The Project Gutenberg eBook, Oregon, Washington and Alaska; Sights and Scenes for the Tourist, by E. L. Lomax This eBook is for the use of anyone anywhere at no cost and with almost no restrictions whatsoever. You may copy it, give it away or re-use it under the terms of the Project Gutenberg License included with this eBook or online at www.gutenberg.org Title: Oregon, Washington and Alaska; Sights and Scenes for the Tourist. Author: E. L. Lomax Release Date: January 19, 2004 [eBook #10751] Language: English Character set encoding: iso-8859-1 ***START OF THE PROJECT GUTENBERG EBOOK OREGON, WASHINGTON AND ALASKA; SIGHTS AND SCENES FOR THE TOURIST.*** E-text prepared by P. A. Peters, Beth Trapaga, and the Project Gutenberg Online Distributed Proofreading Team OREGON, WASHINGTON AND ALASKA. SIGHTS AND SCENES FOR THE TOURIST. By E.L. LOMAX, General Passenger Agent, Union Pacific System, Omaha, Neb. 1890 LIST OF AGENTS. ALBANY, N.Y.—23 Maiden Lane—J.D. TENBROECK. Trav. Pass. Agt. BOSTON, MASS.—290 Washington St.—W.S. CONDELL, New England Freight and Passenger Agent. J.S. SMITH, Traveling Passenger Agent. E.M. NEWBEGIN, Traveling Freight and Passenger Agent. A.P. MASSEY, Passenger and Freight Solicitor. BUFFALO, N.Y.—40½ Exchanges St.—S.A. HUTCHISON, Trav. Pass. Agt. BUTTE, MONT.—Corner Main and Broadway—General Agt. CHEYENNE, WYO.—C.W. SWEET, Freight and Ticket Agent. CHICAGO, ILL.—191 South Clark St.—W.H. KNIGHT, Gen'l Agt. P. and F. Dep'ts. T.W. YOUNG, Traveling Passenger Agent. W.T. HOLLY, City Passenger Agent. ALFRED MORTESSEN & CO., European Immigration Agts., 140 Kinzie St. CINCINNATI, OHIO—56 West 4th St.—J.D. WELSH, Gen'l Agt. P. and F. Dep'ts. H.C. SMITH, Traveling Freight and Passenger Agent. CLEVELAND, OHIO—Kennard House.—A.G. SHEARMAN, T. F. and P. Agt. COLORADO SPRINGS, COLO.—E.D. BAXTER, Gen'l Agt D., T. & Ft. W. R.R. COLUMBUS, OHIO—N.W. Cor. Gay and High Sts.—T.C. HIRST, Trav. Pass. Agt. COUNCIL BLUFFS, IOWA—506 First Ave.—A.J. MANDERSON, General Agt. R.W. CHAMBERLAIN, Passenger Agent, Transfer Depot. J.W. MAYNARD, Ticket Agent, Transfer Depot. A.T. ELWELL, City Ticket Agent, 507 Broadway. DALLAS, TEX.—H.M. DE HART, General Agent D., T. & Ft. W. R.R. DENVER, COLO.—1703 Larimer St.—F.I. SMITH, Gen'l Agt. D., T. & Ft. W. R.R. GEO. ADY, General Passenger Agent, Colo. Div. and D., T. & Ft. W. R.R. F.B. SEMPLE, Ass't Gen'l Pass. Agt, Colo. Div. and D., T. & Ft. W. R.R. C.H. TITUS, Traveling Passenger Agent. R.P.M. KIMBALL, City Ticket Agent. DES MOINES, IOWA—218 4th St.—E.M. FORD, Traveling Passenger Agent. DETROIT, MICH.—62 Griswold St.—D.W. JOHNSTON, Michigan Pass. Agt. HELENA, MONT.—2 North Main St.—A.E. VEAZIE, City Ticket Agent. INDIANAPOLIS, IND.—Room 3 Jackson Place.—H.O. WEBB, Traveling Passenger Agent. KANSAS CITY, MO.—9th and Broadway.—J.B. FRAWLEY, Div. Pass. Agt. J.B. REESE, Traveling Passenger Agent. F.S. HAACKE, Traveling Passenger Agent. H.K. PROUDFIT, City Passenger Agent. T.A. SHAW, Ticket Agent, 1038 Union Ave. A.W. MILLSPAUGH, Ticket Agent, Union Depot. C.A. WHITTIER, City Ticket Agent, 528 Main St. LIVERPOOL, ENGLAND—23 Water St.—S. STAMFORD PARRY, General European Agent. LONDON, ENGLAND—THOS. COOK & SONS, European Passenger Agents, Ludgate Circus. LOS ANGELES, CAL.—51 North Spring St.—JOHN CLARK, Agt. Pass. Dep't. A.J. HECHTMAN, Agent Freight Department. LOUISVILLE, KY.—346 West Main St.—N. HAIGHT, Traveling Pass. Agent. NEW ORLEANS, LA.—45 St. Charles St.—C.B. SMITH, General Agent D., T. & Ft. W. R.R. D.M. REA, Traveling Agent D., T. & Ft. W. R.R. NEW YORK CITY—287 Broadway—R. TENBROECK, General Eastern Agent. J.F. WILEY, Passenger Agent. F.R. SEAMAN, City Passenger Agent. OGDEN, UTAH—Union Depot—C.A. HENRY, Ticket Agent. C.E. INGALLS, Traveling Passenger Agent. OLYMPIA, WASH.—2d St. Wharf.—J.C. PERCIVAL, Ticket Agent. OMAHA, NEB.—9th and Farnam Sts.—M.J. GREEVY, Trav. Pass. Agt. HARRY P. DEUEL, City Passenger and Ticket Agent, 1302 Farnam St. J.K. CHAMBERS, Depot Ticket Agent, 10th and Marey Sts. PHILADELPHIA, PA.—133 South 4th St.—D.E. BURLEY, Trav. Pass. Agt. L.T. FOWLER, Traveling Freight Agent. PITTSBURG, PA.—400 Wood St.—H.E. PASSAVANT, T. F. and P. A. THOS. S. SPEAR, Traveling Freight and Passenger Agent. PORTLAND, ORE.—Cor. 3d and Oak Sts.—T.W. LEE, Gen'l Passenger Agent, Pacific Div. A.L. MAXWELL, General Agent Traffic Department. HARRY YOUNG, Traveling Passenger Agent. GEO. S. TAYLOR, City Ticket Agent. Cor. 1st and Oak Sts. PORT TOWNSEND, WASH.—Union Wharf—H.L. TIBBALS, Jr., Ticket Agt. PUEBLO, COLO.—E.R. HARDING, General Agent D., T. & Ft. W. R.R. ST. JOSEPH, MO.—F.L. LYNDE, General Pass. Agent, St. J. & G.I. R.R. Div. W.P. ROBINSON, Jr., General Freight Agent, St. J. & G.I. R.R. Div. ST. LOUIS, MO.—213 North 4th St.—J.F. AGLAR, Gen'l Agt. F. and P. Dep't. E.R. TUTTLE, Traveling Passenger Agent. E.S. WILLIAMS, City Passenger Agent. C.C. KNIGHT, Freight Contracting Agent. SALT LAKE CITY, UTAH—201 Main St.—J.V. PARKER, Assistant General Freight and Passenger Agent, Mountain Div. SAN FRANCISCO, CAL.—1 Montgomery St.—W.H. HURLBURT, Assistant General Passenger Agent, Mo. Riv. Div. S.W. ECCLES, General Agent Freight Department. C.L. HANNA, Traveling Passenger Agent. H. FRODSHAM, Passenger Agent. J.F. FUGAZI, Italian Emigrant Agent, 5 Montgomery Ave. SEATTLE, WASH.—A.C. MARTIN, City Ticket Agent. O.F. BRIGGS, Ticket Agent, Dock. SIOUX CITY, IOWA—513 Fourth St.—D.M. COLLINS, General Agent. GEO. E. ABBOT, City Ticket Agent. SPOKANE FALLS, WASH.—108 Riverside Ave.—PERRY GRIFFIN, Passenger and Ticket Agent. TACOMA, WASH.—901 Pacific Ave.—E.E. ELLIS, Gen'l Agt. F. and P. Dep'ts. TRINIDAD, COLO.—G.M. JACOBS, General Agent D., T. & Ft. W. R.R. VICTORIA, B.C.—100 Government St.—G.A. COOPER, Ticket Agent. WHATCOM, WASH.