them to have, and not a blessed thing else in the way of Government favors or appropriations. Governor Moore was blue over the results, with this very idea in his mind, and said he had ardently desired Allen's election, but as it had all turned out he would not take Allen's place with his surroundings.

"Tomorrow will be a broken day, and probably little will be done save declaring the result of the balloting today. The committee on the rules may report, but no standing committees will be appointed before Thursday at the earliest, nor will the governor's message be delivered before Friday, probably.

But by the

next week it is expected that the committees will all be in running order and ready to get on with the work.

"The joint committee on pay and attaches is having a hard time of it, and are not yet ready to report. They tried to cut down the salary of the secretary of the Senate to $7 per day and put another dollar on to that of his assistant, but it wouldn't work, and the majority of the committee were against it after a considerable discussion, to which the secretary himself was called in for consultation.

"Great surprise was manifested this evening over the announcement that Mr. A. S. Hewitt, of Pierce County, had handed his resignation to the governor as member of the House of Representatives. Hewitt was sought for diligently to obtain his reasons for such a step at this time, but could not be found."

Pat's reply to Mike's question asking a definition of the letters G. A. R., was "Ginerally all republican." It might well apply to the officers elected by Washington the first six years of statehood. Naturally this republican supremacy led to some interesting convention contests, it was there the real campaigning was done, the real battles fought and the victories won. Any candidate who could obtain a nomination on the republican ticket was almost as good as elected and the voters and newspapers gave close attention to the proceedings of the conventions.

The republican convention of 1892 opened in Olympia in August with four candidates for governor in the field. Eugene T. Wilson, of Kittitas County, and John H. McGraw, of King, controlled a majority of the delegates while J. V. Calhoun, of Skagit, and S. G. Cosgrove, of Garfield, each had a following sufficiently large to prevent the nomination of either of the leaders. A coalition was formed between the King and Yakima delegations and Col. L. S. Howett, of the latter county, was elected chairman of the convention. The delegates early saw that a bitter fight over the governorship might develop and Eugene T. Wilson, being assured of appointment as national bank examiner, withdrew and McGraw was nominated.

The nomination of McGraw was hailed as a victory for King County and Senator John B. Allen, the only man winning nomination without the support of this organization being John S. McMillin, of San Juan County, who became a candidate for presidential elector. J. H. Long of Lewis County yielded almost certain nomination for Congress to W. H. Doolittle, of Pierce, the other Congressional nominee being John L. Wilson, then of Spokane County. The. remainder of the ticket was made up as follows: F. H. Luce, Lincoln County, lieutenant governor; L. R. Grimes, Kittitas, auditor; James H. Price, Pierce, secretary of state; O. A. Bowen, Wahkiakum, treasurer; W. C. Jones, Spokane, attorney general; W. L. Forrest, Lewis, commissioner of public lands; C. W.

"While the flames are yet active, and while the embers are still glowing, preparations are making for re-establishing every line and department of our business. Our city will be rebuilt at once, and we have assurance from many sources upon a plan much more liberal and extensive than formerly. The relationship of trade and commerce between Seattle and the country at large will not be broken, nor even seriously disturbed.

"We believe that it will be comparatively but a short time until the immediate loss which has befallen us will prove to be indirectly a great and permanent blessing. From the ruins of Seattle there will spring a new Seattle, just as from the ruins of Chicago there sprang a new and mightier Chicago."

In the face of such calamity the united wisdom, of the whole community was required and a meeting was called. Some six hundred persons assembled in the Armory at II o'clock on the 7th. Mayor Robert Moran took the chair and one of the first motions made was one to prohibit the erection within the limits of the burned district of any wooden buildings. It was unanimously adopted and later enacted into law.

All through the preceding day and night telegrams offering assistance had been received. These were read and a committee consisting of Judge J. R. Lewis, Governor Ferry, John Leary, Griffith Davies, and George H. Heilbron was given charge of relief work. It was a work of importance. The Tacoma committee already was on the ground; San Francisco sent $10,000; Virginia City, Nev., $4,000; Olympia, and other towns in the state various amounts, and the relief committee found its hands full of generous contributions.

