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Trains
Chicago, and The Atchison, Topeka and Santa Fe R. R.
Emporia News, January 17, 1868.
No country west of the Mississippi about which we have any information, gives more reasonable and certain promise of early and rich development than that through, and toward which the line of the Atchison, Topeka and Santa Fe road is to be pushed. There is certainly no part of Kansas so promising to railroad enterprises as the Southwest. And why? The moment the road reaches the Arkansas River, which it will do within a distance of 125 miles from Topeka, it will intersect the immense present trade in cattle, hides, furs, and Indian goods from Texas, and the intervening Indian country, and be the sure means of increasing that trade, within a very brief space of time, at least five hundred percent. Fifty thousand head of cattle from Texas yearly is a moderate estimate for the next ten years, judging from the last two years’ actual observations. This trade now goes to the Union Pacific (Eastern Division) for its outlet.
From the point where the Atchison, Topeka and Santa Fe road crosses the Arkansas River—between the mouth of the Little Arkansas, where all this Texas and Southern trade comes—to the nearest shipping point on the Union Pacific, is at least 100 miles, or nearly the same distance as to Topeka. Consequently, no possible contingency can arise by which the Union Pacific road can obtain this trade, when the Atchison, Topeka and Santa Fe is once in operation to that point.
This Southwestern and Texas trade being only just begun, and forming as it does, one of the very important items in the business of the Union Pacific road at this time, what may we reasonably expect it to be in two or three years hence, with the advantages the construction of the Atchison, Topeka and Santa Fe road will give it?
It is but a very reasonable premise that whatever tends to promote the interest of the Union Pacific, Eastern Division, will prove equally of interest to St. Louis. And, in a like manner, whatever tends to promote the interests of the Atchison, Topeka and Santa Fe road, will have a similar realizing interest in Chicago. In other words, the Atchison, Topeka and Santa Fe, St. Joe and Hannibal, and Chicago, Burlington and Quincy roads make up one line of road, while the Union Pacific and Missouri Pacific make up another. St. Louis has said, by her pushing the U. P. westward to Pond Creek, thence southwesterly to Santa Fe and Albuquerque, that this immense Texas trade, Indian trade, and the great salt region, were items of no special importance to her. Has she not shot the “arrow beyond the mark”—when she so adroitly managed to run completely around what is today the most attractive region of the West?—a region having within its limits a salt plain 50 by 100 miles in extent, which only needs railway communication to develop untold treasures; which only needs labor and other means of transportation to be able to supply the world, if necessary, with salt, in quality and cheapness unprecedented. Besides the truly wondrous salt plain, in this region inexhaustible quantities of lead, tin, iron, and copper are known to exist; and, to some extent, gold and silver—a region containing, in soil, minerals, and other resources, advantages second to none other, and at once attractive; where capital invested will yield handsome returns, and where labor will meet with ready remunerative demand.
Who is there so blind as not to comprehend the immense advantages to accrue from a railway communication with that country? And who cannot see at a glance that among all the projected lines of railway west of the Mississippi, the Atchison, Topeka and Santa Fe line is the only one whose line points directly to the Pacific coast through the dominion of old Mexico?
If this be true, who cannot see the direct interest Chicago has in this road? Take down your map for a moment and examine this idea. Look for Chicago, then Quincy, then Atchison, Topeka, Emporia, the mouth of the Little Arkansas—crossing the salt plain to the north bend of the Canadian River (where you strike Fremont’s road); thence crossing the Canadian, keep on in a southwesterly direction of the boundary of old Mexico; then on the Pacific coast at the foot of the Gulf of California—or strike the Gulf of Guaymas, no matter which—and then determine in your own mind if you can, that this is not the shortest, most practical, best, and easiest constructed route to the Pacific waters. Then think of what peculiar advantages the route will have by reason of the items before mentioned as to salt and mineral resources.
Is it possible that Chicago, Detroit, Buffalo, New York, and Boston have been asleep in this great interest? Let these great cities but give to the Atchison, Topeka and Santa Fe rail-road the assistance of their good wishes, with such endorsements as their unbiased judgment shall dictate, and before ten years shall have passed away, all and more than this article contemplates will have become a reality. Chicago Republican.
Railroads in Kansas.
Emporia News, January 17, 1868. Editorial column. Kansas now has 518 miles of Rail-road in operation. This will be doubled this year. There is not a Western State which offers more inducements to the immigrant than Kansas, and none where capital, properly invested, will yield a better return for ten years to come than Kansas.
Contract Let. Atchison, Topeka & Santa Fe Railroad Company.
Emporia News, July 3, 1868. Col. C. K. Holliday and D. L. Lakin, of the Atchison, Topeka & Santa Fe Railroad Company, arrived home from New York on the first of July, having succeeded in contracting with eastern parties for building the road.
The Topeka Daily Record says:
They represent that by the terms of the contract, work is to commence during the present month, and while they are only bound to build 25 miles S. W. during the first year, and 15 miles this way from where it leaves the Atchison road (six miles west of Atchison) yet they expect to push the work as fast as it can be done, and hope to reach Burlingame not later than next June, and Emporia early next spring. They are authorized to put Col. Huntoon on to the surveys next Monday, and will do so if he can be engaged, and if not, some other engineer will be employed.
Prospects of the A. T. & S. F. Railroad.
Emporia News, October 30, 1868. This week we were visited by several members of the company who have taken the contract for the construction of the Atchison, Topeka & Santa Fe Railroad. Their names are Henry Keyes, of Vermont, President of the Connecticut & Passumsic Railroad; Charles W. Peirce, of Boston; and C. W. Cobb, of Vermont. Mr. Pierce is Treasurer of the company, and the other gentlemen members of the Board of Directors. Also, D. L. Lakin, of Topeka, and Col. Lawrence, of Burlingame.
From Mr. Lakin we learned the following facts.
That the road is to be built to Burlingame by the first of next July; that the sum of four hundred thousand dollars has been paid into the treasury; that Mr. Peters, the company’s engineer, is now at work at Topeka, examining the routes; that the wheelbarrows, picks, spades, etc., for the grading are now at Topeka, and that it is expected grading will commence next Monday, or early in the week—that there is no sort of doubt but that the road will be built to Burlingame by the specified time.
The people along the line of this road are under many and lasting obligations to Mr. Lakin, Col. Holliday, and others, for the untiring energy they have displayed in getting the road on its present footing.
Topeka & Santa Fe Railroad. Scraps of History.
[Note: In 1868 and 1870 story of organization of A. T. & S. F. was covered. MAW]
Emporia News, November 13, 1868. Ten years since, when there was no bridge across the Kaw at Topeka, four of our citizens, viz.: Hon. E. G. Ross, U. S. Senator; Col. Joel Huntoon, Col. C. K. Holliday, and Col. M. C. Dicky—started for Atchison, in buggies, to organize the “Atchison, Topeka & Santa Fe Railroad Company.”
At that time the citizens of Kansas were poor—they had not much ready money. Our livery men kindly gave these gentlemen the use of teams without compensation. The party provided themselves with an outfit of eatables previous to starting—Maj. Ross taking a stuffed boiled beef heart, and the others made up the cuisine in bread, pickles, etc.
The party neared the ferry, and while discussing the question, whether they should ask the ferryman for credit, or ford the river, the horses plunged into the watery current and after satisfying their thirst, moved on through the water and landed the four railroaders safe on the other side of the raging Kaw.
They arrived safe at Atchison; the Railroad Company was organized; and safely our Topeka men returned home without accident by the way; liberally entertained, without cost by citizens of Atchison.
Again, after an absence of four years in the army of the Union, and three in the United States Senate, our friend Ross returns to Topeka in time to take up the shovel and throw the first earth upon the grading of this same railroad that ten years since he helped organize.
And this morning, in speaking of these years of strife and turmoil, and reverting to this old established company, Col. Huntoon being present, Maj. Ross felt happy that he had been instrumental in helping to form a company that would in a few years, at most, be of so much consequence to the State. Topeka Leader.
Emporia News, September 23, 1870. The construction of the Atchison, Topeka & Santa Fe railroad is to be pushed forward to the Arkansas without any intermission. The funds are pro-vided, all plans matured, and the work will be pushed ahead with the greatest posible rapidity. A section of forty miles southwest of Emporia, extending somewhat beyond Cottonwood Falls, is to be placed under contract immediately. This section of the road is an exceedingly favorable one for rapid work. The line will follow the valley of the Cottonwood, which is remarkably level, with few streams to bridge, and those small ones.
The company have definitely determined not to commence work on the line between this city and Atchison until the road shall have been completed to the Arkansas River. The consid-erations which have led to this determination are practical and controlling. It is obviously to the interest of the company to make their splendid lands in the Southwest available, and this cannot be done until the road shall have been built through them, rendering them easy of access, and establishing rapid and convenient communication between intending settlers and their future markets. Then, the control of the Southern cattle trade is a matter of great, probably paramount importance. Only the slightest knowledge of the country is necessary to show that when the road shall have reached the Arkansas, it will be in a more favorable position to command this busi-ness than any competitor.
We take it that the town lot fever will soon commence to rage in the vicinity of the Arkansas. It has not been determined at what point the road will strike the river, but wherever that point may be, a large and prosperous town is certain to spring up. We understand that it will be the policy of the company to donate a site to the Texas interests, which are expected to develop the locality and to make the town the great depot and emporium of their colossal traffic. There will be many interested in ascertaining the location of this favored spot.
The present brilliant prospects of this mammoth railway enterprise form a signal illustration of the great results which often follow from insignificant causes. All old settlers recollect that terrible year, the memory of which seems destined to be eternal, and which, even at this distance of time, serves as a Gorgon to affright the weak and timid. It was in 1860, when the then inhabi-tants, who had endured so many sacrifices and had experienced so much of sorrow and disap-pointment, were looking forward to years of peaceful and profitable industry, content if only, by earnest labor, a generous soil should afford to them a moderate compensation for all that they had lost and feared and suffered. How these hopes were disappointed we need not remind the reader. A terribly destructive drouth hung over our newly-cultured fields like a poisonous blight, crushing every expectation even of moderate harvests, and presaging inevitable disaster.
It was just at the period when these distressing indications became painfully apparent, that a party of Topeka gentlemen conceived the Utopian idea of setting the Atchison, Topeka & Santa Fe railway enterprise in active operation, not alone or even primarily because of any immediate necessity for the work itself, but in order that employment might be furnished to large numbers of needy persons, who were likely to become objects of charity if some such opportunity for self-support were not offered. Thaddeus Hyatt, the large-hearted philanthropist was then at Atchison, and as he was possessed of considerable capital, the gentlemen to whom we have alluded conceived the idea of inducing him to embark in the enterprise.
Accordingly, one bright morning—unfortunately, all the mornings were bright in those days—this party, consisting of Edmund G. Ross, now United States Senator; Col. C. K. Holli-day; Jacob Safford, now Judge of the Supreme Court, and Col. Dan. Horne, set out for Atchison, which was then, as now, a “great railroad center” (on paper), for the purpose of consulting with the celebrated eastern philanthropist and certain Atchison gentlemen, including a since noted individual, who was soon to become unenviably prominent in another scheme of philanthropy. These gentlemen were “hard up,”—had not money enough to pay their hotel bills, and so they laid in a supply of cooked rations to satisfy their hunger during what was then a long and toil-some journey. They were sparing of the little pocket money which they did possess, and so they slighted Jack Curtis’ ferry and forded the Kaw.
Well, they reached Atchison, and found that the great Hyatt was then under a financial cloud; having no ready means at his command, he could only furnish good wishes and encourag-ing words, and these could not be made immediately available. Nothing remained for them but to draw upon their own unlimited means (prospective). They, therefore, with a half dozen equally wealthy and liberal Atchison gentlemen, magnanimously subscribed four thousand dollars each to the capital stock of the company, and then mutually felicitated each other that at last the enterprise was on a solid financial basis!
Years passed and, strange to say, even with this munificent endowment the work languished. But these sanguine gentlemen, with others equally sanguine, never lost heart; they nursed the enterprise through a struggling precarious infancy, and at last had the supreme satisfaction of seeing it firmly established as among the most flourishing adventures of this prolific and pro-gressive age. All honor to the resolute men who quailed not in the presence of manifold discouragements, and who, not despising the day of small things, built better than they knew.
Atchison, Topeka & Santa Fe Railroad.
Emporia News, November 27, 1868. Col. C. K. Holliday and Hon. D. L. Lakin, of Topeka, the first named President, and the latter a Director in the above company, visited this place on Thursday and Friday of last week, to ascertain what this county would do to secure the extension of the road from Burlingame here. A consultation was had between them and several citizens. Col. Holliday talked to those present about the prospects of success, and urged the importance of the extension. The enterprise is in the hands of a most excellent and energetic company of eastern capitalists, at the head of which is H. C. Lord, of Cincinnati, one of the best railroad men in Ohio. He mentioned the names of other railroad men and capitalists. They will build the road to Burlingame by the first of June next, and propose, if they meet with the proper encouragement, to extend it to this point by the 1st of January 1870, thirteen months hence, or by the 1st of July following, at farthest. These gentlemen express the utmost confidence in the ability of the company to carry out their agreements, and say they are willing to enter into writings to the effect that the road will be built if this county will give them $200,000 in bonds.
As to whether the question will be submitted or not this winter, we are not prepared to say. A petition to the Commissioners has been circulated and a few signatures obtained, but the Commissioners, we believe, refuse to submit the question at present. The people, so far as we have conversed with them, are reluctant to take upon themselves this new burden. They have subscribed $200,000 to the Valley road, and have just voted to have three bridges built, which will cost at least $25,000. We believe the disposition is to wait till spring, and then see what is best to be done. Our opinion is that the people of Lyon County will not be found standing back when the pinch comes. When the time comes we shall discuss this ques-tion calmly and fairly, with our best interests in view. The proposition is certainly worthy of the serious consideration of the people of Lyon County.
Kansas City & Santa Fe Railroad.
Emporia News, December 4, 1868. [From Kansas City Journal of Commerce.]
It is hardly necessary to point out to Western men the trebly demonstrated advantages of railroads. Whatever their value may be in the East, where good common roads and other means of communication exist, they are absolutely the life of the West, which it is not too much to say, could not have been settled, at least for many years to come, without them. Too many railroads, wisely planned and located, cannot be built. There is no investment which so uniformly returns many times the value of the original outlay. To Western men, however, it is hardly necessary to dwell upon this, for they are daily witnesses of the miracles which railroads work in a community, and always welcome their introduction.
Today we propose to call especial attention to the Kansas City & Santa Fe Railroad, a company organized under the laws of the State of Kansas, and comprising among its officers not only citizens of that State, but some of our own best known businessmen, as will be seen by the following list of Directors: Howard M. Holden, M. Dively, W. H. Morgan, J. E. Hayes, R. E. Stevenson, J. B. Bruner, P. P. Elder, W. F. Sheldon, T. C. Bowles, Perry Fuller, and R. Stevens.
Officers of the Kansas City & Santa Fe Railroad are the following. President: P. P. Elder. Secretary: W. H. Morgan. Treasurer: J. E. Hayes.
At present it is not proposed to make an effort to extend the road beyond Emporia, Kansas, to which place, about seventy miles, the road is run by way of Olathe, Gardner, and Ottawa. The Fort Scott road from this city to Olathe is already built, and it is now proposed, we understand, to submit to the citizens of Johnson County, Kansas (in which county Olathe is situated, a proposition to vote $100,000 in bonds to run thirty years, and to bear seven percent interest. The advantages to our own city are so apparent that they need not be dwelt upon. The Neosho Valley, which the road will open to market, is one of the garden spots of Kansas, and needs sufficient outlet only to rise into commanding importance.
Kansas City & Santa Fe Railroad.
Emporia News, December 25, 1868. [From the Ottawa Home Journal.]
It is now less than a year since this enterprise was inaugurated, and a certificate of incorporation issued by the Secretary of State. Under that incorporation the friends of the enterprise have raised the necessary ten per centum of the capital stock in private subscriptions, and have elected a Board of Directors and perfected the organization by the election of a President, Secretary, and Treasurer. It is now proposed to solicit, at the proper time, a vote of bonds from the counties interested in the enterprise, and it is the determination of the Directors, if possible, to put under contract that portion of the road between Olathe and Ottawa before the first of May next.
The proposed route of this road is from Kansas City to Olathe via the Kansas City, Fort Scott & Gulf Railroad, thence to Ottawa via Gardner, thence up the Marais des Cygnes to the point of intersection with the route of the Atchison, Topeka & Santa Fe Railroad, and thence by that route to Emporia on the Neosho River, at the mouth of the Cottonwood. The route beyond that point is not yet determined upon, but will be in good time. . . .
Kansas City & Santa Fe Railroad.
Measures Adopted Looking to Immediate Construction of Road.
Emporia News, February 19, 1869.
As will be seen by the following report, taken from the Kansas City Times, the people of that city are in earnest about building the above named road.
At a meeting of the Board of Directors at Kansas City on the 9th, Maj. P. P. Elder, of Ottawa, President of the road; Gen. W. H. Morgan, of Kansas City, Secretary; Col. Hayes, of Olathe, Treasurer; Maj. T. C. Bowles, of Ottawa; Lieut. Gov. Eskridge, Jacob Stotler, of Emporia; D. R. E. Stevenson, of Olathe; J. B. Bruner, of Gardner; H. F. Sheldon, of Ottawa; and H. M. Holden, of Kansas City, Directors; Gen. Reid and Col. J. D. Williams of Kansas City, were the gentlemen in attendance.
Speeches were made by a number of those present, pointing out the great advantages that would accrue to Kansas City by the building of this railroad.
Santa Fe Proposal: From Topeka to Emporia.
Emporia News, May 14, 1869. Col. C. K. Holliday and D. L. Lakin visited this place on Wednesday for the purpose of asking a submission to the people of Lyon County of the question of voting bonds to the Atchison, Topeka & Santa Fe railroad, a meeting of Com-missioners having been called for that purpose on that day. After a discussion of the matter between these two gentlemen on behalf of the railroad company, and the Commissioners and several citizens, it was agreed to submit the question of taking stock in the road to the amount of $200,000 on the 15th of June next, upon the conditions published below.
Col. Holliday informs us that fifteen miles of the road are now completed and the cars running. A survey is to be made at once from here to the Walnut, it being necessary to file the plat of the route at Washington. The road will run up the Cottonwood at least as far as South fork.
This road is now on a financial basis which insures its success. All doubt of its being built is removed. By the conditions on which the company procured a portion of the Potta-watomie lands, the road has to be completed between Atchison and Topeka by a certain time, thus making it necessary for work to be prosecuted on that end of the route while the road is being built between here and Burlingame. This is the reason why the company ask until the 1st day of October, 1870, to complete the road to this point. While this time is asked for to cover all unlooked-for delays, it is really expected the road will be built to Emporia several months before that time expires.
Chicago, Leavenworth and Emporia.
From the Washington, Iowa, Press.
Emporia News, January 28, 1870.
LEAVENWORTH, January 10, 1870. The building of the Chicago and Southwestern Railroad is considered here the most important of all our enterprises. It is believed that the completion of the road will have a great influence in necessitating the building of another Pacific Railroad, which is destined to be a greater success than the one already constructed. The commercial convention held in Louisville, in October last, considered construction of a new Pacific Railroad the most important enterprise upon which they took action. The following majority report of the committee on railroads was signed by twenty members.
Resolved, That this Convention memorialize Congress to grant the right of way and such subsidies as may seem just to a Southern Pacific Railroad from San Diego, California, via the junction of the rivers Colorado and Gila, along the valley of the Gila, and south of the same to El Paso, on the Rio Grande, and thence to a convenient point near the 32nd parallel of north latitude east of the Brazos or near that river in Texas; to which main trunk, feeder roads may be built from Leavenworth. St. Louis, Kansas City, Cairo, and Galveston, on the east, and Guaymas, Mazatlan, and San Francisco, on the west, and such other roads on the east or west, as may be desired, with equal right of connection to all.
Resolved, That the President of this Convention be requested to forward a copy of this resolution to the President of the United States, the Vice President, and Speaker of the house of Representatives, and request them to present the same to their respective member of Congress. That the chairman of each State delegation be requested to appoint two gentlemen from their respective States to visit Washington at the next sitting of Congress in the interest of the Southern Pacific Railroad, as recommended by this convention.
The minority report was signed by four members, and was as follows.
Resolved, That the United States ought to grant the aid required to secure the construction of a railroad to the Pacific Ocean, along the route known as the 35th parallel route, branching east of the 106th meridian, through Louisiana, Arkansas, and Kansas.
Both reports aim at the same general object, and the committee, which comprised some of the best engineers and railroad men in the country, was unanimous in the opinion that a road must be built somewhere in that vicinity. They only differed a little in location, and in that not materially.
The Topeka and Santa Fe Railroad is nearly completed to Emporia, 60 miles southwest of Topeka, and 120 miles in the same direction from Leavenworth. This road has a liberal grant of land through to the southern boundary of the State, and when the road is completed to that point, it will not be allowed to stop for want of aid. It will strike the North Fork of the Canadian at the 99th Meridian and the 36th Parallel. This is believed to be the point where the grand junction will be. St. Louis has a road completed nearly halfway across Missouri, in a southwesterly direction, which the people of that city intend as their branch of the new Pacific Railroad. Memphis is already moving in the matter, and a road across Arkansas is a certainty, while the rapid settlement of the Indian country makes an outlet for the products of that fine territory a necessity. If this road across the continent is built, Memphis will be the gate city of Tennessee, Kentucky, Mississippi, Alabama, Florida, Georgia, and the Caro-linas, Virginia, and West Virginia for many years to come.
Going west, the line follows the Canadian nearly to Ft. Sumner, on the Pecos River, New Mexico, thence to Ft. McRay, on the Rio Grande, Ft. Goodwin, Arizona, and along the Gila to Arizona City, or Ft. Yuma, and on the Colorado River, and thence northwest to San Fran-cisco. The best engineers in the United States agree that this is the best route on the continent for a Pacific railroad. Following river courses it is easily built, and there is no part of the line which will ever be obstructed by snow, or want for water. There is no finer country in the world than that traversed by this proposed route.
This road ought to be built in five years. There is no doubt but it will be within a few years at farthest. There will be a strong influence brought to bear in Congress, this winter, in the interest of this road and the portions of the country to be benefitted by it, and men of good judgment believe the matter will be considerably advanced if not entirely disposed of before Congress adjourns.
The completion of the Chicago & Southwestern Railroad marks the progress of one branch of this great enterprise to a distance of about 400 miles, namely, from Washington, Iowa, to Emporia, Kansas. . . .
From Creswell. [Later known as Arkansas City.]
Emporia News, April 8, 1870.
This town is situated on the Arkansas River, twelve miles above its intersection by the State line; said intersection being two and three-fourths miles below the mouth of the Grouse. The Walnut enters the Arkansas at Creswell, and the valleys of other streams on the south side of the Arkansas converge at this point, making it the natural center of business and population for Cowley County. Creswell is named as a point upon four chartered lines of railroad, viz: The Walnut Valley Branch of the Atchison, Topeka & Santa Fe road; the Preston, Salina & Denver road; the Emporia & Holden road; and the Arkansas Valley, or Fort Smith & Hays City road. It is also confidently expected that this will be the point of crossing for the Fort Scott & Santa Fe road.
The Legislature, at its recent session, ordered the immediate survey of a State road, by the most direct route, from Emporia to Creswell.
The M., K. & T. Railroad.
Emporia News, June 17, 1870.
The last spike on this road, in Kansas, was driven by Manager R. S. Stevens a few days ago, and the first spike across the line in the Indian Territory was driven by Col. Boudinot, a Cherokee Indian. Trains are now running to the Cherokee Nation! The road is graded fifteen or twenty miles into the Indian country. We call that business! Nearly two hundred miles of railroad built in a little over a year! The race between Joy and Stevens to get to the State line has been won by Stevens, and Joy has been scooped! The great Railroad King has been headed off and non-plussed by a new man. Bob Stevens is now the Railroad King. The beauty of this all is that the Missouri, Kansas & Texas (formerly Union Pacific, Southern Branch) road will be, in all probability, the great trunk line to the Gulf! People up about Lawrence and Leavenworth who used to smile when the building of this road was talked of, can now realize what they smiled about. The fact is, the building of this road is the wonder of the age.
This road was first provided with a grant of land in Lane’s Kansas railroad system, as a branch road to run from where the Atchison, Topeka & Santa Fe road would cross the Neosho River (then intended to be at Council Grove) to where the Leavenworth, Lawrence & Galveston road should cross said stream. The bill was afterwards changed so as to make Emporia the point at which the A., T. & S. F. road should cross the Neosho. Through the influence of citizens of Emporia, this branch was extended to an intersection with the Kansas Pacific road at or near Fort Riley, and given an additional grant of land.
A lot of earnest, hard working Neosho Valley men took hold of the enterprise with a view of making it a distinct and grand trunk road to the Gulf. After years of hard work they succeeded, and now they have their reward. One thing is about settled: this road goes to the Gulf. It will soon have two very important eastern connections; one via Sedalia and Ft. Scott, and the other from Holden, via Paola and Ottawa, to Emporia. It is also to be extended from Junction City to an intersection with the Union Pacific at Ft. Kearney or some other point. Then it will be the great thoroughfare for Central and Southern Kansas, and all the Southwestern States, to the mountains and Pacific coast. Then it will be the greatest road in the West! Then it will be what its projectors and builders have always intended it should be. Passengers from the mountains and Pacific slope will change cars at Kearney for New Orleans and Liverpool! Hurrah for the noble and enthusiastic eastern capitalists who built the road! Hurray for the people of the Neosho Valley who have lent the helping hand and given this enterprise all the assistance in their power from its inception! Will the gentleman from Galveston pass the fresh oranges, while the fellow from the snowy range dishes out the ice-cream?
Emporia News, July 1, 1870.
Railroads, like some individuals, change their names to suit circumstances. The name of the St. Louis & Santa Fe road, familiarly known as the Holden & Paola railroad, is changed to Missouri, Kansas & Texas railroad. From Holden to the State line it is called the Missouri division, and from the State line west the Kansas division. Paola Republican.
Railroads in Kansas.
Emporia News, July 1, 1870. The following are the names of the railroads in the State and the number of miles completed.
The Kansas Pacific: 421
The Kansas Pacific (Leavenworth branch): 33
Missouri, Kansas & Texas: 182
Union Pacific, Central Branch: 100
Leavenworth, Lawrence & Galveston: 52
Olathe Branch: 12
Missouri River, Fort Scott & Gulf: 102
Atchison, Topeka & Santa Fe: 27
Missouri River road: 28
Leavenworth, Atchison & Northwestern: 21
St. Joseph & Denver: 40
TOTAL: 1,283 miles.
The Emporia & Southwestern Railroad.
Emporia News, July 8, 1870.
Articles of incorporation have been filed for the organization of a company to build a railroad from here to the Southwest. The names of the incorporators are as follows: C. V. Eskridge, S. B. Riggs, L. N. Robinson, E. Borton, E. B. Peyton, T. J. Peter, E. B. Crocker, M. G. Mains, Jacob Stotler, T. B. Murdock, and G. H. Norton. The road is to run from here via South Fork and Walnut valleys to Arkansas City, touching at the principal towns along the route, and thence to Fort Belknap, Texas. It is intended as an extension of the Kansas City & Santa Fe road, which will probably be built to this point at an early day.
Kansas City and Santa Fe Railroad.
Emporia News, July 8, 1870.
We clip the following sensible article from the Walnut Valley Times. It certainly takes the right view of things for the interests of Butler County. This road, if built through Butler County, traverses the Walnut Valley right through the heart of the county, thus benefitting all the people of the county. We can say to the Times and to the people of Butler that the sentiment here for the road down the Walnut, touching on the towns in the Valley, is unanimous, and that the people of this section are determined to leave no stone unturned to accomplish this object at the earliest possible day. The Times says:
This road will be completed to Ottawa by the 20th of July. The original route as surveyed west from Ottawa is to Emporia; and as to this place, an effort is being made to divert it to Burlington and Eureka and on West to El Dorado.
We will probably get the road, if we render sufficient assistance, by either route. The Humboldt and Arkansas River Railroad and this road are the only ones spoken of as likely to pass through Butler County. If the Kansas City road is built by the way of Eureka, we will get but one road, and Eureka will get the junction of the two roads. If it is built via Emporia, we get the junction of the two roads here, which would certainly be the more preferable. Therefore, we are of the opinion that it would be to our interest to encourage the building of the Kansas City road by the way of Emporia. Coming this way it would necessarily have to traverse the entire valley if it should be built to Arkansas City. We do not think it would be to our interest to vote bonds for the road to come by way of Burlington. The Kansas City and Santa Fe Road is being built very rapidly, and we will soon be called upon to do something in this matter. We will be asked to vote bonds for both roads. The question is: Are the citizens willing to aid these enterprises by voting bonds? The proposition should be carefully considered by every property holder, so that it can be voted intelligently.
Emporia News, July 29, 1870. The first car unloaded in Emporia on the Atchison, Topeka & Santa Fe Railroad, was a car load of furniture for R. C. Haywood & Co. By the way, they have a very large stock of furniture in that house, and now that the cost of trans-portation will be materially reduced, the stock will be still enlarged, in order to supply a great wholesale demand.
Santa Fe to Build to Wichita.
Emporia News, October 7, 1870. Sedgwick County voted bonds to the Atchison, Topeka & Santa Fe Railroad a few days ago, by 300 majority, as we learn from Messrs. Hutchinson & Sowders of the Vidette. This secures the road to Wichita. Hurrah for the Arkansas valley.
Down the Walnut.
Emporia News, June 2, 1871. The people of Cottonwood Falls and the towns in the Walnut Valley are agitating a project to build a railroad from a connection with the Atchison, Topeka & Santa Fe road, at Cottonwood Falls, down the Walnut valley to Arkansas City. Several meetings have already been held. It is expected that the A. T. & S. F. Co. will take hold of the enterprise and build the road.
The Walnut valley is unsurpassed by any section in the State for fertility, extent of arable land, quantity and quality of timber, water power, and all that goes to constitute the elements of a rich and populous country, and no one can doubt, for a moment, who has seen that section of the State, but that a railroad running its entire length would soon be a paying investment to those who would build it. We shall be pleased to hear of arrangements being made which will insure the speedy construction of this road.
Santa Fe Directors.
Emporia News, June 2, 1871. The following named gentlemen were elected Directors of the Atchison, Topeka and Santa Fe road on Thursday: Ginery Twitchell, E. Raymond, F. H. Peabody, Joseph Nickerson, Alden Speare, Thomas Nickerson, Isaac T. Burr, of Boston, Massachusetts; George Opdyke and Henry Blood, of New York; Thomas Sherlock, of Cincinnati; T. J. Peter, D. L. Lakin, C. K. Holliday, of Topeka.
The board of directors elected Ginery Twitchell, president; Isaac T. Burr, vice-president; C. W. Pierce, secretary and treasurer; T. J. Peter, general manager, and D. L. Lakin, land commissioner.
Osage, Neosho and Walnut Valley Railroad.
Emporia News, July 21, 1871.
The papers have been filed for the organization of a company to build a railroad from Ottawa (the present western terminus of the Kansas City and Santa Fe railroad, and soon to be the western terminus of the Holden road) up the Marais des Cygnes River Valley, thence to the Neosho, up the Cottonwood and South Fork to the Walnut Valley, and down that magnificent stream to its mouth, at Arkansas City. This, today, is the most important railroad project on foot in this State, as it traverses five of the best valleys in the western country.
The following gentlemen, who are incorporators of this great enterprise, are men well known for their sagacity, enterprise, and devotion to the interests of Kansas: S. T. Kelsey, Franklin County; J. Mather Jones, Osage County; F. R. Page, C. V. Eskridge, S. J. Crawford, E. P. Bancroft, E. P. Peyton, Lyon County; T. B. Murdock, M. Vaught, J. D. Conner, T. H. Baker, Butler County; D. A. Millington, H. B. Norton, Cowley County.
The length of this road is about 180 miles, and the capital stock is $4,000,000.
We urge, in behalf of the people along this line, immediate action.
Atchison, Topeka & Santa Fe Railroad Branches.
Arkansas City Traveler, March 26, 1879.
We understand that the Atchison, Topeka and Santa Fe Railroad Company have con-tracted for 80,000 tons of rails, with other material, for the purpose of building a branch, starting at Emporia and running through Greenwood, Elk, and Chautauqua counties to the South line of the State of Kansas, at or near Arkansas City, with a branch from Winfield to Wellington in Sumner County, for which bonds have been voted in Cowley and Sumner counties. This makes about 165 miles of new construction. Subscriptions for the money to build these branches will be offered to the stockholders of the Atchison, Topeka and Santa Fe Railroad Company during this month. Boston Journal.
Cowley, Sumner and Fort Smith Railroad.
Extension of Wichita Branch of the A., T. & S. F. Railroad Company.
Winfield Courier, April 10, 1879. Editorial.
When at home two weeks ago we talked with many who feared that the proposed railroad from Wichita to Winfield would not be built within the time agreed upon. We were surprised to find so many residents both of the city and of the country distrustful of the intentions of the Santa Fe company. To all such we stated that on account of their attempt to secure occu-pants for their immense tracts of land in western Kansas, the company could not afford to advertise our county by beginning the construction of their road into it until the rush of the spring immigration is over, but that we were confident the road would be completed the coming summer.
Last Friday we called upon General Manager Strong, and were assured by him that our statement of the case was entirely correct, and that the engineers were then at work making the survey of the route. Mr. Strong stated that the materials for the construction of the road have already been purchased and that he expected within two weeks to send to the COURIER advertisements for bids for the grading. He says that the work on the extension will be pushed rapidly until the road is completed, and that if we said to do so he would yet put ten thousand dollars into the hands of our county treasurer as a forfeit to the county if he fails to have the cars running to Winfield by the 30th of September next.
Mr. Strong is a frank, outspoken man. He means exactly what he says, and we are just as confident that our “pass” is to be made “good to Winfield” within six months as we would be if the Santa Fe company had a forfeit of one hundred thousand dollars in the hands of our county treasurer.
The engineers are out engaged in locating the Cowley, Sumner and Fort Smith railroad, extension of the Wichita branch of the A. T. & S. F. Large amounts of material are in prepa-ration for the work and dirt will soon be flying all along the line from Wichita to Winfield.
Leavenworth, Lawrence & Galveston Railroad Extension.
Winfield Courier, April 10, 1879. General Blair, attorney, and Major Gunn, engineer of the L. L. & G. railroad extension to this place, were in town last Friday and report everything “booming” in relation to their work. Louisburg township, in Montgomery county, voted their bonds by a three-fourths majority. They think that the Elk townships will be carried by even greater majorities. Sumner county is active in the preparation to submit a bond vote and will no doubt put her shoulder to the wheel.
A. T. & S. F. Extension. Cowley, Sumner & Ft. Smith Railroad.
Winfield Courier, April 24, 1879. The engineering corps of the A. T. & S. F. road were surveying through Winfield Tuesday. It is said that the company will be throwing dirt on the road to Winfield in less than ten days.
L., L. & G. Extension. Southern Kansas and Western Railroad.
Winfield Courier, May 8, 1879. The building of the Southern Kansas and Western rail-road from Independence to Winfield within the next ten months is assured. The franchises are voted along the whole line. Louisburg township voted the bonds some weeks ago by an overwhelming majority. Last week Tuesday the Elk townships voted bonds to the road.
On the same day Cowley County voted the bonds by 1200 majority. The company has deposited $10,850, which now cannot be withdrawn and which it must forfeit to Cowley County if the road is not in operation to Winfield within ten months. Major Gunn, the engineer, and Gen. Blair both assure us that it will be built long before the time given, even before the year 1879 expires.
Cowley, Sumner & Fort Smith Railroad.
Winfield Courier, June 26, 1879. A new town has been started at the junction of the Cowley, Sumner & Ft. Smith railroad. It is called Mulvane.
Winfield Courier, July 31, 1879. On Monday evening of this week the construction train on the C. S. & F. S. railroad was at Brown’s Dog Creek Ranche, eighteen miles this side of Wichita. As we go to press we learn that twenty miles of track are laid, to within twenty-five miles of Winfield, and track is being laid at the rate of a mile a day. The grading is nearly completed to within four miles of Winfield.
Southern Kansas and Western Railroad.
Winfield Courier, July 31, 1879.
Mr. Robert Weekly has been over on the railroad work between here and Independence and reports that the grading is about completed all the way from Independence to Elk Falls, thirty-six miles, that eight miles of grading this side of Elk Falls is nearly completed, and that work is being done all along to the top of the Flint Hills. The bridging and track laying are in progress and not far behind the grading. The track is already laid up to the Elk county line. He thinks that next week the last division will be contracted for and grading be in progress all along the line to Winfield. The cuts and fills in rock ascending the Flint Ridge will be heavy and expensive and it is there where the work will be pushed with the most vigor. This work when done will put the finishing touches on the most magnificent scenery in Kansas.
A. T. & S. F. Depots: Winfield and Arkansas City.
Winfield Courier, July 31, 1879. General Manager W. B. Strong, of the A., T. & S. F. railroad, in company with Mr. Savery and Engineer came down on Tuesday last to locate the depots at Winfield and Arkansas City. He held conference with many of our citizens and then passed on to Arkansas City. Yesterday morning (Wednesday) he returned and received propositions from citizens concerning the location, considered them, and finally located the depot on the west side of town. The Arkansas City depot is located southwest of town.
Gen. Strong looks bright and hearty after his long struggle in Colorado in the legal “battle of the giants,” in which he has won a substantial victory against unlimited capital and the most crafty adversaries. Such labors might well have given him an appearance of exhaus-tion. His name is no misnomer as the Jay Gould outfit has discovered to their cost.
Santa Fe Branch: Cowley, Sumner & Ft. Smith Railroad.
Winfield Courier, August 14, 1879. The Cowley, Sumner & Ft. Smith railroad com-menced laying track in this county Wednesday, Aug. 5th, p.m.
Part of the men and machinery for the construction of the railroad bridge across the Walnut below Bliss’ mill have arrived and work was commenced yesterday morning.
A. T. & S. F. Main Line and Branches.
Winfield Courier, August 21, 1879.
The Atchison, Topeka & Santa Fe railroad company is one of the best and soundest corporations in the United States. It has probably more railroad track under its control than any one company. The main line from Atchison to Pueblo is 620 miles divided into three divisions viz: “Eastern, Atchison to Nickerson, 229 miles; middle, Nickerson to Sargent, 242 miles; and western, Sargent to Pueblo, 149 miles.”
There are six branches now on the time table, viz:
Kansas City to Topeka: 67 miles
Pleasant Hill to Cedar Junction: 44 miles
Emporia to Eureka: 47 miles
Florence to Eldorado: 29 miles
Newton to Wichita: 27 miles
La Junta to Las Vegas: 216 miles
Add Atchison to Pueblo: 820 miles
Total miles in operation: 1,050 miles
In addition to the above, there will be put in operation this year:
Wichita to Arkansas City: 56 miles
Mulvane to Caldwell: 36 miles
Eureka to Howard: 35 miles
Florence to McPherson: 50 miles
Las Vegas to Albuquerque: 165 miles
Canon City to Leadville: 108 miles
Amount built in 1879: 450 miles
This will make 1,500 miles of road owned by this company. Besides this the company has leased the Denver & Rio Grande from Denver to Alamosa 210 miles; Pueblo to Canon City, 40 miles; Cucharas to El Moro, 40 miles.
The amount of work that this company under the supervision of General Manager Strong has done this year is incredible, when we consider difficulties and obstacles encountered. Geo. O. Manchester, assistant general manager, has been an invaluable aid. W. F. White, the general passenger and ticket agent, is the right man in the right place, and indeed the whole corps of officers are each especially efficient, otherwise less would have been accomplished.
Santa Fe Branch Railroad Bridge at Winfield.
Winfield Courier, August 28, 1879. Large numbers of our citizens walked up to the rail-road last Sunday. About twenty hands are employed on the railroad bridge, and are pushing it along right lively. A large number of railroaders were in town Tuesday and the number of plain drunks were quite numerous. There are some men in town who think that they can afford to wet their whistles fifteen or twenty times a day, consequently the flourishing condi-tion of our wet-goods houses. The track is laid to Schwantes’ creek, about 24 miles from town, and the cut is being made through the bluff west of town. Thirty days more will anchor the iron horse at “Winfield station.”
Why don’t someone take hold and work up an excursion when the road gets in. The iron horse is within about three miles of town, and if we are going to have a grand blow-out, it is about time to start the thing along. Let us “excurst.”
Preparing for the Santa Fe Branch at Winfield.
Winfield Courier, September 4, 1879. The Southwestern Stage Company brought a splendid bus to town last week, which will run between here and the railroad.
The depot for the A., T. & S. F. road is being pushed forward as fast as men and money can do it. It must be completed in thirty days.
L., L. & G. Extension. Southern Kansas and Western Railroad.
Winfield Courier, September 4, 1879.
The railroad from the east is progressing rapidly. The heavy cut, in rock, at the summit of the Flint Hills, is well under way, and work is in progress this side of Grouse creek. We are informed that the track is laid nearly to Elk Falls. They will reach Winfield close upon the heels of the Santa Fe, if they continue building at the present rapid rate.
Arkansas City: Another Future Great.
Arkansas City Traveler, September 10, 1879. [Correspondence Kansas City Times.]
ARKANSAS CITY, Aug. 28, 1879. Fourteen miles by stage brought us to this place, where we arrived at about 8 p.m., and put up at the Central Avenue Hotel. We partook of a very generous supper, doing it ample justice after our evening ride.
After supper we strolled up town, where we found our old friend Lieut. Cushman, of the 16th U. S. Infantry, who, with his company, was quartered near the town. From him we obtained much interesting information relative to affairs across the border, and the Oklahoma “boom.” Lieut. Cushman and his company have been acting as a post of observation at this point for several weeks, and have been on several scouts into the interior of the Indian country.
In the morning we perambulated around town, and found it to be a stirring place with plenty of sanguine business men and a sufficiency of business houses. The town is located upon a slight elevation, which has an ascending slope in every direction. The town being situated upon the western frontier, and upon the southern border, contains a migratory element from both the frontier and the Indian country. This element is continually shifting, coming and going.
The A., T. & S. F. R. R. is working toward Arkansas City, and the leading men of the place are positive that the road will be completed and trains running to that point within fifty days. The track is already laid to within two or three miles of Winfield, and the grading contract between Winfield and Arkansas City has already been let, and work will be begun at once. It seems to be the intention of the managers of the road to reach Arkansas City just as soon as possible. To this end, therefore, the bridges, mason, and trestle work along the line of road is progressing rapidly, and it is estimated that just as soon as the grading can be completed, the rails will be laid and the road finished. Arkansas City will then be one of the best—in fact, the best railroad town in Southwestern Kansas. Situated as it is, about the center of the line border-ing the cattle district in the Indian Territory, and being easy of access from all points along the line, it has excellent advantages as a cattle shipping point.
A number of streams enter the Arkansas River at this place, just below the town, and in consequence the facilities for obtaining a plentiful supply of excellent water for stock is unsur-passed. The Arkansas River runs just to the west and southwest of the town, within half or three-quarters of a mile, and is skirted with a goodly supply of timber, as is also the Walnut, which runs to the east of the place, and empties into the Arkansas River just below town.
The grazing for miles around is excellent, and thousands of cattle may be herded the year round in close proximity to the place, and the grass supply seems to be inexhaustible. There is no doubt but Arkansas City will also be the main supply depot for the entire southern country just as soon as the railroad reaches it.
A large number of Indian agencies and trading posts lie southerly from here and will in the future be supplied from this point. Even at present large numbers of Indians, cattle men, herders from the Territory, cowboys from Texas, and a mixed floating population, come here for their supplies, and there is no question but the Indian and other trade will grow surprisingly as soon as the railroad can bring in merchandise and take out cattle. The leading cattle men of the country are awake to the importance of this place as a shipping point, and are already busy making extensive preparations for conducting their business on a large scale.
There are two very fine brick church edifices here, and a school house of which some of the towns farther eastward, and of thrice its size, might well be proud. The place has the appearance of a thrifty but quiet town three times its age. DE VERA.
Letter Relative to Advantages of Arkansas City.
Arkansas City Traveler, September 17, 1879. The following letter concerning the advan-tages of Arkansas City was taken from the Drovers’ Journal, a daily paper published at the Union Stock Yards of Chicago. It is no paid “puff,” but the honest expressions of a commis-sion merchant who lately visited the territory and our city.
Since my return from Southern Kansas a week ago, I have daily wanted to say to you that few sections of the great New West have advantages that compare with the Arkansas valley in the State of Kansas. The climate is all that could be desired—mild, salubrious, and healthy; soil cannot be excelled in fertility by any other section. The A., T. & S. F. R. R. is pursuing a liberal policy toward the public, who are true Western energetic people. The company is wide awake and pushing lateral lines, or feeders, North and South from their main line. Fine, thrifty farms and cities spring up as if by magic; where the buffalo roamed a few years ago at will unmo-lested, is now peopled with thousands of happy homes. For energy, thrift, and enterprise every town and city on the A., T. & S. F. R. R. is a worthy example.
On the branch to Arkansas City, in Cowley County, is situated Sedgwick City, Wichita, and Winfield, all thriving, neat little cities, with a class of buildings for business purposes that would do credit to Illinois cities and towns of five times the age and triple the population. The terminus of this branch of the railroad will be at Arkansas City, near the Indian Territory line, beyond which the company cannot build the road further South until the Congress of the United States and the Indians’ consent is obtained. This fact, together with its fine locality, being situated on a fine, high rise of land, overlooking as fine an agricultural region as is found in America, the trade of the Indian Territory will largely center here. The merchants, bankers, and produce traders are all good, sound, honorable businessmen, as a sojourn with them of a day or two fully convinced us; they have that peculiar faculty of making strangers feel at home whenever they meet them. The cattle trade of the Territory and Northern Texas will largely drift to this point for shipment over the A., T. & S. F. R. R., which, with its liberal policy and business foresight, will be a principle factor in the great growing cattle trade of the Southwest. All its appointments are simply first-class for passenger and freight traffic. Much older roads farther East might profit by copying the policy of this star railroad company.
Viewing the Santa Fe Railroad at Winfield.
Winfield Courier, September 18, 1879.
The work on the railroad bridge went on at full blast all day Sunday.
Ye local had the pleasure of a ride behind L. J. Webb’s roadsters, last Saturday evening, taking in the depot, railroad bridge, and Bliss’ mill in the rounds. The south pier of the railroad bridge will be finished by Wednesday, when both gangs will be put on the north pier, and will be worked night and day until it is completed. Mr. Lewis, the contractor, informed us that he intended to have the piers ready for the bridge by the 27th.
Cowley, Sumner & Fort Smith Railroad.
Walnut Valley Fair Opens at Winfield Fair Grounds on Sept. 30, 1879,
With a Grand Railroad Excursion.
Winfield Courier, September 18, 1879. The Cowley, Sumner and Fort Smith railroad will bring in large excursion trains loaded with visitors to celebrate the opening of their road to Winfield. A Grand Barbecue will be given on the fair grounds on that day, free to the im-mense crowd that is expected. Toasts and speeches will be in order. Complete arrangements have been made to insure complete success and general enjoyment. Each day of the five days of the fair will have special attractions in trials of speed and in various other ways. On Thursday, fourth day of the fair, Governor J. P. St. John will deliver an occasional address.
One of the attractions of the occasion will be the Balloon Ascension. It will be the largest balloon in the world, sixty-five feet in diameter and ninety feet in height. It is secured at a very large expense, and the proprietor will come with it from Chicago and superintend the ascension. The day is not yet definitely fixed, but probably Tuesday or Wednesday. It will certainly come off one day of the fair. The officers and managers have worked faithfully, and have left nothing undone to make this fair the grandest affair that ever come off in the GREAT SOUTHWEST. Let everybody turn out and have a grand old time.
Arrangements will be made if possible for a free excursion from the fair grounds to Wichita and return on the same day during the fair, possibly Tuesday or Wednesday.
Walnut Valley Fair.
Winfield Courier, September 25, 1879.
Something less than a thousand people visited the railroad last Sunday. The sight of the locomotive seemed to fully repay them for their trouble. The excursion from Wichita and Wellington to the opening of our fair promises to be an immense affair.
The committee appointed to make arrangements for reception of excursionists next Tues-day met at the council chamber, Monday. The following programme was decided upon.
Railroad Trains. Excursion Trains start at 8 a.m. from Wichita and Wellington, arriving at Winfield at 10 a.m. Excursion Train for Winfield and Cowley County starts at 12:30 p.m., going to Mulvane and back, arriving at Winfield at 4:30 p.m. Return Trains to Wichita and Wellington leave Winfield at 5 p.m.
Carriages will be furnished at the depot to carry excursionists to any part of the City or Fair Grounds as desired. A committee upon the down train will sell Fair tickets and distribute carriage tickets to excursionists.
Free Barbecue Dinner. At the Fair ground at 12 m.
Grand Military Drill. By 15th Co., K. S. M., of Wichita, in full uniform—commanded by Captain L. N. Woodcock, at 11 a.m.
Procession. Will form at Depot and march through the principal streets of the city, and thence to Fair ground.
Order of March.
1. Military Band.
2. Military Company.
3. Wichita Fire Department.
4. Saxe Horn Band.
5. Mayors and Councilmen of Wichita, Wellington,
Arkansas City, and Winfield in carriages.
6. Railroad Officials in carriages.
7. Foreign excursionists in carriages.
8. Citizens of Cowley county in conveyances.
Congratulatory Speech. By Hon. J. Wade McDonald, at 10:45 a.m.
Marshal of the Day. Gen. A. H. Green.
By order of the Executive Com., M. G. TROUP, Chairman. E. C. MANNING, Secretary.
Future Looks Bright with Coming of Railroad.
Arkansas City Traveler, October 1, 1879.
Those who are unacquainted with the Texas cattle drive, and the country 20 miles south, know very little of what has been going on near home for the last few months. We advise this class to drive down and view the trails that have been made by the cattle drive from Pond Creek to Chetopa and Coffeyville. Through that section of the Territory, trails run parallel, covering an area of miles north and south that will demonstrate to the thoughtful something of the magnitude of this trade. The present season has forced the practical man to the con-clusion that the trails to Caldwell and Dodge City are too far west for a good range and abundant water. For some time local interests at these points have sought to cover these facts; but the time has arrived when the question of local interest is but a drop in the bucket when weighed in the balance of this immense traffic. On the completion of the Santa Fe road, and the erection of good stock yards at this place, our town is happily situated to secure this trade. The route from Pond Creek to Arkansas City is abundantly watered, and well supplied with grass. No better range can be found in the Territory than the section south of this, while within the limits of the county exist some of the best corn and wheat lands in the West.
Our Jubilee: Two Excursion Trains Loaded Down with People.
Winfield Courier, October 2, 1879. Tuesday was a day long to be remembered by our citizens. Long before the time advertised for arrival of the excursion train, the ground around the depot was crowded with Cowley’s people waiting to welcome the people of Sumner and Sedgwick who were coming to celebrate with us the completion of our first railroad. The city officials were there marshaling their committees to take charge of the ladies, every available vehicle in town being pressed into service to accommodate them. All were on the tip-toe of expectation when the news flashed over the wires that the Wichita train had passed Mulvane, and that there were four hundred ladies and twelve hundred men on board, with the Wellington train just behind with as many more. Then it was that our people realized the full extent of the inundation about to take place. Arrangements had been made to accommodate about five hundred people; when they began to drop down on us one and two thousand at a time, all these arrangements were upset, and a majority of the people had to get off the train and make their way to town the best way they could.
The procession was formed at the depot, headed by the Wichita Guards and the Wichita Fire Company, followed by a carriage containing the orator of the day, then the city authorities of Wichita, Wellington, and Winfield, followed by the Wichita cornet band and ladies in carriages. The procession was fully a mile long. At the grounds Judge McDonald delivered a speech of welcome, which was highly spoken of by all who heard it, and fully sustained the high reputation which he has won as an orator.
After the speech the crowd dispersed for dinner. A table had been prepared for the militia and fire company, and the crowd repaired to the barbecue, where there was plenty for all. After dinner there was a grand drill by the Wichita Guards under Capt. Woodcock, who acquitted themselves nobly. The dance in the evening, for the benefit of our visitors (?) was well attended, a good many of the Wichita people being present by virtue of an invitation issued by the ball committee that their “uniforms would be their passports,” but which proved to be a pretext for making a dollar a piece out of them.
With the exception of the ball, and the change in the time of starting the Cowley County excursion train, everything passed off splendidly. The crowd from Wichita and Wellington was estimated at four thousand.
Work Continues on Southern Kansas and Western Railroad Bridge at Winfield.
Winfield Courier, October 9, 1879. The S. K. & W. railroad bridge across the Walnut is being pushed forward. It will be 200 feet long, set on three piers. On the 10th, tomorrow, we expect the mails will commence to be carried by railroad. This will give us communications with the outer world practically one day earlier than heretofore.
In Southwestern Kansas.
Arkansas City Traveler, October 15, 1879 - FRONT PAGE.
Railroads are penetrating every section of Southwestern Kansas, and in a few months that beautiful and fertile section of our State will be supplied with abundant transportation facilities. The A. T. & S. F. Co. has completed the extension of its Wichita line to Winfield and to Wellington, and these two roads—which branch near the Sumner county line—are being extended southward from Winfield to Arkansas City. The A. T. & S. F. Co. also has a branch completed from Emporia to Eureka, and this line is being extended through Elk County. The L. L. & G. extension from Independence has been completed to Elk Falls, and grading is progressing westward to the Cowley County line. The St. Louis & San Francisco Road is completed from Oswego to Cherryvale, and graded up the Neosho Valley to Fredonia, Wilson County. Work on the Missouri Pacific from Paola, southwest, is being energetically prosecuted, and this company is evidently determined on building a long line through Kansas. It has secured local aid in Miama, Coffey, and Woodson counties, and now has agents in Greenwood and Butler. The completion of all these lines—and they are all legitimate enterprises—will give Southwestern Kansas the best possible transportation facilities. Champion.
Santa Fe Branch: Cowley, Sumner and Fort Smith Railroad.
Winfield Courier, October 16, 1879. The County Commissioners on Monday delivered to Joab Mulvane, the first installment of bonds due the C. S. & F. S. railroad company, amounting to seventy-two thousand dollars, and received in exchange therefor seventy-two shares, of one thousand dollars each, of capital stock of that road.
Railroad Grade Work at Arkansas City.
Arkansas City Traveler, October 22, 1879.
Work on the railroad grade is progressing through the bottom north of town.
The crossing on the railroad grade southeast of town is in bad condition and should receive the attention of the dads.
Mail by Train and Stage.
Winfield Courier, October 30, 1879. The postmaster at Winfield is notified by the Department that the mails from Wichita and the East will be delivered at this office by the railroad on and after the 15th of November. The Stage company will then carry the mail between Winfield and Arkansas City; and Oxford will be supplied direct from Winfield.
The mails will close at 7-1/2 o’clock, p.m., and will be distributed ready for delivery at 7-1/2 a.m.
The postmaster desires to call the attention of the patrons of this office to the fact that the hours for attending to Money Order and registry business are from 8 o’clock, a.m., to 4 o’clock, p.m., and while he is desirous to accommodate at other hours, when possible, it occasions him a large amount of extra work by disarranging the balances of the day in the same manner it would the work of a bank.
L., L. & G. Branch Railroad. East and West Road.
Winfield Courier, October 30, 1879.
The L., L. & G. branch railroad is progressing rapidly. The track is laid several miles west of Elk Falls, the grading is nearly completed to Winfield.
The bridge at Winfield is progressing and grading is being done all along to Oxford.
Winfield Courier, November 13, 1879.
The line of the east and west road runs through the north cemetery, and yesterday the association was engaged in removing the bodies from that part of the ground comdemned for railroad purposes.
The Indian Territory.
Arkansas City Traveler, November 19, 1879.
While the question of the relation of the government to, and its dealings with the Indians, seems now at this time to be the all absorbing topic, the most interesting question to the states bordering on the Indian Territory today is to know whether treaties made by a govern-ment with its own subjects are to be made a pretext to debar States disconnected from each other by such rights as are claimed by these bands of savages, from that international com-merce which it is our just right to claim, and which our people emphatically demand.
Below us in a sister state are inexhaustible beds of coal and some of the finest timber in the world. We have a grain raising section exceeded nowhere in the United States. We de-mand their products, and they demand ours. At the gateway and ready to connect us is a railway company and railway enterprise. But we are told that we cannot reach this desirable end because certain tribes of Indians hold their lands jointly and the government has agreed not to disturb them.
We hold that all parties protected by this government have yielded up certain rights and claims for the good of all. That a treaty of a government with its own subjects is an anoma-lous thing at best. That Indians or negroes have no more nor less rights than white men under this government, that if the state backed by the power of the United States, can by force under law, appropriate the land of any man in our state, for the good of the state, and of other states, we have the same right to demand that no people, white or black, have any right to bar our trade and commerce with sister states, whose products we need and who are ready to interchange.
Closing we say the people of this grand valley from the mountains to the mouth of the river demand that an outlet shall be opened from the mountains to the sea, that they may be placed upon the grand trunk line from the Atlantic to the Pacific, and they feel that no location of partially civilized Indians, upon particular bodies of land, is a sufficient excuse for the loss to which they are subject.
Another Passenger Train.
Winfield Courier, November 20, 1879. Notwithstanding the very slow time made, it seems that more passengers come to and leave Winfield on the freight trains, which leave about noon and arrive between 5 and 6 o’clock, p.m., than come and go on the regular passenger and express trains. Some intimations have been heard of an intention of the rail-way company to put on another fast train each way daily to accommodate this travel.
To persons who wish to visit Kansas City and places further east, the present passenger trains are exactly what is wanted, for these trains connect with the trains on the roads further east, but for persons who wish to go to any other part of this state, a train which should leave and arrive 12 hours earlier and 12 hours later, and make the same time, would save much time and money. Knowing well the energy and enterprise of the managers of the Santa Fe railroad, we could readily believe that this improvement will be effected in a reasonable time.
Bridge Across Arkansas Unsafe.
[Communications from “East Bolton Township” and “A. S.”]
Arkansas City Traveler, December 3, 1879. I read with great satisfaction the article in last week’s Traveler relating to the miserable condition of the bridge across the Arkansas. I have heard considerable comment in Bolton township on this subject, and we all agree that the Traveler has expressed our views on this subject exactly. In reading the Democrat last Saturday I noticed a reply to the Traveler article by the trustee of Creswell township that looks more like an effort to vindicate his actions while he has been in office than to show that the bridge is sound and safe, which everybody knows it is not.
Now we are ready to give Walton and Sample due praise for all they have done to keep the old thing upon stilts; but the fact is, all the same, that though scores of teams have daily crossed over without damage, the south span is in a very unsafe condition, and it is the judgment of our best mechanics that it has never been safe since the high water, and is liable to fall most any time.
If the trustee will inquire, he will find that able men as represent the Santa Fe railroad company examined the south span of the bridge and reported that it was in a very unsafe condition for even unloaded wagons to pass over, and this less than sixty days ago.
Several teams have nearly been killed on the south span by the floor of the bridge springing up when the team would chance to step upon the center, because the middle stringer had rotted and fell out. No longer ago than July last, the trustee acknowledged the unsafe condition of the bridge by nailing to its timbers in large letters “condemned.”
I do not credit the report that “The trustees are opposed to repairing the bridge and want to see it go down because they have interest west of Arkansas City and want to see the prin-cipal crossing of the river on that side of the city.” It is my honest judgment that they have done what they could to keep the crazy old thing from plunging into the depths of the river.
If my communication is not already too long, I would like to add that at a late meeting held in this township to consider the railroad question, a very small number were present, neither did the resolutions express the voice of any respectable number of the township.
Frank Lorry, whom everybody knows, has tried with the sweat of his brow for the last five years to tickle himself into some little notoriety, attempted to run the meeting by pawing and bellowing like an old stag. He got the floor and his terrible wrath soon began to kindle into flame, and the way he went for the people over in Creswell township resembled a flea in a flannel shirt. Frank has a voice that growls like muffled thunder, and whenever he strikes out for a foe, he plunges like the male gender of a Texas calf, and bawls for the sweet pap in the public teat. As soon as he is weaned, we shall hear less of him. East Bolton.
Arkansas City Traveler, December 3, 1879. Ed. Traveler. The people of Bolton are under obligations to you for calling attention to that old rotten hulk dominated south end of the bridge. Why the trustees of Bolton and Creswell tolerate an old Bender drop like the old bridge is beyond the comprehension of ordinary mortals. The only solution must be, that they need a little coffee money, and can earn it easier by repairs than any other way. Or, are they influenced by hash money from those who haven’t any freighting to do and care nothing for the lives, limbs, or property of the citizens of Bolton and Creswell. Continue in your good work until a new bridge is built and the masses will thank you. A. S.
Walnut Bridge Unsafe.
Arkansas City Traveler, December 3, 1879. East Creswell. Editor Traveler. I notice that the Traveler is striking at the unsafe condition of our public bridges and while on this subject I would speak a word about the terrible condition of the floor in the Walnut bridge. The people in East Creswell are all obliged to go to town, more or less, and those who pass over the bridge are obliged to dodge around the holes. The people over here would like to see those whose business it is to look after such matters give it close enough attention so that a man of ordinary size can pass over and not fall through. J. T.
The Editor Comments about Bridge.
Arkansas City Traveler, December 3, 1879.
It appears that the township trustees can’t endure to have the old bridge criticized, and last week, in the patent innards across the street, give the old fraud a health certificate.
The communications to the TRAVELER this week tend to show that those who pass over the bridge, when compelled to come to town, don’t have the confidence in it that a democrat always places in a bologna sausage, and hence the difference of opinion.
We feel an interest in the progress and prosperity of this city and whatever tends to render our highways of travel unsafe should be changed for the better. If this city is to be blessed with a large and healthy trade, every avenue leading here must be accessible to the public.
The railroad company propose to make a liberal donation towards building a new span in place of the old one; not because they are under any compulsion, but for the plain reason that it is the only wise policy for corporations that solicit freight and transportation to render the public the best means of reaching them.
We attach no blame to the trustee for trying to make the bridge passable, and no doubt he has done all that any trustee could do; but what we do say is that the railroad company’s offer should be made available and those who expect to reap great advantages from the growth of the town should see that the new span is built.
There will be a meeting of the citizens of the town on Thursday night, Dec. 4th, at the office of Mitchell & Huey, for the purpose of taking preliminary action to welcome and celebrate the completion of the Santa Fe railroad. Turn out gentlemen and help enthuse.
Santa Fe Approaching Arkansas City.
Arkansas City Traveler, December 3, 1879.
Welcome, a hundred welcomes, to the Santa Fe railroad company. The construction train has crossed the south bridge at Winfield and is pushing down to our town at the rate of a mile a day. Now is a good time to take steps for a grand celebration in honor of this occasion. Give the railroad officials a hearty welcome and we will receive their friendship in return.
We are advised that an excursion train will pull out soon after the completion of the road to this city and a crowd of people will embrace the opportunity to come down and see what we are doing. Let’s show them that we are a live, progressive people, and that we are building a town here with advantages that invite all avocations to come and share with us.
Activity at Winfield Due to Santa Fe Railroad.
Winfield Courier, December 4, 1879. On Monday evening the council passed a resolution instructing the Marshal to close and keep closed the numerous gambling establishments, which have, since the advent of a railroad, sprung up in our midst.
Last Sunday morning W. J. Hodges shipped twenty-five car loads of hogs by special train to Kansas City. This is the largest lot of stock ever shipped from Cowley County at one time.
Activity at Arkansas City Due to Santa Fe Railroad.
Arkansas City Traveler, Wednesday, December 10, 1879.
Now that the railroad is completed, it is the part of wisdom to open avenues and make tributary to this point every part that can bring trade to our city. A practical route for freight and mail service should be opened in the most direct line from this place to Fort Sill as well as Osage Agency. Much of the road, as now traveled to the Agency, is rough and rocky and several miles indirect. This can be measurably avoided by leaving the line road about ten miles east of Grouse and crossing Beaver creek at a point where the cattle trail crosses the same. From there to Samuel Beveniew’s in a southwest direction is an excellent road.
The road the remainder of the way to the Agency could be greatly improved with very little work, and convenience and comfort secured for the outlay. The supplies that go to the Osage are large and are now mostly freighted via Coffeyville. It is to the interest of this town to turn this travel and freight in this direction and we believe, that with a proper showing, it can be done. Then again take the route to Ft. Sill. A good road should be opened from this place direct to Jones’ ranche on the Cimarron. This would intersect the road running south from Caldwell. The surface of the country on this route is smooth; in fact, it can be made a dry divide road, while wood and water is plenty. This is a subject worth not only discussion, but prompt action. With the line of railroad to our town we ought to be able to influence the trade and shipment of most of the supplies that reach Ft. Sill.
Bridge Controversy at Arkansas City.
Bolton and Cresswell Townships.
Arkansas City Traveler, Wednesday, December 10, 1879. To the Township Board of Bolton Township. Messrs. W. B. Skinner, Frank Lorry, and all other citizens of Bolton. From many conversations with you and from the tone of the resolutions and communications pub-lished in the newspapers, I am convinced you wish to be relieved of your liabilities of future repairs, and the erection of a new portion to the south end of the bridge.
I have talked to a great many of the citizens of Arkansas City in regard to this bridge controversy, and I am confident that the city will do what is right and that she will at any time you may choose, meet your township board, and any committee you may select, and at said conference agree in regard to the bridge and the cattle drive. I feel sure by taking this course you can save many dollars in future taxes.
I know if Bolton will permit cattle to be driven at all times of the year, on and over the trail to the Arkansas river, during next summer, or so long as Mr. W. B. Strong may so desire, in that event this city will agree to, and will erect anew, that part at the south end where the old part now stands.
Now, gentlemen of Bolton, what say you? Do you wish to get rid of the old bridge? Will you consent to the cattle drive?
There is no use in so much talk and no action. I mean business, and if you mean business, come over, or if you won’t come, and wish us to meet you in Bolton, name the time and place, and let’s understand ourselves and settle definitely our present and future interests in this matter, and may there be peace on both sides of the turbulent Arkansas river for many days. M. R. LEONARD. Arkansas City, Dec. 8th, 1879.
Arkansas City Traveler, Wednesday, December 10, 1879. Editor Traveler: SIR: I have written some articles lately as an official of Cresswell township, which I deemed necessary in justice to Mr. Sample and myself, and now I wish to offer a few words as a citizen of the southern part of the county, in regard to matters in controversy between a portion of the citizens of Bolton township and Arkansas City; matters which say the Winfield papers are representing as very serious indeed, but which I think will be settled without any of their assistance whatever.
I find in a recent issue of the Semi-Weekly a set of resolutions purporting to represent Bolton Township feeling, handed into the paper by Frank Lorry, with the statement that they were refused by the home papers Let us see now as to the action of the home papers. I myself asked Mr. Deweese, whose name is appended to the resolutions as chairman, about them. And he said he did not know anything about them, and he would not publish them. He did not believe it was the sentiment of Bolton. Here is a quotation from a recent issue of the Traveler, the writer of which I believe to be one of the most prominent in advocating what he believes to be for the best interests of Bolton. “. . . . I would like to add that at a late meeting held in this township to consider the railroad question, a very small number were present; neither did the resolution express the voice of any respectable number of the township.” Now this gentleman was at the meeting; and if his statement is true, then what shall we think of the man who rushes to Winfield to do his printing.
Now let us say a few words in regard to a square, honest, manly understanding of the differences in this controversy, and then go to work in a square, manly way to settle the questions. I would suggest first, that as full a meeting of the citizens of Bolton as can be called together meet at some central point, that a full delegation of the citizens of this city meet with them, and consider every proposition which they have to make. That in the mean-time the work on the road which has been agreed on be thoroughly prosecuted, that the bridge as it stands be put in shape so that there can be no possible quibble about danger in passing over it, and immediate measures be inaugurated for one or more new spans as soon as the city can command the ability to accomplish it. Let a committee of citizens from both townships take into consideration what will be for the best interests of all knowing it is the intention of the city to do all in her power to induce and hold trade.
I am satisfied that the people of Bolton will only insist upon that which they have a right to demand, and which is their just due if they are forced to come to this side of the river with their produce. Am I right, in the language of the great, “let us have peace.” A. WALTON.
Arkansas City Traveler, Wednesday, December 10, 1879. At a bridge meeting held at Spring Side school house, it was resolved that our trustee be requested not to expend any more money on the old part of the bridge, as said bridge is regarded as unsafe and in an un-sound condition. Matthew Chambers, Chairman. Charles Weatherholt, Secretary.
Santa Fe to Reach Arkansas City Soon.
Arkansas City Traveler, Wednesday, December 10, 1879. The track has been laid south of Winfield towards Arkansas City on the Santa Fe railroad, and will be completed to the terminus about the holidays, as it has only about six miles remaining to be laid.
The mechanics are hard at work building the depot, and it will be finished about the 25th. The building is 20 feet by 80, or the same size of those at Wellington and Winfield. The tool house for the section hands is completed.
Winfield Courier, December 11, 1879. The trackmen on the A., T. & S. F. are laying rail toward Arkansas City at the rate of a mile a day, Sunday including. They expect to run into the depot at that place by the 15th inst.
Bridge Policy: Bolton & Cresswell Townships.
Arkansas City Traveler, Wednesday, December 17, 1879. At a meeting in Bolton town-ship last Friday night, Deacon Skinner introduced resolutions that were adopted, white-washing the action of Frank Lorry on railroad questions, and appointing a committee of conference to consult with citizens of Cresswell township relative to the policy to be passed towards the bridge and other business as may be important to both townships.
The Santa Fe Railroad: Three Lines to Pacific Coast.
Arkansas City Traveler, Wednesday, December 17, 1879.
The Chicago Tribune says, on the authority of Mr. W. B. Strong, vice-president and general manager of the Atchison, Topeka & Santa Fe railroad, who has been in this city during the last few days, we are enabled to say that the Atchison, Topeka & Santa Fe will within two years from now not only have one line to the Pacific coast, but three, and all attempts of Gould to thwart them in their designs can no longer be of any avail.
The reports that the Atchison, Topeka & Santa Fe has succeeded in wrestling the St. Louis & San Francisco railroad from the clutches of Gould are confirmed by Mr. Strong. An arrangement has been perfected by which the Atchison, Topeka & Santa Fe railroad company gets a half interest in the old charter of the Atchison and Pacific railroad, known as the thirty-fifth parallelogram, owned by the St. Louis and San Francisco, and to which a large and valuable land grant is attached. The two roads will build jointly on this charter from the main line of the Atchison, Topeka and Santa Fe railroad at Albuquerque, due west to Los Angeles, and thence north to San Francisco; and track will be owned jointly by both roads.
The line has been surveyed, and there are no obstacles in the way of this speedy com-pletion. Work is to be commenced at once, and will be pushed forward with all possible speed and energy, and it is expected to have it completed and in running order within two years from date. This line to the Pacific will be considerably shorter than the Union Pacific, and, as it runs through a more southern latitude, will not be blockaded by snow during the winter, but will be in good working order all the year round. Leavenworth Press.
Santa Fe Branch Railroad Completed to Arkansas City December 23, 1879.
Arkansas City Traveler, Wednesday, December 24, 1879.
The last rail that connects Arkansas City with other railroad towns was laid yesterday.
Santa Fe Branch. C. S. & S. F. Railroad.
Winfield Courier, January 1, 1880. Last Tuesday the C. S. & F. S. railroad company re-ceived its second installment of Cowley county bonds, $50,000, the amount due on the completion of the road to Arkansas City. Total amount issued: $128,000.
Arkansas City Traveler, January 7, 1880. Buyers have commenced to ship hogs via the railroad and this is a great improvement over the old way of driving.
On every side can be seen new life and the evidence of prosperity in Arkansas City. A town is building here at the terminus of the Cowley, Sumner, and Ft. Smith Rail Road and no matter what rival localities may say, just come and see for yourself.
The passenger train is crowded with people since the completion of the Road to Arkansas City. Farms are changing hands and large preparations are going forward to open new farms and to put more land in cultivation. Roll in, now is the time to improve the opportunity.
L., L. & G. Extension. S. K. & W. Railroad.
Winfield Courier, January 22, 1880. The office of the engineer of the S. K. & W. railroad has been established in the old Winfield Bank Building. This road has reached Burden, and the track-layers are pushing this way at the rate of a mile a day.
Railroad Meeting at Winfield to Consider Road: Arkansas City to Fort Smith.
Winfield Courier, January 22, 1880. A meeting was held at Manning’s Hall last Wednes-day evening to consider a memorial to Congress asking that a right of way for a railroad be granted through the Indian Territory from Arkansas City to Fort Smith.
Mayor Lynn was called to chair and J. E. Conklin chosen secretary. A committee, con-sisting of C. C. Black, C. Coldwell, W. R. Davis, J. L. Horning, and M. L. Robinson, was appointed to prepare a memorial.
Senator Hewson, of Memphis, addressed the meeting, stating the advantages and impor-ance to this section of the country of such a road.
The committee reported a memorial as follows, which was adopted, and the committee instructed to procure signatures and forward.
The undersigned citizens of Cowley county, in the state of Kansas, would respectfully represent, that this county and the adjacent counties of Kansas are producers of corn, wheat, oats, hay, hogs, and cattle; and that they have large quantities of the commodities named, over and above their own requirements for market; but on account of the present condition of things they are cut off and deprived of their proper and legitimate markets, which should be Memphis, Tennessee; New Orleans, Louisiana; and Little Rock, Arkansas; and the cities and country adjacent to said city. We would further show that our country is almost wholly destitute of timber, while in the state of Arkansas, only a short distance away, there is a superabundance wasting for want of transportation. We would further show that by building a line of railroad from the line of Kansas at or near Arkansas City, to Fort Smith in the state of Arkansas, relief from all difficulties stated would be obviated. We would further show that on the 17th day of Dec., 1879, the Hon. H. C. Young of Tennessee, introduced House bill 3032, in which the right of way and charter for said railroad is asked and provided for, and we respectfully request the said bill be enacted into a law and the company or body corporate thereby created be authorized to build a line of railroad and telegraph upon such terms and limitations as Congress may in its wisdom provide. And we especially solicit and request the support and influence of the Repre-sentatives and Senators from the state of Kansas and our sister states, in prefecting and passing this bill. All of which is most respectfully submitted.
Southern Market.
Winfield Courier, January 22, 1880. The importance to our section of a railroad down the Arkansas River to connect with the Southern railroads at Fort Smith cannot be overestimated. The millers of Little Rock and other cities below want our wheat, and have been paying ten cents a bushel above St. Louis prices. With a railroad connection direct the cost of transporta-tion would be ten to fifteen cents less than it is to St. Louis, and our farmers would get hundreds of thousands of dollars more for their wheat than they would otherwise. Again, our corn, oats, and pork are wanted in the South, and we want their sugar and other products. We now have to pay transportation on all these in the circuitous routes by way of Kansas City and St. Louis, and the difference in freights would be a fortune to our farmers.
The measure proposed is in the right direction, but what should be done is the enactment of a general law of Congress providing for means of procuring right of way for any railroad through the Territory in any part or direction.
Indian Territory: Right-of-Way.
Arkansas City Traveler, Wednesday, January 28, 1880. Front Page.
We have been informed since our last issue that Congressman Ryan has a bill already before Congress for a general right-of-way through the Indian Territory, not giving it to any particular company or set of men, and we learn further that the Memphis, Little Rock and Fort Smith road belongs to a Boston company, same as also the A. T. & S. F., and whenever the right-of-way is granted the two companies stand ready to commence at both sides of the Territory and push a road rapidly through it. Eagle.
Indian Territory. Petition to Create an Organized Government.
Arkansas City Traveler, January 28, 1880. Editorial Page. We have a long list of sub-scribers to a petition asking Congress to create for the Indian Territory an organized government; and all who believe that the Territory should be open to the actual settler, and have not already signed the petition, we hope will come forward promptly and do so.
We wish to return the petition to the committee which drafted it, in a very few days, and right now is just the time to sign it.
Dispatches from Washington report that large parties in Southwestern Kansas are now organized with a view to invade the Territory without the authority of law. Now, while we are emphatic in our opinion that this Territory should be organized for white settlement, and that the question cannot long remain in suspense, we are equally positive that it is unpolitic and unwise to attempt to force the question by squatter sovereignty. We hope that no reader of the Traveler will take it upon himself to organize the Territory for his particular benefit.
Await the action of Congress and do nothing but what the law will sanction. This is the only wise course, and those who pursue it will always be found on the right side.
We have also a petition to Congress asking for the right-of-way to a railway company from Arkansas City to Fort Smith, and we hope our people will give it their endorsement.
If Congress declines to give the Territory an organized government, then the right-of-way to a railroad from here to Fort Smith is the next best outlook, and will add greatly to the general prosperity.
The view promulgated by some that “as this is now the terminus, we should do every-thing possible to keep it so,” is too narrow for a progressive age and, we believe, will fail to receive general endorsement.
A grand trunk line spanning the Territory and connecting Arkansas City with a southern outlet is the aim indispensable to a bright future. We can’t remain a town on a bob tail while we see before us the prospect of a live city on a Grand Trunk, reaching from the Pacific into all parts of the South. Let’s sign the petition.
Railroad Route Through Territory to Fort Smith Investigated.
Arkansas City Traveler, January 28, 1880. Mr. Thomes, of the Santa Fe Engineer Corps, and C. M. Scott, of this city, left here on Sunday last on a tour of observation through the Territory to Fort Smith in the interest of the railroad company.
Arkansas City Traveler, February 11, 1880.
C. M. Scott has returned from his trip to Ft. Gibson. He reports that a practical route for a railway through the Territory was found, and now the chief difficulty that exists in the way of connecting us with Ft. Smith is the want of proper legislation in Congress on the subject.
Editor Traveler: I have been repeatedly asked since my return regarding the practicability of a railroad route from Arkansas City to Fort Smith, Arkansas, the present terminus of the Little Rock and Ft. Smith railway.
On the 25th of January in company with Mr. John E. Thomes, civil engineer of the A. T. & S. F. railway, we proceeded on horseback to Kaw Agency, a distance of about twenty-five miles, following the Arkansas river to within three miles of the Agency, then crossing through a draw from the Arkansas to Beaver creek; thence down Salt creek about fifteen miles, and up another draw into Hominy creek, then down the latter stream to where it empties into Bird creek, then down Bird creek to the Verdigris river, and down to the Arkansas to Ft. Gibson, a distance of one hundred and ninety miles. On Bird creek and the Verdigris river many bends of the streams were cut off, passing over smooth, high prairie, at an elevation of not more than thirteen hundred feet above the level of the sea, and not to exceed a fifty foot grade.
Along the route was some of the finest farming lands we ever saw; especially in the Verdigris valley, which is frequently more than three miles in width.
The people of Fort Gibson were very anxious to have the road built, and manifested great willingness to take hold of the matter.
Along Bird creek walnut lumber was being cut and sawed to ship to Chicago, for which the contractors were paying $1 per thousand feet in the tree. They could load on about 7,000 feet on one car, and it is said they receive $80 per thousand in Chicago for it. Corn was $1 per bushel at Gibson and it was expected to be $1.50 before corn time next year.
Some of the Cherokees and Creeks were in favor of a railroad while the majority were opposed to it.
Another very good route could be made crossing the Arkansas at this place, then cross back near Kaw Agency, and down from the head of Bird creek by way of Osage Agency. This would necessitate two bridges across the Arkansas at a cost of $20,000, and following the Bird creek valley would make the road a crooked one. C. M. SCOTT.
Railways Through The Indian Territory.
Winfield Courier, February 12, 1880.
In the House proceedings of the 5th, we find the following.
Mr. Ryan presented a petition from 1,000 citizens of his State in favor of granting the great lines of railways which are constructed or may hereafter be constructed near the Indian Territory, the right of way through that country. The petitioners here state that they are will-ing the territory should remain a home for the Indians, but they ask that it should no longer be an obstruction to the commerce between the different States and Territories. The petition was referred to the committee on railways and canals.
Second Railroad: L., L. & G. Extension. Southern Kansas & Western Railroad.
Winfield Courier, February 12, 1880. Monday evening the track-layers of the S. K. & W. reached the depot at this place, and Tuesday morning the boarding cars were moved down and placed on the switch. The completion of this road will completely settle the chronic croakers who have been so fearful about the future of Winfield. With a direct outlet to Kansas City or St. Louis, and two competing lines of road, one of which is only waiting for an opportunity to build on through the Territory and give us a direct outlet to the Gulf, we will ere long have facilities for marketing our produce second to no county in the state. This is indeed the dawn of an era of prosperity for the farmers of Cowley County.
[NOTE: The Leavenworth, Lawrence & Galveston Extensions were called Southern Kansas & Western, and Kansas City, Lawrence & Southern. MAW]
Right of Way Asked for Santa Fe Road Through Indian Territory.
Arkansas City Traveler, February 18, 1880. The right of way for a road through the Indian country, west from Fort Smith to Arkansas City, Kansas, is being asked for and should be granted. No one would be damaged by a railroad through the Nation. The houses could be reversed, so as to have the doors in front, and permit a little gleam of civilization to enter into the hearts of the people. Could this road be built at once, the rising generation, in the nations, along the line would be greatly pleased and benefited. Ft. Smith Elevator.
Winfield Courier, Thursday, February 19, 1880. Front Page.
Mr. Ryan has introduced a bill which is designed to take the place of one concerning which I have written you, and the purpose of which is to permit the several railroad com-panies that have constructed their roads up to the line of the Indian Territory to build through the Territory, to condemn the right of way to the extent of a hundred feet on each side of the track, and also take material from the adjacent lands, sites for depot purposes, etc. This is a sensible and practical measure, and one that ought to become a law. Should the bill become a law, the Santa Fe road would doubtless push its line from Arkansas City through the Territory at an early day. It will receive strong support whatever its ultimate fate may be.
Champion.
Arkansas City Traveler, March 3, 1880. Editorial Page. The bill introduced into Congress by Hon. Thomas Ryan, granting the right of way to a railway company through the Indian Territory, is a just and equitable measure. As the Territory is situated today, it is a great blockade to the commerce between the States as well as a refuge for fugitives from justice. Throughout the States and Territories, with the exception of this Indian Country, companies desiring to build railroads can easily secure the right of way, and the commerce between the States is increased and protected; but when railroads reach the boundary lines of the Indian Territory they are brought to a halt that the Indian may preserve more rights than the white race. If we recall the legislation of Congress for the last twenty-five years, enacted in the interest of the Indian tribes, it reads like a legislative body making natural rights of the white race subservient to a bigoted Indian policy. We hope that Mr. Ryan will press this bill at every opportunity, until the right of way to our Railroads is secured, and civilization, law and order will soon follow. Push the iron horse into the wilderness and the problem how to govern the Indian will be as simple as how to govern the white man.
Correspondent from Indian Territory Discusses Bills before Congress.
Winfield Courier, Thursday, March 18, 1880. ED. COURIER: The people of this country make it a rule never to get excited, but if anything could work them up, the bills now before Congress relating to the Territory would do it.
One of them introduced by Hon. Tom Ryan, to allow the railroads now built to the Nation line, right of way through with one hundred feet each side of the track, and timber enough for ties and building purposes, they very naturally object to. If a railroad wants to build through the Nation, why can't it pay for its right of way and timber just as it would have to do in a state?
This Territory was bought and paid for by the five civilized tribes inhabiting it, paid for with lands ten times as valuable as this, and their title ought to be as good as that of any farmer in Cowley County.
It is just as hard to make these people see why they should give a right of way to any railroad without compensation; as it would be to make a Grouse Creeker let the L., L. & G. run corner wise through his bottom farm and pay him no damages. Only last Sunday I had a talk with Col. M. Curtain, the principal chief of the Choctaws, on the subject. Neither he nor many others of the best men in the country would object to any equitable bill allowing railroads right of way, but they do most seriously object to giving a very large something for a very small nothing.
On the sanctioning question the Indians are pretty evenly divided, while the whites residing here are, of course, all for it. The present head of this tribe is in favor of sectionizing, as are many of the principal Indians.
One clause in the bill now before Congress they object to is that forbidding Indians to sell their lands for twenty-one years. They seem to think that if the country is opened to settlers, the class of people who will rush in from the southern states will make it very unhealthy for a few years, and they want to be allowed to sell out so they can move to the states. It is a mistake to suppose the Indians can’t compete with the whites. Take the Choctaw Nation right through and the Indians are equal in intelligence and education to the population of any state south of Mason & Dixon’s line.
Just now the weather is delightful; grass is springing up in the bottoms and flowers on the prairies. The recent snow storm hardly reached us, only an hour or two of sleet and some rain. Encouraged by the high price of cotton last year, everyone is preparing to put in a larger crop this spring. The winter was so mild that but few cattle died, and we may expect flush times as soon as the cow buyers from Kansas and Missouri get down here, usually about April 1st.
V. COUNCIL HOUSE, CHOCTAW NATION. Mar. 4, 1880.
[Our correspondent should remember that it takes an act of Congress to allow any rail-road to build through the Territory. We want an act giving the right of way on terms that would be just to all. ED.]
Editor Millington Takes Trip on Kansas City, Lawrence & Southern Railroad.
Winfield Courier, March 18, 1880. Last week we passed over the K. C., L. & S. railroad between Grenola and Oxford, in the daytime, and had a good opportunity to inspect it. Its rails are all steel, and it is thoroughly well constructed and unusually smooth for a new road.
The rise from Grenola and the Cana valley westward to the top of the Flint ridge is one of the triumphs of engineering skill, and Maj. Gunn and his engineers may well be proud of his success. The rise of between 300 and 400 feet is effected in so strategic a manner that one scarcely realizes that he is riding uphill. In our anxiety about the possibility of building a road from the east to Winfield in past years, we spent considerable time in hunting a pass through the Flint ridge, and finally concluded the one now occupied was the best, but we never dreamed that the difficulties would ever be so completely overcome. The rise from the Grouse to Burden seems to have proved at least as difficult, but here, also, the difficulties have been as completely overcome.
Probably no road in Kansas presents so many romantic and interesting features as does the road between Grenola and Oxford.
Kansas in 1880.
Arkansas City Traveler, Wednesday, March 31, 1880.
It is safe to say that the census to be taken next June will give Kansas a population of at least 1,000,000; in 1860 it was but 107,000. Fifteen years ago the population was 138,807; but that was after four years of cruel war. There were then 130 miles of railway; now there are 3,000; and Kansas built more new miles last year than any other State.
Five counties now have as many school districts as the State contained in 1865. The school fund, one of “the things” that make Kansas proud, has increased to $1,700,000; and when the school lands are all sold, this sum will amount to $13,000,000.
Ten years ago but a small amount of land was under cultivation; and the vast possibilities of the largest end of the State was not conceived. All western Kansas was supposed to be fit only for grazing buffalo and “long horns” from Texas; but now the shaggy Indian cattle have disap-peared with their hunters, and shorthorns have driven out the wild droves that every spring were escorted up to our superior pasturage by the broad-brimmed cowboys from Texas.
Five years ago Kansas made little pretension to wheat growing; but in 1878, a crop of 32,000,000, she took the lead in all the Union. In 1879 Kansas grew over 100,000 bushels of corn; and yearly the Kansas farmers are adding to their cattle, sheep, and hogs, to which they feed their corn.
The growth of the State in wealth keeps pace with her advance in other directions. Five years ago capitalists would not lend money on improved farms west of Salina; now they seek investments 100 miles west of that city. Two years ago there were unorganized counties with less than 100 population, with no plowed ground, where now there are thousands of homesteaders and thousands of acres in wheat.
This mighty change is greatly due to the homestead law, which James Buchanan said “would make this nation a country of movers.” So it has. People have come from all the North, from the border States; the exodists from the South; men and women of worth, of determination; those who love clear skies, good roads, grand scenery; those who have vigor and hope for a competence;— have come and are coming.
Certainly to judge the progress to be made in 1880 by what other years have proved, would not be claiming too much; so we may confidently say that 1880 will be a prosperous one for Kansas. It is to be a year of great increase; a good wheat crop may be already safely predicted, as the winter wheat is now in excellent condition. Next spring the farmers will plant a larger area in corn than ever before; and more of it will be fed out to stock on the farm. The building of schoolhouses and churches will be continued; money will keep pouring into the State to pay for our produce; and when, at the end of this twelve months, we write the history of 1880, it will be a proud chapter for all Kansas and the friends of Kansas in every land. Kansas Monthly.
The Cherokee and Arkansas River Railway Company.
Arkansas City Traveler, Wednesday, March 31, 1880. Editorial. The bill now before Congress gives the above Company authority to build and operate a line of railroad and telegraph through the Indian Territory from Arkansas City, Kansas, to Fort Smith, Arkansas, following as near as practicable the course of the Arkansas River. The capital stock of the Company is limited to $4,300,000, and the provisions of the bill must be accepted by the corporation within sixty days of its passage. It will then have the benefit of the act of 1875, granting the right of way to railroads through public lands. It is to have power to build through any Indian lands or reservation on obtaining the voluntary consent of such tribes owning the same, the Commissioner of Indian Affairs interceding for such consent.
Southern Road: Proposed Road from Arkansas City to Fort Smith.
Arkansas City Traveler, April 7, 1880. Editorial. The proposed railroad from Arkansas City to Fort Smith meets with much favor from all quarters. The Kansas City Price Current has this to say regarding the right of way for the new road.
One of the most important bills in Congress just now to this section is one asking the permission of the government, by a number of Boston and Kansas capitalists, to build a railroad from Arkansas City, Kansas, down the Arkansas river and through the Indian Nation to Fort Smith, Arkansas.
There should be no hesitancy in passing this bill. It simply asks the right of way through the Indian country and power to condemn such lands as would be required for their road bed. In the States such power is easily enough obtained and the lands of farmers through which the pro-posed road passes is condemned with but little ado about it. But the red man, semi-savage, that pays no taxes, but obstructs the march of civilization, must be treated with more consideration, than the tax payers and supporters of the government. The Indians should be allowed the same privileges as the whites and protected in their rights, and that is all. This thing of having two policies, a white man’s policy and an Indian policy, in dallying with State affairs in such a manner should never be tolerated by such a government as the United States and must lower us in the eyes of foreign nations.
Arkansas City Traveler, April 14, 1880. Editorial Page. The Traveler has persistently advocated the right of way through Indian Territory for railway connection with the south.
We were the first to bring this subject before the public as of material advantage to our city and the State at large, and we have no reason to regret such a step, although our course was criticized by some of our leading citizens as one which would retard and injure the growth and prosperity of our city. To show the feeling and interest manifested at other points in this enterprise, we publish the subjoined report of a meeting recently held in Fort Smith, Arkansas, taken from the Elevator.
The railroad meeting on Tuesday night was composed mostly of representative men, and business was conducted in order and to the point—the object being to get an expression of the views of our people as to the right of way through the Indian country to Arkansas City, Kansas, and to ask our Representatives and Senators to use their utmost endeavors to have a bill passed to change the present status of the Indian in the territory composing the five tribes west of Arkansas, etc.
Col. Fishback called the meeting to order and briefly stated its object. Major J. H. McClure was called on to preside, and Mr. S. A. Williams selected to act as Secretary. Col. Fishback was called on and addressed the meeting in his usual eloquent and forcible style. He gave all the information that he had been able to gather as to the proposed road and read a copy of the bill introduced in the U. S. Senate, by Senator Harris, of Tennessee, and now pending before that body; after concluding his remarks, the Colonel introduced the following resolutions.
“Whereas, the vast grain and food-producing regions of Kansas need an outlet to the cotton producing regions of Arkansas, Louisiana, and Mississippi, while our coal, lumber, and early fruit need an outlet to Kansas; and,
“Whereas the Government of the United States claims the right to eminent domain over all its Territories, when a white man’s property interests conflict with the public good, and there is no apparent reason why the Indians should be the only inhabitants of the country whose supposed interests are superior to this right of the Government; therefore
“Resolved 1st, That we make no unjust request of the Government in asking that it allow those Railroads which seek to connect these two regions by rail a right of way across the Indian Territory.
“Resolved 2nd, That our Senators and Representatives be requested to vote for the Bill introduced by Senator Harris to grant a right of way across the Indian Territory to the ‘Arkansas City and Fort Smith Railway.”
And Col. John C. Wheeler introduced the following resolutions:
“Whereas, The Government of the United States owes it to the Indians inhabiting the Territory west of us to civilize them; and,
“Whereas, In its experience with the Choctaws, it has had a fair trial of both policies—that of mixing them with the whites and that of segregation; and,
“Whereas, The Choctaw Indians, while living in Mississippi, subject to its laws, inter-mingling with the whites, and surrounded by their example and influence, were prosperous and happy, and were making rapid strides toward civilization, but upon being removed to their present location and segregated, they have retrograded and are still retrograding; and,
“Whereas, The Cherokees, instead of advancing in civilization, are using the means fur-nished by the U. S. Government, for the education of their youth, in keeping a few officials in Washington, and in prejudicing the full-blood part of the people against all civilizing agencies; and,
“Whereas, History does not furnish an instance of a people becoming civilized by living in a state of exclusiveness, and common sense furnishes no reason why it should be expected; and,
“Whereas, It is believed that a large majority of the Indians in this Territory, who have intelligence to appreciate their interests, are in favor of dividing their lands in severalty and opening their country to immigration and civilization, but dare not speak out in a community where half a dozen desperadoes are enabled to terrorize an entire community, especially, when urged by those who administer the farce of their local law, and who flourish upon the present condition of affairs; therefore,
“Resolved, That it is the duty of the Government as guardian of these Indians to cut off all railroad claims, make them citizens, and divide their lands to them in severalty.
“Resolved, That our Senators and Representatives be requested to vote for any bill looking to this end.
“Resolved, That the Fort Smith papers be requested to publish.”
On motion of Col. Clendenning the resolutions as read were unanimously adopted amid vociferous applause, and on further motion, it was resolved that the Secretary furnish an engrossed copy of the resolutions.
Santa Fe and L., L. & G. Extensions Push Towards State Line.
Arkansas City Traveler, April 14, 1880. The C. S. & Ft. S., and S. K. & W. roads are both pushing rapidly towards the State line. The objective point of the former is Caldwell, while the latter, from the best information we can obtain will strike the line of the Territory nearly midway between this city and Caldwell, on section sixteen, township thirty-four, range one east. The main object in view, apparently, with both roads, is to control the Texas cattle trade, and no doubt there will be a lively competition spring up between the two com-panies. But as the former will have the advantage of two shipping points, one at this place, and the other at Caldwell, it is evident that it will at least receive its share.
State Board of Railroad Assessors at Winfield.
Winfield Courier, April 15, 1880. The State Board of Railroad Assessors came in last week by a special train over the K. C. L. & S. The following composed the party: James Smith, Secretary of State; John Francis, State Treasurer; Willard Davis, Attorney General; P. I. Bonebrake, State Auditor; and Lieut. Gov. Humphreys. The Board was accompanied by C. C. Baker, of the Commonwealth, Col. O. E. Lenard, of Lawrence; Division Superin-tendent Barnes; Mr. Ewing of the Thayer Headlight; Mr. Perkins, of the Iola Register, and Mr. Young, of the Independent. They spent the evening looking over the city, taking in the COURIER office in the rounds. They left Thursday morning.
Narrow Escape.
Winfield Courier, April 15, 1880. A few days ago Mr. McKinley, of Ninnescah township, narrowly escaped a collision with a train on the road leading out from town by Bliss’ mill. He had gotten out near the bluff and was on the track with his team when a construction train on the K. C., L. & S. road came backing in towards town. Mr. McKinley had time barely to jerk his horses back from the track and to jump from the wagon when the train pushed by. It was a close shave. Hereafter Mr. McKinley will come to town by the west bridge.
Kansas City, Lawrence and Southern Railroad Activities.
Winfield Courier, April 15, 1880.
The K. C., L. & S. have decided to extend a branch from Oxford to the State line, near South Haven. Three surveys have been made, the line of the road finally located, and the material is on the ground. It will be completed in a very short space of time.
Notices have been posted up on the K. C., L. & S. depot threatening prosecution to any person defacing the depot building. This is right. Persons who will sit down and whittle away for a half hour on a building worth $4,000, at this season, ought to spend a year or two “resting up” at Leavenworth.
Caldwell Citizens Seek Branch Road.
Arkansas City Traveler, April 21, 1880. At a railroad meeting held in Caldwell on the 15th inst., the citizens subscribed $1,100 in money, 280 acres of land, and 919 town lots as an inducement to secure the branch road of the Southern Kansas and Western railroad.
The Railroad Freight War.
Winfield Courier, April 22, 1880. The extraordinary cut in freights made by the Santa Fe railroad has been the subject of much comment for the past few days. The company is now carrying goods from Kansas City to Winfield and Wellington in car load lots for five cents per hundred, and in broken lots for ten cents. We learn that a pool has already been agreed upon to take effect in a short time. The K. C., L. & S. is making no attempt to compete with the Santa Fe road in rates, and is simply lying low until some adjustment of the matter is reached. The result of this will probably be the establishment of higher rates than have here-tofore been charged, and perhaps a discrimination in favor of towns north and east of us which are not touched by both roads, and where each can adjust the tariff to suit themselves. If this proves to be the result of the pool there is fun ahead, for our people will not tamely submit to the dictation of these corporations.
LATER: We learn through Mr. Garvey, agent for the Santa Fe at this place, that the cause of the break was not a desire on their part to force a pool, but solely to protect their shippers from cuts by the K. C., L. & S. to outside parties.
That if a pool is decided upon, he has the word of Mr. Goddard, general freight agent, to the effect that enough of the territory around Winfield will be included in the pool to protect us from discriminations in favor of other towns near us. As the Santa Fe is chiefly interested in Winfield and the management has no favorite town in the vicinity, we may suppose that they will insist on the above conditions.
K. C., L. & S. Bridge Across Walnut Completed at Winfield.
Winfield Courier, April 22, 1880. The Kansas City, Lawrence and Southern Railroad bridge across the Walnut was finished last week. It is a magnificent iron structure and is a credit to the company.
Arkansas Valley Press Association Meeting at Winfield.
Winfield Courier, April 29, 1880. About forty members were present at the Arkansas Valley Press Asociation meeting held in Winfield April 17th along with a large number of visitors from different parts of the state. After the meeting adjourned, the guests were shown around the city by the citizens, in carriages. In the evening a grand ball was given by the citizens at Manning’s Hall, after which a banquet was served at the Central Hotel, which was a superb affair, the elite of the city being present, and speeches, toasts, and responses by leading citizens were the order of the evening.
[Note: Press reports were printed in April 29th edition. MAW]
Report. It is altogether probable that before another year rolls around, the newspapers of southwestern Kansas will be organized and able to protect themselves against the eastern frauds and bummers who have so long lived and grown rich at the country publisher's expense.
Report. Some fifteen or twenty came in on the Santa Fe and were duly taken in and done for; given complimentaries to the De Grasse concert and tickets to bed. Saturday morning, bright and early, they were taken out to see the many improvements, and, of course, the Cowley County stone quarry, courthouse, water mills, cemetery, churches, palatial residences and cottage homes, fine hotels and sidewalks, and last but not least, the two breweries. Oh, ye gods! But was not that fruit for the indigent editor?
The evening was spent very pleasantly in dancing and social converse at the opera house. Promptly at 12 o’clock the music ceased, and the friends were invited to the Central Hotel where three forty-foot tables were groaning under a weight of good things and decked with evergreens and flowers. At 3:40 a.m., the party were safely seated in the cars, their faces turned in the direction of home, everyone wishing they could stay in Winfield forever, etc.
After a pleasant ride across to Winfield through as beautiful country as there is to be found in Kansas, we landed in the bright, enterprising, and handsome county town of Cowley. Omni-buses and carriages were in attendance, and all the editors and their friends were soon most hospitably cared for. The programme of the citizens’ committee provided a theatrical entertain-ment for those who arrived on Friday. Carriage drives, boat rides on the small steamer any hour on Saturday, and after the adjournment of the editorial convention, a ball at Manning’s splendid opera house followed by a banquet.
Report. The Convention met at 2 o'clock p.m., Mr. Hoisington, of the Great Bend Register, president, in the chair; Mr. Walker, of Peabody, Secretary. The introduction of Mr. McDermott, who welcomed the editorial association in behalf of the citizens was done very gracefully by Mr. Black. Mr. McDermott in well chosen witty and eloquent words welcomed the editors and their friends to the City of Winfield, and tendered the hospitalities of their citizens.
The ball in the evening which was attended by the editors, visitors, and many citizens of Winfield was a brilliant success. The fine hall was built by Col. Manning, and is well adapted to large parties. The landord of the Central House deserves special mention for the large variety, excellent character, and great abundance of the good things prepared for his table at the banquet announced at 12 o'clock at the conclusion of the ball. Prof. Lemmon, who was master of ceremonies, succeeded in seating the guests, numbering about one hundred and fifty. Major Anderson, Judge Hanback, and irrepressible Pangborn opened the trouble by singing “Carve dat Possum.” Short speeches were made by various parties and the best of feeling prevailed. At 2 o'clock the party broke up and the “good-byes” were reluctantly said by the visitors, most of whom left for their homes on the 3:40 morning train.
Report. We were greeted as the guests of the city, sumptuously entertained, busses and carriages were at the disposal of the editors, and the beautiful city was shown to best advantage, a little steamboat constantly played up and down the Walnut to give the editors what Kansas people seldom enjoy, a steamboat ride—there is fourteen miles of still-water navigation in the Walnut at that place—bands played, and the “crack” military company of the State turned out for dress parade, while flags and banner streamed from housetops.”
Report. The editors were met at the depot, placed in carriages, and escorted to the town by the Winfield Guards, who made a handsome appearance in their light uniforms. Winfield with its handsome buildings, and fourteen miles of stone sidewalk, was a wonder to all who never saw the place before. The editors paid a visit to the quarries where the wonderful Cowley County stone comes from. Among others they visited the quarry of Babcock, Sarjeant and Smith, and saw the stone which is going to go into the new Government building at Topeka. The stone is what is known as the magnesian lime stone, but is of much finer texture than either the Junction City or Cottonwood. The editors visited the Winfield foundry by special invitation to witness the casting of a fourteen foot column; they also were taken on an excursion seven miles up the Walnut in a beautiful side wheel steamer, which was gaily decorated for the occasion.
Notwithstanding the pleasure provided, the editors made time to attend some business. They were in session about five hours and covered considerable ground in their deliberations. Nineteen new members joined the association.
Golden Gate, Newton, Kansas. Report. The A. V. E. A. held at Winfield on Saturday last proved, as a social gathering, a grand success, the enjoyable features of which far exceeded any former meeting; as a business meeting, it was—well, yes, it was—very pleasant.
Through the courtesy of the officers of the Santa Fe road, a special train of three coaches, under the charge of Major Tom Anderson, and Ass’t Supt. of Newton, was placed at the disposal of ye editors and invited guests.
Leaving Newton at eight a.m. with the genial Geo. Manchester at the helm, we were soon speeding southward, our engineer throwing gravel in the prairie chickens’ faces at a lively rate. A special committee of three, consisting of State Supt. Lemmon, Maj. McDermott, and Lafe Pence, Esq., came up from Winfield on the morning train, and were soon circulating through our train, distributing badges to the fraternity, together with ‘bus tickets and hotel and private house billets. All were full of mirth and jollity, and all “went merry as a marriage bell” until we came within about six miles of Wichita, when snap went our bell cord, and looking out, our engine was seen flying down the track enveloped in a dense cloud of steam and fast widening the distance between it and our train. Coming to a halt, it backed slowly up and we found that an engine flue was burst and the boiler was empty. Taking in the situation at a glance, Maj. Anderson started for a farm house, and securing the services of a bareback rider, dispatched an order to Wichita for another “motor.” While waiting, Dickey undertook the task of supplying the ladies with a yaller nosegay. After securing THREE, begged off on the ground that long understanding and a crick in the back interferred with graceful stooping, and he was excused. After a delay of an hour and a half, we were again in motion, and excepting a “hot box” and the loss of the train chest, no further accident occurred.
At Winfield the military company and Winfield cornet band waited at the depot from 9 to 11, and failing to get word of our whereabouts, disbanded. Reaching there about noon, busses and carriages were soon filled, and we were whirled to our various destinations in different parts of their beautiful city. Ourself and wife were assigned to the home of the Conklin Bros., of the Monitor, whose mother entertained us right royally and in true Engish style. After a refreshing face bath followed by an excellent dinner, we were driven to the Opera House, where the asso-ciation assembled for business, the details of which we will leave for the secretary’s report.
During the afternoon all who wished were given a steamboat excursion on the river, which proved very enjoyable. At the close of the afternoon session, carriages were provided and a pleasant ride around the city given to all who desired. The evening session was held at the sanctum of Bro. Millington, of the Courier, after which all repaired to the dress ball, compli-mentaries to which had been given by Bro. Conklin during the afternoon. The “beauty and the chivalry” of Winfield were out in force, about one hundred participants taking part. It was one of the most enjoyable events of the kind it was ever our good fortune to attend. Previous to the ball Bro. Allison, of the Telegram, distributed with a lavish hand complimentaries to the ban-quet, and at low twelve all repaired to the Central, where long lines of tables, loaded with every delicacy, awaited the throng. Prof. Lemmon was master of ceremonies, and in a very happy manner did he conduct them. Maj. Anderson “carved dat possum” as he only can.
Sufficient credit cannot be given for the princely manner throughout with which the entire party was entertained, and all returned to their homes with feelings of the highest regard not only for the editors, but for all the citizens of the queen city of the Walnut Valley.
Winfield as a town was our first love, and we have never ceased feeling a strong regard for the place and its great hearted, liberal citizens. Surrounded by rich bottom lands for farming, and upland where ten thousand, thousand cattle can be grazed; possessing as it does unequaled (in our state) natural advantages, consisting of excellent water power, also timber skirting the streams, and the finest building stone in the world, coupled with the enterprising spirit of its citizens, which has resulted in the erection of magnificent churches and public buildings, business blocks, and numerous palatial residences, which are among the finest in the state, it offers inducements to the immigration of capital and labor which are excelled by no city in our glorious state. And we predict for Winfield a future which shall place it in the front rank of noted cities of the great west.
Report. The Editorial Association held at Winfield on Saturday last was the largest con-vention of the association that has yet been held, sixty members being in attendance. The convention met in Manning's opera house at 2 p.m., and on behalf of the mayor and citizens was warmly welcomed to the city in an appropriate address by Capt. McDermott, extending the hospitalities of the city. This very able address was responded to on behalf of the editorial association by H. X. Devendorf, of Topeka. Shortly after these formal addresses the convention adjourned until 7 o'clock p.m.
Newton Republican. Report. On Saturday last at 8 a.m. we boarded the excursion train at the depot in Newton with thirty or forty of our ladies and gentlemen, invited guests to the Press Association at Winfield. The train was in care of Major T. J. Anderson, whom the Santa Fe authorities always select to conduct their first class excursion trains when they propose to capture the good will and commendations of the public. In this position, for social merriment and general good management, Major Anderson has no superior, if any equal, in the United States. Thoroughly posted in the details of such work, including all the wants of human freight, he is ill at ease without he makes every man, woman, and child under his care as happy as himself; and at all times and under all circumstances, he is the embodiment of gentility, wit, and humor and as happy as can be.
The train moved out on time and kept up its good record until within six miles of Wichita, when one of the flues of the engine gave way, and the train was delayed for about two hours, while a man could be mounted on horseback and sent to Wichita for another engine. Under the guardian eye and self-inspired amusements at once improvised by Major Anderson, every excursionist was made perfectly contented, and the time passed as though only minutes instead of hours were lost.
Soon with a new iron horse we were again en route for Winfield. About noon our train passed gracefully across the Walnut River on the new and substantial bridge of the Santa Fe road, and was rushed into the depot at Winfield. This being our first visit to Cowley County and Winfield, of which we have heard so much, we will give our first impressions of them. The scene at the depot was one of stirring life and animation. The approaches were filled with omnibuses, carriages, etc., and brought together by appropriate and well organized committees, and the editorial fraternity and the other invited guests were carried to all parts of the city, which were freely opened to them. We were driven on Main street where we had a good view of the city and its surroundings.
To say that we were pleased with the city of Winfield but feebly expresses our feelings. It is laid out a good deal like Newton, and in many respects resembles our city. On a more thor-ough inspection, we came to the conclusion that, if not the first, it was certainly the second city of the southwest. It is very pleasantly on the south and west banks of the Walnut River at or near its junction with the Timber, gently sloping to the south and east, making drainage easy and natural without grading. It contains a well sustained population of fully three thousand, is most substantially built, and has some of the finest business blocks and palatial residences in the state of Kansas. We have not time to speak of particular buildings, locations, etc., but will on future occasions.
The city, up to this time, has been built up and sustained by the growing necessities of the surrounding rich and productive country, and when it is remembered that Cowley County has an acreage of over 700,000 acres, 300,000 of which is now in a good state of cultivation, and that the population of the county is over 23,000 and that all these broad acres are the very best in Kansas, it is not to be wondered at that Winfield has become, without any artificial inflation or nourishment, one of the subtstantial and thrifty towns of the state. Such is Winfield today, and such has been her surroundings, and such will be for all time to come.
Now since she has obtained her present prosperous condition simply through the necessities of her rich surroundings and without the aid of railroads, what may we expect will be her future since she has recently become quite a railroad center, with all the added advantages such thor-oughfares bring?
It is our opinion that she is yet in her infancy, with her splendid water power, her inexhaustible quarries of splendid magnesian limestone and flagging, the abundance of walnut, oak, and other hard wood on the banks of all her surrounding streams, her fine brick clay, and her hundreds of thousands of acres of the best farming-lands in Kansas, she will have in ten years ten thousand wealthy, happy, and prosperous people. And in due course of time, for all these reasons and on account of her central location, and the inevitable opening up of the Indian Territory, that garden spot of America, to settlement and improvement from which she will draw support and tribute, she bids fair to be the great city of southwestern Kansas.
Caldwell Post. Report. We never felt so contented with our lot as an editor as we did Saturday, at Winfield. For, thanks to our editorial brethren and the rest of the good people of that beautiful city, every newspaper man who presented himself was made to feel as if he had come among friends who had known him and his grand-daddy—not to speak of the rest of the family—for a century or more. After leaving our magnificent city—we allude to Caldwell—we spent Friday afternoon at Wellington, where we had a good time with the Press and Democrat boys. We took pleasure in looking over the improvements of our county seat.
The Wellington and Caldwell delegation took the 5 o'clock train Saturday morning for Winfield. We were met at the depot by D. A. Millington, of the Courier, in charge of the requi-site busses and carriages to transport us to our hotel. Millington would have brought along a couple of brass bands, if he had known that the Caldwell Post editor was on the train, but not being informed of that fact, he let the musicians rest, so as to get the necessary wind for the day.
We were escorted to the Central Hotel, the headquarters of the association, and where was assembled the majority of the editors of the valley. Here was assembled as fine an array of genius, wit, and intellect as graced any hotel. The association held three sessions, namely, in the forenoon at 10:30; in the afternoon, and then again in the evening. During the afternoon session the monotony of business transactions was relieved by a very pleasant incident. Miss Mollie Devendorf, a daughter of Mr. H. X. Devendorf, of Topeka, was adopted as the “daughter of the Arkansas Valley Editorial Association.” She is a young lady of very pleasing manners, as “bright as a button” and as “smart as a whip.”
During the day the editors were entertained in every conceivable way. Hauled around in omnibuses and carriages, steaming about on the beautiful Walnut, marched about, waltzed around, toasted, fed, and serenaded. The military company paraded before us and saluted, and every mother’s son of us felt as if he was a “bigger man than General Grant.” Then the ladies smiled on us so that our hair stood on end. In the evening a dress ball was given in our honor at the Opera House. By dress ball, we do not mean to say that balls in Winfield generally were conducted without dress, but we intend to state the fact that the editors of the valley on that “auspicious occasion” brought out their best necktie and put on a clean shirt. After the ball a banquet was served at the Central. It was none of your cracker and cheese affairs, we tell you, and wish that our housekeeper would serve up meals like that every day, without calling on us for an additional outlay. We sincerely deplored the necessity of having to depart from our kind hosts, but we were under the painful necessity of escorting some of our Wellington brethren back to the bosoms of their families, for they were too “exuberant” to be left to find their way home all alone.
Topeka Commonwealth. Report. The Arkansas Valley Editorial Association held its regular quarterly meeting at Winfield Saturday. The occasion drew together many besides the editors. Some ten or fifteen went down from Topeka, and others joined the procession at different points. From Newton not less than twenty, fully one-half of whom were ladies, went down on a special train from that place Saturday morning. The special train was run by the A., T. & S. F. railroad to accommodate the editors from the Upper Arkansas Valley, who, by this act of the railroad, saved one day in time. That railroad company, by the way, is all the time doing something to accommodate the public, and we sometimes think that because of their generosity on so many occasions whenever asked, that more is expected of it than from any other railroad company in the state. There can be no doubt that the A., T. & S. F. do more in the matter of accommodating the public on such occasions than any road in the state, and we guess than any road in the United States.
It was our first visit to Winfield, and while we supposed we were acquainted with the condition of things there, we confess that we were disappointed. We did not suppose it possible for a town over forty miles from a railroad, as Winfield has been till within the past few months, to be built up so substantially and to give such evidence of wealth and solidity as the place shows. Winfield has finer residences than Topeka and the business blocks are fully equal to any here. We presume that our readers in the eastern part of the state will open their eyes wide when they read this, but it is true. There is on every hand signs of wealth and stability that is astonishing to those who stop to remember that it is only about ten years since the first settler went into Cowley County.
The stone quarries, which are just coming into notice, from the fact of the stone from them being accepted with which to build the new post office in Topeka, must take a good deal of money there and help to build up Winfield. The quarry from which the stone is to be brought here is about a mile and a fourth from the depot of the K. C., L. & S. and 1-3/4 from the Santa Fe depot. A track will undoubtedly be laid soon to one or both of these roads. There are in Winfield twelve miles of walk laid with this stone, and it has been used in many buildings in that city. We visited the quarry and should judge that it is inexhaustible and easily got out.
The people of Winfield treated their visitors right royally, taking them over the city and surroundings, giving them boat rides, a ball, and banquet, and opening their houses to them.
It was our good fortune to be cast upon the tender mercy of Frank Williams at the “Williams House,” one of the coziest, cleanest, and most homelike places we have been at for a long time. On the Walnut is a little steamer about twenty-five feet long, with ten feet beam, and a nicely fitted up cabin. This runs with pleasure parties, we believe, up to Arkansas City, some twelve miles. A good many of the editors and their friends took a ride on this steamer, and enjoyed it hugely.
The ball at the Opera House, owned by our old friend. E. C. Manning, was a perfect success. The music was perfect, better than we have heard on similar occasions for a long time. The attendance was large, but not so much so as to be over-crowded. For elegance of dress and appearance, the ladies of Winfield are fully equal to those of any of her sister cities in Kansas. The banquet, which was served at the Central Hotel, was excellent.
State Supt. Lemmon, whose home is in Winfield, was master of ceremonies. We should not neglect to mention that Major T. J. Anderson was with the party from Topeka, and, as usual, kept everyone in a good humor on the way and while at Winfield, especially at the banquet. He was assisted by Judge Hanback and others in story telling and singing.
We would be glad to give a more extended notice of Winfield and her big-hearted generous citizens, but time forbids. We cannot, however, close without returning thanks to W. M. Allison, of the Telegram, and his family, and General Green, for particular favors shown us.
We have given so much space to Winfield that we have little left for the Association. For the present it is enough to say that this meeting was more largely attended than any previous one. The address of welcome by Mr. McDermott was chuck full of wit and humor. The response on behalf of the Association by H. X. Devendorf was much more than usually well written and eloquently delivered.
The next meeting will be at Wellington, on the 16th of July, and will be held two days, Friday and Saturday. We shall give the official report when received.
Kinsley Graphic. Report. . . . In due time an engine arrived, and at half past twelve the train steamed into Winfield, as pretty a little city as lies in Southern Kansas. The band, military company, and citizens, who had awaited our arrival for hours, hearing of the accident to the train, had gone home, but the reception committee were there, with carriages and omnibuses, and in a short time the party were being driven to hotels and private residences, where they had been assigned. It was our good fortune to be placed under the care of Mr. J. P. Short, city clerk, and to him and his excellent lady we owe much for the enjoyment of the day.
At four o'clock the editors, their ladies, and the invited guests, were taken about the city in carriages, and then to the wharf on the Walnut, where was tied up the steamer Necedah, a small steamboat, 31 feet long, built to run on the Walnut. For several hours the little craft was kept busy steaming up and down the river, giving the editors and their ladies an opportunity to try a life on the ocean wave. The Necedah carries twenty passengers and navigates the river fourteen miles above the city.
In the evening a grand ball was given at the opera house, and at 12 o'clock a banquet was tendered the guests at the Central Hotel.
The entertainment of the association by the citizens of Winfield was elaborate. No expense, time, or trouble was spared to make the occasion the happiest and most enjoyable since the inau-guration of their quarterly meetings. The work of entertaining was not left alone to the commit-tees, but each citizen appeared to make the day a pleasant one for visitors. Winfield is a city of 3,000 or 3,500 inhabitants, beautifully located in the Walnut valley, surrounded on the north, west, and south by timber and on the east by a range of hills and mounds. The town is built on a slight elevation, just enough to make the drainage good. It has two railroads: A., T. & S. F. and K. C., L. & S.; three newspapers, the Daily Telegram, W. M. Allison, editor; the Monitor, J. E. Conklin, editor, and the COURIER, D. A. Millington, editor.
Stores, hotels, banks, mills, foundries, and breweries had the appearance of active business. Owing to their quarries of superior building stone, Winfield has in the whole a better class of buildings than most young towns in Kansas. Their walks are laid with flagstone, and altogether there is a little over ten miles of sidewalk in that lively little city.
Hon. W. F. White, of the A., T. & S. F.
Winfield Courier, April 29, 1880. Hon. W. F. White, general passenger and ticket agent of the A., T. & S. F. road, was in this city yesterday canvassing to learn the sentiments of our people and businessmen in relation to a change of the time table on that road. It is proposed that the regular passenger train leave here at 4 o'clock p.m., connecting at Newton with the regular passenger trains both east and west, and reach Kansas City at 5 o'clock in the morn-ing. Returning, leave Kansas City at 11 o'clock p.m., connecting with the east bound and south bound trains at Newton, and reaching Winfield at noon. We are satisfied that this change will be made and be hailed with joy by all our people. Mr. White is one of the most efficient and gentlemanly young men of this great and popular company, and is making hosts of friends throughout the west.
Southwestern Machine Works Performs Work for K. C., L. & S. Road.
Winfield Courier, April 29, 1880. The K. C., L. & S. is having the main part of the work for the western division done at the Southwestern Machine Works. They claim that they can get it done cheaper and better at Winfield than in any town along the line.
Santa Fe Officials on Tour of Inspection.
Arkansas City Traveler, May 5, 1880. W. B. Strong, General Manager, accompanied by other officials of the Atchison, Topeka & Santa Fe railroad, and a number of Boston capital-ists, came down the road Saturday last. They are on a tour of inspection of the entire line.
Seeds Sprouting along K. C., L. & S. Railroad.
Winfield Courier, May 6, 1880. The first train on the K. C., L. & S. railroad carried a large lot of newspaper seeds in a broken package, and scattered them all along the line. Sub-sequent rains and warm weather have caused them to sprout up at Elk City, Longton, Elk Falls, Grenola, Burden, and Oxford, with four other stations to hear from. The probable dry weather may cause several of these young newspaper sprouts to wilt down and die, but we do not predict. Go in, boys, and win if possible. We admire your pluck.
County Representative Sought.
Winfield Courier, May 13, 1880.
A special meeting of the Board of County Commissioners was held Tuesday afternoon, for the purpose of appointing someone to represent the county at the meeting of the stockholders of the Cowley, Sumner & Ft. Smith railroad, which will be held at Topeka on the 15th inst. General Manager Strong was empowered to cast such vote.
House Railway Committee Report on Cherokee & Arkansas Railroad Company.
Arkansas City Traveler, May 19, 1880. One of the most important acts of Congress last week to this section was the favorable report of the House Railway Committee, upon the bill incorporating the Cherokee & Arkansas Railroad Company. The bill grants no land except 100 feet on each side of the track for bed way and allows the condemnation of 20 acres for each way station.
Route of the proposed road is to be from Arkansas City, in Cowley County, Kansas, down the valley of the Arkansas River to Fort Smith, Arkansas, a distance of about 200 miles. The road will probably cross the M., K. & T. at Muskogee or near Fort Gibson.
The completion of such a road will be of vast advantage to our city and this section as it will open up a new southern outlet for western produce and give us a direct line of railroad to Western Arkansas, one of the richest sections of the State. The gentlemen interested in the proposed road are Boston men of large means and credit, and it is thought steps will be taken for its construction as soon as the bill now before Congress becomes a law.
Kansas City Price Current.
We are glad the gentlemen of the above paper can see a bonanza for their city in the extension of the Santa Fe road from this place to Fort Smith, but in the abundance of our joy for our enterprising neighbors up the road we would quietly call the attention of businessmen and capitalists to the importance of Arkansas City when this extension is completed. It is a fact that Arkansas City is to be the shipping point for the Santa Fe road in Southern Kansas. We were assured of this no later than last week by an officer of the above road.
Cattle from Texas Being Shipped From Roads on Southern Kansas Border.
Arkansas City Traveler, May 19, 1880. 50,000 head of cattle have passed Fort Worth, Texas, for Kansas. They will be shipped on the new roads on the Kansas border.
The Santa Fe Directors.
Arkansas City Traveler, Wednesday, May 26, 1880. As was expected Mr. T. J. Coolidge, of Boston, was chosen president of the Atchison, Topeka & Santa Fe railroad company and all its branches, with scarcely a dissenting voice, in the fact Mr. Nickerson retired of his own motion. The complete list of the directors and officers of the Atchison, Topeka & Santa Fe road now reads as follows.
DIRECTORS: T. Jefferson Coolidge, Alden Speare, I. T. Burr, C. W. Pierce, B. B. Cheney, C. J. Paine, S. L. Thorndike, G. A. Gardner, all of Boston; W. Powell Mason, of Walpole, N. H.; S. A. Kent, of Chicago; C. K. Holliday, of Topeka; B. F. Stringfellow, of Atchison, L. Severy, of Emporia.
OFFICERS: T. J. Coolidge, President; W. B. Strong, Vice-President and General Manager; E. Wilder, Secretary and Treasurer; G. L. Goodwin, Assistant Secretary and Assistant Treasurer; J. P. Whitehead, General Auditor; E. Young, Auditor; B. L. Thorndike, Comptroller; A. S. Johnson, Land Commissioner. Mr. Coolidge is, of course, President of all branches and auxiliar-ies of the Santa Fe.
First Santa Fe Train Arrives at Caldwell.
Arkansas City Traveler, June 2, 1880. Editorial.
The A. T. & S. F. R. R. ran their first train into Caldwell on Saturday, of last week.
South Haven to Secure S. K. & W. R. R. Extension.
Arkansas City Traveler, June 2, 1880. South Haven has unanimously agreed to vote eighteen thousand dollars in township bonds to secure the extension of the S. K. & W. R. R. from this city. Sumner County Press.
Arkansas River Bridge Repaired.
Arkansas City Traveler, June 2, 1880. The south end of the Arkansas River bridge has been repaired and is now in good shape. It is in better condition than it has been for six months. That speaks well for our democratic assessor. Democrat.
Yes, and now we come to remember the Arkansas bridge was washed away about four years ago, when the same democratic assessor was in office. Of course that “speaks well” for the “democratic” official, doesn't it?
Taxable Property in Cowley County.
Winfield Courier, June 3, 1880. We are indebted to Mr. Fred Hunt for the following.
The county clerk's figures show the total taxable property, including real, personal, and rail-road, to be $2,889,968. This is an increase over last year of $730,821. The railroad property valuation in the county is $322,112, leaving the real increase in personal and real property $408,821. There are in the county 161,374 acres under cultivation; an increase over last year of 23,792 acres; and 72,112 acres are now green with growing wheat. Over a half-million bushels of old corn are cribbed in bins throughout the county. 21,769 sheep roam over the pleasant slopes; 7,300 horses toil in the fertile fields and help eat the 25,062 tons of prairie hay that were cut in 1879. 5,626 cows furnish the milk from which the busy housewives have made 31,978 pounds of butter. This partly shows the prosperous condition of Cowley, and her steady ad-vancement in wealth and prosperity, all owing, of course, to Republican rule.
Proposed Railroad: Cherokee & Arkansas Railroad Company.
Arkansas City Traveler, June 9, 1880. The House Railway Committee agreed, on the 6th, to report favorably a bill to incorporate the Cherokee and Arkansas railroad company with authority to construct and operate a line of railroad and telegraph from Arkansas City, in the State of Kansas, through the Indian Territory, following the general line of the Arkansas River to a point at or near Fort Smith. The capital stock is not to exceed $4,000,000 and shall be divided into shares of $100 each.
Section five of the bill has been amended in the Committee so that no lands shall be granted to the road in aid of this construction through the Indian Territory, except in con-formity with existing treaties governing the relations of the United States Government with the Indian tribes living there. The section allows a hundred feet on each side of the track and twenty acres for each way station. It further provides that private property may be con-demned in accordance with the law of 1864, relative to the construction of a railroad from the Missouri River to the Pacific Ocean. Ex.
St. Louis & San Francisco Railway Seeks Portion of Freight Traffic.
Arkansas City Traveler, June 16, 1880. Mr. F. D. Russell, the general western freight and passenger agent of the St. Louis & San Francisco railway, favored us with a call last week. He was canvassing this section of the country in the interest of his road, with a view to secur-ing a portion of the freight traffic, the main inducement offered by this road being a saving of time. Freight from St. Louis is delivered in this county three days sooner than by way of Kansas City, while the rates are just as cheap, if not cheaper.
First Cattle Shipment from Caldwell Over Santa Fe Branch.
Arkansas City Traveler, June 23, 1880.
Ten carloads constituted the first shipment of cattle made from Caldwell over the A. T. & S. F. railroad on Tuesday, June 16, 1880.
Hunnewell Poses Threat to South Haven.
Arkansas City Traveler, June 23, 1880. South Haven is considerably worked up at the prospect of having a rival town in close proximity. Hunnewell is the new burg's cognomen, and its location was fixed by the railroad company four miles south of South Haven, on the State line.
Arkansas City Traveler, June 30, 1880.
Let us suggest to the numerous county papers that come to our table that they learn how to spell “Hunnewell.” It is named for a director in the east and west road.
Hunnewell Booming.
Winfield Courier, July 1, 1880. The new town of Hunnewell is still booming badly. Over thirty houses are up and ready for business, conspicuous among them being a large two-story saloon and gambling house, a circus tent used for a dance hall, and other concerns for the entertainment of the festive cowboy. From two to three trains of cattle are being shipped from there daily.
K. C., L. & S. Freight Trains.
Winfield Courier, July 1, 1880.
Hereafter the K. C., L. & S. will make up all their freight trains at this place.
Railroad from Ft. Smith to Arkansas City.
[From Ft. Smith (Arkansas) Elevator.]
Arkansas City Traveler, July 7, 1880. The best way to build proposed road is from Ft. Smith, on south side of the Arkansas River to where the M. K. & T. crosses the Arkansas, and then on the same bridge and up Hominy creek or the Arkansas River. The Choctaw people always desired to unite with the first road to Ft. Smith, and aid in its extension, and we believe will do the same yet.
Arkansas City Traveler, July 21, 1880. A Boston company have secured a charter for a railroad from Little Rock, on the south side of the river, to this place, with a view of making connection with the Atchison, Topeka and Santa Fe railway at Arkansas City, Kansas.
Freight Rates by Rival Railroads.
Winfield Courier, July 22, 1880. The pool between the two roads at this point has been broken and a “go-as-you-please” rate established. We hope that the differences between the two roads may be speedily adjusted, as the unsettled rates are as disastrous to the consumers as it is to the roads themselves. Let them adopt a fair impartial tariff and stick to it.
K. C., L. & S. Railroad Company.
Winfield Courier, July 22, 1880. The K. C., L. & S. road is building new stock yards near their bridge on the Walnut. They will also put in a new tank.
Freight War.
Winfield Courier, July 29, 1880. Quite a lively freight war has been going on in Cowley and Sumner counties for some time. Cattle have been shipped from Caldwell and Hunnewell in large quantities at $10, $1, and even nothing per car load to Kansas City. Recently com-mon freight rates from Kansas City to Winfield were put at ten cents per 100 pounds. We like competition, but so bitter a war and such spasmodic low rates, besides being damaging to the roads, are really injurious to shippers as placing them in such a state of uncertainty. Steady and fixed rates, as low as is reasonable, are better for everybody concerned.
Hunnewell Boom Weakening.
Arkansas City Traveler, August 4, 1880. From several persons lately returned, we learn that the Hunnewell boom is decidedly weakening, and scarcely any trade doing but in whis-key and ammunition. Just as we expected.
Little Rock & Fort Smith Railway.
Arkansas City Traveler, August 4, 1880. The Little Rock & Fort Smith railway want to extend their line. They now purpose arranging to build a road from Fort Smith to a junction with the M., K. & T. railway south of the Canadian, use the track of the latter to the north bank of the Arkansas, thence build up the north bank of that stream to the line of Kansas and connect with the A., T. & S. F. railway at Arkansas City. Indian Herald.
K. C., L. & S. Railway.
Winfield Courier, August 5, 1880. The K. C., L. & S. have the track laid west of Welling-ton nearly to the Harper county line.
Railroad Taxation.
Winfield Courier, August 5, 1880. Under the law as it is understood the school districts through which the railroads run get all the benefit of the railroad taxation, while the greater number of school districts in the county, though paying their proportion of interest and principal on the R. R. bond debt, get none of the benefit of the taxation. This is wrong and should be righted.
Attacking W. P. Hackney as Railroad Attorney.
Winfield Courier, August 12, 1880.
“Hackney is a railroad attorney,” is the whine of a few individuals who are engaged in the business of making political capital for Mr. Pyburn.
That the firm of Hackney & McDonald has been employed to transact some legal business for the Kansas City, Lawrence and Southern railroad is a fact. The firm was retained for this purpose more than a year ago, long before Mr. Hackney was mentioned as a candidate for the State Senate. The engagement was for an indefinite period and is liable to terminate at any time. It was only for the prosecution of certain special cases. The firm was employed because of its recognized ability and not for any political reason. All who know Mr. Hackney are fully satisfied that such business transactions will not, in the least, influence his action as a legislator. Did they have any influence whatever, it would be to cause him to be more guarded of the people's interests. His ambition and his past fidelity to the public trusts confided to him are a sufficient guarantee of his future faithfulness.
How is it with his Democratic opponent? Was Pyburn employed as attorney for the A. T. & S. F. railroad because of his legal ability, or because of his occupying the position of State Senator? Does anyone acquainted with the bar of this city and county believe that this great corporation deliberately selected Mr. Pyburn, from among its members, because of his standing as an attorney? In other words, does one of our readers believe he would ever have been appointed attorney for the Santa Fe railroad at this place, if he had not been our State Senator? He is still our Senator, and while serving in that capacity, receives bread and butter from a railroad corporation. The query is: Did he prostitute his official position for a soft place with a great corporation?
Railroad companies do not employ attorneys because they look wise and are good fellows. It is only after the people have given such fellows the control of sacred interests by putting them into responsible official position that they become valuable to these great corporations.
Now, taking the records of these two men, which is most likely to prove true to the people? Mr. Hackney has never betrayed us, while Mr. Pyburn’s position is, at best, a questionable one.
Mr. Hackney has been employed to do that work, because individuals and corporations have had confidence in his ability and integrity. No one can point to a public trust of any kind that he has ever betrayed.
Santa Fe Accommodation Train Loses Coupling Pin.
Arkansas City Traveler, August 25, 1880. As the accommodation train was speeding along toward Winfield last Thursday morning, with some eight or nine freight cars in front of the passenger car, a coupling pin broke between the fourth and fifth freight car, when about four miles from Winfield. The engineer did not notice the accident until he had nearly reached Winfield, when he returned for the rest of the train.
Grand View Tank: Later Called “Grand View.”
Arkansas City Traveler, August 25, 1880. County Surveyor Haight laid out a new town on the L. L. & G. road in this county last Monday. It is situated in range 8, at the locality heretofore known as Grand View Tank. Mr. Haight is now engaged in making a very elaborate county map for the use of the Register of Deeds.
Hunnewell Gets a Nickname.
Arkansas City Traveler, August 25, 1880.
Hunne“hell” is the latest pet name for Sumner County’s new town.
Hackney Squares Off Against Pyburn.
Winfield Courier, September 9, 1880.
WINFIELD, Ks., Sept. 7, 1880. EDS. COURIER: In the Daily Telegram of Monday is an article entitled “Two Edged Swords,” in which among other falsehoods, is the following:
“Hackney during the last legislature spent the full term there. Knowing Pyburn, Hackney suggested to the Santa Fe people his employment.”
This in the personal organ of Senator Pyburn, is peculiarly significant.
I did not go to Topeka as the paid attorney of any railroad company, as this article charges. The people of Cowley had no railroads. Our bonds had been voted to the Santa Fe company on condition that this company should build the road in a limited time. Before the company had effected the loans necessary to raise the money with which to build this road, the legislature met and immediately was commenced a war on the Kansas roads, seeking by legislation to take the control of them from the men who furnished the money with which to build them, and to place it in the hands of men to be appointed by the Governor.
These movements on the part of the legislature had the effect to so intimidate Boston capitalists who were to furnish the money to build our railroads, that they would not invest. The committee which had been appointed by our citizens were notified that this road could not be built if the proposed legislation should be effected.
Thereupon the committee and citizens of Winfield and Cowley County were alarmed, and applied to me to go to Topeka and try to prevent the passage of what was known as the Rigg’s bill. Busy as I was at the time, and much as it cost me in the loss of valuable law business, I was prevailed upon to go for ten days. At the expiration of that time I should have returned, but for the personal solicitation of General Manager Strong, who assured me that the pending legislation was having a disastrous effect upon the attempts of the company to raise the money to build our road. At his request, I remained until some time in February, when I met the men who organized the Southwestern Kansas and Western railroad company. I was chosen one of the directors, went to Kansas City, examined into the matter, and became convinced that they meant business and could build the road.
I came home with Gen. Blair, their attorney, and the proposition to vote bonds to the east and west railroad was submitted. The proposed legislation was defeated; both roads have been built, and the people have the benefit. I have never received one nickle for the time and money I expended in securing these roads. I am still a director in the latter, having been re-elected since because, as I suppose, of their faith in my honor.
Before I went to Topeka, our people hauled their wheat and hogs 50 to 75 miles to Wichita, and there paid $45 a car to Kansas City. In consequence of the building of these two roads through the county, for the last two months our farmers have been shipping their wheat, hogs, and corn from home to Kansas City for ten dollars a car, and no hauling to Wichita, and have saved enough already to pay the bonded debt.
Then why this railroad howl against me in the Telegram? It is only to try to beat me by any means, fair or foul.
No railroad corporation or agent of one has ever approached me on the subject of what will be my course with regard to railroads if elected to the senate. No person, corporation, or firm has ever contributed one cent toward my election or the expenses connected therewith either directly or indirectly, and I never said anything to indicate otherwise. When the impersonal columns of the Telegram or its personal owner says aught to the contrary, it or he simply lies, and I mean this statement to be broad and long enough to cover every charge made in that article and that the shoe shall fit him who asserts and him who circulates these lies, let them be whom they may.
The Telegran says because I knew my man, I could get the Santa Fe people to employ him. Now I assert that Pyburn and I were not divided in opinion but stood on the same platform and acted in concert that winter. I had supposed that the company employed Pyburn because of his ability as an attorney, but the ass-tute manager of the Telegram tells us that such is not the case, but that he was appointed at my request because I knew my man. The Telegram intimates that his employment was not on account of his legal ability but for the purpose of controlling his vote on the pending legislation. This is the only inference that can be drawn from the Telegram article. Verily does Pyburn suffer from this insane zeal to vilify me. It is bad to have a fool-friend. If the Telegram keeps going, it will convince its readers that Senator Pyburn is either a fool or a knave, possibly both. I suppose that Mr. Pyburn attends to such legal business as is entrusted to him by the Santa Fe company. The firm of which I am a member does the same for the K. C. L. & S. company. We do this work for pay just as we work for other clients.
And now I pronounce the fusilade of billingsgate with which the columns of the Telegram have been filled, regarding myself, for weeks and months past, as false, malicious, cowardly, and libelous, and the authors of them characterless hypocrites and malicious scoundrels. I invite the small pack of coyotes who contribute to its columns to do their dirtiest. I expect no favors from them in this campaign and will grant none. My public services are well known to the people of the county; and if again wanted, they will elect me to the Senate in spite of such opposition. If not, I shall be content and henceforth give my individual attention to my business.
Respectfully, W. P. HACKNEY.
Old Freight Rates Reestablished.
Winfield Courier, September 9, 1880. “The cruel war is over.” Last Monday the railroads came to an understanding, and the old rates established. The low rates lasted over two months, during which time thousands of dollars have been saved to the farmers of Cowley County. One firm in Winfield saved on freight alone over twenty-five hundred dollars, and thus been enabled to sell goods about 7 percent lower than they otherwise would. As it was with this firm, so has it been with all the leading firms in Winfield, and today the farmers of Cowley County are getting 7/100ths more goods for a dollar than their less fortunate neigh-bors in Elk and Montgomery counties.
Santa Fe Building Round House at Mulvane.
Winfield Courier, September 9, 1880.
The A. T. & S. F. R. R. Co. are building a new round house at Mulvane. It is to be the same size of the one here. Arkansas City Democrat.
Freight Charges by Santa Fe and K. C., L. & W. Railroads.
Arkansas City Traveler, September 15, 1880. The rates on cattle from Hunnewell to Kansas City are now restored to the old figures—$40 per car. During the “cut” for some weeks past the Santa Fe and K. C., L. & W. roads only charged $10.
Proposed Santa Fe Road: Arkansas City to Fort Smith.
Arkansas City Traveler, September 15, 1880. The news in regard to the railroad from Arkansas City to Fort Smith is of the most important and encouraging description. As is well known to our readers, all that the Santa Fe asks from Congress is the right of way through the Territory. This came very near being granted at the last session, and the assurances were then made that with the opening of the forty-sixth Congress, one of the earliest acts of the session will be to grant this right. In conversation with agents and traders of the Cherokee Nation, we discover that the Indians are largely reconciled to the building of the road, and that the most important members of the tribe favor it. Another matter is that the Santa Fe is already doing the preliminary work, and that John E. Thomes, division engineer, will be ordered to make the preliminary survey from Arkansas City, commencing sometime this month. In less than three years Cowley County will have a great trunk-line road, uniting the Kansas system of roads with those of the South, bringing to southern Kansas greater prosper-ity than her citizens ever dreamed of. Winfield Monitor.
Prices for Fairs Via Santa Fe.
Arkansas City Traveler, September 15, 1880.
Parties wishing to attend the fair at Wichita, from the 14th to the 17th of September, inclusive, can purchase tickets over the A. T. & S. F. road at $1.60 for the round trip. Tickets on sale from the 13th to 17th, to be used on or before the 18th.
Those wishing to attend the Stare Fair held at Lawrence, in Bismarck Grove, September 13th to 18th, inclusive, can purchase tickets over the A. T. & S. F. road for one-half fare for round trip. Tickets for sale from the 13th to 17th, to be used on or before the 19th.
O. INGERSOLL, Agent.
Cattle Shipments From Hunnewell.
Winfield Courier, September 16, 1880.
Ten thousand head of cattle were shipped at Hunnewell last week.
Engineer Slows Express Train.
Arkansas City Traveler, September 22, 1880. While the express train was speeding along between Arkansas City and Winfield last Friday, a man was seen standing on the track, eyeing the oncoming train with all the indifference imaginable. Supposing he was an escaped lunatic, the engineer “slowed up,” when the man stepped off the track, grinning as if he thought he had done something smart. A well-directed chunk of coal from the fireman would have served him right.
Competing Roads Against K. C., L. & S. and Santa Fe Quit Building.
Winfield Courier, September 23, 1880. The two railroads building west into Harper County have come to an agreement and have quit work in building the roads. The K. C., L. & S. had nearly reached Harper City, and the Santa Fe was within eight miles of Anthony.
Railroad Consolidation: Santa Fe to take over K. C. L. & S.
Winfield Courier, October 7, 1880. From the reports now current, it seems pretty certain that the Santa Fe company is now, or soon will be, the owner of the K. C. L. & S. road. If this is the case, the Santa Fe road now has complete control of the transportation of Southern Kansas. With its main line running through the central part of the state from East to West, its many feeders reaching out from the main line on every hand, and now possessed of another and the only line from which opposition could come, they certainly are masters of the situation. The Santa Fe lion is gobbling up all the little railroad lambs in this vicinity. They can't bleat without suffering for it.
Purchase by Santa Fe of K. C. L. & S. Road Denied.
Winfield Courier, October 14, 1880. The reported purchase of the K. C. L. & S. road has been denied. We are glad of this. With competing lines we are sure to have reasonable rates. With both roads in the hands of one corporation, we might fare worse.
Santa Fe Purchases K. C. L. & S. Road.
Arkansas City Traveler, October 20, 1880. The Atchison, Topeka & Santa Fe company has bought the Kansas City, Lawrence & Southern, formerly the Leavenworth, Lawrence & Galveston. The Kansas, Lawrence & Southern is one of the old Nettleton roads, and runs from Kansas City and Lawrence in a southwesterly direction to Wellington, Kansas, near the line of the Indian Territory, which branches to Coffeyville and to Hunnewell. The distance from Lawrence to Hunnewell is 225 miles, to Wellington 237 miles. The Kansas City branch to Lawrence is 53 miles long, and the Coffeyville branch 16 miles.
The object of the Santa Fe company in securing this property, was, no doubt, for the purpose of securing a line that will be able to compete with the Missouri, Kansas & Texas, which is controlled by Jay Gould. It is the intention of the Santa Fe people to extend the line as soon as possible through the Indian Territory to a connection with the Texas roads.
Hackney, Personal Friend of General Manager Strong of Santa Fe.
Arkansas City Traveler, October 27, 1880. During his abortive effort at a speech in this city, Charley C. B. seemed very much exercised because our candidate for the State Senate is a personal friend of General Manager Strong, of the Santa Fe railroad. He is not only a personal friend, but he is one of the directors of the company in whose interest a bill is now pending in Congress, giving them the right of way from here to Fort Smith, and our people expect many favors at Hackney's hands in consequence thereof.
Railroad Bill Defeated by Choctaws.
Arkansas City Traveler, November 10, 1880. From the Fort Smith Elevator we learn that the bill before the Choctaw Council to grant the right of way to a railroad through the Indian Territory from Fort Smith to Paris, Texas, was defeated by a small majority.
Excursion Trains from the East.
Winfield Courier, November 18, 1880.
For the last few days there have appeared in this city a hundred or two of excursionists who have strayed from the main channels in which they were directed by the railroad interests. The whole number of visitors to Kansas on these late excursion trains from the east cannot be less than 15,000. The Kansas City Times says that in a single day the Santa Fe sent out sixteen cars loaded with them, the Fort Scott, 22 cars, the Union Pacific, 16. Altogether the Fort Scott has filled about 50 cars, the Santa Fe 60, the Union Pacific 50, and the Missouri Pacific 40, making at least 200.
Hog Shipments from Cowley County.
Winfield Courier, November 18, 1880. Winfield, Nov. 16, 1880. This statement I make to show the farmers that I have been handling hogs in this county in very small margin. I have shipped to Kansas City and Chicago the following number of hogs from Cowley County. October 1st 1879 to November 1st, 1880, 18,224 head, 4,268,087 pounds, cost $168,250.85. W. J. HODGES.
Winfield Courier, November 25, 1880.
W. L. Mullen shipped five car loads of hogs Tuesday.
Arkansas City Traveler, December 1, 1880.
Three carloads of hogs were shipped from this place yesterday morning by Mr. Ira Barnett. Mr. Barnett paid to Drury Warren for hogs yesterday $561. We are glad to see that one of our own citizens has taken this matter in his own hands, as heretofore shipments have been mostly made from Winfield instead of Arkansas City.
K. C., L. & S.
Winfield Courier, December 2, 1880. The K. C., L. & S. are about putting up a wind machine to pump water for their tank at this place.
A new warehouse for storing grain is in progress of building at the K. C., L. & S. depot. S. A. Brown & Co., are the proprietors.
Consolidation of Railroad Stock by Roads
Into Kansas City, Topeka and Western Railroad Co.
Winfield Courier, December 2, 1880. The directors of the following named roads have made an arrangement to consolidate their stocks into one corporation and management called The Kansas City, Topeka and Western Railroad company.
The terms of the consolidation are, that the stock of the Kansas City, Lawrence and Southern is to be taken up at 95 cents on the dollar, the stock of the Southern Kansas and Western at 75 cents on the dollar, and the stock of the Sumner county at 75 cents, and the stock of the Kansas City, Topeka and Western substituted therefor at par. This latter stock is to be taken at par and paid for by secured 5 percent 40 year bonds of the Atchison, Topeka and Santa Fe railroad company. The present Lawrence, Topeka and Western railroad is the line from Kansas City to Topeka which has been operated by the A., T. & S. F. under a lease. The K. C., L. & S. is the road from Lawrence (and we think from Olathe) to Independence and Coffeyville.
Cowley County Owns S. K. & W. Stock.
The S. K. & W. is the road from Independence via Winfield to Harper; and the Sumner county is the branch from Wellington to Hunnewell. It is the S. K. & W. in which Cowley County owns $68,000 of stock. The proposition so far as it affects this county substantially involves the sale of our $68,000 of stock for $51,000 A. T. & S. F. five percent 40 year bonds.
We are inclined to think that this would be a good operation for this county. The bonds would doubtless sell at any time at par in cash while the railroad stock may never be worth more than 75 cents on the dollar and in case of a financial revulsion, it might go down to next to nothing.
There never was a time when railroad stocks were so much in demand as they are at present. The scramble of Jay Gould and several great corporations to get control of so many railroad lines by buying in a majority of their stocks has so inflated railroad stocks that they sell much above their real value. How long this state of things is going to continue cannot now be seen but it is probable that some of these operators will before long get so heavily loaded that there will be a magnificent failure like that of Jay Cook in 1873 when the bubble will burst and railroad stock such as ours will not sell for ten cents on the dollar. At the same time first mortgage and other well secured railroad bonds will be but little affected by the money stringency that would ensue for they must first be paid. The sale of a road to pay such bonds has usually frozen out the stock entirely and rendered it worthless.
We suppose the consolidation will be affected by the directors, whether our county as a stockholder in one of the roads consents or not; but we suppose the exchange of our stock for the bonds cannot be made without a vote of the people. A proposition in relation to the matter has been sent to J. S. Hunt, county clerk, to be laid before the commissioners for their action. We do not know what will be done about it, but presume the commissioners would wish to have the matter laid before the people, and would desire to have an expression from as many as possible in relation to the matter.
Kansas and New Orleans. Railroad Connections and Trade Relations
With the Great West.
Arkansas City Traveler, December 8, 1880. Editorial Page.
Yesterday morning a States reporter, in his perambulations, called upon Mr. J. L. Gubernator, a well-known citizen of New Orleans, and who has returned to the city after a sojourn of several months in Kansas.
Mr. Gubernator passed most of his time in Kansas with his brother at McPherson, in the southern portion of the State, on a branch of the Atchison, Topeka and Santa Fe railroad.
The Southern or New Orleans branch [these designates are used in order to make the situation clearer] of the Atchison and Topeka leaves the main line at Newton, and has been completed as far south at Arkansas City near the northern boundary of the Indian Territory. This branch is designed to be a great road. At Mulvane, we believe, it sends one branch to run Southwesterly through the cattle regions of Texas, the other is to traverse the Indian Territory to make a junction at Texarkana with the Texas Pacific and over that with the New Orleans Pacific.
This branch has been, as has been said, completed to Arkansas City, and the only reason that it is not pushed immediately through the Indian Territory to Texarkana, via Fort Smith, is that, so far, owing to a treaty with the Indians, it has been impossible to obtain the right of way. Hence, in the interest of a few half vagabonds, a great enterprise of vast interest to the civilization and trade of Louisiana and Tennessee are also sufferers from the same treaty, as the Little Rock and Fort Smith railroad, completed between these two points, is at the latter point, on the eastern boundary of the Indian Territory, at a stand still.
From Mr. Gubernator it was learned that, though the great majority of the people of the portions of Kansas in which he sojourned are hostile—even bitter—toward the democratic party, they are anxious to open up commercial relations with New Orleans. They understand fully that New Orleans is the nearest seaport in America to them, and little more distant than St. Louis or Chicago, and when they get their produce to the latter places they are still many hundreds of miles from the sea.
The farmers of Kansas and other Northwestern regions are now paying fifty-two cents per bushel to transport their wheat to New York; and as soon as the canals and rivers are frozen over, they expect freights to a still higher figure and thus absorb very nearly the results of the labor and investments of the farmers.
On the other hand the farmers of Kansas assume that so soon as they have rail connection with New Orleans, their grain will be transported to the sea for twenty-five cents per bushel.
They also desire access to the great lumber regions of Louisiana and Texas, from which they will be able to obtain an abundance of cheaper and better lumber than they now buy in Wisconsin, and that they can get on cheaper rates of freight.
These are the facts gleaned from a man of close observation and intelligence, and they are only a very few of the multitude of facts which indicate that New Orleans is to become the great metropolis of the magnificent empire lying west of the Mississippi, and richer in resources than the now rich regions to the east of that mighty stream. New Orleans State.
Cowley County Railroad Stock.
Winfield Courier, December 9, 1880. The county Commissioners met last Tuesday to consider the proposition to change the stock in the Southern Kansas and Western railroad belonging to this county at seventy-five cents on the dollar for Atchison, Topeka & Santa Fe five percent forty year bonds at par. After a full discussion of the matter, they decided that they were not authorized to make any disposition of the stock without first submitting the question to a vote of the people, giving thirty days notice, and that it was impossible to do this in the limited time given. They however determined to investigate the matter to ascertain what our stock can be sold for, and to ascertain the value and security of the bonds offered, and then determine what is best to be done. The general feeling was that we should accept a cash offer or an offer of the bonds of our county at seventy-five cents on the dollar for the stock or even a considerable less. The commissioners desire an expression of the people as to whether they shall call an election in the matter and under what circumstances.
We would ask some friend in every township and neighborhood to ascertain the sentiment about him and inform us by letter or postal card.
Speculation Concerning Two Santa Fe Roads in Cowley County.
Winfield Courier, December 9, 1880. Speculation is rife among our people as to what the Santa Fe will do with its two roads at this point. The seeming object of the company in getting possession of the L., L. & G. was to relieve their main line, which is already overburdened with Colorado and New Mexico business. By running some of their trains from Newton down over the L., L. & G. into Kansas City, they would relieve two hundred and fifty miles of the main line. If this prediction proves true, through trains from Kansas City to California may yet go west via Winfield. It is also rumored that the Santa Fe will extend its line from Harper City and connect with the main line at Dodge City, thereby making a more direct route via Winfield to Kansas City for such trains as they desire to run that way. If this is the intention of the company, it will make the old L., L. & G. stock much more valuable than it is at present, which perhaps accounts for their desire to exchange 5 percent bonds for such stock. The dividends on the stock would be more than interest on their bonds.
Gould & Vanderbilt Have a Match in Gen. Strong of the A., T. & S. F. R. R.
Winfield Courier, December 16, 1880. The Atchison, Topeka and Santa Fe, whether it ever makes the C., B. & Q. and Vanderbilt combinations or not, is about the biggest institu-ion in the country. In ten years from the C. K., Holiday engine No. 1, and an old second hand passenger coach of the I. L. C. R. R., running over 27 miles of road, she now runs hundreds of engines and passenger coaches over a line of road more than a thousand miles in length, besides a half dozen branches which are themselves important lines. The road is operated independent of stock jobs or politics, being run purely as a matter of business and on busi-ness principles. The earnings of the road for the last half of November amounted to $510,000, and the company has ordered fifty new engines, forty new passenger coaches, and two thousand five hundred new freight cars. Gould and Vanderbilt have a match in General Strong, the manager of the A., T. & S. F. railroad. In the absence of all consolidations or combinations, the road under the lead of Gen. Strong’s genius, will in five years be one of the most gigantic enterprises known to civilization. Upon the other hand, a consolidation of the Santa Fe and Burlington will establish a system of roads that will serve a community of interests embracing the entire western half of the United States. It would have lines from Chicago to all principal eastern points, including all the Missouri river cities. Such a consoli-dation would give a line from Chicago to Denver and the Pacific via the Plattmouth bridge; another from St. Louis via the St. L. & S. F. and Wichita, and from Atchison and Kansas City to the Pacific coast by their own road, which will soon be completed.
This will give them two lines to Gould’s one; but the last line possesses immense advantages, in that it reaches Guayamas, on the Gulf of California, shortening up the line to Japan, Australia, and South America, by one thousand miles. And still this is not all. Arrangements have been made with the authorities of our sister Republic for the extension of this line to the capital of old Mexico. The magnificent and wonderful results that will follow the completion of the last named line cannot be computed. Eagle.
Missouri Pacific Under Gould Extending Branch Via Winfield.
Winfield Courier, December 16, 1880. It is the evident intention of the Missouri Pacific railway company under the direction of Jay Gould to extend the branch now built to Leroy, Coffey County, by way of Winfield, to the west line of the state at an early day, and probably to continue it through New Mexico to the Pacific.
That company has executed a mortgage on their road to John F. Dillon, of New York, to secure its bonds to the amount of thirty millions of dollars, covering the main line of its road from St. Louis to the Kansas line, 284 miles; the branch to Carondelet, 12 miles; the Booneville branch, 80 miles; the Lexington branch, 55 miles; a branch to be built called the Lexington & Southern, 200 miles; the branch to Atchison, 47 miles; a branch from the state line via Ottawa to Topeka, 200 miles, partly built; and last, but not least, a branch from the east line of Kansas through the entire length of the state, 430 miles. [Note: Counties from east to west are now called Miami, Franklin, Anderson, Coffey, Woodson, Elk, Cowley, Sumner, Harper, Barber, Comanche, Clark, Meade, Seward, Stevens, and Morton. MAW] This mortgage is being placed on record in the various counties. A copy of it is on record in the office of Register of Deeds of Cowley County, and covers over thirty pages in the book of records. It covers in the aggregate 1,108 miles of road, built or to be built.
This road will be of great interest to the people of this county as giving us competing lines, a more direct route to the east and to the west, and placing us on the most direct through route between the Atlantic and the Pacific.
It is intimated that Jay Gould does not intend to ask for county or other municipal bonds, on the ground that the stock of the company will be worth as much as any county bonds and he does not wish to exchange stock for bonds.
We have been informed that a move is under consideration in the Gould circles to extend the Leroy branch of the Missouri Pacific to Winfield.
Our Railroad Stock.
Winfield Courier, December 23, 1880. We have conversed with a great many citizens in relation to the railroad stock owned by this county and the expression so far is almost unani-mous that an election should be called to vote on a proposition to authorize the county com-missioners to sell our stock in the Southern Kansas and Western and in the Cowley, Sumner and Fort Smith, either or both, at not less than sixty-five cents on the dollar in cash or in the bonds of this county. Of course, they desire to sell at the highest possible rate, but think it better to take even 65 cents than to hold on long for a higher price. If on a close examination of the law, it shall be held that it means that the precise price to be sold at shall be named in the proposition and that it could not legally be sold, at a higher price, it would be necessary to find the highest price that could be obtained; but if, as seems most reasonable, the intent of the law is merely to prohibit sale of the stock at a lower price than that named in the prop-osition, but allowing the commissioners to sell at as much higher price as they can after the vote authorizing the sale is carried, then there is no need of any delay in calling the election.
In reply to a letter of inquiry sent to capialists in Boston by Capt. J. S. Hunt for the commissioners, he received a letter offering sixty-five cents on the dollar for the S. K. & W. stock.
Col. M. L. Robinson has a letter from Robert H. Weems, bond man of the great financial firm of Donnell, Lawson & Co., which we copy below. From this it will be seen that the writer quotes K. C., L. & S. stock at 91 to 92. In the consolidation the same stock is rated at 95. The S. K. & W. stock which we hold is put into the consolidation at 75. We presume if put on the N. Y. market, it would be quoted at about 72. The letter quotes the A. T. & S. F. bonds offered for our stock at 99.
If we should trade our $68,000 stock at 75 for these bonds and then sell the bonds at 99, it would realize us $50,490 in cash or 74-1/4 cents on the dollar in cash for our stock.
Another idea is that the calling of the election if done during this month need not cost the county but little extra, for the regular township elections are to be held on the first Tuesday in February and the stock elections could be held at the same time and with the same officers of elections.
The following is the letter above mentioned.
Mr. M. L. Robinson, Cashier, Winfield, Kansas.
Dear Sir: Yours of the 9th was duly received, and in reply we beg leave to state that the stock of the Kansas City, Lawrence & Southern R. R. is worth from 91 to 92. The 40 year 5 percent bonds of the A., T. & S. F. R. R. are worth 99 and interest. The consolidation you mention has appeared here in the various papers and as stated by you. This would result in the county securing $54,000 in 5 percent bonds, which are worth par, and we do not think that they will be worth less in the future. The county can undoubtedly trade them off to the Cowley, Sumner and Ft. Smith road. The 7 percent bonds issued by your county will be hard to get, as they are more scattered.
I will be pleased to hear from you further regarding this matter, and anything which I can do for you or for the county will be done most cheerfully and faithfully.
Yours truly, ROBT. H. WEEMS.
More on Santa Fe Railroad Proposition.
Winfield Courier, December 23, 1880. It is claimed by some that the Santa Fe proposi-tion to extend the El Dorado Branch is made at this time for the purpose of heading off the Fort Scott road, and to prevent the county voting bonds to aid its construction through this county, with a branch down the valley to Winfield. No man knows, outside the Fort Scott Company itself, whether they have the money to build or not.
This company, not having the money itself, may have secured the control of this line with the hope of being able to induce capitalists to take hold and build the road; they may be working it up with a view of selling out to some other corporation, or they may have the money to build. It is impossible to tell what they will or will not do until the line is completed to Humboldt, where it will connect with the Missouri, Kansas & Texas road, and until a reasonable amount of work is actually done on the line west of the last named place.
While it is claimed that this company intends building a branch line from El Dorado to Newton, in addition to the direct line to Wichita, it has never been claimed that they intended to build down the valley. “A bird in the hand is worth two in the bush,” and it is fair to presume that the people of the southern portion of the county will take up with the Santa Fe proposition, regardless of any other that may be made. There is nothing in the future as sure as that the El Dorado branch will be extended, if the franchises are voted as specified in the proposition.
Having had some experience with “paper” railroads, we are not willing to believe the Fort Scott road is coming until we can actually see the smoke of the construction engine “on the top of the Flint Hills,” or somewhere else in that immediate vicinity. Eldorado Times.
Gen. W. B. Strong.
Winfield Courier, December 23, 1880.
Boys! Read This and Consider.
Some years ago a boy in Beloit, Wisconsin, longed for an education, which he was too poor to get even at the price furnished in a Western college. He took a commercial course, and applied himself to strict rules of business.
He enjoyed fun and a “good time” as heartily as any of his fellows; but abstemiousness was his highest feast, and he had not time to “fool away,” as he expressed it.
He determined to make the most of himself, and took for his motto, “Whatever is worth doing at all is worth doing well.” He pasted this motto in his hat, and as long as the motto stuck to the hat he stuck to the motto. He learned to operate a telegraph instrument at odd moments; but he learned it thoroughly. Mastering these two things, common bookkeeping and telegraphy, he applied for and obtained the agency for a small and obscure station far out on the railroads in the Northwest. His accurate reports and careful attention to details attracted the attention of his superiors, and he was soon promoted to a better station.
It was frequently noted that he was not merely working for a salary, but for character and standing among men. He has his reward. He has never forgotten his motto. One promotion followed another solely on his merit, as he had no influential friends to push him into office.
He became Assistant Division Superintendent of the road for which he had worked as an obscure station agent. He rose to the position of Superintendent of another railroad, and was in demand by these great corporations. He made himself a necessity. For some years he has been General Manager of the Atchison, Topeka & Santa Fe railroad, and controls millions of dollars in that gigantic enterprise. He knows all the details of the fifteen hundred miles of railroad under him from the grading of the road bed and laying of a tie to the manipulation of giant corporations in the interest of a thoroughfare to the great Wonderland of the Southwest toward the going down of the sun in the Pacific.
Modest, unassuming, conscientious to a scruple, yet tireless in his energy, William B. Strong stands as a hero in his calling, and will take his place in history among the mighty men who subdue the wilderness by steam, and civilize a land by the locomotive. Chicago Advance.
The Item of Ice: Santa Fe.
Winfield Courier, December 23, 1880. The item of ice alone, is no inconsiderable one, to the A., T. & S. F. Railroad Company, which will be seen by a glance at the following figures, which were given our reporter by Mr. F. M. Smith, purchasing agent of the road.
The Company is storing ice along the entire length of the road, as follows: 700 tons at Lawrence, 500 tons at Topeka, 400 tons at Atchison, 450 tons at Emporia, 500 tons at Florence, 1,500 tons at Florence storehouse, 450 tons at Newton, 400 tons at Sargent, 500 tons at La Junta, 250 tons at Pueblo, 400 tons at Las Vegas, 350 tons at Pueblo, 400 tons at Las Vegas, 350 tons at Gallisteo Junction, 450 tons at Albuquerque, and 400 tons at San Marcial, or a total of 7,200 tons. This ice is to be used for the comfort of passengers by the Santa Fe. Commonwealth.
Items of Interest Gathered at the State Departments.
Winfield Courier, December 23, 1880. Capital Notes. The Judges of the Supreme Court will meet next Monday for the purpose of consultation and to file opinions.
RAILROAD CONSOLIDATION.
Articles of consolidation were filed in the office of the Secretary of State, yesterday, by the officers of the Kansas City, Lawrence & Southern Railroad, the Southern, Kansas & Western Railroad, and the Sumner County Railroad. The name of the Company will be the Kansas City, Lawrence & Southwestern Railroad. The articles are signed by H. H. Hunne-well, President, and Chas. Merriam, Secretary, for the S. K. & W., and Geo. H. Nettleton, President and Jas. S. Ford, Secretary, for the Sumner County road. Commonwealth, 16th.
Kansas City, Lawrence & Southwestern Railroad.
Winfield Courier, December 23, 1880.
The first effort of “consolidating” will probably be about January 1st, when the chief telegraph office will be moved from the Santa Fe to the K. C., L. & S. depot.
Farmers Convention at Topeka Called Concerning Railroad Transportation.
Winfield Courier, December 23, 1880. The question of railroad transportation is exciting much attention over the country at present. A convention of farmers has been called to meet at Topeka and take the matter into consideration.
County Commission to Consider Railroad Stock Propositions.
Winfield Courier, December 23, 1880. County commissioners meet on the 24th to consider propositions to purchase the stock in the S. K. & W. railroad.
The offer to give A., T. & S. F. bonds at par for the stock at 75 cents is to be held open until February 15th.
From The Monitor’s Locals.
Winfield Courier, December 23, 1880.
John E. Thomas, engineer for the Santa Fe, spent Tuesday evening in our city. It is his opinion there will be more miles of railroad built the coming year than in any previous one excepting 1872, when there were seven thousand miles of new track laid.
Opinion About S. K. & W. Railroad Stock.
Winfield Courier, December 23, 1880. Vernon Centre, Dec. 10, 1880. Eds. Courier: You request an expression of opinion as to what is best to do with the railroad bonds. I have taken some pains to learn the prevailing sentiment of the people in this vicinity in regard to that matter, and find that they very generally, almost unanimously, would prefer $51,000 cash, or its equivalent, to the stock the company now holds. If time is not too precious, the spring election is near at hand and without additional expense the will of the people might find expression there. This seems to be the better way. Respectfully yours, E. D. SKINNER.
Combination of Santa Fe and East and West Railroads.
Winfield Courier, December 30, 1880. There is some excitement over the combination of the Santa Fe and East and West railroads.
Special Election on Railroad Stock Propositions.
Winfield Courier, December 30, 1880. Editorial. The commissioners of this county have called a special election to be held on Tuesday, the first day of February, A. D. 1881, to vote upon two propositions: the one authorizing the sale of the Cowley, Sumner and Fort Smith railroad stock, at not less than 65 cents on the dollar, and the other authorizing the sale of the Southern Kansas and Western railroad stock at or above same limits. This call is made in response to a general expression of the people as far as heard from favoring the submission of the proposition on the terms named.
This expression is not quite unanimous, for at least one of our citizens, whose financial opinions are entitled to as much weight as those of any man in this community, objects decidedly to holding the election, and considers it very imprudent to vote such authority to sell. He holds that the S. K. & W. stock is going to advance and is likely to go up to par, and that the principal object which any parties can have in making propositions to buy this stock is to make a large speculation on it. He thinks it wrong to expose the commissioners to the offers of per-sonal advantage which will be sure to be made to them by parties anxious to buy, and that it will be time enough to vote authority to sell when we have an offer nearly equivalent to par in cash. He does not think that the C. S. & F. S. stock can be sold as high as 65 cents for a long time to come and that it is useless to vote authority to sell at present.
The idea of others with whom we have conversed and of the commissioners is, that with a limited authority to sell they are not required to sell at once, but can hold until it is evident that the best offer is made and the right time to sell has come, and that when such offer comes, it may require so prompt action to avail ourselves of it that there will not be time to submit it to a vote to acquire the authority to sell.
During the time up to the election, on February first, the market will be canvassed as thor-oughly as possible, and all the facts in relation to the value and prospects of the stock that can be obtained will be. At the same time offers will be made. If it is thought best, we can then delay for months for more information and more offers.
If the offer of the K. C., T. & W. and the A. T. & S. F. already made should finally be found to be the best, if it shall be found that the bonds offered can be sold at par for cash, the intermediate trades of S. K. & W. stock at 75 for consolidated stock at par for Santa Fe bonds at par, could be made, provided that they were contingent on the sale of the bonds at par for cash or county bonds are delivered. This would yield the county $51,000 cash for its $68,000 stock on the S. K. & W.
The A., T. & S. F. offer stands until February 15th. By that time we can know more of the value and prospects of the stock, and can then decide whether it is best to accept that offer.
The highest offer yet received in cash direct is 65 cents. We have no fears of the result. We favored the calling of the election. It being called on the day for township elections will not be attended with much extra expense. There is no danger of it being carried against the will of the people, for the law requires a two-thirds vote for either proposition to carry it. If it is best that it be defeated, there are five weeks before the election in which to convince one-third of the voters of such fact.
Our columns will be open to those opposed to present their views in reasonable length. For ourselves we believe it best to vote the authority to sell and shall so advocate until otherwise convinced. We want the taxes reduced in any judicious way that can be devised, and do not wish to miss any chance to reduce our county debt as much as possible.
Winfield Courier, December 30, 1880.
From The Monitor’s Locals.
Winfield Courier, December 30, 1880.
The Telegram has commenced war against the Santa Fe railroad.
Major Tom Anderson has resigned his position with the Santa Fe to go into the wholesale boot and shoe business. We esteem this resignation quite a loss to the Santa Fe, as Major Tom is blessed with as large a stock of good common sense as any man in the state of Kansas.
The Santa Fe has had their engineer go over the ground and report the cost of a road from El Dorado through Douglass to Winfield. If the people want to vote the necessary aid, they can have the road. Such a road would build up Little Dutch and Rock, and at the expense of Winfield.
Railroad Stock: To Sell or Not to Sell.
Arkansas City Traveler, January 5, 1881. An election has been called by the county com-missioners for the purpose of voting on the proposition to sell the county’s stock in the Cowley, Sumner & Fort Smith and Southern Kansas & Western railroads—the proceeds to be applied to the payment or purchase of the outstanding bonds of this county. Tuesday, February 1, is the day designated for the election. We understand the county is offered seventy-five cents on the dollar for this stock, which is everywhere considered an exceptionally good offer.
Conductor Goodyear in Winfield.
Winfield Courier, January 6, 1881. Conductor Goodyear, of the Caldwell branch of the A. T. & S. F., was in Winfield several days last week.
Santa Fe Offers to Carry Coal Free of Charge to Poor of Winfield.
Winfield Courier, January 6, 1881. The Santa Fe railroad comes to the front in a most benevolent manner with a splendid gift to the poor of Winfield. They propose to carry free of charge from the mines in Trinidad, Colorado, to Winfield two cars of coal. The freight on the coal would amount to $147.20. Is is a large gift, and shows a disposition on the part of the management to extend all the favors possible to the people along their lines. It will cer-tainly bring warmth and gladness to the hearts of many poor families in our city. Mr. Garvey laid the matter before General Freight Agent Goddard, and it was through his efforts that the donation was made.
Another Railroad: Gould Extension of M., K. & T.
Arkansas City Traveler, Wednesday, January 12, 1881. Editorial Page.
Yesterday afternoon our citizens assembled to hear the agents of Jay Gould make a prop-osition to this township for another railroad—the extension of the M., K. & T. from Independence to this point. It is their plan to build this road by township aid alone, and to complete it to Arkansas City by January 1, 1882. The amount of aid asked for is very small. We shall speak at length on this subject next week.
Gould Interest in Pacific Railroad from Parsons and Counties West to State Line.
Winfield Courier, January 13, 1881.
Ed. Brown, one of the best engineers on the Gould roads, and Hon. A. J. Mathewson were in town this week en route through the western counties looking over the ground for the new Pacific railroad to be built in the Gould interest from Parsons through Labette, Montgomery, Elk, Cowley, and the counties west to the State line. It is talked that another branch will be built from Leroy by way of Wichita to connect with the road through this county at some point west of here.
Arkansas City Traveler, January 19, 1881. Editorial Page.
Respecting the new railroad project, of which we made brief mention last week, there have been no further developments. Messrs. Brown and Matthewson, two prominent men in railroad circles, have been through the southern tier of counties in this State on a tour of observation—their object being to feel the public pulse and report to their chief, Mr. J. Gould. They were not authorized to make any contracts with the townships along the line, but could give the people an idea of what their company would expect or ask in the way of aid.
The projected road is to leave the M., K. & T. at Parsons, and proceed westward as near the State line as possible, township aid being asked the entire distance. For the miles of road built in this county, they will want about $75,000 in township bonds, the road to be completed by the 1st of January, 1882.
Some thirteen miles of railroad will be built in this township, for which they only ask $30,000. In obedience to the request of Winfield parties, Messrs. Brown and Matthewson visited our county seat and listened to a proposition from them, but said their instructions were to go to Arkansas City; and consequently they could not entertain a proposition from Winfield.
It is not the purpose of the company to build to Winfield if they can secure the aid asked for from the southern townships. Our farmers will do well to think and talk of this matter among themselves, that they may be prepared to act intelligently upon the question whenever it is presented for their action. We will gladly publish views on this question from the farmers.
From The Winfield Monitor. “The New Railroad.”
Arkansas City Traveler, January 19, 1881. Editorial Page.
The proposed operations of corporations are always involved in more or less of doubt and mystery. Managers of great lines are very reticent and very slow to give information. When the development of a new project has reached a certain stage, then an intelligent editor with that beginning, and scattered information that he can pick up, may be able to outline projects which appear mysterious.
During the past week Gould, through his officers, has obtained charters for two new roads. One running from Le Roy, the present terminus of the Missouri Pacific, through the counties of Coffey, Woodson, Greenwood, Butler, Sedgwick, Kingman, then southwest through Harper, and then west. The other road starts at Parsons, in Labette county, which is the junction of the old M., K. & T., running southwest through the counties of Labette, Montgomery, Chautauqua, Cowley, Sumner, Harper, where it will probably join the first mentioned line.
Last Monday, Ed. B. Brown, who is now president of the Lexington and Southern railroad, and Angell Matthewson, president of Matthewson & Co.’s bank at Parsons, were in this county in the interest of the latter road. Their instructions were to avoid Winfield and proceed directly to Arkansas City. This was done. A meeting was held in that town, and seventy-five thousand dollars of township bonds promised the road from the south tier of townships.
Here you have certain facts, what are the conclusions? It is evident that Gould intends pushing his system of roads west, so as to share with the Santa Fe the rich traffic of the mineral regions. Next, he wants to be as close to the Territory line as possible, so that when it is opened he can go south from any point. It will also give him a larger scope of unoccupied territory.
Our last conclusion is that both these roads are going to be built, and Winfield will not get either, no matter what amount of bonds we may promise. We can go ahead with our meetings and do “our level best,” but “the eyes of the animal is sot.” Monitor.
From The Winfield Monitor. Santa Fe Trail.
Winfield Courier, January 20, 1881. We are under obligation to W. F. White, general passenger and ticket agent of the Santa Fe, for a new paper in the interest of that road, and called the Santa Fe Trail, and also a map of the United States and Mexico, showing the completion and proposed lines of this vast corporation. Any of our readers desiring the Trail, can be placed on the subscription list free by addressing the editor, Chas. S. Gleed, Topeka.
Election, Township Officers & Proposition to Sell Our Railroad Stock.
Winfield Courier, January 20, 1881. Editorial. On Tuesday the first day of February is the election for township officers and also the election on the proposition to authorize the county commissioners to sell our railroad stock at not less than 65 cents on the dollar cash.
It is our opinion that the electors of this county should vote in favor of that proposition. The best offer that has been made in cash direct so far is 65 cents for the $68,000 stock in the S. K. & W. road; but the offer to exchange our stock at 75 for consolidated stock of the K. C. T. & W., and the consolidated stock at par for A. T. & S. F. bonds, is thought to be equivalent to 75 cents cash for our stock because the A. T. & S. F. bonds are said to be worth their face. The commis-sioners could not make this trade unless in the same transaction a purchaser should take the Santa Fe bonds at cash so that in effect the cash would be received when the stock was delivered.
It is possible that still better offers will be made before the stock would be sold. At worst the act of voting the authority would not compel the commissioners to sell at once, or to sell at all for that matter. They could hold until the best offer they could expect was made and then close. Of course, we should expect them to act judiciously and do the best for the county, but we would not advise them to hold so long as to lose the opportunity to avail themselves of the best offer. It is our opinion that if it is found on a thorough investigation that 65 cents cash is the best we can do, we had better sell even at that. There are too many chances that railroad stocks, such as these, may go down in the market to warrant us in holding too long for a better offer than 65.
We urge our readers to consider this matter carefully and vote understandingly, but to vote by all means and let their opinions be felt at the polls.
If the authority is voted, it will probably realize the county about $50,000 in cash for the S. K. & W. stock. There is no offer for the Cowley, Sumner & Fort Smith stock, $128,000. We have out $33,000 ten percent refunding bonds, which will come due in two years, and the proceeds of the sale can soon be used to stop this big interest. The railroad bonds of the county are said to be worth about 97 cents on the dollar in the market, and we can doubtless get all we can pay for at par or less. The S. K. & W. bonds only draw 6 percent, and they are the bonds we should leave for the last.
Arkansas City Traveler, January 26, 1881.
Remember, if not a vote is cast against the proposition to sell our railroad stock, it will still require 2,920 votes in its favor to carry it. At the last election there were 4,379 votes polled in Cowley County for Congressional candidates. In an election of this nature the law stipulates that two-thirds of the votes in the county shall be cast in the affirmative. The only object in voting against it is to prevent any fraudulent practice at the polls.
Arkansas City Traveler, January 26, 1881.
Our railroad stock: to sell, or not to sell?
Not to sell, and don’t for a moment forget it.
Vote against the proposition to sell our railroad stock.
Don’t forget that the election for township officers, and to vote for or against the sale of our railroad stock, will be held the same day—Tuesday, February 1, 1881.
Surveyors at Work on Proposed Gould Railroad.
Arkansas City Traveler, January 26, 1881. We are informed that the surveyors are now at work on the proposed line of the Gould railroad from Parsons to this city.
The New Railroad.
Arkansas City Traveler, January 26, 1881. Editors Traveler: The proposed route for this new railroad is certainly a good one, and may be of great benefit to us. Besides giving us a direct line to St. Louis, it will give us another western market. But there is something more. They want $75,000 in township bonds from the southern tier of townships in this county— $15,000 from Bolton, $30,000 from Creswell, and $30,000 from the townships further east.
Everybody in this section of country, but more especially in Creswell and Bolton townships, is interested in having a good bridge across the Arkansas River. Should we have high waters this spring, we may wake up some fine morning to a knowledge of the fact that we are minus a bridge. Now, we are already heavily in debt, and if we add to this the bonds this railroad asks, and our bridge should happen to leave us, what will we do? What can we do? Either do without a bridge, or go down into our pockets hunting for the money to build another one.
Now for a suggestion. Let the Boards of the two townships come together and make a proposition to Jay Gould’s agents to this effect. If we vote the bonds to this company, they must bind themselves to build us, in connection with the railroad bridge across the Arkansas, a good wagon bridge, which shall be free. It will cost them perhaps $3,000 extra, but that is very little out of the $45,000 wanted from us. If it would cost $5,000, it would still be but one-ninth of the bonds wanted. This, in addition to the benefits we may derive from the railroad, will give us a good substantial crossing for our own accommodation. BOLTON.
Vote for the Propositions to Sell Our Railroad Stock.
Winfield Courier, January 27, 1881. Editorial. This is the last issue of the COURIER before the election of Tuesday, February first, at which the two propositions to authorize the sale of the railroad stock owned by this county will be carried or defeated. We have conversed with a great number of voters from all parts of the county and the expression has been almost unanimous in favor of the propositions. Yet though there should not be a single vote polled against either proposition, there is great danger that both will be defeated. The affirmative vote of two thirds of the electors of the county is required to carry the proposi-tions and there is great danger that less than two thirds of the voters will appear at the polls and vote. . . .
There is not reasonable doubt that it is the best thing that can be done; that now, while railroad stocks are inflated more than ever before, is the time to sell, and not wait for a panic which will make our stocks of even less value than we expected when we voted the bonds.
There is little doubt but we shall be able to realize at least $50,000 for our $68,000 of S. K. & W. stock, and we can take up the 7 percent bonds at par or less, to the extent we desire after providing for cancelling our $33,000 of 10 percent bonds.
This will reduce our county debt $50,000, and our yearly interest $4,490, which is a big item in the line of reducing our taxes. Under the same election the time will probably come when we can sell our $128,000 of C. S. & F. S. stock for $83,000 or more, and this will take up the remaining $51,000 of 7 percent bonds and $32,000 of our 6 percent bonds, making a further reduction of our annual interest opf $5,490 and leaving us in debt only $96,000 at 6 percent, an annual interest of only $5,760 in place of the $15,740 which we are now paying.
Let every taxpayer turn out and work for both propositions.
Substitute Bill to Incorporate Cherokee and Arkansas Railroad Company.
Arkansas City Traveler, February 2, 1881. Editorial Page. Washington, Jan. 27. The bill reported favorably by the Senate committee on railroads to incorporate the Cherokee and Arkansas railroad company, is in the nature of a substitute for the entire bill as originally introduced. It gives the company the right of way through the public lands and Indian reser-vations, subject to existing treaties, 100 feet wide, with twenty acres at each station, not nearer than ten miles of each other, from Arkansas City to Ft. Smith. The capital and stock is not to exceed $4,300,000, in shares of $100. The company must file its acceptance of the terms of the charter in sixty days from the passage of the act, and begin its line within six months and finish it within two years.
G. H. Allen Leaves Adams Express For Wells, Fargo Express Company.
Winfield Courier, February 3, 1881.
TO THE CITIZENS OF WINFIELD AND VICINITY: Having resigned the agency of the Adams Express Company at this place, I will, on February 4th, open an office for the Wells, Fargo Express Company in Winfield, at the old room in Manning’s building, rear of post office. The Wells, Fargo Express Co. will on that date put service on the Atchison, Topeka and Santa Fe R. R., and all its branches, and connect by this line with the Southern Pacific R. R. in New Mexico, making a direct route to San Francisco, California. At Kansas City it will have a joint office with the American Express Co., which company now has a line extending to Boston, Massachusetts, and Portland, Maine. The Wells, Fargo Co. will make arrangements with the American Express and with the D. & G. Express Co. in Colo-rado to waybill direct to all points in their territory, so that the old and popular Wells, Fargo Express will control a through line from the Pacific to the Atlantic ocean, and can offer unequalled shipping facilities.
Ship by the Wells, Fargo, and order your goods sent by this company from the west, or the American Express if from the east, and you will insure quick and cheap transportation and save trouble and expense. As agent of this company, I shall endeavor to so accommodate the public as to make it a pleasure to deal with the company.
G. H. ALLEN, Agent Wells, Fargo Express Company.
Electors Vote Against Sale of Cowley County Railroad Stock.
Winfield Courier, February 3, 1881. Editorial.
The election of last Tuesday, in which so large a number of electors voted against the sale of the railroad stock belonging to this county, affords the most powerful argument in favor of locating the idiot asylum in this county.
A., T. & S. F. Purchases Burlington and Santa Fe Railroad.
Winfield Courier, February 3, 1881. The Atchison, Topeka and Santa Fe railroad com-pany has purchased the Burlington and Santa Fe railroad for $212,000. This road runs from Ottawa to Burlington and is the one known as the “Schofield road.”
Prospects Good for Arkansas City to Fort Smith Road.
Arkansas City Traveler, February 9, 1881.
The bill incorporating the road from Arkansas City to Fort Smith has been recommended for passage, * * * * There is a good prospect that the bill will pass at this session of Congress. If it does, then Cowley County will boom. Monitor.
This is probably one of the many agencies to be used by the gods in “destroying” Arkansas City, whose doom, according to Conklin, was “foretold centuries ago.” We’ll take all this kind of doom they can furnish us, Joe.
Winfield Courier, February 10, 1881. Since the vote on the propositions to sell our stock, it is claimed that the idiot asylum ought to be located at Arkansas City.
About 40 Citizens Advise County Board to Sell S. K. & W. Stock for $46,240.
Winfield Courier, February 10, 1881. On Monday morning county commissioners again called an advisory meeting of citizens to consider the matter of selling the S. K. & W. stock.
Met at the office of Jennings & Buckman at 11 a.m., about forty citizens being present. Col. J. M. Alexander was chosen chairman and C. C. Black secretary.
It appeared that only two offers were before the commissioners, that of W. N. Coler & Co., of New York, of 65 cents for the stock, in the county 7 percent, bonds at par, and that of Edwards & Bo., of St. Louis, of 68 cents in cash for the stock.
A long discussion ensued, in which was discussed the relative merits of the two offers, the probability of getting better, and of loss by delay, in which many citizens took part. Finally the meeting passed the following resolution almost unanimously and adjourned.
Resolved, That this meeting advises the county board to sell the $68,000 stock to-day at 68 cents cash or Cowley 7 per cent, bonds at par (unless a better offer is made) to such parties as it shall deem best.
The commissioners then met and agreed to sell the stock to W. N. Coler & Co. for 68 cents cash, amounting to $46,240, the exchange to be made at Read’s Bank in Winfield without expense to the county, the bank becoming security that the purchaser shall consummate the trade immediately. As this arrangement saves the county all expense for exchange, transmission, etc., it is an advance over the St. Louis offier.
The treasurer drew on W. N. Coler & Co. for $46,240, accompanied with the stock, and Read’s Bank gave a receipt on deposits to the credit of the county of $46,240 in New York exchange. It is known, we believe, that N. Y. exchange is generally at a premium; never sells for less than par.
Sale of K. C., L. & S. Railroad Stock by County Commissioners.
Arkansas City Traveler, February 16, 1881. The sale of $68,000 of K. C., L. & S. railroad stock held by this county was finally disposed of by commissioners to Messrs. W. N. Coler & Co., of New York, for 68 cents on the dollar, cash. The sale and transfer of the stock were made through Read’s bank, and a certificate of deposit was given to the county treasurer.
Surveyors of Proposed Missouri Pacific Extension at Sedan.
Arkansas City Traveler, February 16, 1881.
Messrs. Hill and Bonsall started to meet the surveyors on the proposed Missouri Pacific extension last Thursday, but were prevented by the severe storm from going further than Maple City. The surveyors are at Sedan, and will be here as soon as the weather permits. The people in the townships east of us are largely in favor of the road.
Endicott Receives Neat Sum for Hogs Shipped by Rail.
Arkansas City Traveler, February 16, 1881.
We are informed that Mr. P. F. Endicott, one of the oldest settlers in this vicinity, has received for hogs during the past few months the neat little sum of $1,153.85. They were raised on his farm southeast of town, and were shipped to Kansas City by our stock buyer, Mr. Ira Barnett. These facts are submitted to the attention of our farmer friends for their consideration, with the injunction “Go thou and do likewise.”
Local Santa Fe Agent Also Agent for Wells, Fargo Express Company.
Arkansas City Traveler, February 16, 1881.
Mr. O. Ingersoll, the genial agent of the Santa Fe railroad at this point, is also agent for the Wells, Fargo express company, which bills direct to all points west of Kansas City, and will soon perfect arrangements to bill to all eastern points. Mr. Ingersoll has arranged with Mr. Dunn to transfer all express matter to and from his office, which is at the depot. The names of the company and their agent are safe guarantees of satisfaction to all who may favor them with their business.
Great Discontent Due to Stock Sale Without Exchange of Bonds.
Winfield Courier, February 17, 1881. Editorial.
We hear that in some parts of the county there is great discontent because the county commissioners sold the stock without at the same time taking up our bonds in exchange therefor. It is complained that the money received for the stock is laying idle while interest is accruing on our bonds, if indeed the money is not being stolen, lost, or squandered.
As we offered in a public meeting the resolution on which the commissoners have acted, and as we advised them to act as they have done, we may as well state the reasons for such action for the benefit of our readers.
In the first place, there is no danger of the money being stolen, lost, or squandered. The proceeds of the stock is in the hands of county treasurer Harden, where the law requires it to be, and he is responsible on his bond that it shall be appropriated according to law. The law requires that it shall be applied to pay the bonded debt of the county on the orders of the com-missioners and if he should pay it out for anything else, he and his securities must make it good.
In the next place it was much more important that the stock should be sold at once than that the bonds should be bought in at once. The price at which the railroad stock could be sold was very precarious and uncertain at best.
Some of this same stock had sold as low as twenty-five cents on the dollar, but the temporary demand for it, caused by consolidation of the roads, the desire to get up this stock for consolidation stock for the Santa Fe company, caused the stock to advance. Seventy five cents on the dollar was offered for it in 5 percent Santa Fe unsecured bonds, which we did not want nor had any legal right to trade for, bonds which might now be worth 90 cents to par, but are liable to take a grand tumble on the first money stringency or financial panic that should occur.
But a few weeks ago some townships in Sumner County sold through a financial agent some of this same stock at 70-1/2 cents, but paid the agent a commission, so that the stock netted scarcely 69. Since that sale it has been impossible to get an offer of more than 68 cents. In fact, the tendency is evidently to decline; and had we not sold until now, it is doubtful if we could have got more than 65. Should a stringency or panic take place, this stock would go down, down, perhaps to 25 cents again, perhaps to mere nothing.
There is little probability that it will go higher than 68 and it is almost certain that sooner or later it will go down. But we are out of trouble about the future of this stock, for we have sold out for $68,000 of it at 68 cents on the dollar, and have got the money for it, $46,240, safe in the county treasury. If stocks should tumble now, instead of losing we should make money by it. A panic now would help us amazingly about paying our bonded debt, however damaging it would be to all our other interests.
The reason that the commissioners did not take up our bonded debt at once with the money was that the parties buying stock had an option on some $45,000 of our 7 percent 30 year bonded debt and would not sell it to us for less than 104-6/10 cents on the dollar. Our 6 percent bonds were offered at par, but it was better to take up 7 percent at par or what would be still better, get our old ten percent at par or any premium under 12 percent. If we should let the money lay idle a month and then have to take our 7 percent at 104, we should lose nothing for the 6/10 would pay the interest accrued on the bonds during the month. But we shall do better. Already we are offered our 7 percent and 6 percent half and half at par. This, if we accept, is a gain of 2-3/10 percent, sufficient to pay more than four months interest on the bonds. But we do not advise that this offer be accepted. We should reject it promptly. We fully believe that we shall next get an offer of the 7 percent at par, perhaps we may soon get 10 percent at a small premium.
There is not the slightest need of rushing things now. There is no danger that our bonds will advance. There is much more probability of a panic or a financial change that will cause stocks and bonds to go down. We are ready for it; we are in the market to buy, and if our bonds decline, we shall make money by it. Our $46,250 cash will only buy $44,200 of our bonds at the rate the buyers of our stock asked for them. Should our 7 percent decline to 90 cents, we could with our money take up $51,377 of them.
Please be easy, gentlemen. Things are working well. Winfield chaps are not smart enough to steal this money. They cannot give it to Jay Gould for another railroad. It is not so much money as to send our $227,000 of bonded debt up above our reach. Those fellows who bought our 7 percent at 85 will consider how little of our debts this money can pay at best and will not know that it will not be stolen or paid to Jay Gould by these border barbarians. They do know that this is drouthy Kansas and that some of the best counties in the state have scaled down their debts fifty percent. They will no doubt think they have done well if they sell even at 90 cents, having got their interest and five percent profit besides.
The Through Route Kansas City, Lawrence & Southern Railroad.
Winfield Courier, February 17, 1881. Advertisement.
The Kansas City, Lawrence & Southern Railroad now completed to Winfield, is 30 miles the shortest, 2 hours the quickest, and the only line running through trains between Winfield and Kansas City. It is the best route to all points east. Close connections are made with all trains at Union Depot, Kansas City. Trains on this line are always on time, thus making con-nections sure. Through tickets to all points are on sale at the Company’s office in Winfield, at lowest rates. If any of your Eastern friends are coming West, write them to purchase tickets via the Through Route, the Kansas City, Lawrence & Southern R. R.
L. L. & G. Put up Water Tank near Stockyards.
Winfield Courier, February 17, 1881. The L. L. & G. has put up a water tank near the stock yards, and now have it in running order.
The Snow Storm.
Winfield Courier, February 17, 1881. Last week Cowley County and Southern Kansas was visited by the severest snow storm ever before known. It commenced snowing Thursday evening; the wind was very high, and the snow soon drifted so that travel was completely blocked. The storm continued all day Friday and Friday night.
The passenger train on the L., L. & G. came in all right Thursday night, but failed to get through to Wellington, getting stuck in a snow bank about two miles this side. Friday afternoon two large engines passed the depot going west to the rescue of the passengers. They found the train scattered along all the way from Oxford to Wellington, first digging out a coach, then a baggage car, and finally the engine stuck fast in a ten foot snow bank. Altogether, there were five engines and two trains snow bound between Winfield and Wellington, a distance of twenty-five miles. The Friday morning freight on the Santa Fe left Winfield all right, but failed to get through, as did the passenger coming down. No train came in on the Santa Fe until Tuesday. The passenger train came through from Wellington Monday morning, and also the train from Kansas City on the Monday night. This was the first mail from the east since the 10th.
Railroad Engines Fighting a Snow Blockade.
Winfield Courier, February 17, 1881. “BUCKING SNOW” is what the railroad boys call it, and it certainly was “bucking” on a big scale. Through the courtesy of Superintendent Barnes, we were permitted to ride out to the scene and witness the engines and men at work.
The cuts were level full of snow, so solidly packed that it would hold a person up. The largest engine was placed in front to do the “butting.” It would get back a half mile, take a run, and dive into the snow at the rate of forty miles an hour. It would generally dig through the snow about two hundred yards, when men were sent in with shovels to loosen it up. The other four engines would come up behind and after much puffing and blowing, the huge engine would be drawn back, ready for another dive.
The sight was one never to be forgotten. The engineer on the front engine was an old Kansas Pacific man, was used to blockades, and was as fearless at Satan. He knew the engine which he controlled, and felt his power to govern it. The cut just on the backbone of the divide where the road crosses from the Walnut slope to the Arkansas is about twenty feet deep. The snow here was more solid than usual, and so deep that it reached the headlight of the engine. They reached this last cut about eight o’clock at night, and after examining it, a consultation was held with the engineer as to whether he was willing to attempt to force it as he had the others. He debated the matter for some time and at last told them to “clear the track” and ordered the firemen to “fill her up with coal.”
The start was to be made from the crossing, about a mile back. We took our stand opposite the cut on top of a mound about fifty feet above the track. The moon was almost full, and the track shone bright and glistening way down nearly to the crossing where the giant locomotive stood, with the grim engineer watching the finger of the dial plate on the steam gauge crawl slowly around as the two firemen shoveled in the coal. They were all ready, the finger on the dial showed one hundred and twenty pounds of steam, and the engineer, with one hand on the throttle, gave the signal that he was coming—and he did come! We saw a puff of smoke, and in an instant the locomotive shot down the track toward us. The next thing we knew we were covered with snow from head to foot, with the engine just opposite buried in the drift up to its smoke stack.
It took nearly an hour shoveling and pulling by the other engines before she was released from her snowy prison. We were tendered an invitation from Supt. Barnes to ride in with the engineer on his next dive, but owing to a “very bad cold,” we were compelled to forego the pleasure of such an excursion.
Trade Notes.
Winfield Courier, February 17, 1881. The past week has been a rough one on business of all kinds, with no shipments of grain or stock, owing to the blockaded condition of the roads. Businessmen and tradesmen have felt the effects of bad weather to a great extent. Prices have undergone no change. We quote wheat at 60 to 68 cents; corn 30 to 33 cents; oats 22 to 25 cents. The produce market is dull. Butter is plenty at 12½ to 15 cents. Hogs are more plenty, at 15 cents. Potatoes, 75 to 81 cents; sweet potatoes, $1. Poultry, no demand; live chickens, $1.25 to $1.50 per dozen; dressed chickens and ducks 5 cents per lb.; turkey, 8 to 9 cents. Hides, but few offering, with prices as follows: Green, 6 cents; green salt, 7 cents; dry flint, 12 cents; dry salt, 9 cents; bulls and stags one-half off. Pelts and furs in good demand at fair prices. Wood, dry, $4.55 to $5.55; green, $4; very little on the market. Coal, soft, $6.50 to $7; hard, $15; market entirely out. Hay, receipts exceedingly light: price $4.50 to $6. The stock market is still supplied for butchers’ use, who are paying from 2¼ to 2½ cents per pound for cows; and 3 to 3½ cents per pound for steers. The hog market is quiet on account of none shipping; prices are lower than last week ranging from $4 to $4.25. Telegram.
Winfield Isolated from Rest of World.
Winfield Courier, February 17, 1881. For seventy-two hours Winfield was isolated from the rest of the world, and to many it seemed like an age. We have become so accustomed to daily communication with the outside world that a return to the days of the stage-coach and four-day-old papers would be unendurable. It is such occasions as these that make us realize the value of railroads and telegraph wire.
Stock and Bonds.
Winfield Courier, February 24, 1881. In making out the papers for the sale and transfer of the stock in the S. K. & W. railroad from the county to the purchaser, there were some errors which made the transfer defective and the papers were sent back for correction.
Commissioners Gale and Bullington met at the county clerk’s office on Monday of this week and made the proper correction. It is said that they also sent Messrs. James Harden, treasurer, and M. L. Robinson to New York and Boston to buy bonds.
These two gentlemen started east on Monday eve, but we suppose on their own expense and for their own purposes for the Commissioners have no power or authority to put the county to any expense for such a mission. They probably have gone to see the inauguration of the presi-dent and other sights and can well afford to do so, but the idea that they expect the county to pay their expenses is preposterous. The idea that they would be of any particular use to the county in finding and buying bonds at a low rate is equally absurd. The state has a financial agency in New York and the bankers of that institution live in the midst of bonds and stocks and know now more about our bonds, where to get them and what they are worth, than two new men could learn in six months. All our Commissioners need to do is to send the funds to the financial agency and instruct them to buy our bonds to the best advantage for the interests of the county. The idea of sending men from here to do the business is absurd and ridiculous.
We suppose that the howl raised in some quarters because the bonds were not bought in when the stock was sold, might have worried the commissioners some and made them feel that they ought to hurry up the matter of buying in the bonds in some way, so that when asked to send these experienced intelligent men east to hurry up the matter, without looking up the law or considering the use of sending them, they in their individual capacity and not as commission-ers told them to go. But the story soon got out that the commissioners had sent them on this wild goose errand at the expense of the county and then commenced a howl indeed. Almost every man we met made either an angry comment in condemnation or a ridiculous comment in disapproval.
We would ask the people interested to keep cool and not to get excited. The commissioners are trying to do the best thing for the interests of the county and will not pay out the people’s money for any expenses not warranted by law.
The gentlemen named have a right to go east and buy bonds for that matter just as we fellows who stay at home have the same right.
Treasurer Harden and M. L. Robinson, the committee appointed to buy our bonds, left on Monday’s train for New York and Boston. If bonds are to be had, they will get them.
Nichols, Route Agent of Wells, Fargo Co., Visits Winfield Office.
Winfield Courier, February 24, 1881. J. W. Nichols, Esq., a route agent of Wells, Fargo & Co.’s Express, was in the city over Sunday, having come here to visit their office in the place and post Mr. Allen, their agent, in the affairs of the company and arrange facilities for the accommodation of their flourishing business, which is prospering finely under the hands of Mr. Allen. Mr. Nichols is an old expressman of many years experience and represents a company which is noted for its liberality to both its employees and patrons, and for fair and honest dealing with the public. Wells, Fargo & Co.’s Express Company has a thirteen years’ lease of the Atchison, Topeka & Santa Fe railroad and all its branches, and hopes by square dealing and close attention to business to win the confidence and patronage of the people in this section of country as it has elsewhere.
Item from Cowley County Monitor.
Winfield Courier, March 3, 1881. We are very much surprised at an editorial in this week’s COURIER in relation to the subject, “Our Stock and Bonds.”
The following is the official action of the commissioners, and we want to say for Messrs. Gale and Bullington that neither of them were to blame for the necessity that caused the board to take the action detailed below.
On Feb. 21, 1881, the Board of county commissioners met in official session. Present: G. L. Gale, chairman, L. B. Bullington, member, and J. S. Hunt, county clerk.
The board directed the county clerk to correct the journal entry of February 4th and February 7th, 1881. Said entries were accordingly corrected. These errors were informalities in regard to the transfer of the stock of the Southern, Kansas and Western railroad.
On motion of the chairman it was resolved that James Harden, county treasurer of Cowley County, and M. L. Robinson be appointed and empowered as a special committee to take the corrected papers relating to the special election, held February 1st, 1881, and AT THE EXPENSE OF COWLEY COUNTY, proceed to Kansas City, Missouri, and have the same approved by Wallace Pratt, attorney, to whom the original papers had been referred by Charles Merriam, trustee; then proceed to New York and Boston and purchase for and in behalf of Cowley County, Kansas, forty-six thousand two hundred and forty dollars worth of the outstanding bonds of the said Cowley County, Kansas, provided the seven percent bonds of the said Cowley County can be purchased at a commission or premium of not more than two and one-half percent; the six percent bonds of said Cowley County at not more than par and accrued interest, and the ten percent bonds of the said Cowley County at a rate correspondingly beneficial to the interests of said county, or any of said specified bonds to the amount of forty-six thousand two hundred and forty dollars worth at as much better rates for the interest of said county as possible. And if the present purchase can be made at such rates or at most one percent of such rates, this committee shall ascertain as much as possible in relation to whom the holders are of such bonds at what rate and the lowest rate any of said bonds can be purchased, etc., and make a full report of all of said items on their return. Board adjourned.
J. S. HUNT, County Clerk.
We clip the above from the last Monitor and will remark that when we wrote the editorial in the COURIER alluded to and when we went to press we had not been furnished a copy of the commissioners’ proceedings, and as they are usually furnished the county paper by the clerk, we had not been to the records to examine them. We had heard rumors on the street concerning the proceedings, which struck us as improbable for the reasons then given. Now that we have a copy of the official proceedings, we make the correction by publishing them as above.
We do not wish to do injustice to any parties connected with this matter and are disposed to give to all the credit of desiring in their action to accomplish the best interests of the county. We know that the commissioners would act in no other way but for the interests of the county according to their best judgment; but we must be permitted to dissent from the course taken and to hold that there was no use in sending delegates east to buy bonds, and that there is no law to authorize the payment of the expenses of such delegates out of the county treasury. We think a mistake has been made in trying to rush this matter and still believe that a considerable sum of money might be saved for the county by waiting awhile for the holders of our bonds to discover that we are not going to take the first offers at any price, and that they must come down in their prices to value or they cannot sell to us. We believe that we can do better than to pay par and expenses for our 7 percent bonds.
May be in Luck.
Winfield Courier, March 3, 1881. On last Tuesday, Feb. 25, there was a panic in Wall street, resulting from the opposition of the national banks to the funding bill and their at-tempts to coerce the government, and stocks declined largely, ranging from two to seventeen percent decline. Messrs. Robinson and Harden must have arrived in New York at a good time, for we suppose there must have been a pressure to sell our Cowley 7 percent bonds as well as other bonds. If they have chanced upon a time when they could buy at 95, it may not be so bad a scheme after all.
Railroad Through Nation. Bill Passed House. Tom Ryan Ahead.
Winfield Courier, March 3, 1881. The Cherokee and Arkansas River railroad bill passed the House on the night of the 21st, under a suspension of the rules by the necessary two-thirds vote, but it was a tight squeeze. It went through, however, in good shape. It has yet to pass the Senate, but this will give it such an impetus that we think it will pass the Senate and become a law.
It grants the right of way to the Cherokee and Arkansas River Railroad Company through the Indian Territory from Arkansas City down the Arkansas River to Fort Smith. It provides for a right of way 200 feet wide with necessary land for depots, shops, switches, etc., to be obtained by methods in harmony with the existing treaties and regulations with the Indian tribes.
Work must commence within six months and must be completed within two years. The enterprise is for the purpose of extending the C. S. & F. S., or in fact, the Santa Fe road to intersect with the Arkansas system of roads and furnish this section of country with a southern and southeastern outlet. The importance of this road to Cowley County cannot be overestimated.
In fact, it will be of the greatest consequence to all the southern and southwestern counties and of great value to the whole State. It will open up an easy and near market for our wheat, corn, pork, and other products for higher prices in the south and will give us easy access to southern seaports and to Europe. At the same time it will reduce the cost of transportation on our sugar, molasses, rice, coffee, and various other southern products which we have to buy. It will give us a new market nearer and better than the east and the west.
The credit of this is due to Hon. Thos. Ryan. It was his bill and he has put in more than two years of hard energetic work to secure its passage. He has met all kinds of opposition and hostility from the Gould and other railroad interests, and from various other sources; and it has needed all his tact, his personal popularity, energy, and perseverance, but in his bright lexicon, “there is no such word as fail.” The fight was a long and hard one and he has won the battle in the House and added another to his many laurels.
Cowley County 7 Percent Bonds.
Winfield Courier, March 3, 1881. Editorial Page.
It will not do to buy the Cowley County 7 percent bonds for more than par for the people will never believe the thing well managed if a higher rate is paid at present. If Coler & Co. have a temporary control of these bonds, as they claim, they may easily prevent the sale at less than 2-1/2 percent premium; but if the County refuses to pay it, the bonds will soon be out of their control and the holders will then sell for what they are worth. Even if they then should refuse to take par or less, there are the ten percents and the six percents to the amount of about $160,000 from which enough can be found to employ our funds and not stand a grab game. There is no need of a rush about it; give a little time for the holders of the different bonds to get anxious and we shall save money by it.
A. T. & S. F. Connection with Southern Pacific Expected About March 15th.
Winfield Courier, March 3, 1881. The Atchison, Topeka and Santa Fe Railroad Company expected to make a connection with the Southern Pacific by the 1st of March, but, owing to the unusual inclemency of the weather and other obstacles encountered, the connection cannot be completed until about the 15th. The connection will be made at Rio Mimbres, a few miles west of Florida Pass. The point is sixty miles southwest from Fort Thorn, where the Santa Fe road leaves the Rio Grande, and some sixty-five miles northeast of El Paso.
Bill by Hackney Incorporating Cherokee and Arkansas Railroad Company.
Arkansas City Traveler, March 9, 1881. The following is Senate concurrent resolution No. 17, by Mr. Hackney, as it passed the Senate.
WHEREAS, A bill incorporating the Cherokee and Arkansas Railroad Company, and giving that company the right to construct and operate a railroad from Arkansas City in Kansas through the Indian Territory to Fort Smith in Arkansas, has passed the lower house of Congress; and
WHEREAS, The commercial and industrial interests of this State demand that such line of railroad be constructed at once; therefore, be it
Resolved, By the Senate of Kansas, the House of Representatives concurring therein, that our Senators in Congress are requested to support said bill and use all honorable means to secure its passage.
Cowley County 7 Percent Bonds.
Winfield Courier, March 10, 1881. We get the following information from Col. M. L. Robinson, who, with Treasurer James Harden, returned from the east Monday night.
The prices paid for Cowley 7 percents, were $15,000 at par and $29,000 additional at par with 2 ½ percent commission to be paid if we keep the bonds, and with an option of the county to return this last $20,000 at any time within six months and receive the cash and accrued interest. This gives the county a chance to buy $20,000 of other bonds at any time within six months in case they can be had at such rates that it would be a saving of money to return these on which we have the option.
The situation is that if the county, at the end of six months, decides to return the bonds and take par and accrued interest, it saves $700 interest for the six months; but if it concludes to keep the bonds, it must pay $500 commission, and in that case, it saves $200, net of interest over and above the commission, thus giving the county the vantage ground, all the option and six months to figure for better terms.
Before they left for New York, the best offer we had was $1.05. At that rate the $35,000 now bought would have cost us $36,750, but it has actually cost us only $35,000, a saving of $1,250.
There is still left of the proceeds of the stock $10,740 in cash in the hands of the county treasurer which will be used as fast as may be in buying any bonds which may be picked up at reasonable rates. At present it is impossible to buy more 7 percents at less than $1.05; but by watching for chances, it is thought the amount of $10,740 at less rates. Donnell, Lawson & Co., had $50,000 of our 6 percents for which they asked par but it would be a saving to the county to buy 7 percents at 5 percent premium rather than to pay more than 90 for 6 percents.
It appears that our 7 percents are straight 30 year bonds, while the vote which authorized the issue provided for 10-30s, that is, subject to call after ten years. This mistake in issuing would have proved quite serious had ten years run and were we now able to sell 5 percents at par, for by calling the 7 percents, we could save 2 percent per annum for 20 years or 40 percent, equal to $27,200.
We have not time now before going to press to find out whether the same mistake is true of our $128,600 of six percents. From the above we conclude that Messrs. Robinson and Harden have done well and fully justified the commissioners in sending them.
The Banks and Three Percents.
Winfield Courier, March 17, 1881. While the 5-20 three percent, funding bill, requiring national banks to deposit only three percents for security of their circulation, was pending, after having passed the senate and before and after it passed the house, the national banks, for the purpose of raising a scare to defeat the bill made a rush to deposit greenbacks in the treasury to retire their own circulation. The amount thus deposited in a few days was about seventeen millions of dollars.
Whatever effect this movement might have had on the action of President Hayes, he vetoed the bill; and then the banks wanted to withdraw their seventeen millions of greenbacks and not retire their circulation. The question arose whether they could be permitted to do so and was discussed in a meeting of Garfield’s new cabinet, and it was decided that it should not be done; that if the banks wanted to increase their circulation again, the law provided a way and they must go through the whole formula again.
Now, as M. L. Robinson says, we do not understand finance as well as we do some other things, and do not know but the best thing for Hayes to do was to veto the bill; but we do not sympathize with the banks in their bulldozing efforts to scare the house and the president to defeat the bill, and we are glad that they got picked up at their game.
It would be a dangerous precedent to allow them to deposit millions of treasury notes for the purpose of affecting legislation and then withdraw their funds as soon as the object was accomplished or defeated. Perhaps now that they find it is not so easy to get their money back, they will not be in so great a hurry to surrender their circulation and create a scare the next time.
Santa Fe and K. C., L. & S. Connection Almost Completed.
Winfield Courier, March 17, 1881.
The track connecting the Santa Fe and K. C., L. & S. is almost finished. The Santa Fe company is building a “Y” in the junction of the Santa Fe and the K. C., L. & S. west of town. This is done so that trains may be run from one road to the other.
K. C., L. & S. Has Reclining Chair Cars on Through Trains.
Winfield Courier, March 17, 1881. The K. C., L. & S. railroad have put elegant reclining chair cars on their through trains, running from Wellington to Kansas City. We had the pleasure of riding in one of them from Elk Falls to Winfield last week. They are models of neatness and comfort and make the trip to Kansas City a pleasure rather than a bore.
Santa Fe and Southern Pacific Route to California & Oregon Completed.
Winfield Courier, March 24, 1881. W. C. Garvey, station agent at the Santa Fe depot, has now on sale tickets to all principal points in California and Oregon, via the A., T. & S. F. and Southern Pacific. This new route to the “Golden Gate” was opened to the traveling public on Thursday inst., the 17th. Passengers with first and second class tickets are taken through to San Francisco in four and three-quarters days. There is also an emigrant train which makes the time in about eight days. The express train leaving Winfield at 3:55 p.m., makes connec-tions at Newton, with only two changes for the whole distance, at the latter point and at Deming, where the Santa Fe makes connection with the Southern Pacific.
This new route is destined to become immensely popular.
Cambridge Handling Tremendous Business for K. C., L. & S.
Winfield Courier, March 24, 1881. [From Cambridge Commercial.]
The station here does more business than any other town on the K. C., L. & S., outside of Winfield. Mr. C. S. Jenkins has furnished us the following, showing the amount of business done since the first day of March, 1881, up to Thursday, the 17th. It is now in order for our neighboring towns to produce figures that will beat these or forever hold their peace.
Number pounds freight received: 121,275; forwarded, 13,275.
Amount of cash received: $380.50.
Torrance Might Get a Side Track from K. C., L. & S.
Winfield Courier, March 24, 1881. [From Cambridge Commercial.]
The citizens of Torrance shipped last Saturday a carload of rock to Kansas City, to be inspected by stone masons at that place; and if found saleable rock, we understand the railroad company has promised Torrance a side track, provided they will make to the railroad company a good bond as a guarantee that one hundred carloads of rock will be shipped from that point in one year from date of contract. They have worked hard for railroad accommo-dations, and if they succeed by fair means, no one has a right to complain.
Our Stock and Bonds.
Arkansas City Traveler, March 30, 1881. The above is the title of a communication from “The Banshee” that appeared in last week’s Monitor, and which, if the true status of the recent sale of stock made by our county commissioners is given, reflects very unfavorably upon our county clerk. While we cannot vouch for the statements made, yet we would, but for want of space, publish it intact this week. This matter is one in which all are interested, and a summary of “Banshee’s” article will appear in our next, as well as any new feature that transpires in this matter.
Rumors about Gould Road.
Winfield Courier, March 31, 1881.
Gould will extend his LeRoy road to Winfield, where he will connect with his newly acquired air line to St. Louis. Of course, the repair shops will be located here also.
In addition to the report that Gould has purchased the K. C., L. & S. Railroad, comes the report that he has withdrawn his proposition from Chautauqua County. The proposition was to be voted on yesterday (Tuesday) and had every prospect of carrying. If he has withdrawn on the eve of a favorable election, it means something; and that something cannot be favor-able to Winfield and Cowley County.
A report is current that Jay Gould has purchased the K. C., L. & S. Railroad. The report is not yet authenticated, but is believed to be true by most of the employees of the road. If this is a fact, our Arkansas City friends will look down their noses for some time to come. However, we will not kill the fatted calf until Jay tells us something about it himself.
Inspection Trip, K. C., L. & F. and Santa Fe Officials.
Winfield Courier, March 31, 1881. A special train passed through on the K. C., L. & S., Monday. It was made up of a dining car, two sleepers, and a reclining chair car, and con-tained General Manager Strong and President Coolidge of the Santa Fe, and General Man-ager Nettleton of the K. C., L. & S., with their families. They were out on an inspection of the road.
Our Stock and Bonds.
Arkansas City Traveler, Wednesday, April 6, 1881. Editorial by H. P. Standley.
The sale of our stock in the S. K. & W. R. R., sometime since, has resulted in quite a rumpus between the newspapers at the county seat, consequent upon alleged mistakes, or to say the least, in formalities committed by a certain county official. It is not our funeral, but if we read the signs of the times aright, the funeral knell to the hopes of some aspirants for county office in the future, have boomed loud and deep. In order that the Traveler’s readers may know what is transpiring, we insert the following from the Monitor, of March 26, 1881, which appeared over the signature of “BANSHEE,” and will sufficiently explain itself.
Editor Monitor: There seems to be a premeditated attempt on the part of the Courier, and those most interested in the success of certain county officers, to cover up the real delinquencies which jeopardized the sale of stock held by this county in the Southern Kansas & Western railroad. This attempt on the part of the Courier is two fold.
First, to vent its spleen against Read’s bank in the interest of McMullen, Fuller, Millington, and company. Second, to shield Captain Hunt.
The Courier, blindly and in an unscrupulous spirit of hate toward M. L. Robinson, sought to attract the attention of the public from the real delinquent, Capt. Hunt, by attacking the county commissioners for sending James Harden and M. L. Robinson East to protect the interests of Cowley County.
It is true that in the first article in the Courier, in regard to this subject, they did not abuse the commissioners in express terms; but they published an editorial stating that it was reported on the street, and that great excitement existed among the people in consequence thereof, that the board of county commissioners had sent Messrs. Harden and Robinson East to perfect the sale of the stock held by the county in the Southern, Kansas & Western railroad, and that such statement was false, and that if they had gone East for such purpose, it was at their own expense and volition, and that the commissioners of Cowley County, being honorable men, would never be guilty of doing such a thing.
With a characteristic cheek which serves the senior editor of that paper so well in times of emergencies, he stated to a guileless public, if such order was made, it was with the understanding that the committee would pay their own expenses as they had the right and were well able to do; when such editor well knew that the order was not only to send such committee East but also to pay their expenses.
Then the Monitor, true to the facts in defense of the action of the county commissioners, published the official order made by the board of county commissioners, attested by Captain Hunt, county clerk, showing that said committee not only went on order of the board, but also at the expense of Cowley County.
After the committee had returned from the successful trip, wherein they saved to the taxpayers of this county fifty-six thousand dollars, then it was the venerable old fossil of the Courier ate his own words, devoured his own offspring, turned tail on his former publication, and published to the world the action of the county commissioners and justified the same.
In this justification, every man in Cowley County, who is familiar with the facts, will heartily join. In order that the public may know the real status of the case, the writer of this article will state the facts. The people of the county by their votes ordered the commissioners to sell the stock, and they, in pursuance of such order, did sell such stock for sixty-eight cents, and Read’s bank gave to the county treasurer a certificate of deposit for the amount, for which they had Coler & Co.’s draft, and here is where the trouble began.
The county clerk in making out the papers showing the vote, and the order of sale, failed to show affirmatively that the sale was legal.
This may not have been his fault, for he is not a lawyer, neither has he had the necessary business experience to fill the position he holds, which is unfortunate for him and deplorable as regards the best interests of this county; but worse than all, instead of certifying the order of the board selling our stock in said railroad company, as he should have done, and as any ordinarily careful clerk would have done, he made out the certificate showing that we had sold our stock in the “Southern, Kansas & Fort Smith” Railroad Company.
These papers went East with the application for the transfer of the stock to Coler & Co., and, of course, were rejected on the ground that there was no such railroad as the “Southern, Kansas & Fort Smith,” and that the sale of the stock of the “Southern, Kansas & Fort Smith” Railroad would not transfer the stock of the “Southern, Kansas & Fort Smith” Railroad; hence, the rejection of Coler & Co.’s application, and having failed to obtain what they purchased, they threw back the stock upon the hands of Cowley County.
The time was up for the transfer of this stock, the Southern, Kansas & Western Railroad Company had ceased to exist, and the stock held by Cowley County was utterly worthless.
The contest for the control of the same on the part of Gould on one hand, and the Santa Fe on the other, which gave it its fictitious value, being ended by the success of the Santa Fe company, the stock of the Southern, Kansas & Western Railroad Company was of no further value.
At this juncture, M. L. Read’s bank, the wealthiest and largest tax-paying institution of the county, promptly took a hand to save the county; and M. L. Robinson, being one of the directors of the Cowley, Sumner & Fort Smith railroad, and being on intimate and friendly terms with General Manager Strong, of the Santa Fe, went to Topeka and Kansas City, procured an order, delaying the closing of the books of the old Southern, Kansas & Western railroad com-pany—now defunct—until the egregious blunder of our county clerk could be rectified.
Robinson came home, a meeting of the county commissioners was convened, and the necessary papers, under the advice of Judge McDonald, of Winfield, and Wallace Pratt, of Kansas City, were made out and the committee sent East, as heretofore stated, to save this county from great financial loss.
Instead of Mr. Robinson being abused in connection with this matter, he is entitled to the heart-felt thanks of all honest men in Cowley County; and but for the insane jealousy of the unfortunate occupants on the corner, they would be the first to accord the praise.
In conclusion, I have to state that I have no fight to make on Captain Hunt; I charge him with no criminal negligence, unless it be criminal negligence for a county official to be derelict in duty, either from want of knowledge or criminal carelessness. Certain it is that in this case, but for the prompt action by M. L. Robinson, the county would have absolutely lost fifty-six thousand dollars, as a direct result of Captain Hunt’s gross carelessness.
I have not been a supporter of Mr. Troup of late years; I, in common with many others, fell into the foolish notion that, because a man made a good officer, and held the office a long time, was no reason for his further retention; hence, I voted for Captain Hunt and against Troup, but I am forced to admit that Mr. Troup’s official record is without a blemish, and I, with others who thought as I did, regret the day that saw him step down and out.
Certain it is, that the blunders now charged to the county commissioners, and which, if really chargeable at all, are chargeable to the inefficiency of the county clerk; and never would have happened had Mr. Troup retained his old position.
BANSHEE.
Gould Road Along Southern Line Abandoned.
Arkansas City Traveler, April 6, 1881. Arkansas City is saved again. We congratulate our little sister that the construction of the Gould road which was to build along the state line three miles south of here has been abandoned. Gould has taken our advice and bought up the S. K. & W. R. R. He said, come to think about it, he could not afford to run around Winfield.
Monitor.
Lucky you spoke, Joe, but seeing as how the world is going to end this year anyhow, it ain’t such a narrow escape after all. Thanks.
Winfield Desires a Decent Express Car on Santa Fe.
Winfield Courier, April 7, 1881. Editorial Page. Why don’t the Santa Fe give us a decent express car? Winfield sends out twice as much matter as the Caldwell branch, yet they luxuriate in a carved and painted car, while we have to put up with an improvised cattle car. Why is this thusly?
J. S. Hunt Vs. “Banshee.”
Arkansas City Traveler, April 13, 1881. Editorial Page.
The following explanation was sent to us with a request that we publish, and wishing that our readers should be able to judge advisedly in this matter, it will be found below.
Office of County Clerk, Winfield, Kan., Mar. 29, 1881.
Editor Monitor: I have read the article over signature of “Banshee” in last week’s issue of your paper, and will briefly reply, even though “Banshee’s” article seems to be devoid of honesty or courtesy, and to have been written with anything but a honorableness of purpose.
I wish simply to say, without comment or discussion, that the interests of Cowley County have not been jeopardized to the value of a cent by any certificates that I have made. The certifi-cate in question was not a county but a private matter, and did not affect the county in the sale of the stock. That sale had been consummated in all its details before the certificates were made; the contract of sale had been entered into; the stock had been delivered to Read’s bank for W. N. Coler & Co., in accordance with the contract, and the stock had been paid for by a certificate of deposit of that bank to the amount of $46,240, and which certificate the county treasurer held in his possession.
The county treasurer had receipted for the money to W. N. Coler & Co., which receipt was filed in this office according to law. The sale was not, and could not have been, made on my certificate.
The attorney of W. N. Coler & Co. was here; and all the records of the stock election, on the legality and correctness of which the validity of the sale of the stock alone depended, had been carefully examined by that attorney, together with the county attorney, and found to be legal and correct.
The certificate in question, together with three or four others, was made for the use of W. N. Coler & Co., and was made at the request and dictation of their attorney, for which he offered to pay me, and for which I charged him nothing. The certificates were made in the hurry of the departure of Coler’s agent and attorney on the train, and were not even proofread. In one of the certificates was a simple clerical error of one word, and this is the mole-hill out of which “Banshee” has, for obvious and disreputable reasons, made a seeming mountain.
I will not speak of the almost savageness of what can only be an attack, of the evident intention, and the double disgrace of its being under a nom de plume. The article should be its own condemnation. J. S. HUNT, County Clerk.
Arkansas City Traveler, April 13, 1881. Editorial.
M. L. Read and the banking concern, of which he is the head, has been the recipient of much taffy at the hands of “Banshee,” but feeling assured, upon further inquiry, that in this matter said correspondent was at fault, we give publicity to certain items from the Courier in reference thereto, which, we think, will enable our readers to judge intelligently. We have no feeling in this matter, more than to see that the general interests of our county are well looked to and to give the news; having done which, we leave the case on its merits.
The items referred to above are as follows.
The ponderous mass of taffy and soft soap with which “Banshee” deluges M. L. about his tremendous power and influence with W. B. Strong, the Santa Fe, and the bears and bulls of Wall street, about his overwhelming patriotism, illustrated by his superhuman efforts to save the county from a loss of fifty six thousand dollars, by first rushing to Topeka and then to New York, is wonderfully translucent. The county was in no danger of being swallowed up by the defaulting shark, Coler & Co. The county had no interest in the matter, and had no occasion to pay M. L.’s expenses to either place. It was Read’s bank that was in danger, and it was for that institution for which he exerted his wonderful powers, which was all right and praiseworthy.
“‘Banshee” says that M. L. Read’s bank is the “wealthiest and largest tax-paying institution in the county.” Read’s bank is indeed a very wealthy and large tax-paying institution, and “Banshee” is so near the truth in this instance that we will only call it an error, and correct it by stating that the Winfield bank paid, in this county for the year 1880, some $300 more than Read’s bank, and that the former bank and McMullen and Fuller pay $626.25 more taxes than the latter bank with Read and the three Robinsons together. The total taxes of the Winfield bank and the two men is $2,371.08; that of Read’s bank and the four men is $1,744.45. This is a good showing for both and we repeat what we have often said, that Winfield has two of the solidest and soundest banks in Kansas.
Santa Fe Puts on New Passenger Coach.
Arkansas City Traveler, April 13, 1881. The A. T. & S. F., last Monday, put a new passenger coach on the road between this city and Mulvane. It was much needed and will materially add to the pleasure, or rather, relieve the tediousness of traveling.
Gould’s Kansas Road.
Arkansas City Traveler, April 20, 1881. Editorial Page.
The Independence Tribune says “we have as yet no proof or reason to believe that the Gould road extensions in Kansas (three of them, and about 250 miles), have been abandoned, or that the Gould road has purchased the Kansas City, Lawrence & Southern railroad, west from Cherryvale, or that this corporation and the Santa Fe company have pooled, and the former drawn from this county. They are rumors, and only rumors so far.
The postponement, we have reason to believe, is occasioned by the desire of the Gould management to outrival the Santa Fe company and reach certain points in Old Mexico first, and thereby obtain the franchises, which are very large. The contractors, who were to supply the steel rails, are six months behind in filling contracts. All the steel rail factories are running at their full capacity, and every ship from England brings over loads of rails, nevertheless the demand is now over the supply. Six days may change the market, and materials be plenty.
Winfield Party Take Pleasure Trip Via Santa Fe.
Winfield Courier, April 21, 1881. Quite a jolly party left on the A. T. & S. F. Tuesday afternoon on a pleasure trip to Topeka and Kansas City. The party was composed of Mr. and Mrs. M. L. Robinson, Mr. and Mrs. Charlie Bahntge, Mrs. Dr. Emerson, Mrs. A. T. Spots-wood and children, and Miss Smith. They will be absent several days. M. L. will stop over in Topeka to attend the directors’ meeting of the A. T. & S. F. M. L. Robinson was selected by the commissioners to vote the Cowley County stock.
New Salem on K. C., L. & S. Railroad.
Winfield Courier, May 5, 1881. New Salem is situated ten miles northeast of Winfield on the K. C., L. & S. railroad, and consists of two grocery stores, a post-office, blacksmith shop, and several dwellings. There is a splendid opening for a store of general merchandise.
Driven Out by Cherokees: Missouri Pacific Surveyors.
Arkansas City Traveler, May 11, 1881. Editorial Page.
Parsons, Kansas, May 7. Word has reached here that the surveyors on the Muskogee & Ft. Smith branch of the Missouri Pacific have been driven off by the Cherokees. Assistant Kelso, of this city, upon the order of General Manager Talmage, left last night for the scene of the difficulty. The Indians are reported as determined. It is not doubted that the Missouri Pacific folks will assert their right to build the road. The later rains have greatly benefited the crops which were never better in this section. Wheat is immense.
Judge Kelso, assistant attorney of the Missouri Pacific railroad, has returned from the Indian Territory, having just had an interview with the Cherokees concerning the building of the Muskogee & Ft. Smith Branch. He asks that the preliminary survey might be made, leaving the question of building the road to be determined in the future. Chief Bushyhead, of the Cherokees, said he would take the matter under advisement and answer next week.
Anthony Extension Torn Up by Santa Fe.
Arkansas City Traveler, May 11, 1881. Editorial Page.
The Santa Fe company, last Sunday, had all its available forces to work tearing up the road west of Wellington, known as the Anthony extension; and in a very short time, the whole of the railroad portable property, in the way of iron, ties, etc., was removed from that section of Kansas. The Wellington people are much excited over this proceeding.
Winfield Courier, May 12, 1881. For several days railroad officials in and around Wellington have been very active, and the people of Anthony, in Harper County, were led to believe that this activity meant the extension of the Wellington branch to that place. The Santa Fe company on Saturday congregated about 1,500 of their workmen at Wellington. The force were under secret orders not to be opened till noon Saturday. At that time the men were ordered to begin taking up the track from the Harper line to Wellington as fast as possible, and remove the ties, rails, etc., to the main line. This work was completed Sunday evening, and nothing was left of the fourteen miles of Harper County railroad but the dirt roadbed. It is probable that the secrecy and haste in which the work was done was to avoid injunctions or legal process to restrain them from so doing. The Wellington and Harper County people are greatly excited over the matter. Some efforts were made to stop the destruction of the track, but without effect. This will be almost a death-blow to Anthony.
Santa Fe Gross Earnings for Past Year.
Arkansas City Traveler, May 18, 1881.
The gross earnings of the Atchison, Topeka & Santa Fe railroad for the past year were $8,556,975.
Denver and Rio Grande Road.
Arkansas City Traveler, May 18, 1881. The Denver and Rio Grande road is laying a third rail from Denver to Pueblo to admit Santa Fe cars. An official of the Denver and Rio Grande road announces that his company will import ten thousand French laborers, and a corps of engineers, to work on the extension.
Cowley County Railroad Valuation.
Arkansas City Traveler, May 18, 1881.
The following table was handed to us with a request to publish. It is claimed to be a correct copy from the books of the County Clerk, and will explain itself.
Railroad valuation, in Cowley County, Kansas, as appears from the records, of the County Clerk, of said county, is $357,895.31.
State tax on same: $1,938.38.
County tax on same: $3,578.89.
County Bond on same: $447.37.
Rail Road: $2,505.23.
Township: $926.30.
Arkansas City: $66.58.
School, and School bond tax: $3,854.41.
TOTAL TAX ON SAME: $13,417.16.
The levy to pay interest, on R. R. bonds, is 7 mills—and the total amount of tax raised, by said levy, is $20,520.05. Winfield, Kansas, March 1st, 1881.
Contemplated Extension of Santa Fe from El Dorado to Winfield.
Arkansas City Traveler, May 18, 1881.
With regard to the contemplated extension of the Santa Fe railroad, from El Dorado to Winfield, the Press says, under date of the 12th inst.: “Rails and other building material in large quantities have been shipped in, and a large force is now engaged in unloading this material. Grading has not commenced, but is liable to very soon.”
What the Santa Fe Railroad Has Done for Cowley County.
Winfield Courier, May 26, 1881. Before the Santa Fe railroad was opened up to Colorado and New Mexico, every spring our farmers were compelled to sell eggs at four or five cents a dozen, butter at seven or eight cents a pound, and chickens, lettuce, radishes, rhubarb, peas, potatoes, and other kinds of garden vegetables for almost nothing, and take pay in groceries at much higher prices than are asked now, because they could not get one cent of cash for their produce. Now mark the difference.
All fresh butter that is brought into Winfield finds a ready market at not less than 12-1/2 cents cash, eggs not less than 8-1/2 cents per dozen. Chickens, $2.60 per dozen; peas in pod, $1.75 per bushel, turkeys, dressed poultry, rhubarb, gooseberries, strawberries, onions, potatoes, radishes, lettuce, and other vegetables find ready market at high prices, and a large amount of money is being distributed among farmers for truck that was formerly comparatively valueless.
A single firm in the city, Snyder & Spotswood, have shipped to Colorado and New Mexico within the last two months, 24,275 dozen eggs. 7,043 pounds of fresh butter, 250 dozen chickens, and quantities of all the other kinds of produce above mentioned.
J. P. Baden & Co., have shipped similar amounts, and others have shipped more or less.
During the summer large quantities of peaches, melons, cherries, grapes, blackberries, etc., will be shipped.
The Santa Fe railroad has created this market for us besides making a new and valuable market for hundreds of carloads of flour, corn, bacon, lard, and hay. This road is the principal factor in making Cowley and other counties rich and independent. It is nice to have money coming in all the year round for all these things for which our county is so peculiarly adapted.
It is in some quarters the style to grumble at this road, to want to “kill the goose that lays these golden eggs,” but when we consider the value of this road to us, the liberality with which it deals with us, the obliging spirit it manifests, the courteous treatment we always receive at the hands of all its officers and employees and the grandeur of its enterprise and its achievements, we feel that we cannot give this corporation with a soul, too much praise.
Last Tuesday we noticed four drays loaded down with express matter, wending their way toward the depot, and concluded that it would be a good idea to find out how much produce our merchants were sending out. We forthwith proceeded to gather the facts, and learned enough to astonish even a newspaper reporter.
Messrs. Snyder and Spotswood were first visited. They reported the following shipments, with as much more on hand and not shipped, because of lack of express facilities: 600 dozen eggs, 621 pounds of butter, eight dozen chickens, and 100 pounds of vegetables.
J. P. Baden was next interviewed. He reported shipment of 1,750 pounds of butter, 1,200 dozen eggs, 24 dozen chickens, and 40 baskets of vegetables. While talking with Mr. Baden he remarked that he had paid out, on Monday, over eight hundred dollars for butter and eggs alone. We were inclined to scoff at this assertion, until Mr. Baden brought out his books and showed us stubs in his check book for $761.38 cash paid out, and charges for over $100 in goods. We count this a pretty good day’s work. The total amount of eggs shipped Tuesday was 1,800 dozen, for which our farmers received $180. The total number of pounds of butter was 2,371, worth $308; thirty dozen chickens, worth $75, and eighty baskets of vegetables, worth $50. Total cash value of shipments, $613, and this was only an average day for butter and eggs.
Winfield Courier, May 26, 1881. Winfield is shipping beef cattle to Denver.
Railroad Taxation and Interest.
Winfield Courier, June 2, 1881. Railroad valuation in Cowley County, Kansas, as appears from the records of the County Clerk, of said county, is $357,895.31.
State Tax, $1,938.38; County Tax, $3,578.89; County Bond, $447.87; Railroad Bond, $2,505.23; Township Tax, $926.30; Arkansas City Tax, $66.58; School & School Bond Tax, $3,854.41. Total Tax on Railroad Valuation in Cowley County, $13,417.16.
The levy to pay interest, on Railroad bonds, is 7 mills; and the total amount of tax raised by said levy is $20,502.05.
We take the above statement from the Traveler. When you take the above showing $20,502.05 as paid by the people in bond tax for R. R., and $13,417.16 paid by the R. R. in tax, you find the balance as paid by the people to be $7,102.89 in excess of what the R. R. pays in. There have been statements going the round of the press and among the people, that the R. R. was paying more into the county treasury than the people were paying out in interest on R. R. bonds. If the above showing is correct, the people need enlightenment. If not correct, who can rectify it? Arkansas City Democrat.
We can throw a little light upon that subject. The interest for one year on the $128,000 of Cowley, Sumner and Fort Smith indebtedness of this county amounted to $7,680, and one year interest on the $68,000 of Southern Kansas and Western $4,760. Total railroad bond interest: $12,440. Last year the county commissioners made a levy for a year and an additional half year to pay the interest up to July 1, 1881, which required $6,220 more and a total of $18,000 to pay the interest for the year and a half.
Response. The 7 mills, if all collected, would raise $1,842 more than was needed, but that allowance was made for possible failures to collect. It turns out that $35,000 of the 7 percent, S. K. & W. bonds were taken up and interest stopped thereon four months before July 1, 1881, which saves the county in interest covered by last year’s assessment: $816.33.
The levy this year will be for only one year’s interest, and the total amount of interest and the total amount of interest for the year will not exceed $10,398.33, while the total assessment will probably reach $3,100,000.
A levy of 3-1/2 mills, or half as much as last year’s levy, will produce $10,950 or $550 more than is needed, if all should be collected.
If we add to this the $816, saved by stopping interest under last year’s assessment and a probable collection of at least one half of the allowance of $1,842, to help on the year ending July 1, 1882, a levy of 3 mills this year will pay the railroad bond interest up to that time and give a margin of $789.00 for failure to collect the tax.
We must bear in mind that there is no failure to collect any part of the tax on the railroads and no part of the allowance for non-collection is on their account.
The actual amount of taxes they pay on their property in this county is $13,417.16 and the total interest paid on railroad bonds for the current year is $11,623.67. They paid taxes on this property $1,798.49 in excess of what the county pays in interest on the railroad bonds.
Of this tax $1,988.38 is state tax and benefits this county only as it does the balance of the state, say about $145.00, which added to the balance of the tax, $11,478.78, will make the amount of the taxes paid by the railroads, which goes entirely to the benefit of this county, fully equal to the interest the county pays on its railroad bonds for the same time.
In the coming years the yearly interest will not exceed $9,290.00, though we should continue to hold our C. S. & F. S. stock, and though the rate of taxation should be reduced, the railroads will pay taxes for the benefit of the county yearly more money than that sum.
Should we sell our C. S. & S. F. stock anytime within the first ten years of the run of the bonds at not less than 40 cents on the dollar, and apply the proceeds and the interest saved thereby to the sinking of the debt, principal and interest will not have cost our county one cent. We shall have had all the benefits of two railroads which have made us ready markets for our produce at one fourth of our former cost of getting to market, all for a temporary loan of the credit of the county without the expense of a nickel.
We say this much because we have heard grumbling in some parts of the county because of the bond tax and because the COURIER urged people to vote for the bonds. We said then that the railroads would pay in taxes nearly as much as the county would pay in interest; and we are highly gratified by being able to show that our predictions are more than realized.
Winfield Hens Versus Wichita Hens.
Winfield Courier, June 2, 1881.
The Kansas City Journal, in speaking of the egg market of this section says: “Winfield and Wichita hens are having a contest as to which barn yard society can produce the most eggs for the market. At present the score stands, Winfield hens, 48,360 dozen; Wichita hens, 20,640 dozen.”
Texas Cattle Being Shipped from Hunnewell.
Winfield Courier, June 2, 1881. Long trains of Texas cattle are being pulled over the East and West Road, from Hunnewell this week.
Santa Fe Putting Up Additional Warehouses Due to Indian Contracts.
Arkansas City Traveler, June 8, 1881. The recent contracts for Indian supplies, awarded to citizens of this town, has resulted in the A. T. & S. F. Company’s putting up additional warehouses for the storing of goods at their depot.
Govt. Sending North Carolina Cherokees by Train to Indian Territory.
Arkansas City Traveler, June 8, 1881. N. J. Smith, principal Chief of the North Carolina Cherokees, has been notified that the Government of the United States has made arrange-ments with the Southern & Ohio and Mississippi R. R. to transport such of the North Caro-lina Cherokees as desire to emigrate to the Indian Territory from London, Tennessee, to Muskogee, Indian Territory, and Chief Smith has been directed by the Department of the Interior to proceed to London, Tennessee, and ascertain that those emigrating as Indians are actually such.
The United States Indian Agent at Muskogee, Hon. J. Q. Tufts, has been notified of the arrangement made for transportation, etc., and has been directed to ascertain how many adults and children arrive at Muskogee as emigrating North Carolina Cherokees. The Agent at Muskogee will be notified of the departure from London and arrival at Vinita.
Cherokee Advocate.
Santa Fe Takes Last Vestige of Wellington & Western Railroad.
Arkansas City Traveler, June 15, 1881.
W. B. Strong & Son went up the Santa Fe Sunday evening, taking with them their outfit and the last vestige of the Wellington & Western railroad. Peace to its ashes.
Santa Fe Activities.
Arkansas City Traveler, June 29, 1881. A special train, having on board several railroad officials on a tour of inspection, came into our depot about 2 p.m., last Wednesday, and pulled out again after about one hour’s stay. A new parlor car has been put on this run by the Santa Fe company. This adds somewhat to the convenience of travelers, but makes the appearance of the train rather outre, on account of each of the three cars generally run on the passenger train being all of different gauges and colors. The company evidently didn’t go much on appearances in the make-up of this train.
Brutality in Conductors.
Winfield Courier, June 30, 1881. Tell W. Walton makes in the last number of his paper, the Caldwell Post, the following statement.
Last Saturday night, while enroute to Oxford from this city, we were compelled to patronize the K. C. L. & S. road from Winfield to Oxford. We applied at the ticket office for two tickets to Oxford, and tendered our money, a ten dollar bill. After marking the tickets and passing them over the counter, he found he could not make the change; so he said to get on the train and pay the conductor, or get the tickets after we had arrived at Oxford.
Thinking it would be all right, and having his assurance that it would be, we boarded the train, and after we got out three-fourths of a mile from the station, the conductor came through the car collecting tickets. We tendered our money a second time, but he refused to even look at it or hear an explanation of any kind, but stopped the train and compelled us to get off where we were, causing us, with our wife and child, to walk nearly a mile over the rough roads and cross the prairie back to the depot. We had some baggage with us, which we were obliged to carry too, or leave on the prairie. . . .
“This * * on the same evening beat a poor, lone woman out of the last cent she had, in making change for a ticket. She gave him a silver dollar, the last she had, and in return got a ticket for Oxford, costing forty cents, and ten cents in money. He claimed that she only gave him a half dollar, but the bystanders would swear that she gave him a dollar.”
John R. McGuire, of Tisdale, says that the other day he applied to the ticket office at Cherryvale for a ticket to Independence, the price of which was forty cents, and offered a half dollar piece, which was refused as not being the exact change. A feeble woman with two small children just then applied for a ticket to Independence, but failed for the same reason. Just then the train for Independence came along and McGuire and the woman got on board. The con-ductor came along and demanded tickets. The half dollars were offered and refused on the ground that the conductor would not take money but must have tickets. No amount would do. The only alternative was tickets or get off. The train was stopped and McGuire and the woman and her children were put out on the prairie two miles from Cherryvale, to which place they had to walk back. The woman could scarcely walk and her exertions would have been fatal had not McGuire been there to carry her small children.
The conductor of this train was not the same man with whom Tell Walton had to deal; but both are brutes, if these statements are true, which we cannot doubt, being made by men of undoubted veracity.
We do not now give the names of these conductors because we wish to give them an opportunity to tell their versions of these stories. It is no excuse for them that they were ordered at headquarters not to take money but only tickets for fare, no more than it would excuse them for assassinating a man because he had been ordered to do so. If these conductors believe that such acting is required of them by the company, they are venal hirelings or they would not work for such a company.
We do not believe the managers of this road desire such brutality on the part of their employees. We believe they are accommodating and obliging gentlemen who require their employees to be reasonable and obliging in carrying out such rules as are deemed necessary for the protection of the company and would discharge such brutes as these are alleged to be. Here were civil persons able and anxious to pay their fare and making due efforts to comply with all known rules of the company, and were treated worse than these same conductors would have dared to treat a party of Thugs who had attempted to rob the whole crowd. We do not blame the company for not daring to trust such men to solicit money, but we do blame them if they keep such in their employ knowing what they were.
We think that if the outraged parties should apply to Gen. Nettleton, stating the facts, the cases would be righted as far as possible.
Santa Fe Handles Ticket Problems.
Winfield Courier, June 30, 1881. [From the Commonwealth.] W. F. White, the enterprising and indefatigable passenger agent of the A., T. & S. F. Railroad Company, has devised a scheme and perfected arrangements by which through tickets are now sold at most stations on the line of the A., T. & S. F. to nearly all the minor stations of the east.
By the old coupon system, tickets were sold only to important places, and the traveler had to pay local fare from such point or buy a through ticket to some large station beyond his destination, and stop off at his intermediate station, thus paying for more than he received. All this trouble, annoyance, and loss is obviated by the new system. Passengers are ticketed clear through to their destination. The form of tickets is extremely simple, and easily understood, and the most careless traveler will be less likely to be diverted from his route than by the attempted study of the complicated forms heretofore in use. The Santa Fe is always foremost in inaugurating improvements which are likely to contribute to the convenience and profit of the traveling public.
K. C. L. & S. Road Repairing Track at Moline.
Winfield Courier, June 30, 1881.
A freight train and caboose was over the west part of the K. C. L. & S. road Saturday evening picking up section hands to go over to Moline and repair the track torn out by the floods. The rains that fell in that direction Saturday morning were very heavy.
Holmes Almost Hit by Train.
Winfield Courier, June 30, 1881.
Hugh M. Holmes on Tuesday was crossing the railroad about two and a half miles south of the city with a span of mules and mowing machine, when a train suddenly came in view around a bend. Holmes whipped up his mules and they jumped forward suddenly, separating themselves from the machine, leaving it on the track. The train ground the machine very fine. No other damage done.
New Services by Santa Fe.
Winfield Courier, June 30, 1881. The Santa Fe road has put on reclining chair cars between Caldwell and Kansas City, and a parlor car between Arkansas City and Mulvane. This makes travel over that road pleasant and easy. The chair cars are models of neatness and comfort, and one can rest in them as comfortably as in a sleeper.
Hunnewell.
Arkansas City Traveler, July 6, 1881. Front Page. Nearly 40,000 head of cattle await shipment at Hunnewell.
One of the principal blocks in Hunnewell was wiped out by fire.
Railroad Charter Filed for Road from Parsons to Medicine Lodge.
Arkansas City Traveler, July 6, 1881. On Thursday of last week, says the Anthongy Republican, a charter was filed for an organization to build and equip a railroad over the southern survey, made by Gould last winter, from Parsons to Medicine Lodge, through the southern tier of counties, with a branch from Wichita to Anthony. Ex-Lieut. Gov. Humphreys is one of the directors, and the Republican says the scheme is backed by eastern capitalists.
$3,000 of Our County 7 Percent Bonds Bought at Par With Interest.
Winfield Courier, July 7, 1881. County Treasurer Harden has bought $3,000 of our county 7 percent bonds at par with accrued interest. This we learn from a letter addressed by Mr. Harden from Topeka to Capt. Hunt, our County Clerk.
This proves that our position was correct, that our seven percents, are not, and have not been worth more than par in the market only as bulled by the rush of sending men east to buy them up. Had we rested quietly, we have not the least doubt that we should long ago have bought the $46,000 we were able to take, at par or less.
Kansas City, Lawrence & Southern “Stock Express.”
Winfield Courier, July 7, 1881. The Kansas City, Lawrence & Southern has put on a train which they call the “stock express.” It is for the shipment of stock, and makes the run from here to Kansas City in eighteen hours. It leaves at 11:15 a.m.
Clocks Registering Santa Fe and K. C. L. & S. Time.
Winfield Courier, July 7, 1881. Mr. Geo. Schroeter has invested in another enterprise that will be of much benefit to our citizens. Aside from furnishing time by bell, he has put up on the sidewalk in front of his jewelry store a stone column and pedestal in which is set two clocks, one registering Santa Fe time and the other K. C. L. & S.
George’s public spirit is commendable and he understands the principal that looking out for the wants of the public always brings its own reward.
Assassination: Charles Colson, K. C. L. & S. R. R.
Winfield Courier, July 7, 1881. Charles Colson, foreman of the section hands stationed near the summit of the Flint Hills divide near the eastern line of this county on the K. C. L. & S. railroad, was terribly, probably fatally injured, by a hand car last Friday morning, caused by an obstruction placed upon the track by some scoundrelly assassin, for the purpose of wrecking the morning train going east.
Colson with his hands started early in the morning, to repair a culvert a mile or two east, before the train should arrive; and in passing around a curve in a cut rapidly on a hand car, they suddenly encountered a pile of rock placed carefully on the track so as to surely throw the train in the ravine.
The collision threw the hands forward upon the track and the car struck and passed over them, wounding the foreman in the most terrible manner, cutting through the flesh on the upper part of the thigh and stripping it to the bone downward a distance of more than twelve inches.
He was taken to Grenola and Dr. Mendenhall of that place has been attending him. He has borne his dreadful calamity and distress in the most heroic manner. It is possible that he may recover, but his chances are still against it. The hands received less serious injuries.
Efforts have been made to discover the scoundrel or scoundrels who perpetrated the deed, but so far without success. Had they succeeded as they intended, probably several lives would have been lost and many would have been seriously injured.
J. E. Conklin, Monitor Editor, Travels on Santa Fe to Mexico.
Winfield Courier, July 14, 1881 - Front Page. Though but a few months have passed since the Santa Fe railroad has opened up a vast region that was practically three years ago a terra incognita in settlement and the civilization of the nineteenth century, yet, already hundreds of letters have been sent back by the new settler and traveler, and New Mexico letters have become almost as common as country correspondents.
While New Mexico is not by any means “written up,” yet correspondents have gone so often over the same ground that the victimized reader looks with a great deal of suspicion upon one of these letters.
My late trip was made mostly for pleasure. I went to see, and as I traveled only during daylight, I had unusual opportunities of gratifying that sense. I visited some localities out of the beaten track, and I may be able to make a letter of the same kind.
At LA JUNTA (pronounced La Hoonta) I corrected my first wrong impression. I thought the road branched at Pueblo 63 miles farther west. La Junta is where the main line diverges and goes southwest over the Raton mountains. From Trinidad, Colorado, we crawled up the moun-tains at an inclined plain of 180 feet to the mile, and near the top plunged through a tunnel 2,000 feet in length, and came to light of day in New Mexico. Through this rocky gate we enter into the old civilization that Cortez—nay, older; that of those mysterious people whom the Aztecs found in possession and conquered.
At a little past noon, we glided into the city of LAS VEGAS. Here are two towns, the new representing American thrift and enterprise and the old representing the life and habits of people who lived as they did hundreds of years ago. I am interested in the old and as I step across the stream that separates the two towns, I find to me, a new, strange, and interesting civilization. The first place I visit is the church of Madre de Dolores. There is one nice custom about all these old Catholic churches, and that is, the door stands open and the worshiper and sight-seer are always welcome. An old sexton, bowed down with the weight of many years, greets me and gives such information as he can.
I am much interested in a cross that I see back of the town and after much questioning, I gained its history. It was erected by a queer sect, an offshoot from the Roman Catholic church called the PENITENTS. They inhabit a cluster of adobe shanties on the road to Las Vegas called The Placita, meaning little village, and belonged to an order of Flagellants. Ordinarily they conduct themselves like other people of their race; but whenever one of them has committed a sin, he scourges himself and others scourge him in proportion to this transgression.
During Passion week the whole community crawl on their bare knees over sharp stones some six miles from their village to this cross, and there lash themselves with the terrible thoray cactus until the blood runs in streams down their lacerated backs.
This cross is not very old and dates its origin from the time when a member of this order of Flagellants, who was an actor, came to Las Vegas to die. He refused to accept the sacrament from the present presiding priest and when his friends came to bury him, the priest refused his services and would not let him be placed in consecrated ground, whereupon he was buried outside the pale of the church; and the Pentitents thereupon erected this cross with this legend thereon: “Jesus by the shedding of his blood on Calvary, was consecrated for the whole world.” This cross and inscription justifies this very peculiar sect in their estimation for their scourging, and is also a protest against the exclusiveness of the Roman church.
On my return from the church, I saw a number of Mexicans manufacturing adobe. They are made of common earth, straw, and water; and are cast in moulds 18 inches long, 9 inches broad, and 4 inches thick, and then dried in the sun. It is a perfect non-conductor and the best form of building material conceivable for the Territory. With cement, plaster, and paint, it can be rendered as handsome as brick or stone.
After leaving Las Vegas, I was much interested in watching STARVATION ROCK, and hearing an account of the tragedy that gave it such an ominous title. The “rock” itself is 1,125 feet above the railroad track; its sides are practically covered with pine, and a vast escarpment—240 feet of perpendicular stone—renders it inaccessible excepting at a narrow pass on the east side. From the railroad cars it is in sight for more than an hour, and at the closest point good eyes can discern a number of corners. The top is an elevated plain or mesa that embraces thirty acres. In 1848 a company of Mexicans was attacked by a largely superior force of Indians and fled to the summit of this rock, where they kept the Indians from coming up; but the latter knew a better game, and they kept the Mexicans from coming down, and the entire company of Mexicans perished from thirst and starvation. The rock, decorated with its little crosses, is both grave and monument.
My next resting place was ALBUQUERQUE, which is the initial point of the Atlantic and Pacific railroad; and the railroad is already 200 miles on its way to San Francisco. This road forms part of the Santa Fe system. Shops, warehouses, and offices are now being built at this thriving place.
Like Las Vegas, Albuquerque is composed of an old and new town, which are united by a line of street railway; but unlike its rival, the new town here is immensely in advance of the old. Building, business, and speculation of every kind is at fever heat. Lots purchased today are sold at a big advance in less than a month. A would be purchaser is staggered when told that the price of such a business lot is $2,000; but at the end of a month, he is mad because he did not buy, for it has been sold for $2,500.
In less than an hour, I fully realized that Albuquerque was a “red-hot-town.” The town was all stirred up over the arrest of the celebrated Allison gang, a band of thieves and murderers. I felt more than unusually interested, for Lewis Perkins, one of the gang, was a Cowley County boy. For Allison the reward was $2,500, and all gang members had just been captured and were under guard at a livery stable.
While standing here making inquiries, I heard the report of a revolver, quickly followed by a dozen other shots, and then the rapid running of a man telling the guards to get ready as a party of desperadoes were about to attempt a rescue of the prisoners. As I was not traveling on my fighting qualities, I made myself safe in another direction. The cause of the difficulty was a stray pistol shot. The marshal heard it and ordered the man whom he thought fired “to hold up his hands,” and before the man could turn, the marshal commenced firing and killed him in his tracks. The man was a Kansas carpenter by the name of Campbell, and was unarmed.
On Monday morning upwards of 200 mechanics attended the funeral, and I was in hopes of seeing that marshal hanged, but the job was delayed. This was the second man he had killed in three months, but people excused him for the first murder because the victim was “a bad man.”
Here as everywhere else in New Mexico, I found lots of Winfield men. Some are traveling, others are in business, and many others working at their trades; but wherever I saw them, they were all doing well. The universal report was that when they made their “stake,” they were coming back to Winfield to live.
Our town is widely known through the enterprise of its merchants. As a supply point for butter, eggs, poultry, and vegetables, Winfield today is sending more of these products into New Mexico than any other city. In groceries and commission houses, it appeared to me that at least two-thirds of all the boxes and pails carrying such goods bore the familiar imprint of J. P. Baden or Spotswood & Snyder. J. E. CONKLIN.
Conductor McBeth Responds to Papers Criticizing him.
Winfield Courier, July 14, 1881. Conductor McBeth passed last Sunday in this city, and said the following to a Wellingtonian reporter.
It was shameful and cowardly in the Caldwell Post and Winfield Courier, to attack a man without warning, as they have attacked me. They did not want to hear my side of the story, which would have put an entirely different face on the matter. I am acting under instructions of the General Superintendent, and any violation of the same will cause my discharge; and I cannot afford to take the bread from my wife and children to oblige the public.” Wellingtonian.
Mr. McBeth is reminded that we did not give his name, but suggested that the case might look different when the conductors told their story, and our columns were open for their side. The COURIER is reputed to be extremely careful to avoid injustice to anyone, giving all a chance to be set right. He has no grounds of complaint against us, unless he denies us the right to comment upon alleged wrongs in the community, a right which we shall insist on for it is just what we are here for.
Millington Expresses Approval of Santa Fe Travel.
Winfield Courier, July 14, 1881. Editorial. It is real nice now to go north and east by the Santa Fe road. We have a fine parlor car on this branch from Arkansas City to Mulvane, and then a Horton reclining chair car from there to Kansas City.
Change in Santa Fe Management. W. B. Strong Becomes President of Road.
Arkansas City Traveler, July 20, 1881. Word was received here late last evening of an important railway change. Mr. T. Jefferson Colledge has been acting until recently as president of the Atchison, Topeka & Santa Fe road. The latter position was not filled until yesterday, when a meeting was held in Boston, and Mr. W. B. Strong, general manager of the road, was chosen president, with a handsome increase in salary.
Santa Fe Arranges with St. Louis and San Francisco to Extend El Dorado Branch.
Arkansas City Traveler, July 27, 1881. Front Page. The Santa Fe company have made satisfactory arrangements with the St. Louis and San Francisco management, and on Monday extended their El Dorado branch across the track of the latter road at Augusta.
North Carolina Cherokees Moving to Indian Territory.
Arkansas City Traveler, July 27, 1881. The Cherokee Indians, still in North Carolina, and numbering 2,300, are to be planted in the Territory.
George R. Bearss Ships Indian Ponies to Indiana.
Arkansas City Traveler, August 3, 1881. A small herd of Indian ponies, belonging to Mr. George R. Bearss, ran into the barbed wire fence just opposite the Harmon ford on the Walnut, and some of the animals were fearfully cut. The wire wound around one and did not lack much of cutting it in two. This wire is directly across the old road—and having no board on top of the wire, cannot be seen—making it extremely dangerous. We learn that a team near Searing’s mill were frightfully cut, last week, by the horses becoming unmanageable. The owner hitched onto the wire afterwards and tore the fence in pieces.
Mr. Bearss shipped a carload of 23 Indian ponies last Monday morning to Logansport, Indiana. They were all well broke to saddle, gentle and kind, and cost him from $20 to $60 each, averaging $30 each. The freight from this point to Kansas City is $40, and from Kansas City to Logansport $67, and the “salting” of the ponies at Kansas City, St. Louis, and at some point in Illinois, will cost him 25 cents per head, besides the feed, making the cost of trans-portation, etc., nearly $10 per head. He will have to get good figures to make anything.
Charlie Hodges now Baggage Master, K. C. L. & S.
Winfield Courier, August 4, 1881. Charlie Hodges has accepted a position with the K. C. L. & S. railroad as baggage master at this station.
K. C. L. & S. Conductor Fired.
Winfield Courier, August 4, 1881. Tell Walton and many other admiring friends will regret to learn that Jim Shannon has been given the “grand bounce” by the K. C. L. & S. company and that his vinegar visage will no longer haunt travelers over that road.
Cattle Shipments from Hunnewell.
Arkansas City Traveler, August 10, 1881. The number of cars of cattle shipped from this place during the month of July, amounts to 525, with an average of 23 head to the car, making a grand total of 11,025 head of cattle. Hunnewell Independent.
Grand Jubilee at Douglass.
Winfield Courier, August 11, 1881.
The Santa Fe was completed to Douglass in Butler County last week and the citizens indulged in a grand jubilee.
The next thing in order is paying the interest on their bonds.
Santa Fe Employees Lauded.
Winfield Courier, August 18, 1881. Conductor J. E. Miller is one of the most accommo-dating and courteous employees of the Santa Fe company. With Will Garvey at the ticket window and Conductor Miller wielding the punch, the Santa Fe is ably represented.
Fare Via Santa Fe to State Fair.
Arkansas City Traveler, August 24, 1881.
To the State Fair and back, over the A. T. & S. F., for $4.75.
Low Rates for Old Soldiers on Santa Fe.
Winfield Courier, August 25, 1881. We call the attention of all old soldiers to the low rates made on the Santa Fe for attending the old soldiers’ reunion at Topeka Sept. 15th. Mr. White, general ticket agent, has kindly made a rate of $3 to all the old soldiers on the main line or branches, provided that a muster roll of not less than ten names be forwarded to Mr. White by the 10th of September, stating name, company, and regiment of the soldier, upon the receipt of which, station agents will be authorized to sell tickets for the round trip at $6 to the parties named.
This is indeed liberal on the part of the Santa Fe, and we hope the old soldiers in this vicinity will take this opportunity of visiting our State Fair and attending the reunion at the same time. Muster rolls may be left with Mr. Garvey, agent at Winfield, or sent direct to Mr. W. P. White, Topeka, Kansas.
Train Strikes Tornado East of Winfield.
Winfield Courier, October 6, 1881. The 10 o’clock train on the K. C., L. & S. Thursday night struck a cyclone just east of this place. It damaged the roof of the baggage car and came near blowing the train from the track.
Gould Railroad Holds Most Lengthy Mortgage.
Arkansas City Traveler, October 19, 1881. The longest deed on record in Cowley County is that of James S. Hunt, County Clerk, to C. M. Scott for 90 lots in Arkansas City, which covered forty-two pages of the record book, and embraces 13,734 words. It cost nearly fifty dollars to have the deed written and recorded. The most lengthy mortgage is on the Gould railroad.
Gould in the Territory.
Arkansas City Traveler, October 19, 1881. Editorial Page.
The following special appears in the Globe-Democrat of the 6th inst. Our readers can draw their own conclusions from it but to us it seems that a war is about to open between the various railroad companies in regard to building through the Territory.
LITTLE ROCK, ARKANSAS, Oct. 5. A telegram from the Indian Territory says that con-siderable feeling is being manifested among the Creek and Cherokee Indians, owing to the effort which Jay Gould is making to secure the right of way for a railroad running east and west through the Cherokee and Creek Nations. The Councils of these nations have the power to grant the privileges asked for, and a strong pressure is being brought to bear to induce them to do so. The Cherokee Council meets the first Monday in November, when immediate steps will be taken for the introduction and passage of some such measure. A. A. Talmage is managing Gould’s interest in the matter, and has written to the members of the Council and to all the prominent Indians in the nations named, setting forth the wishes of the railway company and the advantages to the country of the proposed road. There is, however, no little opposition to grant-ing the right of way, many leading Indians holding that such a step would be the entering wedge for the future dismemberment of the Indian country. It is doubtful, therefore, whether the Indians will permit the road to be built, as the antagonism toward it appears to be growing in strength and bitterness. The projected road would give Gould almost absolute control of the trade of the Southwest, and place the St. Louis & San Francisco company, and other roads which are now striving for the trade of that section, completely at Gould’s mercy.
W. C. N. Garvey Promoted. Now Santa Fe Agent at Topeka.
Winfield Courier, October 27, 1881.
Among the changes to occur in local or minor offices of the Santa Fe road, will be that of W. C. N. Garvey, from the ticket office at Winfield to be station agent at Topeka. We understand that Mr. Garvey will assume his new duties on November 1st. Commonwealth.
We were aware last week that such a change was contemplated, but Mr. Garvey requested us not to mention it unless the change should actually took place, so we said nothing. We have always observed that the Santa Fe company has had the sagacity to employ not only men of abil-ity but real gentlemen who are obliging and will make themselves and the road popular; and when they get one who is eminently so, they know when to promote him to higher places. Will Garvey is one of the best of these. His promotion gives pleasure to his many warm friends here.
Frisco and Texas Roads Asking for Right of Way through Choctaw Nation.
Arkansas City Traveler, November 2, 1881. Editorial Page.
The application by the managers of the Frisco and Texas roads to the Secretary of the Interior for permission to ask the Council of the Choctaw Nation to grant the right of way through the Nation, has been decided favorably. It is thought that the Council will pass at once a measure allowing railroads to build through the Choctaw country.
Railroad Chartered to Build from Arkansas City through Geuda Springs.
Arkansas City Traveler, November 2, 1881. We see that a railroad company has been chartered to build a road from Arkansas City through Geuda Springs and on west to the west line of the state. The capital stock of the company is $200,000 and the estimated length of the road is 200 miles. Caldwell Commercial.
Fort Scott & Wichita Road Surveyors at Eureka.
Arkansas City Traveler, November 2, 1881. The surveyors of the Fort Scott & Wichita road have made their survey to Eureka, and are making preliminary surveys to determine whether they shall pass north or south of the City. The location of the depot will depend on which end of town it can raise the biggest bonus.
Railroad Company Organized to Build from Arkansas City Westward.
Winfield Courier, November 3, 1881.
A railroad company has been organized to build a road from Arkansas City to Geuda Springs and westward.
The directors are H. B. Pruden of Ohio, J. W. Devoire, of Indiana, W. P. Hackney, James Huey, Maj. O’Gradey, C. R. Mitchell, and W. M. Berkey, of Cowley County.
The capital stock is $250,000 in shares of $100 each.
St. Louis and San Francisco Negotiating with Choctaws.
Winfield Courier, November 10, 1881.
The St. Louis and San Francisco company are negotiating with the Choctaws for a right of way through the Territory.
Charter Granted. Railroad from Arkansas City to Dodge City.
Arkansas City Traveler, November 16, 1881. Front Page. [From the Wellington Press.] A charter has been granted for the construction of a railroad from Arkansas City to Dodge City. The road has long been talked of and the growth of the country demands its construction. Such direct connection with the south will be of great benefit to this portion of Kansas. We will speak more at length in the future.
St. Louis & San Franciso Granted Right of Way Through Choctaw Nation.
Arkansas City Traveler, November 16, 1881.
The Choctaw Council have granted the right of way through their country to the St. Louis & San Francisco railroad. This has been approved by President Arthur and Secretary Kirkwood. The road will extend in a southwesterly direction to the Panhandle of Texas.
Santa Fe Branch Changes Line from Emporia.
Arkansas City Traveler, November 16, 1881. Elk Falls has it fixed up beautifully now. The Santa Fe Co. will straighten up the branch from Emporia south, which will leave Howard about two miles west, and in order to sorter console that place, Eureka will also be left out about two miles. Thus the company will have a direct line from Emporia, via Madison, Gould, and Elk Falls to Peru. Sedan will also be “left out in the west.” Oh, gosh!
Signal.
Requa and Dever Promoted by Santa Fe.
Winfield Courier, November 17, 1881. Al Requa has gone into the employ of the Santa Fe as master of baggage at the Topeka depot. Another recognition of worth and merit. Wilber Dever has taken the position of cashier for the Santa Fe company at the Topeka depot.
Santa Fe Makes Improvements at Winfield Depot.
Cowley County Courant, November 17, 1881. The Santa Fe folks are making some sub-stantial improvements about their depot. A stone gutter has been run under the track and the spaces between the tracks filled up on Court House street. (We want to call it Park street in the future). They have also put in a stone crossing to connect with the sidewalk leading to the Riverside Park.
Santa Fe Conductor Miller Accommodates Passengers.
Winfield Courier, November 24, 1881. Conductor Miller had the address last Saturday evening to make 35 passengers, packed in a box car from Mulvane, feel comfortable and happy. His best passenger car was sent to Caldwell for troops.
Santa Fe.
Arkansas City Traveler, November 30, 1881. The capital stock of the Santa Fe is $68,000,000.
Business Lively at K. C., L. & S. Depot in Winfield.
Cowley County Courant, December 1, 1881. Business was lively around the K. C., L. & S. depot today. Allen Johnson is putting up a large crib for corn, a half dozen cars are loading with corn, several cars of coal and wood were being unloaded, three cars of hogs were shipped, and the regular freight pulled out with two locomotives and thirty-three cars.
St. Louis and San Francisco Railroad.
Arkansas City Traveler, December 21, 1881. The Medicine Lodge (Kansas) Index is of the opinion that the success of the St. Louis and San Francisco railroad in securing the right-of-way through the Choctaw Nation, is not only an important step towards the opening of the Territory to white settlement, but is the death knell of Caldwell, Medicine Lodge, Hunnewell, Arkansas City, and other border Kansas towns.
It will be a death knell we are all anxious to hear. Arkansas City with its water power on the Walnut canal from the Arkansas, with mills and factories already looming up all round, will be the supply point for half the Territory. Let her open.
Santa Fe and S. F. R. R. pass close to Fort Reno Post, Indian Territory.
Arkansas City Traveler, December 21, 1881. [From the Cheyenne Transporter.]
The A. T. & S. F. railroad passes within six miles of the Post at Fort Reno and the S. F. R. R. within 18 miles.
Telephone Proposition.
Arkansas City Traveler, December 21, 1881.
A proposition has been received from the Bell Telephone company to put up their wires and instruments in Winfield, if twenty-five subscribers can be secured. The prices at which instruments are put is $50 per year for one in a business house, and $30 in a private house. Wichita has an excellent exchange, and the people are delighted with it. It is a splendid thing, and if we once get it people would not part with the privilege for twice fifty dollars a year. Let every businessman take hold of this idea, hire an instrument, and in a few weeks we can sit in our offices and transact business, etc. Courier.
Cowley County Courant, December 22, 1881. We sincerely hope our citizens will take hold of the telephone proposition, which we place before them today. If any particulars are required further than we give, Mr. Whitney or Mr. Kretsinger will give them. Fourteen have already subscribed and only eleven more are needed to secure the placing of the instruments. Wichita has placed sixty-three telephones and the company are still at work. The central office here would be at the Brettun House.
Salem Surveyed on K. C., L. & S. Road. Depot Started.
Cowley County Courant, December 22, 1881. The new townsite of Salem has just been surveyed eight miles east of this city on the K. C., L. & S. road, and work has commenced on a depot there.
Santa Fe.
Winfield Courier, December 22, 1881. The road bed of the Santa Fe is being put in first-class shape from one end of the state to the other.
Through tickets at Kansas City cut rates to all points in the East for sale at the A., T. & S. F. depot. W. J. Kennedy, Agent.
Railroad Ties Piled on Track Possible Work of Train Wreckers.
[From Arkansas City Democrat.]
Cowley County Courant, January 5, 1882. Last Wednesday morning the conductor of the east bound passenger train informed us that above Pierceville they ran into a lot of railroad ties piled up on the track. No one was seen about the track, the night being quite dark, but the supposition is that it was the work of train wreckers. Fiends who would thus endanger numbers of human lives, whether they succeed or not, ought to hang for their terrible intentions, and some law meting out such punishment ought to be enacted. Train robbing is growing too common.
Railroad Rumors.
Cowley County Courant, January 5, 1882. It is rumored that the A. T. & S. F. R. R. assumed control of the K. C. L. & S. R. R. last Monday.
Arkansas City Traveler, January 11, 1882. We hear it rumored in connection with the A. T. & S. F. R. R.’s taking charge of the K. C. L. & Southern R. R. on the 1st inst., that it is the intention to take the track up between Mulvane and Wellington, running the K. C. & L. train through to Caldwell and the A. T. & S. F. trains from Newton to Arkansas City.
Express Company Shipments. Poultry for Santa Fe Eating Houses.
Cowley County Courant, January 19, 1882. On Tuesday the Adams express carried from this market 37 cases of eggs, 150 pounds of butter, and 2 barrels of poultry, all consigned to Leadville parties. Pretty good shipment for a winter's day. Wellingtonian.
That is a fair day's showing for a small town like Wellington, and is about the average of Pete Baden's daily shipments. Saturday the Adams express company here [Winfield] sent out 54 cases (1,620 dozen) of eggs, 276 pounds of butter, and a quantity of game and poultry. The produce shipments of the two express companies on that day amounted to 54 cases of eggs, 585 pounds of butter, 117 of poultry, and 212 of game.
In addition to the above there were several packages of poultry, etc., for the eating houses on the Santa Fe road which were not expressed.
Game Shipments from Winfield.
The Winfield Courier, January 19, 1882. It is wonderful the amount of game—deer, turkey, etc., that is shipped from this place. The cattle men on the Cimarron River declare the hunting must be stopped, as it frightens their cattle and makes the festive steer run wild. Where one deer is slain, a dozen are wounded and left to die, and not one turkey out of fifty killed, reaches the State before it spoils.
Chickasaws and Choctaws Opposte Atlantic & Pacific Road.
The Winfield Courier, January 19, 1882.
The Chickasaws and Choctaws are violently opposed to the building of the Atlantic and Pacific road through their country in the Indian Territory, and have sent a delegation to Washington to secure the cooperation of the President in their behalf.
Santa Fe Officials in Arkansas City Last Week.
Arkansas City Traveler, February 1, 1882.
J. R. Rogers, Division Supt., A. T. & S. F., was down last week.
Edward Haten, of Topeka, Western Passenger Agent of the A. T. & S. F., spent a day in town last week. He went over with C. R. Mitchell to take in Geuda Springs.
Attempts Made to Derail M. K. & T. Trains in Territory.
Cowley County Courant, February 2, 1882.
Train men on the M. K. & T. on the Indian Territory run are greatly alarmed at the frequent attempts to derail trains. An engineer was shot at the other day, and there are daily evidences that the outlaws, so numerous there, mean mischief to the trains.
Santa Fe Contract for Ballasting Rock.
Arkansas City Traveler, February 8, 1882. The A. T. & S. F. R. R. have contracted for 400,000 cords of rock to be used for ballasting purposes. Mr. Henry Hill has the contract, and is working a large force of hands at his quarries north of town.
Smith Details Train Trip to Colorado from Arizona Indian Agency.
Winfield Courier, February 9 and 16, 1882. [Letter in two editions of paper.]
EDS. COURIER: On Oct. 10th, 1881, I stepped on board the train at Winfield for the Great Colorado Valley, the wonders and fertility of which I had heard much.
Being by nature of a timid and retiring disposition, my presence was rarely indicated by my voice. My ears carried impressions to my consciousness, if my voice carried none to that of others. I was to enter the Indian Service on my arrival at this agency as physician. Of course, I was interested in Indian affairs. The Apaches were creating some interest about that time. The Indian question was discussed. Many commonplace ideas were presented by various gentlemen. One assertion was boldly made which struck me as worthy of investigation. It was to the effect that contractors furnishing the agencies were almost wholly responsible for the Indian outbreaks. Was that assertion the result of knowledge, or a desire to say something indicating knowledge? We will answer that in the future.
In Newton the noise and bustle of business was dull, compared with two years ago. The class of buildings had improved decidedly, however. I boarded the train at Newton about midnight, so could not take an inventory of car contents until morning. Slept well. Arose late. Applied myself diligently to the business of the day. Permit me to say here that I was on board an—no, I must not make such an admission—the thought is dreadful—what! On board an—dare me! How can I? But I despise deception—I cannot tell a lie, father—I was on board an emigrant train! There, I’ve said it. I breathe easier now. Courage is a good thing; moral courage in particular. Always have courage to tell the truth. Seat No. 1 contained an elderly woman with a pale, wrinkled face, and her son. The son was tall, broad shouldered, and fine looking; very attentive to his mother. He was not ashamed to extend to that plain woman the affection of his manly heart, and every service necessary to make her journey pleasant and comfortable. How unlike the narrow souled fop who is ashamed of the old man and woman if they are plain. “Honor thy father and mother that thy days may be long.” This worthy lady and son were Kansas people en route for California.
Hard by was a Frenchman of fine conversational powers and a liberal education. He was vain, however, and gloried in his own greatness and exploits. He seemed proud of the fact that he had won three wives and had been divorced from the same number. He had won riches by questionable means according to his own story. His wit and humor, his liberalism and education poorly compensated for the lack of honor and fidelity. If a nation’s greatness and honor depend to a great extent upon the number and purity of its homes, such men must constitute sources of weakness and decay. The young need to be strongly fortified against the insidious attacks of such minds. They poison, corrupt, and lead to dishonor.
A young man direct from Germany next attracted my attention. His destination, I soon learned, was Hermasillo, Sonoro, which is said to be a beautiful town. It is situated on the Sonoro R. R., now building between Benton on the Southern Pacific R. R., and Guymas on the Gulf of California. He proved to be a short hand writer, liberal in principle, and I conceived him to be a fair representative of the Republican element in Germany, an element which is furnishing America with a large number of excellent citizens; many of whom are more thoroughly Repub-lican than those born on American soil. The rigor of the institutions which gall and fret them at home make them more thoroughly liberal. We learn many things by comparison. The man who has never experienced the pangs of hunger and thirst can form no just conception of their torture. He who has felt the fetters can appreciate the bliss of freedom. Despotism tends to produce anarchy. The “Golden Mean” in temper, desire, government, and in all the relations of life is probably the better pathway, and leads to the best results. Our German companion, however, could take no middle ground. He had been hampered and now he is free. His bold, restless, energetic spirit had ventured; the extremities must be investigated, enjoyed, endured. Fortunate indeed will he be if he falls under the care and guidance of older and more experienced minds, who will have it in their power to save him from much of the suffering and chagrin which are the heritage of those whose methods of action and thought are extreme.
Respectfully, C. G. SMITH.
Railroads. First One in Kansas Five Miles Long.
Arkansas City Traveler, Wednesday, February 15, 1882. Front Page.
According to history (Wilder’s Annals), the first iron for a railroad was laid on Kansas soil March 20, 1860, at Elwood, Doniphan County, the first whistle of a locomotive was heard April 23, 1860; and the first railroad celebration, “with accompaniments,” was held at Wathena, July 19, 1860, on the completion of road from Elwood to Wathena. Thus it will be seen that Kansas when admitted had a railroad, although only about five miles long.
Baden Advertises for Poultry, Butter, Eggs.
Winfield Courier, February 16, 1882. “I must have a large lot of dressed poultry, butter, and eggs, and will pay highest prices in cash for all that is brought in. Ship all you can as soon as you see this. This poultry and produce goes to furnish the eating houses along the Santa Fe road and must be furnished daily. If you can’t dress the poultry, I will buy and dress it myself. J. P. BADEN, WINFIELD, KANSAS, JANUARY 18, 1882.
Cattle Shipment.
Arkansas City Traveler, February 22, 1882.
L. C. Norton shipped three carloads of fat cattle to Kansas City last week.
Scrapers to Fill Santa Fe Gravel Contracts Arrive.
Arkansas City Traveler, February 22, 1882.
The mounted scrapers, for use in filling the gravel contracts with the A. T. & S. F., were received yesterday by the Schiffbauer Bros. They are a novel but effective looking craft.
Santa Fe Construction Train Performing Work on Line.
Arkansas City Traveler, February 22, 1882.
The construction train on the Santa Fe road was down last Monday to perform work along the line. Mr. Cline was in charge.
Scott Chartered Special Trains to Hear Governor St. John at Winfield.
Arkansas City Traveler, February 22, 1882.
C. M. Scott says he came out all right this time on chartering special trains on the railroad, but he don't want to follow it for a livelihood.
Telephone.
Cowley County Courant, March 2, 1882. We understand the telephone company have the greater portion of their material in the city, and that the instruments and wires will be put up as soon as possible. Those who fail to have a telephone of their own will be disconnected with their neighbors, as it were, or so to speak.
Smith Writes Again from Arizona about Trains.
Winfield Courier, March 2, 1882. “After leaving the Kansas line, the points of interest are Granada, La Junta, where you change cars for New Mexico, Trinidad, where two engines are attached to the train to gain the Raton Tunnel, which is twenty-two hundred feet long and eight thousand feet above the sea. When you enter the east end of the tunnel you are in Colorado, when you make your exit at the west end, you are in New Mexico.”
In passing through Colorado the huge mounds of sand and scrub cedar were the chief natural objects. The Raton mountain was passed in the night, much to the disappointment of all our party. On entering New Mexico, Las Vegas was the first point of interest. It is a busy, thriving town. Albuquerque and Socorro are both mining centers and are said to be steadily improving. San Marcial, near Fort Craig, is marked on the railroad maps in large letters, but is a very miser-able town. The location is very unhealthy and the society very scarce. Deming, the point of junc-tion for the Atchison, Topeka & Santa Fe and Southern Pacific Railroads, has a very fine depot, and that is all that can be said in its favor, except its baker, who is a first-class bread-maker. At Deming we took the S. P. R. R. for Yuma. Our emigrant car was attached to the express train. We were told it was on account of the Indian out-break. We passed soldiers at several points. The Indians and their depredations were the chief topics of the day; but we looked out over the broad plains of New Mexico, not for Indians, but a mirage. Whoever crossed those plains without seeing one? I felt injured when the sun sank in splendor, after a day of anxious watching and no mirage appeared. I have since talked with many old timers who have spent from ten to twenty-five years on those plains without having feasted their eyes on a wonder so often described, but seldom seen. My harrowed feelings have accordingly been soothed.
Yuma was reached, on the 17th at 5 o’clock a.m. The town is adobe. The R. R. Hotel is a fine structure, modern in all its equipments, and would make a very agreeable home during the winter for those who desire to be free from the regions of a cold climate. The town is on the Arizona side of the Colorado River—the fort on the California side. Respectfully, C. G. SMITH.
Winfield Courier, March 2, 1882. The letter of Dr. C. G. Smith of the U. S. Signal Service in Arizona is quite racy and interesting this week and we expect more of them. We have received from him by mail one of the most curious of the cacti family, which he lassoed down from a high cleft in the perpendicular side of a rocky gorge where the sun rarely shines. For this unique present, the Dr. has our cordial thanks.
Railroad Transactions. Santa Fe Versus Gould.
Winfield Courier, March 2, 1882.
A letter received just as we go to press, from an intelligent gentleman who always “has his ears and eyes open,” states that Gould has been secretly at the bottom of the Fort Scott and Wichita road buying its mortgage bonds of $15,000 a mile issued as often as ten miles were completed. Getting evidence of this, the Santa Fe company bought out the stock of the road of the managers, who were on the sell for speculation, and will discontinue the building of the road; making Toronto its permanent terminus.
Santa Fe Gravel and Stone Contract.
Winfield Courier, March 2, 1882. [From “O.”, Arkansas City Correspondent.]
The gravel and stone contract with the Santa Fe railroad will give employment for nearly 200 laboring men at Arkansas City, and add another item to the resources of Cowley County. A side track will be built to the Walnut River about one mile below the bridge, and work begins within a few weeks. There seems to be an almost inexhaustible bed of gravel more than one mile in length and several feet deep.
Figures That Talk. Santa Fe Railroad.
Winfield Courier, March 9, 1882. [From Topeka Commonwealth.] Few people, either in the private or public walks of life, have any very adequate conception of the amount of money disbursed in any given community for any given time, by such a railway company as the Atchison, Topeka & Santa Fe, the general offices of which are in this city.
All know in a general way that railroads are big things, but all are more inclined to remem-ber the times they have paid passenger fares or freight charges than to remember the amount of money which must be taken in order that employees may be paid and supplies purchased, to say nothing of furnishing stockholders a fair interest on their investment. We are led to make these remarks by a glance at some of the annual footings of the operating or construction department of the road above mentioned. For instance, we find that in Kansas alone, in 1881, there were expended for the single item of new buildings the following named sums.
On the main line, at Topeka, for roundhouse number two: $51,956.68.
At Emporia, for roundhouse and other buildings: $28,280.27.
At Florence, for depot, coal chute, and other buildings: $10,049.99.
At Newton, for roundhouse, engine house number two, and other buildings: $24,119.72.
At Nickerson, for engine house, coal chute, and other buildings: $36,201.00.
At Dodge City, for roundhouse and other building: $12,712.50.
At Coolidge, for engine house, tenement houses, coal chute and other buildings: $83,099.21.
At sundry other points on the main line for miscellaneous buildings, $58,584.94, making a total on the main line for miscellaneous buildings, $305,000.30.
On leased lines in Kansas:
At Kansas City, coal chute and other buildings: $8,006.32.
At Argentine, for roundhouse, coal chute, and other buildings: $29,385.62.
At sundry other points on Kansas City branch for miscellaneous buildings: $5,788.35.
At sundry points on the K. C., E. & S., K. C. & O., P. H. & D., S., W. & S. W., F. & W. V., and the M. & McP., $68,657.23, making a grand total for new buildings in Kansas in 1881 of $426,840.73.
In addition to the foregoing may be mentioned the expenditures in Kansas in 1881 for bridges, rails, and stone ballast. The item reads as follows:
For new steel rails, main line: $1,407,055.60.
Kansas City branch: $34,987,29.
Marion and McPherson line: $82,562.26.
Kansas City and Olathe: $12,407.40.
Harvey County: $53,534.18.
Grand Total: $1,640,546.73.
For stone ballast on Kansas lines: $42,058.76.
A resume of the above shows that in 1881 the Atchison, Topeka & Santa Fe Railroad Company disbursed in Kansas alone, for the four items (buildings, iron bridges, steel rails, and rock ballast) the royal sum of $1,788,327.13.
These figures require little comment. They show what a giant factor in the business fabric of the State, this road is, and how little either the road or the people can afford to have any serious unpleasantness existing between them.
In this connection it will be proper to state that similar expenses for the current year will be much greater than for last year. The improvements to be made in Topeka alone will amount to over $300,000, and other points on the line are to be proportionately well treated.
Telephone.
Cowley County Courant, March 9, 1882. The delay in putting up the telephone exchange in this city is occasioned by the failure in the arrival of the instruments. A number of wires are already up awaiting the instruments, which are looked for by every train. So far there are only four connections outside of the central office: THE COURANT office, the two express offices, and A. H. Doane & Co.’s coal office.
Letter from Smith in Arizona Relates Continuation of his Journey.
Winfield Courier, March 9, 1882. I found that boats for points up the Colorado would not leave Yuma for three weeks. The stage was going out at nine o’clock, so I determined to take that. After a hasty breakfast I barely found time to see to my baggage when I was called upon to walk a mile to the Gila River, which enters the Colorado on the West just above Yuma.
By the river side were waiting some Mexicans and Indians. After being ferried over, we were compelled to wait for our team to be harnessed and baggage to be disposed of in the immense coach. With a four horse team we moved out. The movement was slow. The hoofs of the horses, and the felloes of the wagon were buried by the sand until we reached the table land. The road on the mesa was rough, and that on the bottom was sandy.
At Castle Dome landing we ate dinner, prepared by a greasy looking Chinaman, for which we paid one dollar. We reached Silent at seven p.m. At nine without any supper I mounted a mule and rode until two a.m., Tuesday. The Mexican mail rider shared his torteo with me, and we laid down on the sand with the mail pouch for a pillow and slept one hour. I did not dream of the expressions of love and hatred, joy and sorrow, honesty and dishonesty contained in that pouch. My eyes turned not to the starry splendor above. No thought of the treacherous character of the Mexican, the chilly night air I heeded not, but slept until my companion aroused me. I could not understand one word he uttered, but he pointed to a saddle mule, which I mounted, and we rode until three p.m., when Ehrenburgh was reached. Here we met Mr. Malloy, a former agent of this place, and S. Frank, a Jew doing business at Ehrenburgh. Mr. Frank was genial, talkative, and entertained me in a generous whole souled way, known only to those who have traveled in the Western Wilds. Just as the sun was shedding its last ray over the ragged peaks of San Bernardino, I mounted a fresh horse and at 2 a.m., Wednesday, I had made fifty miles without dismounting. To say I was weary would be very tame language. I had traveled in thirty-nine hours fifty miles by wagon and one hundred and thirty on horse back, had during that time slept one hour and eaten 3 square meals. Respectfully, C. G. SMITH.
Santa Fe Train Attacked at Pleasant Valley. Warrants Issued.
Cowley County Courant, March 9, 1882. As the accommodation train on the Santa Fe was passing Pleasant Valley between here and Arkansas City last Saturday evening about eight o'clock, a lot of roughs, who seemed to have no fear of God, man, the devil, or a rail-road company in their hearts, made a cowardly attack upon the train, throwing stones through the windows of the coach, and firing pistols in a very reckless manner. No one was hurt so far as we have been able to learn, and so far there have been no arrests made, but it is thought that several of the roughs have been identified and that the whole outfit will be taken in.
Winfield Courier, March 16, 1882. There is a deep feeling all over Pleasant Valley and Beaver townships against parties who disturbed the neighborhood by shooting and carousing on the evening of March 4th.
The disturbance seems to have been made by three young men who resided in Beaver Township, all of them under twenty years of age. Warrants were got out for their arrest Monday, but they had left the county. The parents of the boys, as good citizens as we have in the county, were in Monday to see what course to pursue. The boys will have to appear and pay their fines, which cannot exceed $100.
Wells, Fargo Service Via K. C. L. & S. K. Railroad.
Cowley County Courant, March 16, 1882. The Wells, Fargo & Co.’s Express will run
over the K. C. L. & S. K. railroad about the first of April. We think this will be a good move.
Winfield Courier, March 16, 1882. The Santa Fe has finished building the line from Olathe to Kansas City. It is also announced that the Wells, Fargo Express will be put on the K. C. L. & S., by April first. These moves indicate something.
Young Men Pay for Attack on Santa Fe Train at Pleasant Valley.
Cowley County Courant, March 23, 1882.
Thomas Poar, Milo Hare, and Harry Lester were brought before Justice George H. Buck-man charged with “shooting and throwing stones and making boisterous and contemptuous noises.” These are the young men who made the attack on the Santa Fe train in Pleasant Valley township, and were arrested on complaint of conductor Miller. Poar and Lester were fined $20 each and costs, and Milo Hare $10 and costs. The amusement cost the boys $92.45. The young men are well known in the neighborhood and two of them are the sons of highly respected citizens. We are sorry that such a thing occurred, and the boys are sorry them-selves, having promised never to appear in such an aspect again. Liquor was probably the cause of the disgraceful act.
Santa Fe Constructs Iron Bridges, Walnut Valley Branch.
Cowley County Courant, March 23, 1882. The Santa Fe Company is putting iron bridges across the stream on the Walnut Valley Branch.
New Santa Fe Union Depot at Wichita.
Cowley County Courant, March 23, 1882. The Union depot at Wichita turns out to be a very tame affair, only to be a small building to be put up by the Santa Fe folks to take the place of the old one worn out in years gone by. The freight stored there and consigned to and from Winfield aided much in rocking the old structure.
Another Letter from Smith in Arizona.
Winfield Courier, March 23, 1882.
COLORADO RIVER AGENCY, ARIZONA TERRITORY, March 3rd, 1882.
EDS. COURIER: The religion of the Mohave Indians is worthy of attention; it deter-mines many of their customs. All human beings, it is generally believed, have their religion, Robert Ingersoll not excepted. Having formed the acquaintance of Hookerow, or “Fast beat,” I began cautiously to enquire regarding their customs and ideas. They are very taciturn about their dead. To gain his confidence and draw him out, I explained the burial customs of the “HICO,” or whites. He listened with marked interest, and after a profound silence of several moments, he began.
We burn because our God tells us to do so. If we disobey, the dead are no more. If they are burned, they live and are happy always. We consider it a sacred duty to perform this service for the dead; we, in our turn, will need it performed.
The camp blanket, dog, horse are all sacrificed on the altar of love. Immortality does not depend on the burning of those things, but we love our friends and do not wish to look on anything that will remind us of them. Their names are never mentioned after death.
The earth and sky always existed; earth is the mother, sky the father of God. God made all men. He made the Mohave last and so he is naked; the other races took all the clothes. God had a son and daughter. The son took a stick, went to the Rocky Mountains, made a hole in the side of the mountain, and the Colorado River flowed forth. He then made fishes, then birds when the sky stretches to give the birds room to fly. The animals he made next, after which came forth the sun, moon, and stars. God’s daughter cannot be seen, but sometimes heard. She tells the medicine man how to cure, she tells the witches how to kill or cure. The witches know good and bad. Those who do bad we kill. We also kill our medicine men when they follow the advice of a bad witch. In heaven there is plenty to eat, and many beautiful maidens.
The worst fate of a Mohave is to be no more after death. This belief deters them from war. Respectfully, C. G. SMITH.
Gould Shows Up.
Winfield Courier, March 23, 1882. Rumors have been freely circulated that Jay Gould was short of money, and was selling out his stocks in order to keep his head above water.
That gentleman on Monday last called into his office a half dozen New York millionaires, and made a display before them of a portion of his wealth, which amounted to $53,000,000. Of this enormous wealth there was $23,000,000 in Western Union stock, $12,000,000 in Missouri Pacific, and the balance in Wabash stock. None of this stock was indorsed by Gould, but con-sists of the original certificates issued to him. Of course, he has a vast amount of other property. The exhibit shows him to be the richest man in the United States, except Vanderbilt. Gould has determined to prosecute the men who have circulated false stories to injure his credit.
Railroad Operations in which Cowley County People are Interested.
Winfield Courier, March 23, 1882. There is no question that so readily enlists the interest of the intelligent reader of today as that of railroads, and the chief reason is, that the property interests of the county are so closely identified with them that on the success or failure of the men directing the operations of our particular lines depends our prosperity.
To make clear this statement, the Santa Fe for the past three years has been trying to secure the right of way through the Indian Territory from Arkansas City to Fort Smith; and when success seemed well nigh certain, the sinister influence of rival interests defeated the measure, and today the accomplishment of the project appears more distant and uncertain than ever before. While we know and understand why we feel such an interest, yet our knowledge of their schemes and operations are only obtained after results are reached. What is said previous to that, as a rule, is only guess-work.
At this time the country west of the Mississippi is the theater of the most important railroad events that the world ever saw. There are two great rival interests. The first is the Santa Fe, backed by Boston capital; and the other is the Gould syndicate, backed by New York and foreign capital. Their interests are separate and distinct, and as long as they are controlled by rival monied interests, so long must they be antagonistic. The rival heads are, like generals, engaged in mighty strife. They each use every means to further their road’s interest and defeat their rival. The attentive observer watches the various moves, and at one time it would seem as if the Santa Fe was going to win; and then again the victory appears to be with Gould. To cease being general, we will make mention of some of the later operations in which our section of the State is more particularly interested.
At the time when the Santa Fe purchased an interest in the St. Louis & San Francisco road, the stock was quite low; but with the prospect of its near completion to Wichita, it was advanc-ing in value. For several years subsequent to the panic of 1873, the stock of this road had been valueless, but the rapid revival of business in 1879 gave it worth. The Santa Fe, fearing rivalry, purchased one-half of the stock, but it never did have a controlling interest.
With the completion of the Santa Fe to Albuquerque, New Mexico, it was determined by these two roads in common to build the Atlantic & Pacific west to the Pacific. The board of directors of this proposed road was composed of thirteen men, six of whom were Santa Fe and six Frisco; and one was a capitalist who held a block of a thousand shares of stock and who cast the controlling vote in case of a difference arising between the principal parties.
A very important difference did arise, which resulted in many changes of interest. The Frisco road wanted to complete their line from Vinita west across the Indian Territory to Albu-querque, to connect with the A. & P. This was plainly not to the interest of the Santa Fe, for if such connection was made, the continental traffic instead of passing over the Santa Fe, would seek the more direct road east from Albuquerque over the Frisco road, and the Santa Fe would only share in the benefit of the traffic. This ended the pleasant relations between the companies.
Gould, who controlled the eastern roads and Huntington the west, concluded it would be a good scheme to buy the Frisco stock that was not held by the Santa Fe, which was done as far as possible. Gould and Huntington then made a division. As Gould owned all the roads into St. Louis, excepting the Frisco, he naturally took the east and Huntington the west.
The Santa Fe management during this time was not asleep; they early saw their danger and made haste to buy the odd block of a thousand shares of Atlantic & Pacific stock, by which purchase they were enabled to control the latter road. It was the intention of Huntington to cease building further west; but when it came to a vote, it was seven in favor of building and six against. The road is now being built west as rapidly as energy, intelligence, and money will do it, and what is more, on the original line; and Huntington is completely “scooped” and is placed in the very unpleasant position of being obliged to furnish nearly half the money to build a road that will be the most dangerous rival to the Southern Pacific, which he controls. Gould made a good trade, Huntington a bad one.
As the interests of the Santa Fe and Gould were necessarily opposed to each other, the former determined that Gould should either buy or sell, and the result was that Gould bought all of the Santa Fe’s Frisco stock at a large advance over what the Santa Fe had paid, which accounts for the immense sum that the Santa Fe now has in its treasury. It will be seen from this that the Santa Fe has been entirely successful, and it was the other fellows that were “checkmated.”
Railroad Matters, Indian Territory.
Winfield Courier, March 23, 1882.
Work on the Atlantic & Pacific road west of Vinita, Indian Territory, is progressing.
The St. Louis and San Francisco railroad will have the right of way through the Choctaw and Chickasaw Nations.
Santa Fe Branch at Arkansas City to Handle Gravel Shipments to Newton.
Winfield Courier, March 23, 1882.
A branch railroad is being built from Arkansas City to the gravel beds two miles away.
Winfield Courier, March 30, 1882.
The trains of the Santa Fe will stop at Newton for meals after the 1st of May.
Winfield Courier, April 6, 1882. The Santa Fe company are building a new roundhouse at Newton and have eleven tracks laid and are also to have the trains stop there for meals.
Cowley County Courant, April 6, 1882. A gravel train is now running daily between Arkansas City and Newton over the Santa Fe road, hauling gravel from Arkansas City to the road on the main line. It makes a round trip every twenty-four hours.
Cowley County has long been famous for the excellent quality of building stone taken from her quarries and shipped to all the principal towns in the state, and now she is getting quite a name for her excellent gravel beds upon which the Santa Fe company is now drawing upon daily for a train load. Mr. Kennedy, the gentlemanly agent for the Atchison, Topeka & Santa Fe company, says there will soon have to be additional help added to his force at this place, if business over their road continues to increase.
Another Letter from Smith in Arizona.
Winfield Courier, April 6, 1882.
COLORADO RIVER AGENCY, March 17, 1882.
EDS. COURIER: Late in the week I took a trip a few hours down the river which brought me in the presence of a man and his family whose history is of the romantic turn.
The family consisted of father, mother, and daughter. Thirty years ago the man, a Mr. Brown, left his wife in Yarmouth, Nova Scotia. When he doubled Cape Horn, a daughter was added to his family. On reaching San Francisco he heard of the event after patient waiting. Seven years passed away before he set eyes on his loved ones again. He then spent a winter in the land of snow and ice, but it was very severe after enjoying the sunny clime of the Pacific. In the spring he returned to the coast and engaged in prospecting and mining. He was one of the first who discovered the Comstock and sold his claim for a song. He then wandered to Colorado where he has been struggling for an existence ever since. He has gained a reputation which is an honor to any man, and he has also a good ranch and a herd of 200 cattle. Three years ago the father of his wife died, when she and her daughter determined to visit their far away loved one, who had regularly sent them money to maintain them in comfortable circumstances. After a separation of eighteen years they met. The man is happy here and is willing to end his days by the great Colorado. The habits of the wife and daughter have conformed to the conservatism of the far East. They are unhappy. They have seen two white women in two years and those only for a short time. They were very much pleased to talk of the maritime provinces, their religion, politics, geography, shipping, etc., with one who had been there. The two hours’ visit passed away too soon for any of the party. Old thoughts broke the fountains of feeling. I here draw the curtain. C. G. SMITH.
Santa Fe opens Renovated Hotel at Las Vegas Hot Springs.
Winfield Courier, April 6, 1882. W. H. White, general passenger and ticket agent of the A. T. & S. F., has just issued the following circular.
The opening of the Montezuma Hotel at the Las Vegas Hot Springs will take place April 15, 1882. This hotel, with its bath house, summer cottages, auxiliary hotel, is located at the hot springs of Las Vegas, New Mexico, on the line of the A. T. & S. F. Railroad. The new building has 200 rooms, a splendid water supply, and every modern convenience for insuring the comfort and safety of guests. The old hotel has been renovated and refurnished and the immediate man-agement entirely reorganized. The bath house has a capacity of six hundred baths a day, and is first class in every respect. The entire hot springs property is owned and controlled by the A. T. & S. F. Railroad Company.
The hotels are under the management of Mr. Fred Harvey, manager of the A. T. & S. F. Hotel and eating-house system.
Santa Fe Activities.
Arkansas City Traveler, April 12, 1882. The Atchison, Topeka and Santa Fe road has 308 locomotives and is constantly buying new ones.
Through the Indian Country.
Arkansas City Traveler, April 12, 1882.
Late dispatches say the House Committee on Indian Affairs decided by a majority vote to report to the House with favorable recommendation the bill recently reported to the Senate by the railroad committee granting the right of way to the St. Louis & San Francisco Railway Company through the Choctaw and Chickasaw Nations. The minority, two members, will submit a statement in opposition to the passage of the bill.
Cowley County’s “Kansas Queen.”
Cowley County Courant, April 13, 1882. Cowley County is always ahead in everything good. She now comes to the front with the largest heifer in the world.
This fine heifer belongs to our fellow townsman, W. L. Mullen, and is the finest specimen of the bovine specie we have ever seen, heard of, or read about. She was raised by Mr. R. S. Stevens on Timber creek about seven miles northeast of Winfield, and is now four years old, clear white, and weighs three thousand pounds. Her form is perfect, and as smooth as an artist could paint a picture. She is five feet eleven inches high, eleven feet around girth, thirty-six inches across the hips, twenty-six inches around the fore-arm, and twelve feet long. Mr. Mullen purchased this heifer last fall, and has given her the best of care. During the past five months she has gained in weight six hundred pounds, an average of four pounds per day, and is still increasing in the same proportion. Stockmen from every direction have visited Winfield to see this extraordinary animal, and now Mr. Mullen has an offer of $1,500 for her delivered in Chicago. He has contracted with the Santa Fe company for a special car, fixed up to accommodate her, and will start east in a few days, stopping at different places to exhibit her as the "Cowley County Calf," and thinks now, he will accept the Chicago offer for her, should he not be able to do better.
He will only travel for a short distance at a time, in order that she may have ample opportunity to rest up, and not became fatigued from the journey east. In this, he evidently treats her with more consideration than many men do their wives. "Kansas Queen," as Mr. Mullen calls our fine heifer, is a wonderful animal, and we are proud to record her as a Cowley County production.
Dr. Chapel Appointed by Santa Fe to Manage Gravel Train.
Arkansas City Traveler, April 19, 1882. We are pleased to learn that Dr. Chapel has been appointed by the A. T. & S. F. to look after and manage the gravel train now running from this place. Doctor is a thoroughly competent and energetic businessman, and will efficiently discharge all duties entrusted to him.
Territory Indians Vow Vengeance against Gould Road.
Arkansas City Traveler, April 19, 1882.
Indians in the Territory are much dissatisfied because Jay Gould has secured the St. Louis & San Francisco line, running through that country, and vow vengeance. A brakeman recently, while on top of a car, was shot by several bullets while the train was going through a ravine near Muskogee. A few days after another brakeman shared the same fate. Sheriff Williams, who went to hunt the offenders, has not been heard of since, and he is believed to have been murdered. An engineer on the train from Muskogee reports an attempt to wreck his train and the firing of several shots into his engine. The ruffians escaped.
Such experiences are reported almost weekly from that section.
Location of Union Depot at Winfield for Both Roads Under Discussion.
Winfield Courier, April 20, 1882. Lcation of a new union depot for both roads is now being vigorously discussed. It is probable that the Santa Fe will do something in the matter at their directors’ meeting, which takes place soon, hence the present activity. Some want it across the river at the junction, others directly west on Ninth Avenue, while others hope to get the road from Douglass extended to this point and locate a depot for the three on Van Deventers’ place, north of town.
“Kansas Queen” Shipped Over Santa Fe.
Cowley County Courant, April 20, 1882. The “Kansas Queen,” or Cowley County calf, was shipped over the Santa Fe today by her owner, Mr. Mullen. She will be taken off the train at Wichita for the purpose of exhibiting her and resting her up. She weighed on Santa Fe scales this morning, we are informed by Mr. Kennedy, the railroad agent, 3,660 pounds.
Santa Fe Earnings.
Arkansas City Traveler, April 26, 1882. The earnings of the Atchison, Topeka & Santa Fe for March were $1,115,000, as against $902,000 last year; a gain of $248,000, or 27 percent. Since January 1st the road has gained about $1,000,000 in gross earnings.
Santa Fe Taking Control of K. C., L. & S. K. May 1st.
Arkansas City Traveler, April 26, 1882.
We learn that the officials of the A., T. & S. F. railroad have notified the management of the K. C., L. & S. K. that they will take control of that road on the first of May.
The probability is that nearly all the old employees of the K. C., L. & S. K. road will be retained by the new management, as changes in the general offices will only be by promotion as a general rule.
Kennedy Oldest Santa Fe Employee, in Point of Service.
Winfield Courier, April 27, 1882. Mr. W. J. Kennedy, the Santa Fe agent here, is the oldest employee, in point of service, now on the road.
Mr. Kennedy began with the company in 1871 at Cottonwood Falls and followed the road westward, being the first agent to open and operate the depot at Wichita. He slept in the depot there one night before it was enclosed, with $10,000 of the Company’s money in his pocket, and that when the town was overrun with desperadoes. During his eleven years of service he has ever been faithful to the interests of the company, and justly merits the confidence reposed in him.
“Kansas Queen.”
Winfield Courier, April 27, 1882. [From Wichita Eagle.] “W. L. Mullen has had on exhi-bition a heifer in this city, which for size eclipses all that we have ever heard or read of. She is a creamy white of perfect form and weighs three thousand pounds, and no one will ever regret going to see her. She measures seventeen feet from nose to tip of tail, ten feet in the girth, and stands seventeen hands high. She is simply a magnificent beauty. She was raised in Cowley County and is four years old. When lying down the tips of her horns are as high as a man’s head. She will be taken to Chicago and other eastern cities and will be a good advertisement for Kansas.”
Cowley County Courant, April 27, 1882. Father Mullen still has his “Kansas Queen” at Wichita, and has been making money exhibiting her. He has been offered $2,500 for the Cowley County calf delivered in Kansas, any time within two weeks.
Robinson Elected by Santa Fe as Director of Cowley, Sumner & Fort Smith Road.
Winfield Courier, April 27, 1882. M. L. Robinson received quite a compliment from the Santa Fe management by his election as a director of the Cowley, Sumner & Fort Smith road at the recent annual meeting in Topeka.
“Kansas Queen.”
Winfield Courier, May 4, 1882. [From Emporia News.] This morning we had the pleasure of a long talk with Col. W. L. Mullen, who arrived in the city last night with the “Kansas Queen,” supposed to be the largest cow in the United States.
This animal is but four years old, stands seventeen hands high, measures ten feet around the girth, and weighs the moderate sum of 3,000 pounds. She is three-fourths English Durham, and was bred by Capt. Stephens of Cowley County, who disposed of her to the present owner. Col. Mullen is on his way to New York and other eastern points with her, to show people of the east that Kansas can breed equally as large cattle as grasshoppers, and when they see the “Queen,” we opine they will not question the assumption. The Colonel proposes to exhibit this mammoth bovine in the towns and cities along his route, and to pay traveling expenses, an admission of 25 and 15 cents will be charged. She will be on exhibition in a tent on Commercial Street, in this city, until next Monday. None of our stock raisers should fail to see this animal. She is a Kansas bred and reared cow, and like most Kansas productions she will bear close scrutiny. She is compactly and squarely built, is of a clear white color, and is thoroughly kind and docile. The Colonel has been offered $5,000 for her, but expects to do better, and we hope he will.
Lawrence & Southern Road Will Operate Independently.
Cowley County Courant, May 4, 1882. The Lawrence & Southern road will not be amalgamated with the rest of the Santa Fe system, but will be operated independently.
K. C. L. & S. Will Erect Depot at Torrance.
Cowley County Courant, May 4, 1882. The K. C. L. & S. road will soon commence the erection of a depot building at Torrance. The site has been surveyed and the preliminary arrangements made for the erection of the building. The boys there have waited long and patiently for this improvement, and we congratulate them upon their success in at last gaining their point.
Santa Fe Earnings.
Winfield Courier, May 11, 1882. The earnings of the Atchison, Topeka & Santa Fe railroad company for this month will probably be $1,200,000 against $918,478 in April of 1881. It seems almost impossible for the Atchison earnings to be ever less than $1,000,000 per month. The first month that the Atchison earned $1,000,000 was in May, 1881, and the gross monthly earnings have not since fallen below this amount.
Cowley, Sumner, & Fort Smith, and Kansas City, Lawrence & Southern.
Arkansas City Traveler, May 17, 1882. The Cowley, Sumner & Fort Smith railroad has been assessed at $4,000 per mile; and The Kansas City, Lawrence & Southern railroad at $5,000 per mile.
Hackney Favors Railroads Through Indian Territory.
Winfield Courier, May 18, 1882. In the convention last Saturday the motion to instruct for Hackney for Congressman at large, was greeted with tremendous and prolonged applause and was carried without a dissenting voice. When, after being sent for, he was brought in, the applause and cheering was renewed. When it had subsided, Mr. Hackney made a short speech, thanking the convention for the high compliment and marks of confidence it had bestowed on him, and remarked that if he was nominated for Congress, he should be as surprised as anybody, but should go to work for his state and section with a will, that one of the things he should try to do would be to demolish the Chinese wall in the Indian Territory which prevents Kansans from getting at their best markets in the south and the southern seaboard by preventing the construction of railroads through the Territory.
Hackney & McDonald Dissolve Law Firm.
WINFIELD, KANSAS, May 16, 1882.
The partnership heretofore existing between the undersigned, under the firm name of Hackney & McDonald has this day been dissolved by mutual consent. Mr. McDonald succeeds to the business of every kind and character of the late firm, and assumed all the liabilities and duties resting on said late firm. All persons interested will take notice and govern themselves accordingly. W. P. HACKNEY, J. WADE McDONALD.
“Kansas Queen.”
Cowley County Courant, May 18, 1882. The largest heifer in the world, “Kansas Queen,” the property of Col. W. L. Mullen, of Winfield, Kansas, and weighing 3,000 pounds, will be on exhibition on Commercial street until next Thursday. After that date the animal will be sent to New York. Atchison Globe.
Some Cherokees Trying to Defeat Railroad Bills.
Arkansas City Traveler, May 24, 1882. The Cherokee Advocate says that “our delega-tion” are hopeful of defeating, in the lower house, the right of way bills for two or three railroads, which have passed the senate.
The following item, in another column of the same issue, is in a good deal less hopeful vein: “Agent Tufts, who has just returned from Washington, says that there is a different atmosphere around there regarding Indians than he ever noticed before. His opinion is that the lower house is worse than the senate—in fact, Mr. Tufts says our people had better be putting their houses in order.”
Telegraph.
Arkansas City Traveler, May 24, 1882. The most nonsensical piece of business we know of are the facilities for sending a telegram from here to Winfield. You can send a boy on foot with the message and get returns quicker than sending by telegraph. It appears that they either send the message from here to Kansas City or Wellington and thence to Winfield.
We suggest that they either take down their wire or try to accommodate their customers, especially when they charge for it.
Santa Fe Puts on Fast Train Between Kansas City and Pueblo.
Winfield Courier, May 25, 1882. A fast train has been put on the Santa Fe R. R., between Kansas City and Pueblo. It will make the distance of 630 miles in 26 hours, including all stoppages.
Archie Stewart Now “Boss Mason” for Santa Fe.
Winfield Courier, May 25, 1882.
Archie Stewart has been appointed boss mason of the A. T. & S. F. Railroad on the main line from Newton to Pueblo and the Caldwell and Arkansas City branches. This is a good position and Archie is fully capable of filling it.
Rumor that Wells, Fargo Will Replace Adams Express on Santa Fe Road.
Winfield Courier, May 25, 1882. It is rumored that the Adams Express Company will withdraw from the Santa Fe road, leaving the express business in the hands of the Wells, Fargo. This will transfer agent McRorey to other fields. He is certainly one of the most energetic and faithful of the Adam’s employees.
K. C., L. & S. K. Putting on Stock Express Again for Texas Cattle Shipments.
Cowley County Courant, May 25, 1882.
The stock express will soon be put on the K. C., L. & S. K. again, and the thousands of head of Texas cattle which will be shipped this season will be the attraction.
Railroad Taxation.
Winfield Courier, June 1, 1882. In another place we give the comments of the Topeka Capital on an article in the Kansas Educationist written by Prof. R. C. Story on the subject of the distribution of the taxes paid by railroads. We have for some time been fully impressed with the injustice of taxing the whole county equally to pay the interest and principle of railroad bonds and then giving the benefit of school and township taxes which are collected of the railroad, only to those school districts and townships through which the road passes, and we had determined to air this subject well during the coming canvass with the view of securing such legislation in relation to these matters as shall be just and fair to all the districts and townships in the county.
A New Amendment.
In the last number of the Educationist, Prof. R. C. Story, superintendent of public instruction for Cowley County, discusses a new amendment proposed by him regarding the payment of taxes applied for the maintenance of the schools. His idea is that whenever a municipality, city, township, or county shall, by the voting of bonds, create a property upon which taxes are levied, such property shall be taxed for the benefit of the public schools; that all property now in counties, townships, or cities which has been brought into the same by reason of the voting of bonds shall be taxed for the benefit of the public schools of the corporation voting the bonds. An amendment to the State constitution embodying the above is what Prof. Story wants, and further than that, he would compel officials to turn all fines and forfeitures into the school fund of the county; he also favors the levy of a State tax of two mills for the support of these common schools.
Prof. Story gives some interesting figures, which are worth its inclusion. In February last, for example, California disbursed State school fund to the amount of $1,482,883, or over $7 per pupil. In the month following Kansas apportioned $125,882, being thirty-six cents to each pupil. California in 1880 spent $18.06 upon each scholar enrolled; Massachusetts, $16.86. In 1870 Kansas’ expenditure for each scholar enrolled was $10.644; in 1875, $6.98; in 1880, $6.45; in 1881, $8.01. The writer wants to know, if in the light of these facts, Kansas is moving in the right direction, and intimates strongly that she is not. If the expenditure in either California or Massachusetts be taken as a standard, ours falls far below it. But then it should be remembered that the conditions differ in different states. From the old Bay State has often come the cry that education there was too costly; that other States who paid less secured for their children as good an education in every way. Then again, the question might be asked, how much better an educa-tion does the Massachusetts child get for $16.86 per year than the Kansas child for $6.45? The writer correctly says that taxes in Kansas are sufficiently high, and school taxes are generously levied by the people of the State. Our school fund, when it reaches the ten million period, will yield large returns; yet it should be remembered that at the same time the school population of the State will be proportionately larger. The question Prof. Story asks is, how can we secure an ample school fund without increasing the burdens of taxation and waiting fifty years to attain the results.
Another subject discussed in connection with the main question is the inequality of taxation, particularly as it effects the various townships in those counties which vote for railroad bonds. At the present time there is railroad property in Kansas valued at over $25,000,000, upon which taxes were paid to the amount of $740,786.57 in 1881. This money was distributed through sixty-three counties. While in many instances, the railroads were secured by the counties them-selves voting bonds, in many other cases they were voted by townships and cities. On July 1st, 1880, the bonded indebtedness of the counties of the State, in the main created by the voting of railroad bonds, was $7,339,666. Here is brought forward the unjust feature in this matter, and the writer takes Cowley County as an example, which will do for all the other counties of the State where township bond voting has been the rule. In that county twenty-eight school districts secure the taxes on railroad property, while one hundred and thirty-four pay the bonds and the interest thereon. One-fourth of the districts of the county get the benefit of this property, while all help alike in bearing the burden of the bonds. Thirteen townships get taxes on this property, while eleven do not see a single cent of it. In nearly every railroad county in the State, therefore, one-fourth of the school districts reap a fruitful harvest from railroad property, while the other three-fourths help pay the bonds and get no benefit whatever therefrom. Prof. Story considers this to be a situation of affairs for which there is neither excuse nor justification and to remedy this is his idea in bringing forward the amendment quoted in the first part of this article. It is a subject that merits careful consideration. Topeka Capital.
No Recourse Against Railroads in Counties with Herd Law.
Arkansas City Traveler, June 7, 1882. The Santa Fe Pay car recently ran over and killed the valuable bull and injured another belonging to Mr. H. H. Davidson, of Wellington. It will be well for those owning valuable stock on the line of the R. R. to remember that they have no recourse in such cases against the railroads in counties where the herd law is in force. The law requires each man to fence his own stock in and off of the railroad track, of course. Neither an individual nor the railroads are required to fence against another’s live stock.
Appointments, K. C., L. & S. K. Railroad Company.
Cowley County Courant, June 8, 1882.
Kansas City, Lawrence & Southern Kansas Railroad Company,
Office of the General Manager, Kansas City, May 23, 1882.
Mr. C. C. Wheeler having been appointed General Manager of this Company, will as-sume the duties of that office on June 1st, next.
On and after that date all officers and employees will report as directed by him.
GEO. H. NETTLETON, General Manager. WM. B. STRONG, President.
Kansas City, Lawrence & Southern Kansas Railroad Company,
Office of the Superintendent, Lawrence, Kansas, June 1st, 1882.
The following appointments have been made and will take effect this day: J. H. Hill, Superintendent of Telegraph, office at Lawrence, Kansas; J. D. Hildebrand, Road Master, office at Lawrence, Kansas; T. J. Whisenand, Chief Train Dispatcher, office at Ottawa, Kansas; T. D. Volk, Master Mechanic, office at Ottawa, Kansas.
J. L. BARNES, Superintendent.
Kansas City, Lawrence & Southern Kansas Railroad Company,
General Manager's Office, Topeka, Kansas, June 1st, 1882.
Mr. H. C. Whitehead is this day appointed Auditor of this Railroad, with headquarters at Lawrence, Kansas. Mr. Whitehead will have charge of all matters pertaining to the Accounting Department, and employees will respect his orders accordingly.
C. C. WHEELER, General Manager.
New Arrangement. K. C., L. & S. Railway Under Santa Fe.
Winfield Courier, June 8, 1882. The Kansas City, Lawrence & Southern railway went into control of the Atchison, Topeka & Santa Fe company on June 1st, with the following general officers with headquarters at Lawrence, Kansas: Gen. J. L. Barnes, Superintendent; H. C. Whitehead, Auditor; S. B. Hynes, Gen. Freight Agent; B. A. Ambler, Cashier and Paymaster. Capt. Geo. R. Peck is appointed General Solicitor with headquarters at Topeka.
Rumor that Santa Fe offered Mitchell $26,000 for Geuda Springs.
Arkansas City Traveler, June 14, 1882. We understand that the Santa Fe company wants to get Geuda Springs into their possession, and have offered Mr. Mitchell $26,000 therefor. If the Santa Fe company gets hold of these springs, they will become a noted watering place in a few years. Wellington Press.
Wells, Fargo & Co. To Provide Service on Santa Fe.
Cowley County Courant, June 15, 1882.
TO THE PUBLIC: Under an agreement with Wells, Fargo & Co., Adams Express Co. will on and after June 1st, 1882, discontinue its distinctive service on the Atchison, Topeka and Santa Fe railroad, and after June 1st, the Atchison, Topeka and Santa Fe railroad will be operated by Wells, Fargo & Co., in the joint interest of itself and Adams Express Co.
Adams Express Co. Will Continue Service with K. C., L. and Southern Railroad.
Rumors that Adams Express Co. are going to withdraw from K. C., L. & S. or Southern Kansas are entirely without foundation, and I would like to say to the public and especially to my friends, that we are still on Kansas City, Lawrence and Southern railroad and our rates to Kansas City, and all eastern points, are still as low if not lower than any competing line. Orders for goods of any kind will be promptly attended to. Order all your goods by Adams Express Co. J. W. McROREY, Agent.
[McRorey has proven himself an excellent man, and we doubt very much if the Adams folks have a better man anywhere. While he has only been in Winfield a year and a half, his fair dealing and gentlemanly manners have won for him a warm place in the hearts of all who have made his acquaintance. ED.]
Increase in Santa Fe Stockholders.
Cowley County Courant, June 29, 1882.
The fact that the Atchison, Topeka & Santa Fe railroad is not becoming a one-man power is shown by the increase in its stockholders from 1,700 in 1881 to 4,280 at present.
Railway Changes. Latest Oil Well Discovery in Pennsylvania.
Winfield Courier, June 29, 1882. [Editorial Notes.] The railways running into Denver have reduced the rate from the Missouri River to Denver and return from $38 to $30.
Arrangements have been made for a twenty-five hour train between New York and Chicago over the Central and Lake Shore roads, to commence in July.
The latest discovery in oil wells in Pennsylvania is a bore that yields one hundred barrels an hour. Nature seems to be bearing the electric light market. Last April a well was bored in Washington County, Pennsylvania, by the Niagara Oil Company, and the Scientific Ameri-can considers it to be the greatest “gasser” of modern drilling days. Contrary to expectation, the sands at first were not found to be regular or of an oil bearing description. Drilling was continued, however, for six months to a depth of 2,200 feet. Then a fissure was struck containing gas of most extraordinary volume and pressure. Tools weighing more than 800 pounds were thrown out of the hole more than fifty feet above the derrick, with a noise which rendered conversation impossible within 300 yards of the works.
“Kansas Queen.”
Winfield Courier, July 6, 1882. [From Modern Argo.] Kansas is bound to lead in remark-able productions. Our exchanges from that State abound in flattering comments on the “Kan-sas Queen,” a four-year-old cow bred by Capt. Stevens, of Cowley County, and weighing 3,000 pounds. This wonderful cow, which is now the property of Col. W. L. Mullen, of Winfield, Kansas, is being exhibited at the principal towns along the Hannibal road, and is described by a reliable correspondent as pure white, with a symmetrical form, rich creamy skin, erect head, medium sized waxy horns, mild, intelligent eye, clean limbs, fine upper and lower lines, and well-developed beefy quarters. She is 17 hands high, 10 feet around the girth, and 16 feet in length. Her grandsire was an imported Boothe short-horn, and her dam a high grade short-horn.. She has a well-rounded form and other marked traits of the Booth family, and in the opinion of the correspondent, will tip the beam at 4,000 pounds before she is six years. Col. Mullen, who has a standing offer of $3,000 for the “Queen,” will visit the principal towns on the Burlington route between Quincy and Chicago, affording many read-ers of the Argo an opportunity to see the best formed cow of her size and unquestionably the largest cow of her age in the world.
Stock Shipments from Caldwell.
Arkansas City Traveler, July 12, 1882. Two hundred and twenty-eight cars of stock have been shipped from our yards in the last sixteen days. Caldwell Post.
“Kansas Queen” Sold.
Winfield Courier, July 13, 1882. Col. Mullen returned from the East last week, having sold his big heifer, “Kansas Queen,” to a gentleman in Quincy, Illinois, for $2,500. He exhibited her in many of the towns of Kansas and Missouri, and made quite a speculation out of it. “Kansas Queen” was bred by Capt. Stephens, up on Timber Creek. Her grandsire was imported from England, a short-horn Durham, of the noted Boothe family. Her dam, a half-bred short-horn. She is pure white, and very finely proportioned in all her points. Weight, one year old, 1,000 lbs.; two years old, 1,800; three years old, 2,300; four years old, 3,000 lbs., and it is said by good judges that she will probably weigh 4,000 lbs. when six years old. The present owners intend exhibiting her in Kansas next winter.
Strong, Santa Fe President, Has Been Ill.
Arkansas City Traveler, July 26, 1882.
Wm. B. Strong, President of the A. T. & S. F. R. R., who has been sick for some time at Boston, is reported to be slowly but surely on the improve.
A late special from President Strong reports him in a very critical condition.
Belle Plaine Depot Safe Robbed.
Arkansas City Traveler, July 26, 1882. The safe in the depot at Belle Plaine was robbed last week of $100 in money, $75 of which belonged to the A. T. & S. F. company and the remainder to the depot agent. The safe was unlocked by the burglars.
Freight Rates Increased.
Winfield Courier, July 27, 1882. The various railroad freight agents have had a meeting in Chicago and have agreed upon an advance of freight rates.
The advance on wheat from Chicago to New York is five cents per 100 pounds, raising the rates to 30 cents; from the Missouri River to Chicago, it will be 27 cents, making 57 cents from Kansas City to New York, and if we add 18 cents from Winfield to Kansas City, it makes 75 cents from Winfield to New York, or the equivalent of 45 cents per bushel. To this add 10 cents for elevator fees, waste, commissions and stealings, and the farmer gets 55 cents less than is paid for it in New York.
The patent object of this movement is to reap a big profit from the tremendous crop of wheat raised in Kansas and the west this year. This move will take from the farmers of this state a million of dollars for increased freight rates on wheat alone, $25,000 of which will be from the farmers of this county. Added to this the advance on other commodities would double the total amount and this at a time when the great railway thoroughfares between here and New York are making large dividends and ought to have reduced the rates as much as they have advanced them.
It is time that these matters were regulated on just principles. As it is evident that this state cannot reach but little of the extortion, congress should take the matter in hand and do what it can do to prevent unjust charges for freight and fares. Our senators and representatives should be instructed in this matter and will no doubt do what they can to carry out the express wishes of their constituents.
Wm. B. Strong, Santa Fe President, In Critical Condition.
Winfield Courier, July 27, 1882. [From an Omaha, Nebraska, newspaper.]
“Regrets will be universal among our readers who know Wm. B. Strong, president of the Atchison and Santa Fe railway, to learn that he is probably slowly dying in Boston from a cancerous disease of the eye. Reports from him are so discouraging as to make his recovery little more than barely possible, and the probabilities are that his disease, which is located in such close proximity to the brain, will prove fatal. It certainly will so prove if the trouble is a cancer, and this is what has been feared from the outset. Mr. Strong underwent a heroic operation for the removal of the tumor in which the disease first made its appearance, which shows the critical character of the case, since no Boston surgeon to whom Mr. Strong would be likely to intrust it would perform such an operation on his eye without doing it as a dernier resort. A special telegram says that while his recovery is possible, it is regarded as doubtful.”
C. M. Aley Writes About Tour Over D. & R. G. Railway.
Winfield Courier, August 3, 1882. EDS. COURIER: After a year’s absence, and having traveled nearly six thousand miles, I again find myself in Cowley County, the fairest portion of the Empire State of the west.
On June 30th I left Colorado Springs for a tour over the D. & R. G. Railway, to the south-west. We went as far as Durango, then the terminus of that railway in southwestern Colorado, and distant from the above city 375 miles. On the way we made the ascent of the wonderful Veta Pass, and a hundred miles below Veta Pass we entered the still more wonderful Toltec Gorge, which in sublimity is equal to the greatest objects of scenic interest we have ever seen. Before reaching Durango we saw something of northern New Mexico, down into which the road dips in its passage through the mountains. On the 6th of July in company with a friend, we made the ascent of Pike’s Peak, enjoying lung expansion at a heighth of 14,326 feet, and in so rarified an atmosphere that eggs boiled 12 minutes are still soft. This is what the very obliging keeper of the Signal Station told us while we were drinking with him at his most earnest request a remarkably strong cup of coffee.
On the 9th inst., we left Colorado Springs for Kansas City. Here we find in a splendid business our old friend, Jarvis, who has shown himself one of Kansas biggest brained, most energetic, sagacious, and cordial businessmen.
Left Kansas City on the 17th for home where having duly and safely arrived, we have been luxuriating among the best of friends, in a land favored of heaven beyond all others we have seen anywhere else at any time. . . . Yours truly, C. M. ALEY.
Santa Fe President Strong’s Health Improved.
Winfield Courier, August 10, 1882. Editorial Notes. President Strong, of the A. T. & S. F., has so far recovered that he will probably be able to visit his office next week.
Santa Fe Announces Freight Reduction to El Paso and Other Points.
Winfield Courier, August 10, 1882. The Santa Fe road announces a five cent reduction on freight to El Paso and Southern points between Yuma and Deming.
Winfield Desires K. C., L. & S. Division, Switch.
Winfield Courier, August 10, 1882. But few people know that Winfield is now virtually the end of a passenger division of the K. C., L. & S. Road. The passenger trains going east and west change crews here, and the Brettun is becoming the home of lots of railroad men. This is the first wedge. Let us have a sure-enough division, with roundhouses and machine shops, and we’ll ask no more—this year.
But hold on! There’s one other thing we want, and that is a switch from one of the main lines to the stone quarries on Badger Creek. If these quarries could have been connected with the main line, Wellington would have used four hundred car loads of our stone this spring. Wichita wants three hundred cars now, but it can’t be handled profitably until the switch is built.
Need for More Freight Cars Due to Livestock Shipments.
The Caldwell Commercial, Thursday, September 7, 1882.
The livestock business with railroads at present is immense. During the month of August, 2,800 cars were handled at Kansas City, and since June over 2,500 have passed through the city, making an average of over 100 per day. Soon after Mr. Moore’s appointment as general agent of the Southwestern pool, he made a calculation that 10,000 cars would be needed to transfer cattle this year. He now finds that it will take 13,000 or more.
Territory Items.
Arkansas City Traveler, September 20, 1882. [From the Cheyenne Transporter.]
The Frisco railroad is almost completed to the Arkansas River.
Col. Boudinot is responsible for the statement that J. N. McCurtain, recently elected governor of the Choctaw Nation, was elected on a railroad issue, and is in favor of railroads.
The U. S. Court is now in session at Ft. Smith, Arkansas.
Attempted Robbery, Missouri Pacific Train, Near Vinita.
Winfield Courier, September 21, 1882. Monday night of last week two men boarded, north of Vinita, Indian Territory, the Missouri Pacific train going north, and meeting Conductor Warner on the forward platform of the forward passenger car, presented revolvers and ordered him to hold up his hands, which he did. Rice, a route agent sitting just inside the car, fired at one of the robbers, and the other shot the conductor in the face, causing him to fall off the train. The man who shot the conductor was immediately riddled with bullets by Rice and others. The other robber was secured, the conductor was picked up, and the train moved away. It was found that other robbers were to help in going through the train, but they seemed to conclude that discretion was better than valor. The conductor was badly wounded and hurt by his fall, but it is hoped that he will recover.
A. T. & S. F. Road.
Winfield Courier, September 21, 1882. Editorial by D. A. Millington.
This road is the best conducted road that we know of anywhere. The “cannon ball” train, though running from Kansas City to Denver, 900 miles in 26 hours, moves as smoothly and safely as any of the slower trains on other roads, and one has the sense of exhilaration and pleasure as he glides over the plains without a jar. It is indeed a luxury to slide down from Denver to Newton in 19-12 hours, during which you have plenty of time to eat at the well-spread tables of Fred Harvey’s eating houses, and to sleep in the finest palace sleeping cars.
Denver & Rio Grande Narrow Gauge.
The Denver & Rio Grande railroad is the great Colorado institution and is the best conducted of all the narrow gauge roads. Happy is the Colorado traveler who takes passage on this road to Denver, to Durango, to Silverton, or to Leadville, It passes through and over the most stupendous and beautiful scenery in nature, and the tourist for pleasure or on busi-ness should not fail to avail himself of this road. The train men are gentlemanly and accommodating and every attention is paid, and any required information given.
St. Louis & San Franciso Road Completed to Arkansas River.
The Caldwell Commercial, Thursday, September 28, 1882. The St. Louis & San Fran-cisco railroad is now completed to the Arkansas River, about sixty-five miles west of this place. Another hundred miles will at once be surveyed, and the contract for building will be let in about sixty days. Vinita Chieftain.
Burden Depot to be Rebuilt.
Arkansas City Traveler, October 4, 1882.
The depot at Burden, which was destroyed by fire last week, will be immediately rebuilt.
“Kansas Queen.”
Winfield Courier, October 5, 1882. Forepaugh, the showman always alert for new attractions, now has that wonderful heifer, the “Kansas Queen,” as part of his great show which is exhibiting in St. Louis. [He later stated she could not be bought for $10,000.]
Business Improved on Kansas City, Lawrence & Southern Kansas.
Winfield Courier, October 5, 1882. Since the Atchison, Topeka & Santa Fe railroad has assumed control of the K. C., L. & S., the business of this road has greatly improved, and it is now doing a heavier traffic than ever before. For three months (June, July, and August) the road shows an increase over the same time in 1881 of about sixty percent.
Ordways on Train Struck by Cannon Ball.
Winfield Courier, October 5, 1882. Hon. and Mrs. Geo. Ordway and Mr. and Mrs. E. P. Baker left last Monday night for Winfield, Kansas. They have not as yet decided whether they will make that place their future home but will remain there for the present. Mr. Ordway expects shortly to take a trip into New Mexico on business and pleasure. Mr. and Mrs. Ordway are among the oldest residents of Waterloo and have seen the growth of the city from 7,000 inhabitants. We trust that they may become pleasantly located and that their future may be a prosperous one. Waterloo (Iowa) Courier.
The above named Mr. and Mrs. Ordway arrived at Winfield from New Mexico yesterday morning. They were on the east bound train into which the cannon ball train ran Monday evening on the prairie five miles east of Nickerson. He says that the shock of the concussion was fearful and the two engineers, the two firemen, and one baggage man were killed out-right and mutilated almost beyond recognition. Two passengers in the smoking car were mutilated so that they will probably die and many other passengers were injured, among which were Mrs. Ordway. Mr. Ordway will now make this place his permanent home and this will be a valuable accession to our society. Mrs. Baker is a daughter of Mr. and Mrs. Ordway and Mr. Baker is cashier in Huey’s bank at Arkansas City, where they will reside.
R. S. Smith New K., C. L. & S. Road Agent.
Winfield Courier, October 5, 1882.
Mr. R. S. Smith has been appointed agent on the K., C. L. & S. Road to fill Mr. Carruther’s place, and arrived and assumed his duties Tuesday. Mr. Carruthers goes to the Fort Scott & Gulf road.
State Fairs Backed by Railroad Companies.
Winfield Courier, October 19, 1882. State News.
Speaking of the late state fairs, the Atchison Champion says: “Both these fairs were run by railroad companies. The Santa Fe was the backer of the Topeka, and the Union Pacific of the Bismarck institution.”
The Santa Fe was most successful because it had the earliest date, and because it is a Kansas railroad, and its managers have an interest in Kansas that the other road, run by capitalists who never come here and who care nothing about the state, cannot be expected to feel. Then the Santa Fe was liberal, plucky, advertised well, and did business on a broad-gauge principle; while the Union Pacific—so gentlemen connected with the Bismarck fair have told us—was slow, niggardly and penurious. The varying results were what might have been expected.
Articles of Consolidation. Santa Fe Railroad Companies.
Winfield Courier, October 19, 1882. State News.
Articles of consolidation of the Wichita and Southwestern, the Cowley, Sumner and Ft. Smith railway, and the Harvey County railroad have been filed with State Secretary Smith.
The name of the consolidated company is the “Wichita & Southwestern Railway.”
Also filed: articles of consolidation of the Marion & McPherson railway and Marion & McPherson Extension railway company.
The consolidated road will be known as the “Marion & McPherson.”
Also filed: articles of consolidation of the Kansas City, Emporia & Southern railway company. The name of the consolidated company was not given.
All these roads are operated by the A. T. & S. F. Railway Company.
Freight Transferred from Missouri Pacific to Santa Fe.
Winfield Courier, October 26, 1882.
A BIG INCREASE.
It will be remembered that J. Gould assumed control of the Missouri Pacific railroad in the early part of 1881, since which time the great influence he possesses has been plainly shown by the increased earnings of the road, especially on through traffic. On Tuesday last Mr. J. C. Burnett, agent of the road, received instructions to prepare by Friday noon a com-plete statement showing every pound of freight that has been transferred from this road to the A. T. & S. F. at their junction at Emporia since January, 1881. To do this within the allot-ted time required an unusual amount of work. Mr. Burnett and four assistants worked almost constantly night and day and sent the statement off in good shape.
Before Gould took hold of the road, the earnings for the freight transferred at this point were about $400 a month. For July this year the figures are over $20,000, and for August over $14,000. The number of pounds transferred in January, 1881, was 300,954; in August, 1882, 6,000,696. The total number of pounds transferred in 1881 was 48,283,094 or 2,415 car-loads, upon which the earnings were $116,089.81, and the pounds transferred for the first eight months of this year was 47,293.81, or 2,394 car-loads, amounting to $109,341.50. The great bulk of this business results from the transfer of freight from the Missouri Pacific to the Santa Fe road at Emporia instead of at Atchison and Kansas City, as formerly. Emporia Republican.
Railroad Property Recognized as Personal Property Under Kansas Law.
Winfield Courier, October 26, 1882.
It is not generally known that all railroad property, including lands and right of way, is recognized as personal property under the state law.
Santa Fe Tax Agent in Winfield.
Winfield Courier, October 26, 1882. Mr. Ed. T. Cartlidge, tax agent of the A. T. & S. F. Railroad, was in the city Tuesday looking up the taxes on his road. He is one of the most pleasant, intelligent gentlemen we have ever met, and is as thoroughly competent in his branch of the work as one could possibly be. He visits every county seat in every state and territory through which the road runs and figures up his taxes from the assessment rolls. He pays our county clerk a handsome compliment by saying that our records are in as good shape as those of any county on the road.
Wichita & Southwestern Railroad.
Winfield Courier, October 26, 1882. The name of the Cowley, Sumner and Ft. Smitth railroad has been changed to the Wichita & Southwestern railroad.
Santa Fe Station Agent Jackson Received Pension for Shiloh Injury.
Winfield Courier, October 26, 1882. A. A. Jackson called to see us Tuesday. He has received his back pension for being shot at Shiloh and was feeling good. In fact, he always is in good spirits, just such a man as the Santa Fe company likes for a station agent.
Bean, Murderer of Caldwell Marshal, Viewed on Train at Winfield.
Winfield Courier, October 26, 1882. Friday night’s train carried through to Wellington one Jas. Bean, a Texan who killed the Marshal of Caldwell in June last. He was captured in Texas after having sixteen bullets put into his body. Through the kindness of Conductor C. H. Penny and Deputy Sheriff Evans, we were permitted to visit the prisoner in the baggage car, where he was stretched out on a cot. It was hard to believe that a man could live after being as completely riddled with bullets as he was. He had five balls through the body, several in his legs, one arm broken, and a terrible scar on the head where a large ball had grazed. He was in great pain and as the air brakes would be applied and the train pull up suddenly, it seemed as if his body was racked with a thousand tortures.
The circumstances of the arrest and shooting were about as follows. Bean and his brother went into Caldwell, took a glass of beer, and started for a dance house. On the way they stopped and loaded their revolvers. A citizen saw them and reported to the marshal, who went down and demanded their arms. Instead of giving him the pistols, one of them gave him the contents, killing him on the spot. They then escaped to Texas. Sheriff Thralls followed the criminal unrelentingly and put the constables and others in Texas on his track. Some time ago they got track of him and a constable and posse went out to make the arrest. They found the brothers together and after severe firing were forced to retreat with one of their number wounded. A larger posse was then collected and the brothers were followed, overtaken in the night, and surrounded. In the morning they rose from their blankets firing, and the posse closed in on them, delivered a raking fire, which killed the brother and filled the prisoner quite full of cold lead. Deputy sheriff Frank Evans brought the prisoner through from Texas. He seems to think he will recover from his wounds.
President W. B. Strong on Vacation Recovering from Long Illness.
Arkansas City Traveler, November 29, 1882. President W. B. Strong, of the A. T. & S. F. R. R., will spend a six months vacation visiting New Orleans and California, where it is hoped he may entirely recover from the effects of his late protracted illness.
A. & P. Railroad Has Let Contract for Bridging Arkansas River.
Arkansas City Traveler, December 6, 1882. [From Cheyenne Transporter.]
News has been received that the A. & P. railroad have let the contract for bridging the Arkansas River, which looks as if they intend coming through in time to get the next year's cattle drive.
St. Louis and San Francisco Railway and Choctaws Agree to Road.
The Caldwell Commercial, Thursday, December 7, 1882.
We see by a special to the Kansas City Times, dated at Vinita, Indian Territory, Novem-ber 30th, that the necessary arrangements have been made for the completion of the St. Louis and San Francisco railroad through the Territory. We copy the following.
“The St. Louis and San Francisco railway has accepted the terms of the Choctaws, and will prepare to construct their road through the nation at once. The Indians are becoming reconciled to railroads.”
Santa Fe ballasting road between Florence and Kansas City and Atchison.
Winfield Courier, December 7, 1882. The Santa Fe company is ballasting its road between Florence and Kansas City and Atchison at the rate of 500 yards per day.
Goddard Promoted by Santa Fe to Position of General Traffic Manager.
Winfield Courier, December 7, 1882.
J. F. Goddard, for years general freight agent of the Atchison, Topeka & Santa Fe, has been promoted to the position of general traffic manager of the same road, the appointment taking effect last week. Jim Goddard is one of the most popular railroad men in the West. He has all the polish of a general passenger agent, with the keenest knowledge of freight matters.
Santa Fe Stock Holders.
Arkansas City Traveler, December 13, 1882.
The stock of the Atchison, Topeka & Santa Fe railroad company is owned by 5,750 persons, of whom 5,600 reside in Boston or its immediate vicinity.
The Atlantic and Pacific.
The Caldwell Commercial, Thursday, December 14, 1882.
We find the following paragraph floating around among the papers. If the location of the road is as stated in the paragraph, the engineers have selected a very rough country to run through. It will cost more to grade the road on that line than it will to tie and iron it.
The Atlantic and Pacific is now completed to the Arkansas River, and new contracts are being let for its extension. The new route, as recently adopted, follows the Red Fork and enters the Oklahoma lands at the northeast corner of the Sac and Fox reservation, six miles north of the thirty-sixth line of latitude; thence the line bears south and west until it reaches the North Fork of the Canadian River, which it follows westward until it reaches a point on the river six miles south of the thirty-sixth degree of latitude, when it strikes for the South Fork of the Canadian; thence along the valley of the South Canadian to the Texas Panhandle. The evident object in changing the original route is to secure to the road the alternate sections of land under the provisions of its charter, granted by congress in 1866, lying in the public lands. The Atlantic and Pacific is but an extension westward of the Vinita branch of the St. Louis and San Francisco company to meet the Atlantic and Pacific, whose eastern terminus is now at Albuquerque, New Mexico.
Santa Fe Erecting Public Library at Topeka.
Arkansas City Traveler, December 20, 1882.
The new public library building now being erected in the state house grounds by the Atchison, Topeka and Santa Fe road, under the supervision of Mr. E. Wilder, will cost when completed $39,000. It will be handsomest building in the state.
Union Pacific Fraud.
Winfield Courier, December 21, 1882. It has been well said that the crying evil of our land system is the locking up of vast bodies of land by the great railroad corporations. The Union Pacific company receives patents for about 12,000,000 acres; the Central Pacific for about 8,000,000. These lands are sold in driblets, trusting to future scarcity to enliven prices. Thus about 17,000,000 acres, nominally assigned to these companies, have been virtually withdrawn from market because the companies will not go to the expense of surveying them. For these lands no patents are issued, and on them no taxes are paid. In the meantime, the supreme court, by its decision that the failure to complete a land grant railroad within the time fixed in the grant does not forfeit the lands promised, helps also to withhold these lands from market, to the injury of the actual settlers, and to the detriment of the public generally. Congress has power to remedy this crying evil. It should compel these great corporations to pay taxes on the lands withheld from market.
Inter-State Commerce.
Winfield Courier, December 21, 1882. The bill introduced in the house by Representative McCord to provide for the regulation of inter-state commerce provides each railway shall on the first of March each year publish a schedule of rates. Fifty percent of the schedule of rates shall be the minimum of rates, and 50 percent above the maximum allowed to be charged in any case. These rates are to be charged for loading, a mileage rate for hauling, and are to be fixed upon the principle of impartial service for a fair corporate profit from honest public service. Consolidating, discriminating, pooling, etc., are prohibited and punished. A committee of nine members, one from each judicial circuit in the United States, shall be appointed by each congress to supervise, investigate, and report to congress as to the management and control of railroads under the law, and recommend amendments thereto.
K. C., L. & S. Railroad Agent Arrested for Embezzlement.
Winfield Courier, December 28, 1882. Last Wednesday Mr. Smith, the agent of the K. C., L. & S. Railroad at this place, was arrested by the Company, charged with embezzling eight hundred and thirty-five dollars of the Company’s funds. He is now in jail in default of fifteen hundred dollars bail. Mr. Smith has heretofore borne an excellent reputation and has been a trusted employee of the Company for ten years. After coming here he got into the habit of gambling and had associated with him one Chambers, the telegraph operator, who evidently conspired to rob him in this way. Chambers has since jumped the town.
Sumner County’s Cowley, Sumner & Fort Smith Railroad Stock.
The Caldwell Commercial, Thursday, January 4, 1883. Last week the Wellington Press returned to its proposition for Sumner County to sell its stock in the Cowley, Sumner & Fort Smith Railroad, and undertakes, in a lengthy article, to show wherein the county would be benefitted by such a course. It urges that because Sedgwick County sold its railroad stock to advantage, Sumner County can do the same thing. And perhaps it could, if there were any parties anxious to purchase and at the same time willing to pay a fair price for it.
At present the stock is not worth the bonds issued to pay for it, and until it reaches that point, or, as in the case of Sedgwick County, two or more parties need it in their business, it is not good policy in throwing it upon the market. We will admit that under the present situation of affairs, the stock is practically valueless; but the bonds issued for its purchase are not a burden upon the taxpayers of the county, for the reason that the taxes collected from the road pays the interest upon the bonds and leaves a margin of $9,000 to be applied upon the principal. The stock will also increase in value, because, now that the Wichita & Southwestern and the C. S. & F. S. have been consolidated, in the very nature of railroad management the time will shortly come when some other stockholder will want our stock in order to give him the standing in the company to which he aspires.
Taking all these things into consideration, it is not worthwhile to be overly anxious about selling our railroad stock.
Southern Branch, St. Louis & San Francisco Railroad.
The Caldwell Commercial, Thursday, January 11, 1883.
The southern branch of the St. Louis & San Francisco railroad is now running through trains to Fort Smith, Arkansas, giving the west the shortest railroad route to that point. Parties wishing to go to Fort Smith can take the “Frisco Line” at Wichita and go through to Eureka Springs or Fort Smith with only one change of cars.
Rail Shipments: A. T. & S. F. and K. C. L. & Southern Kansas.
Winfield Courier, January 11, 1883. In order to give the reader a slight idea of the amount of shipments from this city by car load, we will say that the A. T. & S. F. R. R. shipped during the year 1882: 20 car loads of flour, 20 car loads of brick, 2 cars of broom corn, 15 cars of cattle, 104 cars of corn, 205 cars of stone (much of the stone was used in erecting the Government building at Topeka), 265 cars of wheat. While our other road, the Kansas City, Lawrence & Southern Kansas shipped during the same time the following: 1 car flax seed, 1 car wagons, 1 car beans, 1 car timber, 1 car mill feed, 2 cars horses, 5 cars of coal, 13 cars of brick, 15 cars of sheep, 17 cars of cattle, 23 cars of flour, 81 cars of stone (these were shipped to different towns over the state and to Kansas City; this together with the shipments over the other road of these stone will enable the reader to form some idea as to the extent of the demand there already exists for our fine magnesian limestone for building and sidewalk purposes); 91 cars of corn, 138 cars of hogs, 307 cars of wheat, making a total of the leading articles as follows: Corn, 195 cars; hogs, 136; wheat, 572, and stone, 285 cars.
About an equal number of cattle held in the county by the owners are shipped from each of the seven smaller towns in the county. Owners usually ship from their nearest railroad station. However, this showing is but a drop in the bucket compared with the number of cattle shipped over the K. C., L. & S. K. R. R. This road has a branch running to Hunnewell, a small town on the Territory line. At this point they get the most of their cattle shipments. In the Territory are found hundreds of owners of large herds running in numbers from five to twenty thousand head, while at the same time a very great many of our own county cattle men hold their herds in the Territory and of course ship from the point nearest the south line of the state. Many hundred car loads of cattle loaded at Hunnewell are shipped over the latter named line of road each season.
Stock Yards Investigation.
Winfield Courier, January 25, 1883.
The legislature has instituted a commission of two senators and three representatives to investigate the methods, frauds, and stealings of the stock yards at Kansas City, Kansas.
St. Louis and San Francisco, Right of Way, Ft. Smith Military Reservation.
The Caldwell Commercial, Thursday, February 22, 1883.
The right of way has been granted the St. Louis and San Francisco Railroad company through the Ft. Smith military reservation.
Santa Fe Engineer Recommends Switches be Built at Winfield.
Winfield Courier, March 1, 1883. The engineer who was sent down by the Santa Fe management to look over the ground for our switches reported that we had the finest and most abundant rock quarries in the state, and urged that a switch be built from each road to the quarries. The railroad company will need two hundred car loads of fragments. The switches will undoubtedly be put in. The quarries will then furnish employment for several hundred laborers.
Train Accident, K. C., L. & S., Near Elk City.
Winfield Courier, March 1, 1883. An accident occurred on the K. C., L. & S. Railroad last Friday morning, near Elk City. The passenger train going east was caught by a broken rail on a down grade. Two of the cars were thrown from the track and rolled down an embankment, mixing the passengers up and injuring several, though not fatally. The cars were damaged badly. Several Winfield people were on the train but none of them were hurt.
Santa Fe Railroad Land Grant Case.
Arkansas City Traveler, March 21, 1883. Washington, March 15. Ex-Governor Craw-ford, resident Washington agent of the State of Kansas, today filed at the Interior Department a brief in support of the position taken by the State authorities on sundry long pending questions in regard to the Atchison, Topeka & Santa Fe railroad land grant, and the case will probably come before the secretary for oral argument at an early day. The brief argues that the adjustment of the grant under the supreme court decision of 1875 concerning it would give the State title to about 800,000 acres of land alleged to have been illegally certified to the railroad company, and in any event the State is now entitled to some 300,000 acres now held by the railroad.
Santa Fe Finances.
Winfield Courier, March 22, 1883. A Boston circular says the Atchison, Topeka & Santa Fe road is now paying quarterly dividends at the rate of 6 percent per year, requiring $3,420,000. In 1882 the net earnings on 1,820 miles were $6,150,000. Even if the earnings for 1883 should not show an increase, a surplus is expected of $4,000,000 after paying all interest and sinking-fund charges. The bonded debt of the company including all leases and guarantees representing 2,620 miles, excepting nearly $3,000,000 land grant bonds, is $45,780,500. The amount properly chargeable against the income account for interest and sinking-fund on the present outstanding bonds is $2,248,500 per year. After paying fixed charges and the dividend, the surplus for last year will be about $700,000.
Santa Fe Switch Track Leading to Ayres’ Mill at Arkansas City.
Arkansas City Traveler, March 28, 1883. Owing to the old road to Ayres’ mill being somewhat changed by the laying of the switch track, parties having business at the said mill should keep straight south until the R. R. is crossed, and then along the south side of the switch track to the mill. This ensures a good road.
Consolidated Santa Fe Stock for Caldwell, Arkansas City, and Newton Branches.
Winfield Courier, March 29, 1883. The County Treasurer has been notified of the in-tended consolidation of the Caldwell, Arkansas City and Newton branches of the Santa Fe railroad. Our stock will be taken up and consolidated stock issued instead. The matter will be brought up at the April meeting of the Board of Commissioners.
Agent Branham of K. C., L. & S., In Charge of Winfield Depot.
Winfield Courier, March 29, 1883. Agent Branham of the K. C., L. & S. is one of the most popular railroad officials we have ever had. He is just the reverse of his predecessors, in being gentlemanly, obliging, and accommodating. One can now transact business at the K. C. L. & S. Depot without fear of being insulted and abused.
Three Railroad Commissioners Appointed at Topeka.
Winfield Courier, April 5, 1883. Last Saturday, March 31st, the executive council in session at Topeka elected the three railroad commissioners as provided by the law passed by the legislature. The hundred candidates had narrowed down to about a dozen.
Out of this number choice was made and the lucky men are: L. L. Turner, of Sedan, Chautauqua County; Judge James Humphrey, of Junction City, Davis County; and Henry Hopkins, of Lansing, Leavenworth County. They will serve one, two, and three years in the order named, Hopkins having the longest term and Turner the shortest. Of these three Humphrey is the only Democrat. Each commissioner was chosen by unanimous vote.
Turner was endorsed by Senators Hackney, Long, and Sluss, Hon. B. W. Perkins, and the entire southwest delegation. Turner is a wealthy banker, worth $75,000; has never been in politics, but is a sagacious businessman and a fine accountant.
Atchison, Topeka and Santa Fe Annual Report.
Arkansas City Traveler, Wednesday, April 11, 1883. Advance sheets of the annual report of the Atchison, Topeka and Santa Fe shows that the system now comprises 2,630 miles. The net earnings were $6,421,000, to which added receipts, rentals, land grants, and income bonds made the aggregate net receipts $7,280,000. Dividends paid $3,325,000. Surplus for the year, $1,288,800. Of the 2,630 miles nearly 1,700 are laid with steel rails. The equipment is 10,000 passenger cars and 348 locomotives. There is no floating debt.
Cowley, Sumner and Ft. Smith Stock Exchanged for Consolidated Stock.
Winfield Courier, April 12, 1883. The Cowley, Sumner and Ft. Smith R. R. stock was exchanged for stock in the consolidated company.
Kansas Railroad Commission Organized.
Winfield Courier, April 12, 1883. The Kansas railroad commission met Saturday, and organized by electing Henry Hopkins president, and E. J. Turner, member of the legislature from Sheridan County, secretary.
Meeting to Consider Railroad from Arkansas City.
Arkansas City Traveler, Wednesday, April 18, 1883. There was a call for the business-men of the city and country to meet at McLaughlin’s Hall at 4 o’clock, April 13th, to take into consideration the building of a railroad from Arkansas City, Kansas, to Coffeyville, Kansas, and west as far as Caldwell, and farther, if desired.
Meeting called to order by Dr. Chapel; T. H. McLaughlin appointed Chairman and Wm. Blakeney, Secretary. Chair called for remarks.
James Hill being asked to state, in full, the object of the meeting, spoke in a clear and forc-ible manner of the great advantages that a railroad would do us, as a city and country, running along so near the Territory line, making a direct road from this city to St. Louis, thereby saving much time and expense in getting our stock and grain to a good market. Mr. Hill also stated that if we were not up and doing, other cities would take all the things of advantage to themselves, building up their cities and counties, and we would be left out in the cold.
Rev. Fleming spoke on the question with much earnestness, advising that whatever was done be done at once. Many spoke very freely on the question, all taking a deep interest in doing something to help make our city a better city and our county a better county.
After the project being understood, a committee, comprising James Hill and Dr. Chapel, was appointed to solicit bonds, along the line, from the cities and counties.
Another committee was also appointed to solicit funds to meet the expense of surveying. Committee: James Huey, E. D. Eddy, N. T. Snyder, and Wm. Sleeth.
Motion made to adjourn. WM. BLAKENEY, Secretary.
Cattle Shipment to Kansas City.
Arkansas City Traveler, April 18, 1883. Mr. L. D. Harkleroad, of Silverdale, sold to Ira Barnett yesterday, ninety-seven head of fat cattle, which averaged 1,172 pounds each. This is undoubtedly one of the fattest bunches of cattle ever shipped from this point. Mr. Barnett left with the stock for Kansas City yesterday.
Fuller Delegated by County Commissioner to Handle Stock Exchange.
Winfield, Courier, April 19, 1883. J. C. Fuller, cashier of the Winfield Bank, left for Kansas City Monday. He will return by way of Topeka, where he has been delegated by the Board of Commissioners to complete the exchange of Cowley County’s stock in the Cowley, Sumner and Fort Smith railroad for consolidated stock, and also represent the county at the annual stockholders’ meeting to be held in that city on the 19th inst.
Creeks Oppose Cattlemen Shipping over Atlantic and Pacific Road.
The Caldwell Commercial, Thursday, April 26, 1883.
If the Creek cattle law is strictly enforced, it will be a hard matter for cattlemen to drive to the terminus of the Atlantic and Pacific, on the Arkansas River, for the purpose of shipping over that road. The Creeks evidently don’t want cattle owned by outside parties to come into their territory under any circumstances.
Santa Fe Officials on Tour of Inspection.
Winfield Courier, April 26, 1883. A special train came down on the Santa Fe road on Tuesday, carrying Gen. Manager Wheeler, Superintendent Touzlin, Gen. Freight Agent Goddard, and Gen. Engineer Robinson on a tour of inspection.
Prospective East-West Railroad, Rich Hill Via Prescott to Winfield.
Winfield Courier, May 3, 1883. [From Prescott Eagle.] From reliable information we can announce that a long felt need will soon be supplied, namely, an east and west railroad through Prescott and southern Linn. The proposed route from Rich Hill to Winfield, via Prescott, Mapleton, and Iola, is a very feasible one, and one which can be built at a very moderate amount of money owing to smoothness of country through which it will traverse.
A practical engineer has gone over this route from Prescott fifty miles southwest, in a direct line of Winfield, who says that a road on this line can be cheaply built, and estimates only one and a half feet grade from this point to the Osage River, which is about fifteen miles southwest of Prescott. The point on that stream by this survey can be spanned by a short and inexpensive bridge; thence westerly few, if any, serious obstructions lie in the way. The proposed route pene-trates a fertile valley that is densely populated by thrifty farmers who have a large surplus of stock and grain for which they need an eastern outlet to market. In southern Linn we will not only be benefitted by increased facilities of shipping their grain and stock, and also our own, of which we produce an abundance, but our extensive coal fields will be developed, which will be the means of adding millions of dollars to our other resources and giving employment to hun-dreds of men; besides, it will open up the way for industrious men in the north, east, and south, with a limited capital, to procure for themselves cheap and comfortable homes in sunny Kansas, where every man is justly rewarded with bountiful crops for his honest toil.
Along this route for twenty miles, from the Kansas and Missouri line, we have rich coal fields underlying almost every section, varying in thickness from two to four feet, and that too, of the best bituminous quality, the present market price of which [at the bank] being only five cents per bushel. Passing northeast from Prescott, the road will traverse a splendid agricultural and grazing region which is thickly settled with an enterprising class of farmers, and where it will tap the vast coal deposits of Rich Hill, the “Infant Wonder”—the pride of the west! From this point east it will strike the great mineral regions where untold mines of wealth lie buried underneath the surface awaiting the hands of Kansas railroad men to develop and bring it into commercial use.
As stated above, the indications are good for a railroad through this proposed route; and believing that our people will do everything within their power that is reasonable to obtain it, and that the gentlemen who are working up the project are men of capital and enterprise and know no such word as fail, the road is certain to be built. Then let us all work together in harmony for the consummation of that end. Prescott Eagle.
Arkansas City’s Response to Winfield Proposition for East-West Road.
Arkansas City Traveler, May 9, 1883. In accordance with notice duly given a number of our citizens gathered at McLaughlin’s Hall last Monday evening to talk over railroad matters in general, and to take the necessary steps towards securing an east and west railroad to this point in particular. The meeting was called to order and T. H. McLaughlin was called to take the Chair, and N. T. Snyder to act as Secretary of the meeting.
About the first thing brought before the attention of the meeting was a proposition from Winfield stating what they desired in order to enable them to work with us in securing county bonds in aid of an eastern road. The proposition, which was signed by several leading citizens of Winfield, was in substance as follows. “That Winfield would do all in her power to aid us in working for said road and in securing county bonds in aid of the enterprise, provided that said road should enter the county in the vicinity of Cedarvale, then running on the most practicable route to Winfield from there to Geuda Springs and then to Arkansas City.”
This proposition was received with tremendous cheers, but after quite a lengthy talk, failing to elicit whether it was submitted as a joke or in sober earnest, it was unanimously resolved by the meeting that it be tabled. Mr. A. A. Newman then submitted a resolution in substance as follows.
Resolved. That the citizens of Arkansas City would pledge themselves to do all in their power to secure county aid in bonds to a railroad which would enter the county from the east in the vicinity of Cedarvale, thence proceed towards Dexter, near which, and at a point equidistant from Winfield and Arkansas City, the road should divide into two branches, one of which should go to each town, both towns to be named as temporary terminal points, and the further westward course of the road, whether from Winfield or Arkansas City, to be decided by the interests of the road as developed in the future.
The resolution was unanimously adopted by the meeting, and Messrs. James Hill and Wm. P. Sleeth were appointed as a committee to lay the same before the citizens of Winfield at an early day. It was further taken as the sentiment of the meeting that no time be lost in prosecuting the matter towards securing an east and west railroad, and the two gentlemen last named were delegated to see that all steps necessary to be taken, with this end in view, be promptly attended to. The meeting also authorized a per centum of the money subscribed for a preliminary survey to be appropriated for the payment of the incidental expenses of the committee. The meeting adjourned after being in session about two hours.
Gould Syndicate Consolidates Missouri Pacific System.
Winfield Courier, May 17, 1883. The Missouri Pacific railroad is owned and controlled by a syndicate, by which Jay Gould is the head by virtue of his brains and ownership of long lines of stock.
The present system is the result of railway consolidation brought about by Mr. Gould. A few years ago all the lines composing it were separate, independent, and in some cases competing lines. One thread after another was gathered up by Mr. Gould until at last the whole was woven into one grand consolidation system. Then the Missouri Pacific steered its bark around reefs and off shouls with never a thought or care for the M. K. & T., Iron Mountain, or any other line. Those were the good old days when big railway men were trained up in the way railway men should go. But the eastern idea of consolidation finally penetrated the west, and the railway maps began to change. The Missouri Pacific swallowed a half dozen big lines and grew fat on the food. The Union Pacific and the Wabash did the same, but the latter did not grow fat. It swallowed too much and could not assimilate its food. It grew dyspeptic and thin. Then was inaugurated still another step in the railway system. It was a huge meal, and many are inclined to believe that while the Missouri Pacific can hold its victuals, it will, like a boa constrictor, be compelled to take a long nap before it can fully digest them.
The Missouri Pacific system now contains 9,588 miles of railway line. Very few people, railway men included, comprehend the magnitude of this corporation. In the United States, according to the best authorities, there are 113,000 miles of railway. The Missouri Pacific, therefore, has more than one-twelfth the entire mileage of this country. In Canada there are 8,500 miles; Mexico, 2,100 miles; and South America, 7,000 miles; or a total of 130,600. The Missouri Pacific has, therefore, nearly one-thirteenth of the entire mileage of the American continent and one-fourteenth of the western hemisphere. It has 1,588 miles more road than all of Asia, and four and one-third times as much as all Africa. The world has 253,000 miles and the Missouri Pacific, therefore, has little less than one twenty-sixth of the total mileage.
It can now be called a grand system. After awhile some other system will swallow a system and will become a grand system. Then the Missouri Pacific will swallow this grand system and will have to be called a double, or super or hyper grand system. The field is limitless for specu-lation. The consolidations, however, still progress.
Santa Fe General Agent Visits Winfield.
Winfield Courier, May 17, 1883. W. R. Peabody, General Agent of the A. T. & S. F. Railroad paid our city a visit last Tuesday.
Santa Fe Deeds Chase County Land to English Firm.
Winfield Courier, May 24, 1883. J. W. McWilliams has placed for record with the register of deeds of Chase County a deed from the Santa Fe Railroad Company to the West-ern Land and Cattle Company of London, England, for over 18,000 acres of land in town-ships eighteen and nineteen, ranges six and seven, the consideration being over $44,000. Besides this, the company owns 24,000 acres more land in the same ranges. All this land is being fenced and it is proposed to have at least 3,000 head grazing on the land this season. The free pasture lands of Chase County are going fast. Chase County Leader.
Railroad Disaster Averted by Cautious Engineer.
Winfield Courier, May 24, 1883. Last Thursday when the passenger train went down on the Wellington branch, when approaching the Ninnescah River, which was much swollen by the rains, the bridge appeared to be all right and sound, but the cautious engineer stopped the train and went forward to examine it. He found the track all right, but the sub-structure had been carried away. His caution saved the train. The trains then ran from Mulvane to Welling-ton by way of Winfield until Saturday, when the Oxford bridge gave way. By that time the Ninnescah bridge had been repaired and since then the trains for Wellington and Winfield have run by way of Mulvane.
Railroad Disaster at Oxford. Engineer Finley Killed. Others Injured.
Winfield Courier, May 24, 1883. Last Saturday morning as freight train No. 12 was crossing the bridge over the Arkansas River at Oxford, the trestles gave way, plunging the engine, tender, and one car into the stream. Howard Finley, engineer, has not been recovered. It is believed he is crushed between the engine and tender far beneath the murky waters.
The fireman, James Kelly, was also pinched between the engine and tender, but was released beneath the water when the engine’s downward course was arrested. When he came up, he seized a timber and floated on it downstream a quarter of a mile to a bank, where he crawled out and escaped. He is now at the Brettun House, is badly bruised up about the chest, and injured internally, how seriously is not known. Messenger, the assistant train dispatcher, was in the cab when it went down, but the cab broke off and floated away, and he broke through the window, got out, seized a floating tie, and floated down to the bar and escaped. He is considerably cut and scratched about his face. The car which went down had seven horses in it. Four of them were lost and three rescued. Another car hung on the end of a standing trestle, partly over, but did not go down. The balance of the train was hauled back to the Oxford side a car at a time.
The passenger train at 5:30 in the morning crossed the bridge, and this trestle works swayed and settled and the conductor observed that as the train left it, that section rose up again about ten inches, and the track was left curved about eight inches out of line. He and agent Lockwood telegraphed back to Oxford to allow no train to cross the bridge, as it was dangerous in the extreme, and Lockwood was to prevent trains leaving here for the west. But the section hands at Oxford examined the bridge, took up the rails in the curve, and spiked them down again, mak-ing the track straight, and when No. 12 came from the west, they pronounced the bridge safe.
Engineer Finley moved onto the bridge slowly and carefully, stopped and examined the trestle before moving onto it, found the track straight and apparently safe, moved forward again slowly, and the trestle suddenly gave way, the tender and engine slid backward down into the stream, with the result above stated. Howard Finley has been one of the best and most careful engineers on the road. He leaves a wife and five children, living at Cherryvale, who have the warm sympathies of this whole community in their terrible affliction. Fortunately for them, he had recently taken a life insurance for $5,000.
Immediately after the accident Geo. Rembaugh went over on a hand car to get the particu-lars, and we got the above report from him. Probably more than a thousand people visited the scene of the disaster the next day, Sunday. Men went from here in omnibuses, buggies, and wagons. Wellington turned out in numbers, and the whole surrounding country on both sides of the river was represented. The late heavy rains had swollen the river to a volume scarcely ever reached before, and the wreck could not be reached from this side on account of the overflow. The smokestack of the engine was sticking out above the water and the freight car was still hanging on the ragged edge.
Horse Thief Strung Up at Railroad Bridge Before Confession.
Winfield Courier, May 24, 1883. A horse thief was brought over from near Grenola Monday and lodged in jail here. He had stolen horses from the north part of the state and was making for the Territory. He goes by the name of Dennis T. Smith. His mother is a resident of this place.
Mr. Smith has suffered an experience not unknown to many dilligent and industrious horse thieves, but with more gratifying results than usually follow such wayward actions. He was taken away from the officers by a mob, conducted to a railroad bridge and strung up. After hang-ing a minute, he was taken down, given a short rest, and elevated again. After the second rest, he became very mellow, and when given to understand that the next raise would be the last one, confessed, gave his pals away, and swore that he would never do so anymore. He was then taken back and turned over to the constable, who brought him here. He is very nervous and apprehen-sive, and seems to feel he has been just as close to the other world as he cares to get at present.
Santa Fe Engineers at Work on Lines to Stone Quarries.
Winfield Courier, May 24, 1883. A corps of Santa Fe engineers are in the city running preliminary lines to the stone quarries and with a view to establishment of a union depot. Where this depot will be located is as yet a matter of conjecture. The engineers are not disposed to talk much on the subject, if indeed they know anything of company intentions.
Fastest Time Ever Made by a Freight Train.
Caldwell Journal, May 24, 1883. The fastest time ever made in this country by a freight train was that of the St. Louis tobacco train, which left St. Louis last Thursday night for San Francisco. It consisted of ten cars loaded to their utmost capacity, and the average time was twenty miles an hour during the entire trip. The train passed over the lines of the St. Louis & San Francisco, Atchison, Topeka & Santa Fe, and the Southern Pacific. No stops were made except for coal and water and for the purpose of oiling the engine and trucks.
Attempt to Recover Finley and Engine Made.
Winfield Courier, May 31, 1883. A diver from St. Louis was taken over to Oxford Sun-day to try and recover the body of the missing engineer. Work will be begun at once to raise the submerged engine. Numerous attempts were made by the K. C., L. & S. wrecking train to clear the engine and tender out of the Arkansas River at Oxford, but without avail. The whole thing is covered with sand and ten feet of water, and as fast as the sand was taken out, the hole was drifted full again. Hawsers were attached, but broke as fast as the strain was put upon them. The diver traveled around over the wreck but could do nothing. It looks as if the body of Finley would never be recovered.
Santa Fe Railroad Surveyors at Winfield.
Winfield Courier, May 31, 1883. The railroad surveyors ran lines all around over the city and surrounding country. As they set more stakes along the second street east of the school-house than anywhere else, residents about there seem confident that a track will be run from the K. C. L. & S. Depot around through the east part of town, down through Loomis’ addition, striking the Santa Fe near the south bridge.
Santa Fe Will Probably Operate Atlantic & Pacific.
Winfield Courier, May 31, 1883. The Atchison, Topeka & Santa Fe road will probably operate the Atlantic & Pacific as soon as it is completed to the Colorado River. This will give our road a short and direct route to San Francisco and the Pacific coast, which must soon become a very popular one.
Jay Gould has one bit of philosophy which is worth more to him than half his fortune. He says: “I long ago learned not to get mad. The man who gets mad hurts himself more than anybody else. He destroys his digestion, and is unhappy.”
New Board of Directors, Atlantic and Pacific Railway.
Caldwell Journal, May 31, 1883. The following named gentlemen constitute the new board of directors of the Atlantic and Pacific railway: W. B. Strong, A. E. Tonzalin, Thos. Nickerson, Levi C. Wade, and H. C. Nutt of Boston; and C. P. Huntington, Jay Gould, Jesse Seligman, Edward F. Winslow, James D. Fish, and William F. Buckley of New York. The only change is the substitution of Mr. Tonzalin for I. T. Burr. The following named officers were elected by the directors: H. C. Nutt, president, Boston; E. F. Winslow, vice-president, New York; C. S. Tuckerman, secretary and treasurer, Boston; D. L. Gallup, auditor, Boston; S. A. Williamson, land commissioner and general solicitor.
Caldwell Journal, May 31, 1883.
Vinita Chieftain says: “The St. Louis & San Francisco railroad is under contract for completion to Albuquerque, New Mexico, by the first of November.” Would respectfully ask the Chieftain, In November of what year?
Santa Fe Promotes A. A. Robinson. Now Assistant General Superintendent.
Winfield Courier, June 7, 1883. [From Topeka Capital.]
All familiar with the management of the Atchison, Topeka & Santa Fe railroad know of the very competent chief engineer, Mr. A. A. Robinson, and those personally acquainted with him will be much gratified to learn of his promotion to assistant general superintendent.
As the official circular states, “He will have entire charge of the operations of this railroad and leased lines, also of the Manhattan, Alma & Burlingame and Leavenworth, Topeka & Southwestern railways, and the New Mexico & Arizona railroad, with headquarters at Topeka, Kansas. Heads of departments and division superintendents will report to and be governed by his order from date named. Mr. Robinson still retains the title and will continue to perform the duties of chief engineer.”
To avoid misunderstanding we will state that Mr. Allen, recently promoted to assistant general superintendent, remains such, in charge specially of the financial interests of the road.
Frisco Road Fixes Rates for Cattle Shipments.
Caldwell Journal, June 14, 1883. The rate on cattle has been fixed by the Frisco road at $60 per car from Vinita, $65 from Tulsa, and $67.50 from Red Fork, the station across the river. Western cattlemen are said to laugh at the expectations of heavy shipments, as there is so much wooded country to pass through that the losses from strays would be very heavy.
Indian Journal.
The Journal is quite right regarding the wooded country and laughing business.
Consolidation Leads to New Railroad Enterprise.
Winfield Courier, June 21, 1883.
So far in her history, Erie has been unfortunate in having all the railroads in the country to miss her, but it now seems that Neosho’s favorite but much slighted town is at last to have not only the advantage of railroad facilities but of railroad competition also.
Since the Girard, Iola & Topeka railroad went into the hands of the Atchison, Topeka & Santa Fe company, it is generally understood that the latter company will extend the line from Walnut to Earlton by that place and there intersect the K. C. L. & S. K. Railroad, also under the management of the A., T. & S. F. Company. Now news reaches us that a consolidation is about to be effected with the Kansas Railway Company, who now own the Memphis & Northwestern grade from Thayer to Fredonia, built in 1871, with other interests, whereby a road can be built from Fort Scott to Winfield by way of Erie to Thayer, and on above mentioned grade to Fredonia and from there to Howard and on to Winfield. It is the intention in a few years to extend this line of road from Winfield to Camp Supply and on Southwestwardly to the coast.
The people of Erie are perfectly elated over the prospect of either having access to the Fort Scott, Chicago & St. Louis, or a direct connection in the way of a southwestern branch from Ft. Scott to Winfield. If built, this will be one of the most valuable pieces of railroad property in all the southwest.
Body of Engineer Finley Not Recovered.
Winfield Courier, June 28, 1883.
It was rumored on the streets Monday evening that the body of Engineer Finley had been found under the tender of the buried engine. This report proves to be false. The engine was taken out Saturday, but the tender has not yet been recovered. However, the wreckers have explored sufficiently to find that he is not beneath the tender.
Discussion of Railroad Investors.
Caldwell Journal, July 12, 1883. Some interesting sinner with more affection for rail-roads than regard for the rights of the people, has induced the Vinita Chieftain to publish an article slobbering over the A. T. & S. F. Railroad company.
The Chieftain fails to understand the fact that John Jones, Peter Ludgruber, Sam Sawbones, and Rev. Plumpkins of Boston don’t invest their inherited millions in railroads for Kansas or any other country for simple amusement. Neither do they send out their sons, sons-in-law, nephews, or their wives’ able bodied relatives to manage their investments simply because the atmosphere of Kansas is salubrious and the nights so refreshing that blankets are a necessity to enjoy a comfortable sleep. Oh, no. They put their money in Kansas railroads because it pays. Because they get land grants, because they get local subsidies, and because they can form coal, freight, and other rings of which some of the innocent stockholders know nothing about.
Were we to venture a word of advice to the Chieftain, we would say: Don’t waste any of your tender-hearted exhuberance upon any railroad company in Kansas. They are not suffering for it, and while their managers may commend your innate kindness, at the same time they will quietly throw a wink on one side and go on reaping the harvest lying almost to their hands. They will do more. So soon as they find another St. John, they will make use of him to distract the attention of the people from the unjust discriminations made by railroads against persons and places. But enough of this for the present. Next week we shall endeavor to find space for the Chieftain’s article and a review of it from data in our possession.
Body of Engineer Finley Recovered.
Winfield Courier, July 12, 1883. A party of gentlemen from the K. C. L. & S. K. railroad brought up the remains of engineer Howard Finley, found floating in the Arkansas River, ten miles below Kaw Agency, and they were taken east Monday morning. The body was found partly uncovered and the bones stripped of flesh by buzzards. He was identified by his boots and a bit of paper in his pocket-book bearing his name.
Congress Alone Can Impose Tax on Inter-state Commerce.
Caldwell Journal, August 2, 1883. [From K. C. Live Stock Indicator.]
Mr. C. W. Rogers, vice-president of the St. Louis & San Francisco railroad, in June, addressed a letter to Hon. J. C. Parker, United States District Judge at Fort Smith, Arkansas, informing him that parties driving cattle through the Creek nation to that road, and to points on it in the Cherokee nation, are required by the Creeks to pay a tax of one dollar per head per month for the right to drive their cattle through the Creek nation, and asking the judge whether they have any right to charge this tax.
Friday, Mr. Rogers received a reply from Judge Parker, who stated that he had already in a law of the Cherokee nation similar to this one of the Creeks providing for the assessment and collection of tax upon cattle or stock of any kind passing through the nation, decided that it was void. Congress alone had the right to legislate upon and negotiate inter-state commerce, and legislation upon the subject by any other power vested exclusively in Congress. If persons took cattle into the Creek country to graze them, they had a right to collect a grazer’s tax, but if cattle are passing over their country to market, they had no right to collect any tax for such transit.
Projected Railroad, M. W. & S. W., Winfield to Caldwell.
Caldwell Journal, August 2, 1883.
On Tuesday, Mr. James Hill, of Arkansas City, and a representative of the Missouri, Winfield & Southwestern Railroad, came to Caldwell for the purpose of enlisting our people in aid of a railroad enterprise, and after consultation with some of our most prominent businessmen, a meeting was held at the opera house yesterday morning.
I. N. Cooper was called to the chair and W. B. Hutchison appointed secretary. Mr. Hill was then introduced and stated the object of his visit and the intentions of the company he repre-sented. He said that the company was independent of either the Gould or the Santa Fe combina-tions, and that while it expected aid from the localities through which the line would run, at the same time it was not backed by Mr. Gould or any other railroad magnate. The aid asked would only be $2,500 per mile, and it was the intention of the company to build to Caldwell within the next year.
After the close of Mr. Hills’ talk, it was resolved that Caldwell needed another railroad, and that the city would extend any suitable aid for a competing line.
On motion I. N. Cooper, I. B. Gilmore, John W. Nyce, A. M. Colson, S. P. G. Lewis, and T. H. B. Ross were appointed a railroad committee with power to take all needful action in case everything was satisfactory.
The chairman notified the committee to meet at the Stock Exchange Bank next Saturday afternoon at 3 o’clock, after which the meeting adjourned.
The committee is composed of some of our most energetic citizens, and we are confident that it will do its work faithfully, carefully guarding the rights of Caldwell Township in case of any agreement with the M. W. & S. W. Company.
Winfield Courier, August 9, 1883. W. B. Hutchinson, of the Journal, I. B. Gilmore, and I. N. Cooper came over from Caldwell Tuesday as a committee to consult with the Missouri, Winfield, & Southwestern people on railroad matters. They were pleased with Winfield.
Trouble on a Pullman Sleeper.
Caldwell Journal, August 9, 1883. Uncle Bill Corzine took it into his head last week to ship a few beeves to Kansas City.
Under the care of Ben Garland, he got through all right until the return trip, when, to put on a few airs, because he was an alderman of his native village, he loaded himself into a Pullman sleeper for the home trip. Then his trouble began. The darkey on the car played all sorts of games on him, all of which Uncle Bill stood without a complaint until, as he says, “the darned nigger blacked my boots, so that I wouldn’t know them.” “Now,” says Bill, “I want to ask you, as a newspaper man, what kind of a job is that to put up on us old fellars? Well, I got my boots because I knowed ‘em by the slant on their heels; but blame me if I don’t believe that nigger meant to steal them.” Colson, Johnny Blair, Milt Bennett, and even Cooper endeavored to assure him that it was customary for the porter on a Pullman to black the boots of the guests; but the old man turned away in disgust, insisting, at the same time, that Cooper didn’t know any more about blacked boots than the rest of the Caldwell fellers.
Santa Fe Stock Dividend.
Arkansas City Traveler, August 15, 1883. The Atchison, Topeka and Santa Fe company, in paying its stock dividend, August 15, will use 7564 checks. This shows that the number of stockholders in this corporation has increased 629 since the last quarter. This dividend is 1-1/2 percent, and it will take $853,601 to pay it.
Railroad Commissioners Make Two Important Decisions.
Arkansas City Traveler, August 15, 1883. [By Kansas City Journal.] Two important decisions have been made by railroad commissioners; the first being in regard to discriminat-ing rates for track facilities by the A. T. & S. F., the other of excessive charges for the transfer of freight by the St. Louis, Fort Scott & Wichita road. In the first, J. J. Hiddleston, of Eudora, was charged two cents more per hundred pounds on grain consigned to the Zenith mills at Kansas City, than if consigned to an elevator.
The commissioners hold that the charge is illegal, and that while the company is not obliged to furnish side tracks for cars to wait upon, they have a right to charge parties for unreasonable delay in loading or unloading. No delay having occurred in Mr. Hiddleston’s case, he cannot be charged extra rates.
In the second case, G. R. Anderson, of Mohon, was charged five dollars per car by the Missouri Pacific, for switching coal over a half mile of track at Ft. Scott, from the junction of the Missouri Pacific with the Kansas City, Fort Scott & Gulf of the St. Louis, Fort Scott & Wichita railway, while for the same services, at the same place, the charge of fifty cents per car is made for the transfer of stock, and one dollar for the transfer of fence posts.
The board found that the charge of five dollars had been made as alleged in the complaint, and that no extra power or force had been employed by the M. P. to perform the service, in addition to that of operating the usual freight trains on their line. The commissioners ruled that an amount not to exceed two dollars per car for such transfer of coal to be a reasonable and proper charge to make by the M. P. Railroad. Why any more should be charged for transferring a car load of coal than of live stock or posts, the commissioners failed to say.
Railroad Meeting to Consider Railroad from Eureka to Arkansas City.
Arkansas City Traveler, Wednesday, August 15, 1883. There will be a meeting of the citizens of this city on the evening of Tuesday, August 21, to consider the construction of a line of railroad from Eureka to this point. A number of gentlemen connected with the Missouri, Winfield and Southwestern railroad will be present.
Santa Fe Conductor, James E. Miller, Passed Away.
Arkansas City Traveler, August 15, 1883. Died, at his residence in this city, on Friday, August 10, 1883, after an illness of but three days, James E. Miller, in the 37th year of his age. The deceased was the son of Lucius and Hannah Miller, of Waterford, Pennsylvania, at which place he was born November 7, 1816, and where he resided till the breaking out of the war.
When but fifteen years of age, he enlisted as a drummer boy in company C, 83 infantry regiment, Pennsylvania volunteers, the records of which show his enlistment as taking place July 16, 1862, and he received an honorable discharge May 29, 1865. While in the service he was a general favorite among both officers and men, and made many lasting friendships among the “boys in blue.”
From the years 1865 to 1873 he occupied a responsible clerkship in the treasury department at Washington, D. C., and upon his marriage on July 9, 1873, to Lizzie, daughter of the Rev. Dr. and Mrs. Julia A. Forrester, of Chicago, he received an appointment in the U. S. Internal Revenue Department, at that city, where he resided for several years, until he entered the service of the A. T. & S. F. Railroad in 1879, where he remained until his death acting as passenger conductor upon the branch from Mulvane to Arkansas City, where he made hosts of friends by the uniform geniality and gentlemanly manner in which he discharged his onerous duties. The deceased had just returned from a trip east, where he had left his wife and family, and was taken sick on Wednesday of last week; and despite the best medical attention, by Drs. Chapel and Reed, he rapidly sank, expiring at nine o’clock a.m. on Friday last. The remains were incased in a handsome casket by the sorrowing friends and on Saturday, after a short service by Rev. Fleming at the house, were escorted by the A. F. & A. M. Lodge, of this city, a delegation of the A. F. & A. M. Lodge of Mulvane, of which the deceased was a member, and the G. A. R. Post of this city, to the depot, where in the presence of a large crowd of assembled friends and acquaintances all that was mortal of our friend and brother started on their last earthly journey to Waterford, Pennsylvania, where they will rest side by side with relatives who preceded him to the better land. The widow and fatherless little girl have the deepest sympathy the heart can give, and we trust that “He who doeth all things well” will mercifully help them in this their hour of trial.
Arkansas City Stock Yards.
Arkansas City Traveler, August 15, 1883.
The railroad company is to be thanked for the removal of the prostitutes from the stock yards where there has been perfect hell the past sixty days.
The Missouri, Winfield & Southwestern Railroad.
Arkansas City Traveler, August 22, 1883. A full description of the proposition sought to be submitted to voters of the county by the above corporation will be found in this issue in the report of last Monday evening’s railroad meeting, so need not be repeated here, never-theless a few remarks as to the benefits to be derived from its construction will be decidedly apropos.
It is a fact that the proposed line will save a distance of between 60 and 75 miles between this point and Kansas City, which fact alone carries great weight to all interested in shipping produce or stock as it means a corresponding reduction in car rates, such rates being fixed by law at so much per mile, thus making the shortest the cheapest route to ship over. Another feature that at first strikes the taxpayer is the voting of additional bonds, but this view is not tenable as the present roads are assessed at a valuation that brings to the county, in taxes, not only the amount of interest on their bonds but a round sum annually to go towards paying off principal of said bonds. These facts can be verified by records in the county offices at Winfield by anyone who will take the trouble to examine them. Thus it will be seen that the voting of these bonds, instead of adding to taxes, will really help to pay taxes, to say nothing of the other advantages it will give us in the way of cheaper rates and securing to us a share of the cattle that are yearly shipped from the immense grazing grounds south of us.
The road will be under Gould management, which assures us a road that will be fully competent to compete with the A. T. & S. F., thus securing the lowest paying freight and passenger rates to all points. This is a matter we hope our readers will give deep consideration as we believe it will be to the benefit of the county at large, and Arkansas City and Bolton Township in particular to help all in their power to build this road.
Pursuant to notice given a number of our citizens gathered at McLaughlin’s Hall last Monday evening to discuss railroad matters. Dr. A. J. Chapel was called to the chair, and N. T. Snyder to the secretary’s desk. The chairman introduced Mr. Hill, who enlarged upon the advantages to be gained by our city and county by the construction of the proposed Missouri, Winfield & Southwestern railroad through our county. Mr. Henry Asp was then called upon to read the proposition, the main points of which we will briefly state, as our space precludes us from publishing it in full this week. It asks the county to take capital stock to the amount of $100,000, to be paid for in county bonds. Each mile of road constructed in the county is to cost not more than $2,800 per mile. As soon as ten miles of road have been constructed in the county, bonds to the amount of $12,000 shall be paid to the company, and each succeeding five miles constructed shall entitle the company to receive an additional $12,000. This rate of payment will entitle the company to receive, upon the completion of its line and when cars are running to the south line of the state, the residue of the bonds, or $20,000. To put the above in few words, it is proposed to build a road from the north to the south line of the county for one hundred thousand dollars, of which over 25 percent, or $26,000, are not to be paid until the road is actually running to the south line of the state in Bolton Township. Said road is to issue to the county in return for its bonds $100,000 of fully paid up stock.
The road is to be completed in two years from the date of issuance of the bonds. The probable point of junction of the proposed railroad with the St. Louis, Fort Scott & Wichita railroad will be at Eureka, which will cause the road to enter Cowley near the northeast corner of the county, and run via Winfield and Arkansas City to a point south or southwest of this city in Bolton Township, thus giving us advantages that no other road could give us in securing the territory cattle trade.
Those present were asked to sign the petition to the county commissioners calling for an election, nearly all responding. It was also moved and carried that those parties who had subscribed for the expenses of a preliminary survey on the east and west road should transfer their subscriptions to the M., W. & S. R. R. instead, after which the meeting adjourned.
Meeting of Bolton Township Members to Consider M., W. & S. Proposition.
Arkansas City Traveler, August 22, 1883. There will be a meeting of the citizens of Bolton Township at the Bland schoolhouse on the evening of Monday, August 27, to con-sider the proposition of the Missouri, Winfield and Southwestern Railroad company, which company propose to build a road through Cowley County from the northeast line to a point on the territory line somewhere in Bolton Township.
Santa Fe Annual Surplus Over One Million.
Winfield Courier, August 23, 1883. The Atchison, Topeka & Santa Fe road is earning an annual surplus of one million, in addition to paying a dividend on the stock.
Not True. Santa Fe Did not Purchase Fort Scott & Wichita Road.
Winfield Courier, August 23, 1883. Mr. C. C. Wheeler, general manager of the Atchison, Topeka & Santa Fe railway, states that there is no truth in the report that his company purchased the Fort Scott & Wichita road. That road, he says, has been purchased by the Gould syndicate.
Cherryvale Robbery and Arson.
Winfield Courier, August 23, 1883. We have a sensational report from Cherryvale about the robbery, and burning, about two weeks ago, of the residence of Conductor Titus. Last Saturday Dr. Moore, a dentist and prominent citizen, and Mrs. Titus, the conductor’s wife, were both arrested and committed to jail charged with the robbery and arson. The money, $900, has been found buried in the yard and it is stated that plenty of proof has been discovered of a liaison and conspiracy between the two prisoners.
Cowley County Considering Railroad Proposition.
Caldwell Journal, August 30, 1883. The Cowley County folks are considering a proposition to vote $100,000 in county bonds for the construction of a railroad from some point on the St. Louis, Fort Scott and Wichita road to Winfield and Arkansas City.
Missouri, Winfield and Southwestern Railroad Company.
Winfield Courier, August 30, 1883. This company has not been blowing in the news-papers of what they were doing or trying to do, but have quietly kept at work, have interested eastern capitalists in the scheme, and have the assurance that as soon as the townships in Greenwood, Butler, and Cowley Counties have voted the bonds, the money will be forth-coming to build the road. Bond elections have been called in Eureka City, and Eureka and Otter Creek Townships in Greenwood County, and in Hickory and Union Townships in Butler County.
Mr. Morehead, an experienced railroad engineer, from Pennsylvania, well known in rail-road circles, has been in the field for three weeks, and has found the easiest and best pass through the flint hills yet discovered and has already completed a careful survey of the line from Eureka to Winfield. The route does not vary three miles from an air line and is favorable. Another line will be run between Winfield and the north line of the county that may prove even more favorable.
In case of a failure to vote the bonds in any of the townships of Greenwood and Butler, we have two other routes in view, on both of which the people are anxious to vote the needed aid. The company is in the first place to make a connection with the St. Louis, Ft. Scott and Wichita railroad, which is a Gould road, and is being operated by the Missouri Pacific company. When the line is built to Winfield, the Missouri Pacific will run the road.
Next to Eureka the company prefer Toronto in Woodson County as the point of intersection with the Fort Scott and Wichita road as that is in the direction of the Walnut coal fields near the Marais Des Cygne and the Missouri state line. The distance from Winfield to Toronto by way of Severy or Twin Falls is about 70 miles and the people all along the line in Greenwood are anxious for the road.
Another connection with the Fort Scott and Wichita is to run through directly to Rosalia. This has, in favor of it, the shortest distance to the connection.
Among the three, little or no doubt exists that the subsidies will be voted on one of them and if Cowley County comes to time with the subsidies, the road will be built as soon thereafter and as fast as men and money can do it.
It is asked that Cowley County shall vote its bonds and take stock in the road to the amount of $100,000. Petitions are in circulation to call the election to vote on the proposition. The proposition provided that no bonds shall be delivered until the road is completed and running from a connection with the St. Louis, Fort Scott and Wichita railroad north or northeast of this county to the north line of this county and into this county ten miles. Then only $12,000 of the bonds shall be delivered and thereafter $12,000 whenever five additional miles are completed; and finally the balance of the $100,000 when the road shall be completed to the county line near the southwest corner of the county. This balance kept back will be $28,000.
Missouri, Winfield and Southwestern Railroad Company Proposition.
Winfield Courier, August 30, 1883. Editorial. In December 1878 when this county had before it the proposition to vote not exceeding $144,000 in bonds to the A., T. & S. F., or rather to the C. S. & F. S. railroad, the COURIER said in support of the proposition that in case the stock, which the county would get for the bonds, should prove utterly valueless, and though we should not take into account the great advantage it would certainly be in saving the enormous cost of hauling freight and produce to and from Wichita; yet the voting the bonds would be a speculation to the county by reducing the rate of taxation.
We stated that the assessment of the county was then about $2,000,000, that the average rate of taxation was then about 40 mills, which should raise about $80,000 in taxes for all purposes; that if the bonds were voted and 36 miles of road built in the county, the bonds would be issued to the amount of $144,000 at 6 percent, and the yearly interest on the bonds would be $8,610; that if we raised $10,000 additional a year by taxation, it would pay that interest and leave $1,360 a year surplus, and this surplus well invested year by year would create a sinking fund which could be applied directly after ten years to reducing the debt and the yearly interest, thus increasing the yearly surplus which would entirely extinguish the debt within the thirty years.
We estimated that the railroad would be assessed $216,000, that other property to the amount of $534,000 assessment would come into the county because of the building of the road, in increased stocks of goods, more machinery, cattle, sheep, and other stock, more buildings, new towns, increased value of town lots, etc.; together raising the assessment rolls from $2,000,000 to $2,750,000 without considering the increased value it would give to farm lands and without increasing their assessments. That on this assessment of $2,750,000 a rate of 33 mills would raise the $10,000 for interest and sinking fund in addition to the $80,000 for general purposes, and therefore the voting of the bonds would reduce the rate of taxation from 40 mills to 33 mills, a saving to the then present taxpayers of near 7 mills on the dollar per year for ten years and a still greater saving thereafter.
Now we will see how nearly the estimates then made are confirmed by the facts which have since transpired. We voted the bonds to the C. S. & F. S., and $128,000 of them were issued up to December 30, 1879. We also voted $68,000 to the S. K. & W. railroad, which were issued in February and March, 1880. The total assessed valuation of the county for that year was $2,945,381, of which $357,895 was railroad property. In 1881 the total assessment was $3,094,070, of which $384,898 was railroad property. In 1883 the total assessment is $3,518,145, of which $470,983 is railroad property. If you examine carefully, you will find that there has been no raise in the assessed value of lands generally, on account of the general advance in price, and that other property is assessed lower than it was four years ago. Property generally that would sell for $400 is valued now no higher than property that would only bring $300 three years ago, if our observation is correct. Then we must remember that in 1880-1881 we had failure in crops and great depression, causing a great falling off in population and the removal of much property besides depressing values. So it is fair to say that besides the $470,000 railroad property valuation, near a million of other property has come into the county because of the railroads, that our railroads have increased our assessment rolls over a million and a half and nearly double what our estimate in December 1879 was for the one road. But it does not need to be nearly double to justify our estimate before the roads were built, for though we were to get two roads, both are under the same control and for competitive purposes they are scarcely better than one road. But to be liberal, we will admit it to be equal to a road and a half. Then taking one and a half times $750,000, our then estimated increase for one road, we have $1,125,000 increase added to the $2,000,000 of 1878 gives $3,125,000 for present assessment and leaves $400,000 to the account of other causes. Therefore, it appears to us that our estimates of December 1873 were too low rather than too high.
Now of the $196,000 bonds we issued for the two roads, the S. K. & W. stock has taken up $38,000 bonds and leaves money in the treasury to take up $8,000 more, leaving the railroad indebtedness $150,000. Of this $128,000 runs at 6 percent or $7,680 a year, and the remaining $22,000 draws 7 percent, or $1,540 a year, amounting to $9,220 annual railroad interest. If we sell no more stock, $10,750 a year raised by taxation will pay the interest and create a sinking fund which will pay off the principal, and a 3 mill tax will nearly raise the amount this year and will more than do it in after years. And while the county is paying this $10,750 a year, the $470,000 railroad property is paying a 25 mill tax for county and school purposes, amounting to $10,750, which makes even and costs the other taxpayers nothing, while the other property brought here because of the railroads, still further reduces the taxes on the people.
Now we have no competing road and the county is asked to vote $100,000 six percent, ten thirty year bonds to secure a competing road of 45 or more miles in the county. But placing it at 45 miles, the least that is estimated, and count the assessment at same rate per mile as the present roads are valued, and it would be assessed at $270,000. It is fair to estimate that $430,000 other property at assessor’s valuation would come into the county because of the road, making $700,000 increase of property and raising the assessment rolls from $3,500,000 to $4,200,000. Whatever increase from other causes there might be would raise the amount still higher. The interest on the $100,000 bonds would be $6,000 a year and $1,000 for sinking fund, which added to $91,000 would make $98,000 to be raised by taxation, and it would take only a 23-1/4 mill tax to raise the amount whereas now it would take 26 mills to raise $91,000. So it is evident that voting the bonds would reduce the rate of taxation in this county at least 2-3/4 mills per annum for 30 years and reduce it more thereafter when the entire indebtedness caused thereby would be canceled.
As we are now situated, the present railroads pay one-eighth of our taxes, and must pay the same proportion of the taxes on bonds to secure a rival road and it will make the R. R. property $700,000 of the $4,200,000 or one-sixth of the whole, and the railroads would then have to pay one sixth of all our taxes.
The Kansas City, Winfield & Southwestern Railroad.
Winfield Courier, August 30, 1883. There is a project on foot to build a railroad from Winfield to Kansas City, the preliminary survey of a portion of which is now being made from Winfield to Eureka. Our citizens should investigate this matter. The road will, in all probability, be built, and it seems to us that if the proper encouragement were given, we might secure it. A direct line from Winfield to Kansas City will not miss either Eureka, Burlington, Ottawa, or Olathe three miles. These are all good towns and are all county seats, and it would seem that it would be to the interest of the road to pass through instead of around them. If this road is to be built, we hope our people will make an effort to secure it.
Burlington Republican.
Butler County Delegation Meets with Director, M., W. & S. Road.
Winfield Courier, August 30, 1883.
Last Monday a delegation from Butler County consisting of J. W. Watson and M. Campbell, of Leon, and A. D. Lee and A. W. Dennison, of Douglass, visited the director of the M., W. & S. W. railroad at Winfield to urge the construction of the road up the Walnut Valley to Douglass, and up the Little Walnut Valley to Leon and a connection with the Ft. Scott & Wichita road at Rosalia. They say that townships in Butler along this line are enthusiastic for this road and will vote liberal subsidies.
Berry and Grubbs on Passenger Train Which Collided with Freight Train.
Arkansas City Traveler, September 5, 1883.
Mr. Thos. E. Berry and R. E. Grubbs were on the passenger train which collided with a freight train at Osage City, last week. The engineer and fireman were badly injured, and a baggage and express car demolished, but otherwise no damage was done. This was indeed a narrow escape for Arkansas City’s two representatives.
Petitions for M., W. & S. Road Being Gathered.
Winfield Courier, September 6, 1883. The petitions to call an election to vote aid to the Missouri, Winfield & Southwestern road are being signed rapidly.
Douglass Delegation Want M., W. & S. Road.
Winfield Courier, September 6, 1883. Messrs. Wright and Durham, of Douglass, were down last week looking up the railroad situation. They want the Missouri, Winfield & Southwestern railroad for Douglass if it is possible to secure it.
Surveyors Completing Work on M., W. & S. Road.
Winfield Courier, September 6, 1883.
The surveyors on the M., W. & S. road have been working in Cowley for the past week and will be in today. The profiles of the road, plats, etc., will then be made up by Chief Engineer Morehead at his headquarters here.
Missouri, Winfield and Southwestern Railroad Company.
Arkansas City Traveler, September 12, 1883. Editorial Page. The petition in the matter of the above railroad now circulating for signers and to be presented to the board of commis-sioners asking that an election be called to vote aid to the above enterprise in the sum of $100,000, is lacking in so many important particulars that we would be sorry to see it brought before the people as it could not carry, and would thus be an unnecessary expense upon the county.
One of the most important of its defects is an absence of all matter relating to the location of side tracks, depots, etc., the result of which would be that each city or township desiring such convenience would have to pay the road an additional bounty therefor in addition to the county aid asked. At the meeting in this city last week, the honest inquirers were put off with the excuse that their demands would be recognized in a supplemental contract to be given by the company, whoever they may be. This is too gauzy; all these points should be included in and provided for in the petition presented to the commissioners and unless so provided for, the people will be at the mercy of the corporation for the most trivial accommodations. We in common with the citizens of Arkansas City and vicinity are in favor of, and will do all things reasonable to assist such road, when an acceptable proposition is submitted, but we believe the $100,000 asked from the county should give us the road and necessary conveniences for the transaction of business, free of all other demands whatever.
Santa Fe Engineer Finley’s Widow Receives Check from A. O. U. W.
Arkansas City Traveler, September 12, 1883. The widow of H. E. Finley, the engineer who lost his life in the Oxford Bridge accident, last week received a check for $2,000 from the A. O. U. W., of which order deceased was a member.
Rumor Missouri, Winfield and Southwestern To Be Switched to Geuda Springs.
Arkansas City Traveler, September 12, 1883.
It was rumored on the street last Saturday that unless our town subscribed $1,000 to the preliminary survey of the M., W. & S. R. R., it would be switched over to Geuda Springs. Isn’t this rather an infantile monopoly to thus crack its whip?
Petitions for Election to Missouri, Winfield & Southwestern Railroad.
Winfield Courier, September 13, 1883. The petitions for the calling of an election to vote aid to the Missouri, Winfield & Southwestern railroad are being signed up rapidly and will be presented to the board at an early date. The towns of Rosalia, Leon, and Douglass, in Butler County, are making a big effort to get the road down the big and little Walnut Valleys. The securing of this road means another stride forward for Cowley County and thousands of dollars added to the value of her real estate and productions.
State Railroads Can’t Haul Our Products.
Winfield Courier, September 13, 1883. A prominent railroad officer of this State, in a conversation the other day about Kansas, said that the railroads of the state could not, with their present rolling stock, haul out the products of Kansas for the year 1883 in two full years. He stated that he had made calculations, based on official reports which demonstrated this conclusion. Every railroad in the state has more business offered it than it can haul. It is now even impossible to supply the demands for cars that come in daily, and yet the crops of 1883 have hardly commenced to move. None of the corn has been harvested, and vast quantities of wheat, oats, rye, and barley are in the stack.
At Present Cowley County Has Two Santa Fe Roads.
Winfield Courier, September 13, 1883. Two railroads pass through Cowley County.A branch of the Atchison, Topeka & Santa Fe road, connecting with the main line at Newton, traverses the county from its northwest corner to, and having its terminus at, Arkansas City; while an extension of the old Leavenworth, Lawrence & Galveston road from Cherryvale passes through the county from east to west. While these two lines of road are non-competing, both being operated by the same company, yet under the admirable commissioner system of the State, they cannot become too oppressive, and they afford excellent facilities for the shipment of the products of the county to eastern markets.
A third line of road is under contemplation and will undoubtedly be built.
Eastern Part of Cowley County Does Not Favor Railroad Bond Proposition.
Arkansas City Traveler, September 19, 1883.
The last railroad bond proposition does not meet with much favor among the residents in the eastern part of the county. When a farmer has to give one bushel of wheat out of every twenty to pay his taxes, it is time to consider that bonds have to be paid.
Santa Fe “Cannonball” Attacked by Cowboys at Coolidge.
Arkansas City Traveler, October 3, 1883, Winfield Courier, October 4, 1883.
DODGE CITY, Sept. 29. The “cannonball” on the A., T. & S. F. was attacked at Coolidge by a gang of cowboys, and the engineer killed outright and fireman wounded so that he lived but a few hours. The conductor was shot at several times, but escaped injury. The express car was attacked, but the messenger repulsed them. The body of John Hilton, the engineer killed, was brought here this morning. He leaves a wife and four children, who reside here.
The train arrived on time and remained ten minutes at Coolidge. When Conductor Greeley stepped forward to give the signal to go ahead, he saw two men ahead of him, one of whom jumped on the platform between the cars. The other sprang into the side door of the express car, landing on his hands and knees. Greeley stood asking what he was doing there, when the robber half arose and pulled a revolver and shot in his face, so close that the powder burnt it, but did not hit him. The robber then turned and fired at S. S. Peterson, the express messenger, who returned the fire and then built a barricade around him; passengers say he continued a lively fusilade, though Peterson says he fired only once. The fellow ran out of the baggage car and escaped, probably with the one who took to the platform. Conductor Greeley went to the engine and found engineer Hilton dead with a bullet through his head under the eye. Fadle, the fireman, was shot in the mouth, the ball coming out behind the jaw, making a most terrible wound. Fadle stated that a man jumped on the engine and ordered Engineer Hilton to pull out. Hilton answered that he would when he received orders, and the robber shot him and then fired at Fadle.
Deputy Sheriff Mather, Nelson Carry, Bill Combs, and others left Dodge City on a special train. At half past 5 o’clock this evening it was announced that two men had been arrested, one of whom is supposed to have fired at Peterson. He is about 5 feet 10 inches in height, stoop-shouldered, and has a long thin nose. It is believed he can be identified.
Searing & Mead to Supply Gravel to Santa Fe.
Arkansas City Traveler, October 10, 1883.
Searing & Mead have contracted to supply the A., T. & S. F. Railroad with forty cars of gravel per day for one year, to be used for ballasting the road bed. This will give employment to quite a number of hands through the winter.
Chief Engineer, Atlantic & Pacific, Informs Scott of Road Work.
Arkansas City Traveler, October 10, 1883. The chief engineer of the Atlantic and Pacific railroad writes C. M. Scott from Vinita, Indian Territory, that the road is just completed to the Arkansas River and four miles beyond to a stock yard, and that the work will now be suspended until spring, when it will be resumed.
Winfield Applying for Freight Rate Reduction on Both Railroads.
Winfield Courier, October 11, 1883. An application for a reduction of freight rates to and from Winfield on both the railroads reaching this place will be made immeditely. The matter is before the city council. The rates should be reduced from twenty to twenty-five percent, and since the railroad commissioners have decided they have some power under the law and are using that power as in the Beloit case, we do not doubt that the reduction will be soon effected. That Republican railroad law is a pretty good law after all.
Driving the “Golden Spike.”
Winfield Courier, October 11, 1883. The excursion and ceremonies in commemoration of the Northern Pacific Railroad were evidently most imposing, delightful, and satisfactory.
Four trains with forty-five Pullman, baggage, and dining cars have been drawn from the Atlantic coast for two thousand miles over the continent, and across three mountain ranges, and they were met by trains coming from the Pacific, at a place called Bullock, 1,198 miles from Lake Superior, 1,200 miles from St. Paul, 847 from Puget Sound, and 700 from Portland in Oregon.
The excursionists were a distinguished company, and as the silver hammer drove the last spike—a spike of gold—in the great northern road which binds the two oceans, the addresses were naturally and properly of an exultant strain. The orators recalled Jefferson’s endeavors, a hundred years ago, to cause John Ledyard to explore the Columbia, and his organization, when president, of the Lewis and Clarke expedition to open a northwest American route to India by the Missouri and Columbia rivers. Less than forty years later the agitation for a Pacific railroad began. Thirty years ago Congress authorized a survey of a route from the Mississippi to the Pacific. The Union and Central road, aided by the government, followed a familiar trail across the continent, and ended at the Golden Gate. But the northern route was regarded as lying in an inaccessible and hopelessly ice-bound region, and the completed work, without national subsidies, except a land grant, which was of possible future value, and in the face of endless obstacles and opposition, is a monument of indomitable American courage, sagacity, and skill.
Santa Fe Management Changes Due To Wheeler Resignation.
Winfield Courier, October 11, 1883. Mr. C. C. Wheeler has resigned the office of general manager of the A., T. & S. F. road. The duties of that office until further notice will be per-formed by the vice president.
Heads of department will report as before to the general manager at Topeka. In conducting the business of the road, the general superintendent will be next in command to the general manager.
The superintendents of the four divisions of the road will have full charge on their respective divisions of all employees in matters connected with station service, trains, tracks, buildings, bridges, water service, and fuel. Division superintendents will report directly to the general superintendent.
The general manager’s office will be in charge of the general manager’s assistant.
The following appointments are made: A. A. Robinson is appointed general superintendent and will continue to perform the duties of chief engineer; Geo. B. Harris is appointed general manager’s assistant.
The new arrangement is now fully in effect and promises to give entire satisfaction everywhere. Mr. Wheeler will go to Chicago in a few days.
Men Arrested at Coolidge for Train Robbery and Murder Released.
Arkansas City Traveler, October 17, 1883. The men who were arrested for the attempted train robbery and murder at Coolidge were discharged for want of evidence.
The man whom the express agent swore was the one who shot at him proved beyond a doubt that he was thirty miles away that night sleeping at the house of a man whose word could not be questioned.
Sealed Bids by Army Advertised for Shelled Corn.
Arkansas City Traveler, October 17, 1883.
J. D. Bingham, Assistant Quartermaster General, U. S. Army, Fort Leavenworth, has advertised for sealed proposals for four million pounds of shelled corn on board the cars at either or all of the following points, viz: Atchison, Valley Falls, Leavenworth, Topeka, Junc-tion City, Council Grove, Burlingame, Emporia, Florence, Newton, Wichita, Caldwell, and Arkansas City, Kansas, and Kansas City, Mo.
Santa Fe Railroad has Long Trains.
Winfield Courier, October 18, 1883. The Main line of the Santa Fe railroad is doing a tremendous passenger business. The regular morning and evening express trains have each ten to eleven passenger coaches, all full, besides three baggage, express, and mail cars each. Thunderbolt trains daily usually have four sleeping cars besides baggage and express cars.
More Bonds Voted for Missouri, Winfield and Southwestern Railroad.
Winfield Courier, October 18, 1883. The M. W. & S. W. Road will be built.
The City of Eureka voted the bonds to the Missouri, Winfield & Southwestern railroad last Wednesday. There was only one vote against the bonds. This is the second lot of bonds which have been voted to this road. Yesterday, Wednesday, elections were held in Hickory and Union Townships in the southeastern corner of Butler County on a proposition in each township to vote $15,000 bonds for the same road. We have not heard the result, as we go to press Wednesday afternoon. If these are carried, a similar proposition will be at once submitted in Otter Creek Township, Greenwood County which, if carried, will locate the road as between Eureka and Winfield in an almost air line over the best pass of the Flint Ridge ever found, which gives a maximum grade of fifteen feet per mile less than either of the other roads. Of course, either Cowley County or the townships the road will pass through will respond with the necessary aid when called on.
Strike by Switchmen at St. Louis.
The Caldwell Journal, October 18, 1883.
The switchmen on all the railroads centering in St. Louis and east St. Louis entered upon a general strike for shorter hours and higher wages at noon last Monday. They demand ten hours as a day’s work, extra pay for Sundays, and 30 cents per hour for all time over ten hours, besides $65 per month of twenty-six working days. The strikers number about 600 men in St. Louis and East St. Louis. The strike will probably cause a blockade of freight at East St. Louis. The strikers are determined to hold out, and if they do, the strike will have a most serious effect upon all classes of freights passing through St. Louis. Stockmen ship-ping to St. Louis will be compelled to hold off or ship their stock to another market.
Santa Fe Has Accident at Seeley Switch.
Arkansas City Traveler, October 24, 1883; Winfield Courier, October 25, 1883.
An accident occurred on the Santa Fe railroad Monday forenoon eight miles north of Winfield on the switch just this side of Seeley between the regular passenger train and the pay train, by which two engines were badly broken up, and two parties slightly injured.
The conductor of the pay car, Mr. Wells, had orders at Arkansas City to run through to Mulvane regardless of time, but to keep out of the way of the passenger. From Winfield he had eleven minutes to make Seeley, eight miles. He was cautioned to wait, but said he had plenty of time, and ordered the engineer to “let her go.” After this he stopped on the road to pay some section men. Meanwhile the passenger had arrived at Seeley; the conductor, Mr. Bell, was informed by the operator that the pay car was on the way up from Winfield. However, the passenger train was entitled to the track and pulled out.
The two trains met on a curve about a half mile south of Seeley. The pay car was running 30 or 40 miles an hour and the passenger 15. The engineer of the passenger, Mr. Johnson, had presence of mind to put on the air brakes and reverse his engine. The pay car engine, known as “Little Buttercup,” the pride of the railroad men, was not reversed. The trains came together at 11:52 a.m., in sight of Seeley station. Both engineers and firemen jumped before the engines came together with terrific force. “Little Buttercup” was so badly damaged that it cannot be rebuilt; the baggage car was stoved in; and its engineer had his arm displaced. The pay car cook was badly cut by climbing out of the window after the danger was passed. Fireman Dorley, of the passenger, had his arm broken. Passengers and train men were badly shook up.
The collision occurred just over a bridge. The two passenger cars were left standing on the bridge, and were not derailed.
An engine was sent down from Newton and the cars brought in by way of Wellington. Arthur Bangs, from Winfield, retrieved the letter mail. The track was cleared Tuesday morning in time for the regular passenger train.
Santa Fe Freight Train Ran off Track Near Mulvane.
Winfield Courier, October 25, 1883. The Santa Fe freight ran off the track near Mulvane Tuesday evening, delaying the Wednesday mail train two hours.
The Santa Fe is having bad luck lately.
Santa Fe Earnings.
Winfield Courier, October 25, 1883. Net earnings of the Atchison, Topeka & Santa Fe railroad for the eight months ending August 1st, were $4,821,500, an increase over the corresponding period last year of 37½%. The Southern Kansas railroad, a branch of the Atchison, Topeka & Santa Fe, for the same period, shows net earnings increased 39½%.
Udall. One of Cowley’s Thriving Little Towns.
Winfield Courier, November 8, 1883. Last Friday the Courier reporter visited the little town of Udall, thirteen miles north of Winfield on the A. T. & S. F. railroad. Having never visited the town, we were surprised at the amount of business being done.
Udall was laid out the spring of 1881 by a town company composed of P. W. Smith, James T. Dale, Geo. A. Jennett, Jas. Chenoweth, Jas. H. Bullene, and Jas. Napier. With the exception of Mr. Bullene, all the members of the town company were farmers and residents of the vicinity. The land on which the town was laid out (40 acres) was purchased of P. W. Smith. Since that time three additions have been added to the original plat—two by E. L. Moffit and two by Lewis Fitzsimmons. From the commencement the infant town had an opponent in the Santa Fe rail-road. They were not given a depot sidetrack or conveniences of any kind. The station was merely a platform alongside the track. In spite of this, the projectors went to work with a will. Every encouragement was offered to persons desiring to locate. Members of the town company put up buildings and soon the few new and scattered houses grew into a prosperous little town. Then began the struggle for a depot and sidetrack, and through the able assistance of Senator Hackney, these things were soon forthcoming. Today the tracks are lined with coal and grain cars and the railroad company is doing a better business than at any station between Winfield and Wichita. There are still many things that the railroad company should do for the town. They need stock yards properly equipped with water and scales and improvements about the depot. The town now has upwards of fifty buildings. Several large new stores are going up. The businesses of the town are well represented. There are four general merchandising stores, two hotels, two hardware stores, two coal yards, one lumber yard, one harness shop, one tin shop, four physicians, one land office, five grain dealers, one barber shop, one restaurant, a millinery store, a photograph gallery, a billiard hall, and a livery stable. The Congregationalist are erecting a neat church at a cost of $2,000. The Baptist are also putting up a church building. The school interests of the town are well looked after. They have a large building with two well furnished rooms. The school is graded and is under the charge of Prof. Campf, with Miss Knickerbocker as assistant. One of the best men for the town is W. B. Norman. He has charge of the town company’s interests and is doing a land and loan business. He has clear business ideas, a wide acquaintance, and exerts every influence that can be brought to bear in favor of Udall. The town is surrounded by a splendid scope of country and the rich valley of the Walnut and Arkansas are tributaries to it. With such advantages it cannot fail to be a good business point.
Santa Fe Earnings.
Arkansas City Traveler, November 14, 1883. The earnings of the Atchison, Topeka and Santa Fe Railroad for the nine months ended October 1 were $5,500,000, an increase of 30-4/10 percent over the corresponding period last year. The net earnings of the Southern Kansas road for the same time were $629,000, an increase of 35-6/10 percent.
Telephones.
Arkansas City Traveler, November 14, 1883. Editorial. Last week we spoke of a number of new telephones to be put in this week, and of the effort to have a line run to Ponca Agency.
In this issue we wish to present the claims of the latter line to the citizens of Arkansas City. It is simply a question of business to the merchants of this city. Mr. P. W. Bossart, superinten-dent of the Kansas division, and who is expected here daily, says that Hunnewell is alive to the importance of connecting the agencies and cattle ranches south of us with some trading point in the state, and is doing her best to raise the necessary funds. Now the town that gives the most assistance to this project is the town that will reap the greatest benefit. The immense advantages thereby resulting to the agency and stockmen are self-evident, and that the Territory people will throw all the trade possible into the city thus reaching out for a closer connection is the only natural conclusion. There is no doubt that Arkansas City can raise more money and receive more support at the hands of Territory residents than any other border town.
Mr. J. H. Sherburne, the trader at Ponca, has offered to give $500 to such an enterprise, and we may safely count on a liberal subscription from the various cattlemen around that section whose business interests are connected with those of Arkansas City. This should be met with a corresponding liberality on the part of our businessmen, which will insure telephonic connection with various points in the Indian Territory. A line to Ponca Agency means connection with Willow Springs, Ponca, Otoe, Nez Perce (and in a very short time, Pawnee), the cattle ranches of such men as Sherburne, A. N. Florer, R. A. Houghton, the Dean boys, and others whose interests are identical with ours, besides the various new instruments which will be ordered for parties in town wishing connection with those points. But we must work for this thing, or Hunnewell will step in ahead of us, and we will see the importance of it too late.
Get this enterprise on a business basis, and the telephone company will doubtless make a proposition to the Territory people by which they may lease the line, have their own central office at Ponca, and manage the business for themselves. This can be done, and it will be done. It is only a question of a very short time. Besides forever holding the trade we already have in this direction, it will bring to our doors a large increase in revenue. Let Arkansas City merchants display their wisdom and business sagacity by taking hold of this enterprise and carrying it to a successful issue.
Denver, Memphis & Atlantic Railway Company Meeting.
Winfield Courier, November 15, 1883. Meeting of the stockholders and directors of the Denver, Memphis & Atlantic Railway Company was held at Topeka November 6, 1883. Elected as a permanent officer (Secretary) was M. L. Read, Winfield, Kansas.
On motion the Secretary was directed to give notice of thirty days for the opening of books at Winfield and Belle Plaine for the subscription of stock.
Communications were read from capitalists, iron manufacturers, and others in the east giving encouraging words to the enterprise.
Rates Cut on Santa Fe.
Winfield Courier, November 15, 1883. Cut Rates Via Atchison, Topeka & Santa Fe Rail-road. Parties expecting to go East will do well to take advantage of present low rates. No change of cars via A. T. & S. F., from Winfield to Kansas City, and direct connection made with all through lines. Call on or address W. J. Kennedy, Agent, A. T. & S. F. Railroad, Win-field, Kansas.
Telephones.
Arkansas City Traveler, November 21, 1883. We were favored with a call last Thursday from P. W. Bossart, superintendent Kansas division, and E. L. Smith, general superintendent of the Misssouri and Kansas Telephone Company. These gentlemen report a lively interest in the new enterprise of running a line from this city to the agencies and cattle ranches south of us, and will use their influence toward securing this much needed convenience.
Dispute over Freight Charges, East and West Road.
Arkansas City Traveler, November 21, 1883. The Telegram some time ago published an article to the effect that the east and west road had increased their charges for freight, whereupon the Topeka Commonwealth took it upon itself to defend the railroad company by denying such a raise. In last week’s Telegram, however, Brother Black produces letters and statements that will be hard to set aside by those interested on the side of the railway corpo-ration. The Telegram has rather the best of the argument, and is making it warm for the K. C. L. & S. K. This complaint has grown pretty general all over the state, and something will have to be done in favor of the people.
Kansas Agent after Santa Fe over Land.
The Caldwell Journal, November 22, 1883.
State Agent Crawford is after the Santa Fe company for 15,160.40 acres of lands in the state which that company claims. He is also endeavoring to have restored to the public domain lands already wrongfully certified to the company, and which the company has sold.
State and Railroad Companies Fixing Freight Rates and Schedules.
Winfield Courier, November 22, 1883.
The State Railroad Commissioners and the freight managers of the several railroads in the state have been having at Topeka several days of conference, for the purpose of fixing by agreement upon freight schedules for the several roads of the state. It seems however that the principal work of the managers has been to try to show that the thing could not be done. They dwell upon “local rates,” “through rates,” “short haul rates,” “long haul rates,” “differ-ential rates,” “commercial rates,” and various other kinds of rates to show that the work is so complex and difficult that to any uninspired being it would be impossible. . . .
The Commissioners started off right in the Beloit decision. If they persist on the same line and move with a little more velocity so as to get through in a reasonable short time, the law is a success and the commissioners are worthy of their trust. If not, then both are failures and the people will attend to the question of maximum rates next election.
It looks too much as though the Commissioners are weakening. Anyway they seem to have allowed the freight managers to fool with them and delay their action far too much.
Rumor that Southern Kansas Railroad Will Add Passenger Train.
Winfield Courier, November 22, 1883. [State News.] It is rumored that the Southern Kansas railroad will put on an extra passenger train between Winfield and Kansas City. The passenger business has increased in the last ten months, until the company find it diffcult to accommodate the traveling public with the present number of trains. The new train will go east from this place late in the evening.
Freight Rates.
Winfield Courier, November 22, 1883. That New Tariff. We said last week that we did not understand the object of the new schedule of freight rates to take effect January 1, 1884, which is posted in the Southern Kansas Depot in this city, unless it was to induce shippers to hurry up their shipments at present rates, and before rates would have to come down.
Agent Branhan informs us that Gen. Agent Hines instructed him that the object is not to advance through rates, but to establish a system of regular rates for short distances between stations, which should be higher than for long distances.
Southern Kansas Freight Train Ran Off Track.
Winfield Courier, November 22, 1883. The freight train due here Tuesday evening on the Southern Kansas road ran off the track near New Salem, which detained the west bound passenger until eight o’clock Wednesday morning. The trouble was caused by a coal car breaking down. No one was hurt.
Santa Fe Railroad Schedules.
Winfield Courier, November 22, 1883.
A. T. & S. F. RAILROAD.
Passenger, going North, 3:14 p.m. Passenger, going South, 12:37 a.m.
Freight, going North, 3:00 a.m. Freight, going South, 7:45 p.m.
K. C., L. & S. K. RAILROAD.
(Going East.)
Passenger No. 2, 5:42 a.m.
Freight No. 12, 7:30 a.m.
Freight No. 28, 10:25 a.m.
(Going West.)
Passenger No. 1, 9:58 p.m.
Freight No. 27, 4:05 p.m.
Freight No. 11, 8:35 p.m.
New Meridian time which is 9 minutes faster than former railroad time and 28 minutes faster than mean time.
Fight with a Desperado.
Caldwell Journal, November 22, 1883. MUSKOGEE, Ind. Ter., November 17. Tonight’s train from the South brought Deputy Marshal Marks and his posse. Hearing that John Greer, a notorious desperado and whiskey peddler, was to be at South Canadian, Marks and posse laid for him. They were in the depot when Greer came on the porch. West ordered him to surrender. Greer jumped under the depot, and as West stepped off, Greer shot him in the leg.
Marks and posse returned the fire, putting five bullets in Greer, who then made a run for a neighboring cornfield, firing with his left hand, his right arm being broken as he ran. After climbing over the fence, he fell, and it is supposed that he is dead before this time. West’s wound is bad, but not fatal.
Denver, Memphis & Atlantic Railroad Company.
Caldwell Journal, November 22, 1883. [From the Wellington Press.] At a meeting of the Denver, Memphis & Atlantic Railroad Company held in Topeka on the 6th inst., J. J. Burns, of Belle Plaine, was elected its first vice-president, and Thos. Donohue, of Belle Plaine, its treasurer. The subscription books of the company were ordered to be opened at Belle Plaine, and that work commence there. It was decided, also, to submit bond propositions all along the line. The company announces that it expects to build 200 miles of road during 1884.
Wellington Seeks St. Louis, Ft. Scott & Wichita Road.
As has been noted elsewhere in these columns, heretofore, a committee consisting of Dr. P. A. Wood, Mayor J. W. Hamilton, and J. Y. Coffman was sent to Fort Scott for the purpose of prevailing upon the St. Louis, Ft. Scott & Wichita railroad to build through Wellington on its route west.
This committee secured a promise that representatives of the company would visit Welling-ton and investigate the facts in the premises. Accordingly, F. Tiernan, president, and E. R. Stewart, a director, of the company, arrived in Wellington last Saturday night and remained until Monday morning, when they went to Argonia and returned to Wellington Monday evening and remained until Tuesday. They are much pleased with Wellington, and asked for a proposition from the people. Monday afternoon a meeting was held in the courthouse, when it was decided to offer them $4,000 per mile through the county. A conference was held Monday night, during which the whole situation was gone over. Of course, no definite arrangements were made, but we feel confident that the line will be built to Wellington, and thus we will have direct commun-ication to St. Louis and Chicago.
Choctaw Council Imposes Act to Prevent Railroads Without Their Authority.
Arkansas City Traveler, November 28, 1883. Among the laws passed at the late session of the Choctaw council was one entitled “An act to prevent the building of railroads and railroad branches without authority from the grand council.”
Colorado City, Texas, Trying to Build Railroad to Indian Territory Line.
Caldwell Journal, November 29, 1883. Mayor Colson returned last Monday from his trip to Colorado City, Texas.
On arriving there he found that the meeting of the stockholders of the San Antonio, Colorado City and K. C. Railroad had been adjourned, owing to the inability of the various committees to report. Mr. Colson says that the people of Colorado City and on the projected road, clear to San Antonio, are enthusiastic over the project, and he feels confident that the road will be built to the Territory line within the next year. There is no doubt but what it will be one of the best paying roads in the West, because it will have control of the immense cattle traffic which must have an outlet to Kansas City, now that it is almost impossible to drive large herds through Texas and across the Indian Territory to shipping points on the south border of Kansas Our people should give the project their assistance, if in no other way by urging upon the Kansas members of Congress to support a bill giving the company a right of way across the Indian Territory to Caldwell. A petition to that effect should be drawn up, signed, and forwarded to our delegation, as soon as it can be definitely ascertained at what point the railroad will strike the Territory on the south line, and its general route through that country.
Santa Fe Officials View Caldwell Stock Yards.
Caldwell Journal, December 13, 1883. About the most important information—to the public of Caldwell—we have to communicate this week is the visit, on Monday, of Messrs. Nickerson, Leeds, and Burgess of the Santa Fe road. They came in on Monday’s train, went over to the stock yards, made a thorough examination, and took the return train for the north.
Our hired man was denied the privilege of interviewing the gentlemen, but from what was said on the outside, he learned that the object of the visit was to make some kind of a calculation relative to the reconstruction and enlargement of the stock yards at this place.
It was intimated that work on improvements would begin at an early day, and that when the yards were finished, they would be the largest, best arranged, and most complete in the State. All this is a consummation devoutly to be wished for, not only by our citizens, but by stockmen on the Cherokee Strip. They have all along preferred to come here to ship. The only reason they have not done so heretofore, is because of the bad construction and inconvenience of the yards.
The Texas Road. Caldwell Wants Santa Fe to Handle.
Caldwell Journal, December 13, 1883. [From Kansas City Live Stock Indicator.]
The Indicator is pleased to observe that the citizens of Caldwell, Kansas, are taking an active interest in the proposed railroad from that city to Colorado City, Texas, as was evinced by the recent visit of Mayor Colson to Colorado City for the purpose of attending the meet-ing of the stockholders. The country which the proposed railroad would pass through has been already explained in the Indicator, and is familiar to western stockmen, who, holding cattle tributary to the proposed route, are anxious to see it built.
To build railroads, as with every other enterprise, requires money, and particularly a railroad which would pass through the Indian Territory and sparsely settled portions of Texas. No subsi-dies from Nation, State, city, or county can be expected except the right of way, and therefore there must be an excellent field for trade presented before capital will be forthcoming in suffi-cient amounts to make the project an assured success.
The citizens of Colorado City, Texas, one of the most enterprising towns of the southwest, took the initiative in this enterprise. They were the first to call a meeting for the purpose of talking the matter over and they are still at work. One town, no matter how enterprising it may be, can do but little either in the way of furnishing sufficient capital or energy and influence to carry the project forward to success.
As has already been stated in the Indicator, what is needed is the active cooperation of the Atchison, Topeka and Santa Fe, the great western stock road, and which is now constructed to Caldwell, Kansas. This is a corporation which is wealthy, well managed, and has the good will of its patrons. Let the right of way through the Indian Territory from Caldwell to the Red River, near Vernon, Wilbarger County, Texas, be secured; and it is safe to say that the road will be built. It is useless to write or talk of disconnected railroad enterprises in these days. This is the era of great railroad systems, and of these western systems the Santa Fe is the most prosperous and the road which can, if it will, make the enterprise successful.
Mayor Colson started up the road last Monday, and before he returns will have an interview with the Santa Fe officials regarding railroad matters in which our town is interested.
Denver, Memphis & Atlantic Narrow Gauge.
Winfield Courier, December 6, 1883. Messrs M. Mercer, President, J. J. Burns, Secretary, and others of the “Denver, Memphis and Atlantic Narrow Gauge Railroad” were in the city last week to consult with our people on the subject.
The road starts for the present at Belle Plaine, in Sumner County, through Winfield, and southeast to Memphis. A large delegation of businessmen met them and talked the matter over. Their project seems to be feasible and the road would be of vast importance to the county if the ideas of its projectors can be carried out.
Winfield Courier, January 3, 1884. The narrow gauge project seems to be resting. If the road can make the east or west connection proposed and will not insist on exhorbitant aid, it is the road we want. Until it can give reasonable assurance on these points, however, we do not think popular enthusiasm will become very much aroused in favor of the enterprise. A narrow gauge road needs a beginning or an end. Without either its benefits are little better than a buckboard line.
State Railroad Commissioners Make Decision Relative Santa Fe Freight Rates.
Winfield Courier, January 10, 1884. Editorial. Messrs. Humphrey and Turner, state railroad commissioners, have issued a very elaborate and most important decision in adjudicating the complaints of the cities of Osage City, Newton, and Great Bend against the A. T. & S. F. railroad for exorbitant charges on freights.
The commissioners fixed maximum rates of freight between the Missouri River termini of the Santa Fe road and each of the three cities above mentioned, called local rates, made a very extensive and elaborate table of maximum distance rates between all intermediate stations for all distances of from five miles up, and as we understand, it applied the general principles of the whole scheme to the whole Santa Fe system within the state.
The Narrow Gauge.
Winfield Courier, January 10, 1884. Editorial. Maj. Hanson and Col. Doniphan were in town Saturday on the narrow gauge business and flattered us by calling on us to argue us into abandoning our position on the conditions which should be included in the proposition to make it worthy of support.
They are able men, but even abler men have called us the past week on the same errand and in every instance we thought we came nearer to convincing the missionary than he us.
Probably the best way to convince us is the course that Mart Robinson has taken for the last three weeks, that is to rent a few columns in the Telegram and fill them with not very flattering eulogisms on the editor of the COURIER, attributing to him many awful things. Feeling as Clark did that it was better to be abused than not to be noticed at all, we have found nothing which we cared to reply to, and we are much obliged to him for spending so much of his valuable time both in writing and talking to everybody he meets in advertising us and soliciting his supposed friends to sit down on us. When he really gets down to business and says something worth noticing, we may unbend and give him another racket, but not now, for we have more important matters in hand. We will merely remark in reply to his statement to the effect that we were waiting to be subsidized, to be bought up, before supporting the narrow gauge proposition that he is one of the men who knew from certain experience in that direction that it is, sometimes, at least impossible to buy us up. We do not apprehend that the great numbers of our friends who think about as we do of the present proposition will fear that we are going to sell out and abandon them. They will not be disappointed who expect us to adhere substantially to the position we have taken and stay with them.
THE MEETING.
Well, a narrow gauge railroad meeting was held at the Brettun House, Saturday morning, and quite a crowd of Winfield men attended. To spike our gun, we suppose, we were chosen chairman, and C. C. Black was made secretary. Maj. Hanson and Col. Doniphan made excellent speeches showing advantages of narrow gauges and this projected one in particular. M. G. Troup made a bright short speech, the only point of which was that we were captions, but M. L. Robinson was the orator of the day and occupied most of the time. The chairman’s views being asked for, he asked the reading of the petition to be circulated or in circulation and then pointed out a great many amendments that should be made to render it worthy of the support of the voters of this county. The parties objected to making any of the changes asked for, stated that they intended and expected to do many of the things asked for, but objected to putting their part of the contract in writing by the side of the part of the county.
The meeting passed the following resolution offered by M. L. Robinson and then adjourned.
Resolved, That, whereas the great needs of Cowley County and Southern Kansas are coal, lumber, wood, posts, lower rates for transportation, and new markets, and believing that the early building of a railroad connecting the systems of a narrow gauge railroad of the south and east with those of Colorado, Utah, and the west, would be of incalcuable benefit to this whole country and to Cowley County in particular putting us at an early day on a through line across the continent. It is therefore the sense of this meeting that it would be for the best interest of Cowley County to aid such an enterprise by voting aid thereto in the sum of one hundred thousand dollars under the laws of the state: one half of said aid to be delivered to said enterprise when the railroad is completed and cars running thereon to Winfield, and balance of such aid to be delivered when the line is completed and the cars running across the county. And we hereby pledge ourselves to support such propositions with our best efforts and that this resolu-tion be published in our city papers and such papers be invited to use their best influence to carry such proposition.
When we entered the meeting we did not know that there was a single man present who sympathized with our views on this question, but Hon. J. McDermott supported us by a short pointed speech and there were about seven or eight noes in the vote on the resolution. After the adjournment some of the most intelligent men in the meeting, men who had been supporting the proposition heartily as it is, came to us and told us our position was right, said they would be with us, and would oppose the bonds unless substantially the amendments we demanded were made. We are satisfied from what we have heard through the county that in its present cut-throat form, the proposition would be snowed under by an overwhelming majority; but that if placed in the form we recommended, it would be carried.
Mind we do not consider the COURIER the leader in this matter. It is the mouthpiece of the sentiments of the people generally as we believe and as expressed to us by many. We give them such facts as we have learned by rubbing against railroad builders. They draw the conclusions and any sensible man should know what they will be.
The Railroad Issue.
Winfield Courier, January 10, 1884.
The Kansas City Journal takes issue with the Kansas State Railroad Commissioners in their expressed opinions that the railroads should not be allowed to charge so high rates of freight as to be able to raise a surplus over all expenses, repairs, rents of leased lines, interest on indebtedness, and six percent dividends on capital stock, to expend in building new roads and extensions and asks if the people of Kansas have all the railroads they want and why such surplus should not be applied in that way?
We answer that no railroad company is going to build a new railroad or extension unless it is believed that it will be a good investment whether using new capital or the surplus earnings of some older road and in case it promises to be a good investment, the means can be raised in the usual way just as well. The using surplus earnings to build extensions is adding to the property held by the stockholders and is equivalent to a dividend on the stock. The company might just as well do as they would otherwise do, declare larger cash dividends on the stock, thus raising the dividends from six up to ten, twenty, or thirty percent as the case may be.
On the other hand we take issue with the commissioners in their apparent admission that a road ought to be allowed to charge high enough rates to pay all expenses, repairs, wear and tear, new rolling stock, rents of leased roads, interest on all indebtedness however great, and six percent dividends on all stock though five-sixths of it may be water. We should say that the rates of freight and fares should be limited to figures only sufficient to pay running expenses, such repairs and additions as will keep up the value of the property, and an amount to pay interest on bonds and dividends on stock which together would make a fair dividend on the actual cost of the road. But a road that cost only thirty millions of bonds and in addition pays six percent dividend on sixty millions of stock, for this would be paying 18 percent interest or dividend on the cost of the road.
According to the figures given commissioners by the Santa Fe road company, it appears that road had last year a surplus of two or three millions after paying interest on some thirty millions of debt and six percent dividends on fifty-six millions of stock. A part of this surplus was expended in building extensions. The commissioners decide that this surplus should be given to the patrons of the road by a reduction in the rates of freight which is correct as far as it goes.
Building of Railroads by California Partners.
Winfield Courier, January 10, 1884. Twenty years ago C. P. Huntington and Mark Hop-kins were partners in the hardware business in Sacramento, California. In the same city Leland Stanford was an oil merchant, Charles Crocker was a noted dry goods dealer, and Judge Crocker was a lawyer of small means.
In 1861, these five men, with fifteen or sixteen others, formed a corporation for the purpose of building the Central Pacific railroad. The united fortunes of the incorporators at that time did not amount to more than $120,800. These men, with others, formed a railroad company and got certain subsidy bills through congress. No subsidy could be obtained till twenty miles of the road had been built. The state of California was induced to guarantee the bonds of the company; these bonds were sold, and the money used to build the twenty miles. When this was done the five men froze or bought out the other stockholders. The five men then, as directors of the Central Pacific, made a contract with themselves, as the credit and finance company, to build the Central Pacific road, giving therefor $27,000,000 of government bonds (which they reserved as a subsidy); $27,000,000 of the company’s first mortgage bonds; and about $8,000,000 of land bonds, which they issued on their grants. This, of course, came piecemeal as work was done, but the above sum, together with about $27,000,000 more of bonds on unsubsidized roads which the company bought, were paid to the credit and finance company for building the road. Lest some trouble should arise because of this scheme, the stockholders held a meeting, and fully endorsed the action of the directors; that is, the five men named met and endorsed their own action in making a contract with themselves.
Out of the surplus which they made, after declaring 8 percent dividend on $54,000,000 of stock, these men bought all other railroads in California, all the river and bay steamers, and the horse car lines in San Francisco, established a mail line to China, built the Southern Pacific rail-road, which they stocked and bonded for $96,000 a mile, although it did not cost, at the outside, more than $30,000 a mile, and built palaces in city and country, which did not cost, for all of them, less than $10,000,000. The earnings of their road last year were about $25,000,000. The assets of these men, as stated in their annual report, exceed $200,000,000. The original investment, twenty-two years ago, was $11,500. Atchison Champion.
Southern Kansas Railway.
Winfield Courier, January 10, 1884. This Company is now offering unequalled advan-tages to the Land Seeker; in addition to other privileges, give patrons facilities for examining the well improved Lands of Southern and Southeastern Kansas, heretofore unequalled.
They have placed a ticket in the Kansas City office (opposite Union Depot) to be known as the “Grand Circuit Ticket.” Holders of Land Explorers Tickets, reading via our line to Indepen-dence or Harper and return can exchange them at our Kansas City office for the Grand Circuit Ticket on payment of $5.00 additional. These tickets will take passengers to Winfield or Well-ington via our line and return via Atchison, Topeka & Santa Fe R. R., passing through the finest portion of Kansas for Fruit, Grain, and Stock Raising, with privilege of stopping off at almost any station on our line on the Santa Fe, on margin of the ticket.
Yours truly, S. B. HYNES, General Passenger Agent.
We had a pleasant call yesterday from Geo. L. McDonaugh, traveling agent of the South-ern Kansas Railway. By the way, the Southern Kansas R. R. Co. is doing more to induce immigration to this part of the State, by the publication of the Southern Kansan, than any other agency in the west. Mr. McDonaugh’s object in visiting here was to secure cuts of our church and school buildings for insertion in the next issue of their paper.
Denver, Memphis & Atlantic.
Arkansas City Traveler, January 16, 1884. “Denver, Memphis & Atlantic.” That sounds big enough for a railroad to the moon. It must be a pretty bilious railroad proposition which, with Winfield as its main point in Cowley County, fails to bring to it the united support of our modest county seat businessmen; but it seems that the road to run from Denver to the Everglades of Florida, by way of Winfield and Memphis, is going to be seriously hampered in its march of progress by the opposition of Brother Millington, of the Courier.
To the surprise of a few of the Shylocks of Winfield, Brother Millington has most incontinently “sat down” on this new long felt want—this air line from Pike’s Peak to the home of the alligator—and stubbornly refuses to be “fixed.” The proposition is a most plausible one—$100,000 in bonds to a narrow gauge road: $50,000 when the road reaches Winfield, and the other $50,000 as soon as the road reaches some other point—or hole. No reasonable man should object to such a proposition. It is very plain: Winfield wants another road, and of course the county should put up for it without grumbling. Yet Brother Millington is perverse, and inclined to be honest with the farmers in this matter—so much so that the prime movers are unable to buy him off or coax him into the support of such a swindling scheme. We have a lingering suspicion that some of those men will find out that Mr. Millington and the Courier are able to look out for themselves, besides making it somewhat sultry for those honorable gentle-men fathering this new scheme.
No petitions have been sent down in this part of the county yet. They probably think we know how to vote on these little questions without the aid of printed instructions. If there is anything we like to do in this neck of the woods, it is to vote on railroad propositions, and there are about 1,200 or 1,400 votes in this neighborhood all loaded and pointed in the same direction. We generally vote pretty solidly down here—not always in the affirmative though.
Denver, Memphis and Atlantic Railroad.
Arkansas City Traveler, January 16, 1884. The Cambridge News came out last week loaded with a railroad project—this time from the northwest to the southeast corner of the county, and selling under the unassuming title of the Denver, Memphis and Atlantic railroad. When we learn the opinion of the dear people on the shores of the Atlantic concerning this gigantic project, we will be better able to judge of its ultimate success.
Missouri, Winfield & Southwestern Railroad Company Liquidated.
Arkansas City Traveler, January 16, 1884.
Wonder if any of the Missouri, Winfield & Southwestern officials are connected with the new gigantic enterprise from Denver, through Winfield and Memphis, to the Atlantic ocean? Considering the great alacrity with which the former company liquidated the claims against it, we would like to do some more work for a railroad having Winfield as its pivotal point.
Rumors of New Railroad from Arkansas City, Kansas, to Van Buren, Arkansas.
Arkansas City Traveler, January 16, 1884. Authentic rumor has reached us that engineers are staking out the route for a new railroad from Arkansas City, Kansas, to Van Buren, Arkansas, to connect with the “Valley Route” road. Work is expected to be commenced by March 1, and pushed right through. Van Buren (Arkansas) Argus.
Engineer Finley’s Widow Wins Suit Against Southern Kansas Railroad.
Winfield Courier, January 17, 1884. Last Tuesday Mrs. Howard Finley, wife of engineer Finley, was appointed administratrix of the estate and guardian of the children and filed a suit in the District Court against the Southern Kansas railroad for five thousand dollars damages. The road through its attorney, