike the .same facilities and conveni-ences. They are heated at a minimum,whereas* a dwelling heated by a fur-

THE SAINT PAUL DAILY GLOBE: SUNDAY MORNING, JANUARY 1, J893.---SIXTEEN PAGE3.

-SEVENTH STLEET, EVhT FROM BROADWAY. j

jobbing city inthe country can duplicatethis situation, or has larger stationfacilities in proportion to business donethan has St. Paul.

Our switching arrangements are ex-cellent tor time, and the switching;charges are reasonable. These advan-tages, and the system of loading outdaily all goods received up to 6 p.m..and furnishing separate cars for eachdivision, generally in vogue here, placeus in the front rank among jobbing cen-ters, conforming to requisite Number 0.

Seventh— Have we a rapidly develop-ingcountry of large extent, in which tofind a ready market?

One of our prominent jobbers recentlyoutlined the territory reached by housesin St. Paul as follows: Starting at theSoo, he followed tho road of that nametoHeafford Junction, (the intersectionofthe Wisconsin Valley division of theChicago, Milwaukee &St. Paul), thenceto La Crosse, to McGregor, to SiouxCity, to Bismarck, to the Pacific coast,to the boundary, back to the Soo. Partsof this territory are reached withdif-ficulty, in fact can only be reached withhigh grade goods on which the freightis a trifling percentage of the value.Put taking it as approximately correctwe find the country described contains

10,032 miles of railroad, divided as fol-lows:

Burlington, 133; Northwestern. 1,268; C,St. P., M. _- 0., 1,030; C, St. i' &K.C.101;C.,M. As St. I'.,3,*.*WJ ID. *•-• 1.1..,119; 1). & \V.,

for a common object, the advancementifSt. Paul's interests in all directions—to greatly Increase the amount andmultiply the variety of our manufact-ures, (for 1 fear we manufacture asmaller proportion of the goods we sellthan any other jobbing center east ofthe Missouri river)— to cultivate a com-munity Of spirit and action which shallknow no division and admit of no inter-nal . jealous!.:, whan St. Paul's prestige:is at stake. We must keep closely intouch: with the "railroads and see thatother} points do not supply themwith? advantages we withhold. Idonot mean by this the surrender* ofour rights or a multiplication of gifts toour railroads without adequate compen-sation, but rather such co-operation asexists within every live business com-munity. Ifone of our jobbers or manu-facturers wishes to enlarge his business,we subscribe to his additional stock. Ifa desirable plant from without seeks'fiew quarters here, we find ita location

furnish itcapital."-This, in a general way, is the kind of

co-operation 1 bespeait for the railroadcompanies. We are not here to bewail

past, but we are here to draw les-son&from it for use in the present, andguidance in the future. There are.menbefore me who can recall more than oneplum*' lost to this community throughselfishness, .avarice, or the mistakenidea that the branch which bore itcouldnot be grafted on another tree. Ifourjobbing trade grows as itshould grow,as -it must grow if you and 1do ourpart, the present depot facilities, for ex-ample, will soon be entirely inadequateto the transaction of our business. Kail-road depots cannot remove to largerquarters, they must extend their pres-ent ones. The ground available for thispurpose in St. Paul is exceedingly lim-ited. Lei us bear this in mind and seethat no action, whetner selfish desireupon the part of a few for a so-calledimprovement, or the antipathy of othersto a little noise and smoke, obstructsthe extension of railroad facilities nec-essary for the prosperity of the city as awhole. ,v

Necessity of Co-operation.

This fact should not be lost sight of.The future ot St. Paul depends uponjust such co-operation with the rail-roads. There would have been rail-roads here without St. Paul, but therenever would have been our present St.Paul without the railroads, jaggj

Regard less of any opinion you mayhave formed to the contrary, Ido notspeak to yon tonight as the representa-tiveof any railroad or other interest,but as a citizen of St. Paul and a mem-ber of the Commercial club—in theprosperity of both of winch 1am deeplyconcerned. You who favor mo withyour attention represent all rank?* ofbusiness life. The proprietor, thepartner, the manager, the salesman, thebookkeeper, the cleric. Upon you Inthe greatest measure does the future ofour"city depend! In that future therewill be, there must be, many changes,many promotions. Changes will comeif we sit idly by and drift with thestream, but" pro notions, whether as in-dividuals or as a community, must beworked out, striven for, fought for!