—J.W. ALTON, Gen'l Agent Freight and Pass. Dep'ts. J.A.S. REED, General Traveling Agent, 191 South Clark St., CHICAGO. ALBERT WOODCOCK, General Land Commissioner, OMAHA, NEB. E.L. LOMAX, General Passenger Agent, JNO. W. SCOTT, Ass't General Passenger Agent, OMAHA, NEB. PULLMAN'S PALACE CAR COMPANY Now operates this class of service on the Union Pacific and connecting lines. PULLMAN PALACE CAR RATES BETWEEN Double Berths Drawing Room New York and Chicago $ 5.00 $ 18.00 New York and St. Louis 6.00 22.00 Boston and Chicago 5.50 20.00 Chicago and Omaha or Kansas City 2.50 9.00 Chicago and Denver 6.00 21.00 St. Louis and Kansas City 2.00 7.00 St. Louis and Omaha 2.50 9.00 Kansas City and Cheyenne 4.50 15.00 Council Bluffs, Omaha or Kansas City and Denver 3.50 12.00 Council Bluffs or Omaha and Cheyenne 4.00 14.00 Council Bluffs, Omaha or Kansas City and Salt Lake City 8.00 28.00 Council Bluffs, Omaha or Kansas City and Ogden 8.00 28.00 Council Bluffs, Omaha or Kansas City and Butte 8.50 32.00 Council Bluffs, Omaha or Kansas City and Portland 13.00 50.00 C. Bluff, Omaha or K. City and San Francisco or Los Angeles 13.00 50.00 Cheyenne and Portland 10.00 38.00 Denver and Leadville 2.00 —— Denver and Portland 11.00 42.00 Denver and Los Angeles 11.00 42.00 Denver and San Francisco 11.00 42.00 Pocatello and Butte 2.00 6.00 For a Section, Twice the Double Berth Rates will be charged. The Private Hotel, Dining, Hunting and Sleeping Cars of the Pullman Company will accommodate from 12 to 18 persons, allowing a full bed to each, and are fitted with such modern conveniences as private, observation and smoking rooms, folding beds, reclining chairs, buffets and kitchens. They are "just the thing" for tourists, theatrical companies, sportsmen, and private parties. The Hunting Cars have special conveniences, being provided with dog-kennels, gun-racks, fishing-tackle, etc. These cars can be chartered at following rates per diem (the time being reckoned from date of departure until return of same, unless otherwise arranged with the Pullman Company): Less than Ten Days. per day. per day. Hotel Cars $50.00 Private or Hunting Cars $35.00 Buffet Cars 45.00 Private Cars with Buffet 30.00 Sleeping Cars 40.00 Dining Cars 30.00 Ten Days or over, $5.00 per day less than above. Hotel, Buffet, or Sleeping Cars can also be chartered for continuous trips without lay-over between points where extra cars are furnished (cars to be given up at destination), as follows: Where berth rate is $1.50, car rate will be $35.00. Where berth rate is 2.00, car rate will be 45.00. Where berth rate is 2.50, car rate will be 55.00. For each additional berth rate of 50 cents, car rate will be increased $10.00. Above rates include service of polite and skillful attendants. The commissariat will also be furnished if desired. Such chartered cars must contain not less than 15 persons holding full first-class tickets, and another full fare ticket will be required for each additional passenger over 15. If chartered "per diem" cars are given up en route, chartering party must arrange for return to original starting point free, or pay amount of freight necessary for return thereto. Diagrams showing interior of these cars can be had of any agent of the Company. PULLMAN DINING CARS are attached to the Council Bluffs and Denver Vestibuled Express, daily between Council Bluffs and Denver, and to "The Limited Fast Mail," running daily between Council Bluffs and Portland, Ore. MEALS. All trains, except those specified above (under head of Pullman Dining Cars), stop at regular eating stations, where first-class meals are furnished, under the direct supervision of this Company, by the Pacific Hotel Company. Neat and tidy lunch counters are also to be found at these stations. BUFFET SERVICE. Particular attention is called to the fine Buffet Service offered by the Union Pacific System to its patrons. Pullman Palace Buffet Sleepers now run on trains Nos. 1, 2, 201, and 202. SIGHTS AND SCENES IN OREGON, WASHINGTON AND ALASKA. Oregon is a word derived from the Spanish, and means "wild thyme," the early explorers finding that herb growing there in great profusion. So far as we have any record Oregon seems to have been first visited by white men in 1775; Captain Cook coasted down its shores in 1778. Captain Gray, commanding the ship "Columbia," of Boston, Mass., discovered the noble river in 1791, which he named after his ship. Astoria was founded in 1811; immigration was in full tide in 1839; Territorial organization was effected in 1848, and Oregon became a State on 14th February, 1859. It has an area of 96,000 square miles, and is 350 miles long by 275 miles wide. There are 50,000,000 acres of arable and grazing land, and 10,000,000 acres of forest in the State. The Union Pacific Railway will sell at greatly reduced rates a series of excursion tickets called "Columbia Tours," using Portland as a central point. Stop-over privileges will be given within the limitation of the tickets. First Columbia Tour—Portland to "The Dalles," by rail, and return by river. Second Columbia Tour—Portland to Astoria, Ilwaco, and Clatsop Beach, and return by river. Third Columbia Tour—Portland to Port Townsend, Seattle, and Tacoma by boat and return. Fourth Columbia Tour—Portland to Alaska and return. Fifth Columbia Tour—Portland to San Francisco by boat. PORTLAND Is a very beautiful city of 60,000 inhabitants, and situated on the Willamette river twelve miles from its junction with the Columbia. It is perhaps true of many of the growing cities of the West, that they do not offer the same social advantages as the older cities of the East. But this is principally the case as to what may be called boom cities, where the larger part of the population is of that floating class which follows in the line of temporary growth for the purposes of speculation, and in no sense applies to those centers of trade whose prosperity is based on the solid foundation of legitimate business. As the metropolis of a vast section of country, having broad agricultural valleys filled with improved farms, surrounded by mountains rich in mineral wealth, and boundless forests of as fine timber as the world produces, the cause of Portland's growth and prosperity is the trade which it has as the center of collection and distribution of this great wealth of natural resources, and it has attracted, not the boomer and speculator, who find their profits in the wild excitement of the boom, but the merchant, manufacturer, and investor, who seek the surer if slower channels of legitimate business and investment. These have come from the East, most of them within the last few years. They came as seeking a better and wider field to engage in the same occupations they had followed in their Eastern homes, and bringing with them all the love of polite life which they had acquired there, have established here a new society, equaling in all respects that which they left behind. Here are as fine churches, as complete a system of schools, as fine residences, as great a love of music and art, as can be found at any city of the East of equal size. But while Portland may justly claim to be the peer of any city of its size in the United States in all that pertains to social life, in the attractions of beauty of location and surroundings it stands without its peer. The work of art is but the copy of nature. What the residents of other cities see but in the copy, or must travel half the world over to see in the original, the resident of Portland has at his very door. The city is situate on gently-sloping ground, with, on the one side, the river, and on the other a range of hills, which, within easy walking distance, rise to an elevation of a thousand feet above the river, affording a most picturesque building site. From the very streets of the thickly settled portion of the city, the Cascade Mountains, with the snow-capped peaks of Hood, Adams, St. Helens, and Rainier, are in plain view. As the hills to the west are ascended the view broadens, until, from the extreme top of some of the higher points, there is, to the east, the valley stretching away to the Cascade Mountains, with its rivers, the Columbia and Willamette; in the foreground Portland, in the middle distance Vancouver, and, bounding the horizon, the Cascade Mountains, with their snow-clad peaks, and the gorge of the Columbia in plain sight, whilst away to the north the course of the Columbia may be followed for miles. To the west, from the foot of the hills, the valley of the Tualatin stretches away twenty odd miles to the Coast Range, which alone shuts out the view of the Pacific Ocean and bounds the horizon on the west. To the glaciers of Mt. Hood is but little more than a day's travel. The gorge of the Columbia, which in many respects equals, and in others surpasses the far-famed Yosemite, may be visited in the compass of a day. The Upper Willamette, within the limits of a few hours' trip, offers beauties equaling the Rhine, whilst thirty-six hours gives the Lower Columbia, beside which the Rhine and Hudson sink into insignificance. In short, within a few hours' walk of the heart of this busy city are beauties surpassing the White Mountains or Adirondacks, and the grandeur of the Alps lies within the limits of a day's picnicking. There is no better guarantee of the advantageous position of Portland than the wealth which has accumulated here in the short period which has elapsed since the city first sprang into existence. Theory is all very well, but the actual proof is in the result. At the taking of the census of 1880, Portland was the third wealthiest city in the world in proportion to population; since that date wealth has accumulated at an unprecedented rate, and it is probable it is to-day the wealthiest. Among all her wealthy men, not one can be singled out who did not make his money here, who did not come here poor to grow rich. Portland enjoys superb advantages as a starting-point for tourist travel. After the traveler has enjoyed the numerous attractions of that wealthy city, traversed its beautiful avenues, viewed a strikingly noble landscape from "The Heights," and explored those charming environs which extend for miles up and down the Willamette, there remains perhaps the most invigorating and healthful trip of all—a journey either by STREAM, SOUND, OR SEA. There must ever remain in the mind of the tourist a peculiarly delightful recollection of a day on the majestic Columbia River, the all too short run across that glorious sheet of water, Puget Sound, or the fifty hours' luxurious voyage on the Pacific Ocean, from Portland to San Francisco. Beginning first with the Columbia River, the traveler will find solid comfort on any one of the boats belonging to the Union Pacific Railway fleet. This River Division is separated into three subdivisions: the Lower Columbia from Portland to Astoria, the Middle Columbia from Portland to Cascade Locks, and the Upper Columbia from the Cascades to The Dalles. THE UPPER COLUMBIA. First Tour— Passengers will remember that, arriving at The Dalles, on the Union Pacific Railway, they have the option of proceeding into Portland either by rail or river, and their ticket is available for either route. The river trip will be found a very pleasant diversion after the long railway ride, and a day's sail down the majestic Columbia is a memory-picture which lasts a life-time. It is eighty-eight miles by rail to Portland, the train skirting the river bank up to within a few miles of the city. By river, it is forty-five miles to the Upper Cascades, then a six-mile portage via narrow-gauge railway, then sixty miles by steamer again to Portland. The boat leaves The Dalles at about 7 in the morning, and reaches Portland at 6 in the evening. The accommodations on these boats are first-class in every respect; good table, neat staterooms, and courteous attendants. This tour is planned for those who may wish to start from Portland by the Union Pacific Railway. Take the evening train from Portland to The Dalles. Arriving at The Dalles, walk down to the boat, which lies only a few yards down stream from the station. Sleep on board, so that you may be ready early in the morning for the stately panorama of the river. Another plan is to give a day to the interesting country in the near vicinity. The Dalles proper of the Columbia begin at Celilo, fourteen miles above this point, and are simply a succession of rapids, until, nearing The Dalles Station, the stream for two and a half miles narrows down between walls of basaltic rock 130 feet across. In the flood-tides of the spring the water in this chasm has risen 126 feet. The word "Dalles" is rather misleading. The word is French, "dalle," and means, variously, "a plate," "a flagstone," "a slab," alluding to the oval or square shaped stones which abound in the river bed and the valley above. But the early French hunters and trappers called a chasm or a defile or gorge, "dalles," meaning in their vernacular "a trough"—and "Dalles" it has remained. There is a quaint Indian legend connected with the spot which may interest the curious, and it runs something on this wise, Clark's Fork and the Snake river, it will be remembered, unite at Ainsworth to form the Columbia. It flows furiously for a hundred miles and more westward, and when it reaches the outlying ridges of the Cascade chain it finds an immense low surface paved with enormous sheets of basaltic rock. But here is the legend: THE LEGEND OF THE DALLES. In the very ancient far-away times the sole and only inhabitants of the world were fiends, and very highly uncivilized fiends at that. The whole Northwest was then one of the centres of volcanic action. The craters of the Cascades were fire breathers and fountains of liquid flame. It was an extremely fiendish country, and naturally the inhabitants fought like devils. Where the great plains of the Upper Columbia now spread was a vast inland sea, which beat against a rampart of hills to the east of The Dalles. And the great weapon of the fiends in warfare was their tails, which were of prodigious size and terrible strength. Now, the wisest, strongest, and most subtle fiend of the entire crew was one fiend called the "Devil." He was a thoughtful person and viewed with alarm the ever increasing tendency among his neighbors toward fighting and general wickedness. The whole tribe met every summer to have a tournament after their fashion, and at one of these reunions the Devil arose and made a pacific speech. He took occasion to enlarge on the evils of constant warfare, and suggested that a general reconciliation take place and that they all live in peace. The astonished fiends could not understand any such unwarlike procedure from him, and with one accord, suspecting treachery, made straight at the intended reformer, who, of course, took to his heels. The fiends pressed him hard as he sped over the plains of The Dalles, and as he neared the defile he struck a Titanic blow with his tail on the pavement—and a chasm opened up through the valley, and down rushed the waters of the inland sea. But a battalion of the fiends still pursued him, and again he smote with his tail and more strongly, and a vaster cleft went up and down the valley, and a more terrific torrent swept along. The leading fiends took the leap, but many fell into the chasm— and still the Devil was sorely pursued. He had just time to rap once more and with all the vigor of a despairing tail. And this time he was safe. A third crevice, twice the width of the second, split the rocks, riving a deeper cleft in the mountain that held back the inland sea, making a gorge through the majestic chain of the Cascades and opening a way for the torrent oceanward. It was the crack of doom for the fiends. Essaying the leap, they fell far short of the edge, where the Devil lay panting. Down they fell and were swept away by the flood; so the whole race of fiends perished from the face of the earth. But the Devil was in sorry case. His tail was unutterably dislocated by his last blow; so, leaping across the chasm he had made, he went home to rear his family thoughtfully. There were no more antagonists; so, perhaps, after all, tails were useless. Every year he brought his children to The Dalles and told them the terrible history of his escape. And after a time the fires of the Cascades burned away; the inland sea was drained and its bed became a fair and habitable land, and still the waters gushed through the narrow crevices roaring seaward. But the Devil had one sorrow. All his children born before the catastrophe were crabbed, unregenerate, stiff-tailed fiends. After that event every new-born imp wore a flaccid, invertebrate, despondent tail—the very last insignium of ignobility. So runs the legend of The Dalles—a shining lesson to reformers. Leaving The Dalles in the morning, a splendid panorama begins to unfold on this lordly stream—"Achilles of rivers," as Winthrop called it. It is difficult to describe the charm of this trip. Residents of the East pronounce it superior to the Hudson, and travelers assert there is nothing like it in the Old World. It is simply delicious to those escaped from the heat and dust of their far-off homes to embark on this noble stream and steam smoothly down past frowning headlands and "rocks with carven imageries," bluffs lined with pine trees, vivid green, past islands and falls, and distant views of snowy peaks. There is no trip like it on the coast, and for a river excursion there is not its equal in the United States. THE ISLE OF THE DEAD. Twelve miles below "The Dalles" there is a lonely, rugged island anchored amid stream. It is bare, save for a white monument which rises from its rocky breast. No living thing, no vestige of verdure, or tree, or shrub, appears. And Captain McNulty, as he stood at the wheel and steadied the "Queen," said: "That monument? It's Victor Trevet's. Of course you never heard of him, but he was a great man, all the same, here in Oregon in the old times. Queer he was, and no mistake. Member of one of the early legislatures; sort of a general peacemaker; everybody went to him with their troubles, and when he said a lawsuit didn't go, it didn't, and he always stuck up for the Indians, and always called his own kind 'dirty mean whites.' I used to think that was put on, and maybe it was, but anyhow that's the way he used to talk. And a hundred times he has said to me, 'John, when I die, I want to be buried on Memaloose Isle.' That's the 'Isle of the Dead,' which we just passed, and has been from times away back the burial place of the Chinook Indians. It's just full of 'em. And I says to him, 'Now, Vic., it's fame your after.' 'John,' says he, 'I'll tell you: I'm not indifferent to glory; and there's many a big gun laid away in the cemetery that people forget in a year, and his grave's never visited after a few turns of the wheel; but if I rest on Memaloose Isle, I'll not be forgotten while people travel this river. And another thing: You know, John, the dirty, mean whites stole the Indian's burial ground and built Portland there. Everyday the papers have an account of Mr. Bigbug's proposed palace, and how Indian bones were turned up in the excavation. I won't be buried alongside any such dirty, mean thieves. And I'll tell you further, John, that it may be if I am laid away among the Indians, when the Great Day comes I can slip in kind of easy. They ain't going to have any such a hard time as the dirty whites will have, and maybe I won't be noticed, and can just slide in quiet along with their crowd.' "And I tell you," said the honest Captain, as he swung the "Queen" around a sharp headland, and the monument and island vanished, "he has got his wish. He don't lay among the whites, and there isn't a day in summer when the name of Vic. Trevet ain't mentioned, either on yon train or on a boat, just as I am telling it to you now. When he died in San Francisco five years ago, some of his old friends had him brought back to 'The Dalles,' and one lovely Sunday (being an off day) we buried him on Memaloose Isle, and then we put up the monument. His earthly immortality is safe and sure, for that stone will stand as long as the island stays. She's eight feet square at the base, built of the native rock right on the island, then three feet of granite, then a ten-foot column. It cost us $1,500, and Vic. is bricked up in a vault underneath. Yes, sir, he's there for sure till resurrection day. Queer idea? Why, blame it all, if he thought he could get in along with the Chinooks it's all right, ain't it? Don't want a man to lose any chances, do you?" So much has been said of this mighty river that the preconceived idea of the tourist is of a surging flood of unknown depth rushing like a mountain torrent. The plain facts are that the Lower Columbia is rather a placid stream, with a sluggish current, and the channel shoals up to eight feet, then falling to twelve, fifteen and seventeen feet, and suddenly dropping to 100 feet of water and over. In the spring months it will rise from twenty-five to forty feet, leaving driftwood high up among the trees on the banks. The tide ebbs and flows at Portland from eighteen inches to three feet, according to season, and this tidal influence is felt, in high water, as far up as the Cascades. It is fifty miles of glorious beauty from "The Dalles" to the Cascades. Here we leave the steamer and take a narrow-gauge railway for six miles around the magnificent rapids. At the foot of the Cascades we board a twin boat, fitted up with equal taste and comfort. THE MIDDLE COLUMBIA. Swinging once more down stream we pass hundreds of charming spots, sixty miles of changeful beauty all the way to Portland; Multnomah Falls, a filmy veil of water falling 720 feet into a basin on the hillside and then 130 feet to the river; past the rocky walls of Cape Horn, towering up a thousand feet; past that curious freak of nature, Rooster Rock, and the palisades; past Fort Vancouver, where Grant and Sheridan were once stationed, and just at sunset leaving the Columbia, which by this time has broadened into noble dimensions, we ascend the Willamette twelve miles to Portland. And the memory of that day's journey down the lordly river will remain a gracious possession for years to come. THE LEGEND OF THE CASCADES. There is a quaint Indian legend concerning the Cascades to the effect that away back in the forgotten times there was a natural bridge across the river—the water flowing under one arch. The Great Spirit had made this bridge very beautiful for his red children; it was firm, solid earth, and covered with trees and grass. The two great giants who sat always glowering at each other from far away (Mount Adams and Mount Hood) quarreled terribly once on a time, and the sky grew black with their smoke and the earth trembled with their roaring. And in their rage and fury they began to throw great stones and huge mountain boulders at one another. This great battle lasted for days, and when the smoke and the thunderings had passed away and the sun shone peacefully again, the people came back once more. But there was no bridge there. Pieces of rock made small islands above the lost bridge, but below that the river fretted and shouted and plunged over jagged and twisted boulders for miles down the stream, throwing the spray high in air, madly spending its strength in treacherous whirlpools and deep seductive currents—ever after to be wrathful, complaining, dangerous. The stoutest warrior could not live in that terrible torrent. So the beautiful bridge was lost, destroyed in this Titan battle, but far down in the water could be seen many of the stately trees which the Great Spirit caused to remain there as a token of the bridge. These he turned to stone, and they are there even unto this day. The theory of the scientists, of course, runs counter to the pretty legend. Science usually does destroy poetry, and they tell us that a part of the mountain slid into the river, thus accounting for the remnant of a forest down in the deep water. Moreover, pieces which have been recovered show the wood to be live timber, and not petrified, as the poetic fiction has it. The Columbia has not changed in the centuries, but flows in the same channel here as when in the remote ages the lava, overflowing, cut out a course and left its pathway clear for all time. Below the lower Cascades a sea-coral formation is found, grayish in color and not very pretty, but showing conclusively its sea formation. Sandstone is also at times uncovered, showing that this was made by sea deposit before the lava flowed down upon it. This Oregon country is said to be the largest lava district in the world. The basaltic formations in the volcanic lands of Sicily and Italy are famous for their richness, and Oregon holds out the same promise for agriculture. The lava formation runs from Portland to Spokane Falls, as far north as Tacoma, and south as far as Snake river—all basaltic formation overlaid with an incomparably rich soil. The trip from Portland by rail to "The Dalles," if the tourist should chance not to arrive in Portland by the Union Pacific line from the east, will be found charming. It is eighty-eight miles distant. Multnomah Falls is reached in thirty-two miles; Bonneville, forty-one miles, at the foot of the Cascades; five miles farther is the stupendous government lock now in process of building around the rapids; Hood river, sixty-six miles, where tourists leave for the ascent of Mount Hood. It is about forty miles through a picturesque region to the base of the mountain. Then from Hood river, an ice-cold stream, twenty-two miles into "The Dalles," where the steamer may be taken for the return trip. In this eighty-eight miles from Portland to "The Dalles" there are twelve miles of trestles and bridges. The railway follows the Columbia's brink the entire distance to within a few miles of the city. The scenery is impressively grand; the bluffs, if they may be so called, are bold promontories attaining majestic heights. One timber shute, where the logs come whizzing into the river with the velocity of a cannon-ball, is 3,328 feet long, and it is claimed a log makes the trip in twenty seconds. THE LOWER COLUMBIA. Second Tour— While the Upper Columbia abounds in scenery of wild and picturesque beauty, the tourist must by no means neglect a trip down the lower river from Portland to Astoria and Ilwaco, and return. The facilities now offered by the Union Pacific in its splendid fleet of steamers render this a delightful excursion. On a clear day, one may enjoy at the junction of the Willamette with the Columbia a very wonderful sight—five mountain peaks are on view: St. Helens, Mt. Jefferson, Mt. Adams, Mt. Hood, and Mt. Rainier. St. Helens, queen of the Cascade Range, a fair and graceful cone. Exquisite mantling snows sweep along her shoulders toward the bristling pines. Not far from her base, the Columbia crashes through the mountains in a magnificent chasm, and Mt. Hood, the vigorous prince of the range, rises in a keen pyramid some 12,000 feet. Small villages and landing-places line the shores, almost too numerous to mention. There are, of the more important, St. Johns, St. Helens, Columbia City, Kalama, Rainier, Westport, Cathlamet, Knappa, and Astoria at the mouth, a busy place of 6,000 people. Salmon canneries there are without number. It is about 98 miles by the chart from Portland to Astoria. Across the bay is the pretty town of Ilwaco. Ft. Canby and Cape Disappointment look across to Ft. Stevens and Point Adams. From Astoria, one may drive eighteen miles to Clatsop Beach, famous for its clams, crab, and trout, and Ben Holliday's hotel. But the fullest enjoyment is obtained by making a round trip, including a lay-over at Ilwaco all night, and returning to Portland next day, and sleeping on board the boat. A railway runs from the town to the outside beach, a mile and a half distant. There is a drive twenty-five miles long up this long beach to Shoal Water Bay, which is beautiful beyond description. This district is the great supply point for oysters, heavy shipments being made as far south as San Francisco. Sea bathing, both here and at Clatsop Beach, is very fine. The boats of the Union Pacific Ry. on the Columbia leave nothing to be desired. The "T.J. Potter," a magnificent side-wheel steamer, made her first trip in July, 1888. She is 235 feet long, 35 feet beam, and 10 feet hold, with a capacity of 600 passengers. The saloon and state-rooms are fitted with every convenience, and handsomely decorated. The "Potter" was built entirely in Portland, and the citizens naturally take great pride in the superb vessel. In August, 1888, this steamer made the run from her berth at Portland to the landing stage at Astoria in five hours and thirty-one minutes. Then there are two night passenger boats from Portland down, the ""R.R. Thompson" and the "S.G. Reed," both stern-wheelers of large size, spacious, roomy boats, well appointed in every particular. The Thompson is 215 feet long, 38 feet beam, and 1,158 tons measurement. In addition to these, there are two day mail passenger and freight boats; they handle the way traffic; the larger boats above mentioned make the run direct from Portland to Astoria without any landings. SOME RANDOM NOTES. A mistaken idea has possessed many tourists that the Puget Sound steamers start from Portland; they leave Tacoma for all points on the Sound, and Tacoma is about 150 miles by rail from Portland. One steamer sails every twelfth day from Portland to Seattle. One steamer per month leaves Portland for Alaska, but she touches at Port Townsend before proceeding north. One steamship leaves Tacoma for Alaska during the season of 1890, about every fifteen days, from June to September. The Ocean steamers sail every fourth day from Portland to San Francisco. There are semi-weekly boats between Portland and Corvallis, and tri-weekly between Portland and Salem. On the Sound there are three boats each way, daily (except Sunday), between Tacoma and Seattle; one boat each way, daily (except Sunday), between Tacoma and Victoria; one boat each way, daily (except Sunday), between Seattle and Whatcom, and one boat, daily (except Sunday), between Whatcom and Seminahmoo. Only one class of tickets is sold on the River and Sound boats; on the Ocean steamers there are two classes: cabin and steerage. The steerage passengers on the Ocean steamers have a dining-room separate from the first-class passengers—on the lower deck—and are given abundance of wholesome food, tea and coffee. On River and Sound boats, a ticket does not include meals and berths, but it does on the ocean voyage, or the Alaska trip. The usual price for meals is 50 cents, and they will be found uniformly excellent. Breakfast, lunch, and a 6 o'clock dinner are served. The price of berths on these boats runs from 50 cents for a single berth to $3 per day for the bridal chamber. No liquors of any kind are kept on sale on any River or Sound steamer, but a small stock of the best brands will be found on the Ocean steamers. State-rooms on the River and Sound steamers are provided with one double lower and one single upper berth. Passengers can, if they choose, purchase the full accommodation of a state-room. The steerage capacity of each of the three Ocean steamers is about 300. The diagram of the Ocean steamers and the night boats to Astoria can always be found at the Union Ticket Office of the Union Pacific Railway in Portland, corner First and Oak Streets. Tourists receive more than an ordinary amount of attention on these steamers, more than is possible to pay them on a railway train. The pursers will be found polite and obliging, always ready to point out places of interest and render those little attentions which go so far toward making travel pleasant. On River and Sound boats, the forward cabin is generally the smoking-room, the cabin amidships is used for a "Social Hall," and the "After Saloon" is always the ladies' cabin. All Union Pacific steamers in the Ocean service are heated with steam and lighted with electricity; all have pianos and a well-selected library. The beds on these boats are well-nigh perfect, woven-wire springs and heavy mattresses. They are kept scrupulously clean— the company is noted for that—and the steerage is as neat as the main saloon. One hundred and fifty pounds of baggage is allowed free on board both boats and trains. Boats leaving terminal points at any time between 10 p.m. and 7 a.m., arrange so that passengers can go on board after 7 p.m. and retire to their state-rooms, thus enjoying an unbroken night's rest. Sea-sickness is never met with on the Sound, and very rarely on the voyage from Portland to San Francisco. On the Pacific, the ship is never out of sight of land, and the sea is as smooth as a mill-pond. The heaviest swell encountered is going over the Columbia River Bar. The ocean is uniformly placid during the summer months. The trip, with its freedom from the dust, rush, and roar of a train, and the inexorable restraint one always feels on the cars, is a delightful one, and with larger comforts and more luxurious surroundings, one enjoys the added pleasure of courteous and thoughtful service from the various officers of the ship. Taking the "Columbia" as a sample of the class of steamships in the Union Pacific fleet, we notice that she is 334 feet long, 2,200 horse-power, nearly 3,000 tonnage, has 65 state-rooms, and can accommodate 200 saloon and 200 steerage passengers. Steam heat and electric light are used. In 1880 the first plant from Edison's factory was put on board the "Columbia," at that time a great curiosity, she being the first ship to use the incandescent light. CRATER LAKE. Crater Lake is situate in the northwestern portion of Klamath county, Oregon, and is best reached by leaving the Southern Pacific Railroad at Medford, which is 328 miles south of Portland, and about ninety miles from the lake, which can be reached by a very good wagon road. The lake is about six miles wide by seven miles long, but it is not its size which is its beauty or its attraction. The surface of the water in the lake is 6,251 feet above the level of the sea, and is surrounded by cliffs or walls from 1,000 to over 2,000 feet in height, and which are scantily covered with timber, and which offer at but one point a way of reaching the water. The depth of the water is very great, and it is very transparent, and of a deep blue color. Toward the southwestern portion of the lake is Wizard Island, 845 feet high, circular in shape, and slightly covered with timber. In the top of this island is a depression, or crater—the Witches' Caldron—100 feet deep, and 475 feet in diameter, which was evidently the last smoking chimney of a once mighty volcano, and which is now covered within, as without, with volcanic rocks. North of this island, and on the west side of the lake, is Llao Rock, reaching to a height of 2,000 feet above the water, and so perpendicular that a stone may be dropped from its summit to the waters at its base, nearly one-half mile below. So far below the surrounding mountains is the surface of the waters in this lake, that the mountain breezes but rarely ripple them; and looking from the surrounding wall, the sky and cliffs are seen mirrored in the glassy surface, and it is with difficulty the eye can distinguish the line where the cliffs leave off and their reflected counterfeits begin. OREGON NATIONAL PARK. Townships 27, 28, 29, 30, and 31, in Ranges 5 and 6 east of the Willamette meridian, are asked to be set apart as the Oregon National Park. This area contains Crater Lake and its approaches. The citizens of Oregon unanimously petitioned the President for the reservation of this park, and a bill in conformity with the petition passed the United States Senate in February, 1888. Third Tour— Third Tour— From Portland to Port Townsend, Seattle, and Tacoma. WASHINGTON is 340 miles long by about 240 wide. The first actual settlement by Americans was made at Tumwater in 1845. Prior to this, the country was known only to trappers and fur traders. Territorial government was organized in 1853, and Washington was admitted as a State, November, 1889. The State is almost inexhaustibly rich in coal and lumber, and has frequently been called the "Pennsylvania of the Pacific Coast." The precious metals are also found in abundance in many districts. The yield of wheat is prodigious. Apples, pears, apricots, plums, prunes, peaches, cherries, grapes, and all berries flourish in the greatest profusion. Certain it is that there is no other locality where trees bear so early and surely as here, and where the fruit is of greater excellence, and where there are so few drawbacks. At the Centennial Exposition, Washington Territory fruit-tables were the wonder of visitors and an attractive feature of the grand display. This Territory carried off seventeen prizes in a competitive contest where thirty-three States were represented. It is a pleasant journey of 150 miles through the pine forests from Portland to Tacoma. Any one of the splendid steamers of the Union Pacific may be taken for a trip to Victoria. Leaving Tacoma in the morning, we sail over that noble sheet of water, Puget Sound. The hills on either side are darkly green, the Sound widening slowly as we go. Seattle is reached in three hours, a busy town of 35,000 people, full of vim, push, and energy. Twenty million dollars' worth of property went up in flame and smoke in Seattle's great fire of June 6, 1889. The ashes were scarcely cold when her enthusiastic citizens began to build anew, better, stronger, and more beautiful than before. A city of brick, stone, and iron has arisen, monumental evidence of the energy, pluck, and perseverance of the people, and of their fervent faith in the future of Seattle. Then Port Townsend, with its beautiful harbor and gently sloping bluffs, "the city of destiny," beyond all doubt, of any of the towns on the Sound. Favored by nature in many ways, Townsend has the finest roadstead and the best anchorage ground in these waters, and this must tell in the end, when advantages for sea trade are considered. Victoria, B.C., is reached in the evening, and we sleep that night in Her Majesty's dominions. The next day may be spent very pleasantly in driving and walking about the city, a handsome town of 14,000 people. A thorough system of macadamized roads radiates from Victoria, furnishing about 100 miles of beautiful drives. Many of these drives are lined with very handsome suburban residences, surrounded with lawns and parks. Esquimalt, near Victoria, has a fine harbor. This is the British naval station where several iron-clads are usually stationed. There is also an extensive dry-dock, hewn out of the solid rock, capacious enough to receive large vessels. In the evening after dinner, one can return to the steamer and take possession of a stateroom, for the boat leaves at four in the morning. When breakfast time comes we are well on our return trip, and moving past Port Townsend again. The majestic straits of Fuca, through which we have passed, are well worth a visit; it is a taste of being at sea without any discomfort, for the water is without a ripple. As we steam homeward there is a vision which has been described for all time by a master hand. "One becomes aware of a vast, white shadow in the water. It is a giant mountain dome of snow in the depths of tranquil blue. The smoky haze of an Oregon August hid all the length of its lesser ridges and left this mighty summit based upon uplifting dimness. Only its splendid snows were visible high in the unearthly regions of clear, noonday sky. Kingly and alone stood this majesty without any visible comrade, though far to the north and south there were isolated sovereigns. This regal gem the Christians have dubbed Mount Rainier, but more melodious is its Indian name, 'Tacoma.'" A LEGEND OF TACOMA. Theodore Winthrop, in his own brilliant way, tells a quaint legend of Tacoma, as related to him by a frowsy Siwash at Nisqually. "Tamanous," among the native Indians of this section, is a vague and half-personified type of the unknown and mysterious forces of Nature. There is the one all-pervading Tamanous, but there are a thousand emanations, each one a tamanous with a small "t." Each Indian has his special tamanous, who thus becomes "the guide, philosopher, and friend" of every Siwash. The tamanous, or totem, types himself as a salmon, a beaver, an elk, a canoe, a fir-tree, and so on indefinitely. In some of its features this legend resembles strongly the immortal story of Rip Van Winkle; it may prove interesting as a study in folk-lore. "Avarice, O, Boston tyee!" quoth the Siwash, studying me with dusky eyes, "is a mighty passion. Know you that our first circulating medium was shells, a small perforated shell not unlike a very opaque quill toothpick, tapering from the middle, and cut square at both ends. We string it in many strands and hang it around the neck of one we love—namely, each man his own neck. And with this we buy what our hearts desire. Hiaqua, we call it, and he who has most hiaqua is wisest and best of all the dwellers on the Sound. "Now, in old times there dwelt here an old man, a mighty hunter and fisherman. And he worshipped hiaqua. And always this old man thought deeply and communed with his wisdom, and while he waited for elk or salmon he took advice within himself from his demon—he talked with tamanous. And always his question was, 'How may I put hiaqua in my purse?' But never had Tamanous revealed to him the secret. There loomed Tacoma, so white and glittering that it seemed to stare at him very terribly and mockingly, and to know of his shameful avarice, and how it led him to take from starving women their cherished lip and nose jewels of hiaqua, and give them in return tough scraps of dried elk-meat and salmon. His own peculiar tamanous was the elk. One day he was hunting on the sides of Tacoma, and in that serene silence his tamanous began to talk to his soul. 'Listen!' said tamanous—and then the great secret of untold wealth was revealed to him. He went home and made his preparations, told his old, ill-treated squaw he was going for a long hunt, and started off at eventide. The next night he camped just below the snows of Tacoma, but sunrise and he struck the summit together, for there, tamanous had revealed to him, was hiaqua—hiaqua that should make him the greatest and richest of his tribe. He looked down and saw a hollow covered with snow, save at the centre, where a black lake lay deep in a well of purple rock, and at one end of the lake were three large stones or monuments. Down into the crater sprang the miser, and the morning sunshine followed him. He found the first stone shaped like a salmon head; the second like a kamas root, and the third, to his great joy, was the carven image of an elk's head. This was his own tamanous, and right joyous was he at the omen, so taking his elk-horn pick he began to dig right sturdily at the foot of the monument. At the sound of the very first blow he made, thirteen gigantic otters came out of the black lake and, sitting in a circle, watched him. And at every thirteenth blow they tapped the ground with their tails in concert The miser heeded them not, but labored lustily for hours. At last, overturning a thin scale of rock, he found a square cavity filled to the brim with hiaqua. "He was a millionaire. "The otters retired to a respectful distance, recognizing him as a favorite of Tamanous. "He reveled in the treasure, exulting. Deep as he could plunge his arm, there was still more hiaqua below. It was strung upon elk sinews, fifty shells on a s...