Shortly before this Seattle had collected a sum of money for the relief of flood-swept Johnstown, Penn. Some one in the meeting suggested this money be used in supplying local needs. With a cry that rang the people shouted: "Send the money to Johnstown!" Property owners said they were ready to begin rebuilding a "New Seattle" as soon as the powdered brick and twisted iron could be cleared away. Bankers pledged their aid and support and when the citizens left that morning conference it was with minds fully determined-Seattle, a new, a more substantial and a more metropolitan Seattle should arise from the ashes of the old pieced-together town of barn-like wooden fire traps and oneand two-story bricks!

Soldiers of the First Regiment, Washington National Guard, patrolled the streets and promptly put down all lawlessness.

Almost immediately the street car company put a crew of men at work removing debris from its tracks. Car service was resumed. Teams and men cleared away the charred remains of old buildings and hauled in material for new ones. Tents sprang up over the burned area and in a few days Seattle was transacting business-even the banks were housed in tents.

Six weeks passed before adequate transportation facilities in the way of docks, railway sidings and stations could be provided. This, while retarding, did not prevent rebuilding operations and the new city of brick and iron and stone arose at a truly surprising rate. It was a building record second to none with the single exception of that made by Chicago almost twenty years earlier. Within the year 130 business blocks, ranging from three- to eight-stories, were erected. Their total frontage amounted to 11⁄2 miles and their cost to almost 41⁄2 million dollars.

"The Great Northern will enter Seattle over the tracks of the Seattle & Montana Railway Company, a corporation formed yesterday by local capitalists and railway men, and which will form the Western division of the great transcontinental system when completed. The Seattle & Montana Railway Company filed its articles of incorporation with the county auditor and with the secretary of state yesterday morning, with D. H. Gilman, Thomas Burke, Edward O. Graves, W. E. Bailey and W. R. Thornell as incorporators and trustees and immediately thereafter held a meeting and elected the following officers: President, D. H. Gilman; vice president and treasurer, Edward O. Graves; secretary and auditor, W. R. Thornell; general solicitor, Thomas Burke.”

Seattle granted franchises to the Seattle & Montana, surveyors went into the field and were closely followed by grading crews. Construction of the line between Seattle and a junction with the Seattle & Northern at Burlington was pushed rapidly. The Seattle & Northern, Fairhaven & Southern and New Westminster & Southern passed into the ownership of the Great Northern and November 27, 1891, the line was thrown open to traffic.

The completion of the Seattle & Montana gave James J. Hill the back of the railroad rake he told Judge Burke he intended to build in the West. The handle of the rake was to be the Great Northern's main line eastward from the Sound to St. Paul. Years before the completion of the back of the rake "Jim" Hill was conducting a warehouse in St. Paul when he became interested in the transportation problem of the Red River of the North. He formulated a shrewd plan for capturing the business. He built a steamboat, made an arrangement whereby American goods could be transported down the river to British territory in none but licensed boats, obtained such license for his own vessel and was enjoying a monopoly before competitors awoke. Other boats obtained the required licenses and Hill then formed a consolidation.

About this time the St. Paul & Pacific Railroad got into financial difficulty. Hill interested Sir Donald A. Smith and Sir George Stevens in the project which was acquired and made the basis for the organization of the St. Paul, Minneapolis & Manitoba and a network of railroads covering Minnesota, North Dakota and the southern portion of Manitoba. Westward the lines of this company were extended to Western Montana and then Hill conceived the idea of his "railroad rake" with its back on Puget Sound. In order that all these roads might be brought under one management the Great Northern Railroad Company was organized and began pushing the Montana lines westward through Spokane across the wheat fields of the Big Bend, up the valley of the Wenatchee, through Stevens Pass and down the Skykomish-Snohomish Valley to a junction with the lines of the Seattle & Montana.

June 18, 1893, the first Great Northern overland train left the old Marion Street station, Seattle, in charge of Conductor J. M. Turner, with Engineer Duffy at the throttle of Brooks Consolidated Engine No. 665. J. S. Allen and P. F. Stuckam were the brakemen of the train, which consisted of baggage car, two coaches, dining car and two sleepers. Four days later the first westbound train arrived. It is said to have been the finest train brought to the coast up to that time and as the Great Northern promptly cut the passenger rate to St. Paul to $35 the new road was soon enjoying a good patronage.

The mileage of railroads in actual course of construction in Western Wash