K'.'cent occurrences show how fullythis situation is understood among us,and evidence is not lacking toprove therailway companies ever ready and will-,ing to do Us justice. It t.uii b.it re-

nace plays sad havoc withthe incomeof the average man. The furnaces com-monly in vogue eat up coal about as fastas Itcau be shoveled into its rapaciousmaw, so to speak. Steam heating hasbeen pretty generally adopted in theapartment houses and flats that havebeen builtthe past season, and steam isesteemed far preferable to the othersystems of.heating. Itis clean, and itcan .be perfectly controlled with theleast bother and care.

The business blocks, too, are of supe-rior construction. They have generallybeen erected within the fire* limits,andthis.'fact has necessitated lire-proofstructures. The list appended.it shouidbe borne in mind, does not include a lotof speculative investments that mayhave boon set in process of incubationfor next year. They are bona fide.everyone, and they have, moreover, beenerected the past season.

One of the most extensive institutionsthat has been built the oast season hasbeen :the Walter A. Wood harvesterworks. The aggregate cost has been

1390.000 Inround figures. Next seasonthe establishment will be in fullopera-tion,"ami: willgreatly swell the receiptsof the city and increase the bank clear-ances. - The twine and cordage works atLake Como is another important factorin.-the building, summary, and itwillalso be another source of no little in-come to the city next year.

There were 2,016 building permits is-sued the past year. as against 2,385 in1891, or 869 less in 1892 than during theprevious year. The cost of thesestructures the past year, however, hasaggregated $3,377, 105, whereas the costof the buildings erected in1891 was only13,236,905. This makes a showing of anincrease of $140,200 for 181).* over theprevious year.

The followingsummary only includesstructures costing SIO.IWO or more:

E. M.Smith, brick and stone apartmenthouse. 812,000, St. Albans street, betweenLaurel nnd Ashland.

J. B.Tarbox.atid A.Moore, brick market,810,000. Thomals street, between Virginia andWestern.

Stephen B. \Cebber, brick store. 811.000,Market street, between Sixthand Seventh..W. P. Hilliard, two-story bricK dwelling,

81..000, Selby, between Victoria and Fisk.Boston _ Northwest Heal Estate company,

five-story fire-proof block, §105,000, cornerKonert and Sixthstreets.

William Hamm. two-story brick bottlinghouse, $13,000, Minnehaha and Greenbrier.

August Botzet, four-story .rick stores,(84,000, East Seventh, between Cedar andMinnesota.:S. .S. Eaton, two-story frame dwelling.

$16,000, Portland, between Arundel and Mack-ubin.

George 11. Schick'.er, three-story brickstores mid flats, S-'O.OOO, Fourth, between Ex-cnauge and Franklin.

11. M. Hyllesby. two-story frame dwelling*.$22,030. St Albans street, between Summitand Grand.

A.K.B.irnum, five-story brick dwellin?.$1,00., Western, between Selby and Laurel.

C. F. Arrol, five-story brick dwelling.*"r.->,---000. Laurel, between St. Albans and Grotto.

St. Paul White Lead and Oil company,brick works, $11,0J0, Water, between Custerand Starkey.

Thomis B. Scott, five-story brick store.$i).OX).East Seventh, between Cedsr andWabasha.

R. Warner, brick dwelling,g1"i,030, cornerCollege and Sixthstreets.

Boston &Northwestern Real Estate com-pany, threc-storv brick factory. 5510,0J0,Eighth, be;ween Cedar aud Wabasha.

Sweedish Evangelical church, one-storybrick church. Sl",0«, Sims and Weide streets

Armstrong estate, five-story brick store'

store block, SSS.ODO, corner Fifth street and \u25a0

Sibley.

Comparative Statement.During the oast year the total number

of permits issued were 2,010, aggregat-ing $3,377, 10 3, as follows:

Xo. of*

nMonth. Permits. AmountJauuarv 57 •5")").540February 82 95,103March 201 2*14,47r>April 273 474,475May 227 3-**3,603June 177 155.600July 144 428. 550August 200 329,550September 223 729,170October 223 175.545November 128 244,6*0December 80 133,050

Totals 2,016 $3,377,10.1For the year 1801 the records show

that 2,385 permits were' issued, aggro- |gating $3,236,905, as follows:

NumberJBJlonth. Permits. AmountJanuary \u0084 113 $152,100February 74 91153March 14". 210,851April 3)7 303.100May 333 528.650June 242 312,803July 19* 211.600August 233 301,503'September 266 270,0*0'October 245 318.830November.-' 143 163,850December 02 290,545

Totals 2,385 $3,236,935

PRICES OF LABOR

About as Usual, and the DemandUnchanged.

There lias been much less demand forunskilled labor the past year than forseveral previous years. The cause isobvious. Allone needs to do to find thereason is to recall some of the obnox-ious provisions of the so-called Bellcharter. Private enterprises have been jjust as active as during former years,

'but the city has been so handicapped bycharter regulations that the usual im-provements and labor upon publicworks have been at a minimum. Allthis has told with effect, that may wellbe deprecated, upon the laboringclasses. .

But as related thero has been the j

skilled or common labor has been paid ,from $1.50 to $2 a day. This Is no'change from former years. Carpenters]have be.en paid from $2.50 to$3 a day; jstonemasons have received from $S to$3.50; stonecutters from $3.50 to $*-};•blacksmiths. $3 a day; plasterers from*$2.50 to $3; bricklayers from $3.50 to $4; Ipressed bricklayers from $5 to 0;boiler-makers from $3.50 to $4.

\u25a0t—

We call the attention of our readersto the dividend notice of our State Sav-ings Bank under •'Announcements."This worthy institution is doing splen-did work, and deserves the hearty sup-port of every public-spirited person laSt. Paul.

Columbian Stamps on Sale.New York, Dec. 31- The new issue,

of "Columbus" postage stamps made Inhonor of Columbus was placed for Bala \u25a0

at all postolflces at 12 o'clock tonight, >

They are of denominations ranging*from one cent to $1. They will be soldduring the year 1893 only. Columbusstamps and cards willalso soon be Is**'sued.

»***•*\u25a0

i ArcYou Going South or West TblWinter?

Ifso, consult the inducements offered*the traveling public in rates and serviceby the Chicago Great Western Railwayand connections. Bound-trip rates arenow in effect to allprincipal points inthe South and West. City ticket office'

10 J_ ast Third street.

TELEGRAPHIC TICKS."

The latest report about the condition ofMrs. Langtry is that she is improving.

Itoss and Diebold, two of the Homesteadprisoners, were released on bail yesterday. •

The new Salvadorian silver dollar weighttwenty-five grammes, and. bearing a bust ofColumbus, is called a colon.

The difficulties between Nicaragua andHonduras, resulting from the late llouduraa

Irebellion, have been settled.;Adam Siler, aged eighty, and his wife,

iaged seventy-two, were murdered inChatham] county, .North Carolina, by robbers.The entire force of boilermakers employed

In the Brooks Locomotive works, at Dim*kill;.N.V., about 300 innumber, have structfor higher wages. ,•

THE NEW HANNHESMER BUILDING.mains for our jobbers as a whole towage daily and continually that hon-orable battle necessary to the advance-ment of any business community. Theirpast record stands sponsor for the qual-ity and amount of their commercialachievements in the future. Theirwatchword has ever been "EternalVigilance," and the spirit of the wordsis a priceless heritage for succeedinggenerations. Ifwe are true to our trust,and equal to our opportunities, therecognized center of the jobbing tradeof the great Northwest; that field oflimitless possibilities for the goldenharvest; will ever be this fairest ofcities— our own St. Paul.

E. D. Sewall.

HOOSE km LAND.Conliniicrt From FifthPajjc.

number of permits were less the pastyear than they were in 1891, is anothergratifying phase of the city's onwardstride." It proves that the character ofthe structures erected has been su-perior and more costly. There hasbeen a general tendency toward erect-ing elegant apartment houses and mod-ern fiats. This is a metropolitan feat-ure. People who rent demand betterfacilities than are usually affotded inthe ordinary tenement or dwelling thathas been built to rent. Economy inspace and In other' ways enables the

$30,030, Sixth and St. Peter streets.E. N.Saunders, two-story brick and stone :

dwelling,$35,0*30, Commercial street, betweenHudson and Essex. j

John lekler, two-story brick shoe factory, ;(10,000, South Wabasha street and Indiana Iavenue. \u25a0 I

John Espy, two-story brick stores and Joffices, $35,000, Sixth and Franklin streets. !Joseph W. Welch, three-story brick and

stone dwelling,$25,009. Holly,between Kentand Dale streets.

Chicago. Milwaukee & St. Paul RailwaycomDany, carpenter shop, engine house, etc ,$13,000, Uandolph and Drake streets.

Richards Gordon, addition to brick dwell-ing,$10,00*, Summit, between Western andVirginiaavenues.

Walter A. Wood &Co., iron foundry, etc.,$87,000, Hazel avenue.

Mrs. Conrad Gotziau, five-story brick officeand warehouse. $63,000, Lawson, between DeSoto and Arkwrij-ht.

J. 11. Allen, two-story brick dwelling.$25.---000. Summit, between "Farrington and Vir-ginia avenues'.

Mrs. William George, two-story stonedwelling.$12,0j0. Holly,near Arundel.

St. Paul &Duluih Railway Company, two-story freight house, $30,000, Third, nearBrook.

Walter A.Wood _ Co., brick harvesterworks, etc., $202,520. Hazel street, nearcounty line.

Theo. Hamm, 4-story brick brewery, $100,000. Minnehaha and Greenbrier.

M. D. Bass. 4-story brick store. $18,000,Sixth street, between Exchange ana Frank-lin.

J. J. Hill, gymnasium, dormitories andclass building.$14.',0J0, Summit avenue, nearMississippi river.

Northwestern Twine and Cordage com-pany, 2-story brick cordage works. $40,000,Front street, between Dale and Kent.

P. J. l'owlin, 4-story stone dwelling,$22,---000. Summit, near Avon.

Adelbert Eddy, two story brick stores snd

SEVENTH STREET, EAST FROM JACESCN.flats, $-.-7,000, Selby, betweeu St. Albans andGrotto streets.

A. J. Hohau. two-story brick dwelling,$15,000. Eichenwald, between Sixth andSeventh streets.-.

Great Northern Hallway company, one-

ISSS.

January Cut Sale'

COMMENCES MONDAYMORNING.

Our rule to never carry goods overfrom one season to another makes itnecessary to name such prices dur-ing January that will insure thesale of all winter lots in Men's, Boys 7

and Children's Reliable Clothing. Inaddition to our 33 1-3 Per Cent Dis-count Sale on all Broken Lots, towhich we are adding more goodsdaily, we will make deep cuts inevery department, and those who are

in need of a good, reliable Suit or

Overcoat willsave money by inspect-ing our stock of fine Tailor-MadeGarments.

.-*. i to-s 1 1 -1 ,Our store willbe closed tomorrow

afternoon.

:- \u25a0

"'ST. PAUL, MINN.

story brick freightnouse. $19,000, East Thirdand Broadway.'

Robert Mannheimer, five story brick stores,840.000, coruer East Sixth and Robert-streets.

Louis M. Hastings, three-story brick andstone dwelling.830,003, St. Albans street, be-tween Laurel and Hague.

Pork Congregational church, stone church,836,000, Holly street, between Mackubin anaKent.

- ' - . • '*.- •

City of St. Paul, frame dwellingand greenhouse at Lake Como, $14,000. *

'-.Boston and Northwestern Real Estate com-

pany, three-story brick building, 8--5,000, Ce-dar street, between Ninth'aud Tenth.

St Paul Apartment House com pan v, fivc-story brick apartment house, 570,000, Centralpark and Summit avenue.

Noyes Bros._ Co., six-story br.'cs and

same average demand for skilled laborthat hps characterized the history of St.Paul in this respect for many prosper-ous and progressive years. This Is apeculiarly gratifying condition, and itdenotes a high degree of prosperity. Itproves that private enterprises hatebeen active even during a generallyconceded dull year—a year that hasfound other cities practically at a stand-still inmatters of improvements, manu-facture and construction.

The prices received by labor havebeen about the same as on previousyears, also. A resume of wages will\licw this It end uuMOYM&j'i Va

SEVENTH STREET, WEST FROM JACKSON.

jflS&Sfc/'11-'-^T-i

-**>

*«^ _v*. *.» _j_i;

. *•

1 fe_Jl S >l 'ifp^^^^nPls^L *?* |il|^i=f=^^

I Vw^*-*s_iyiN>7E l ht

*~\u25a0 . -^^ "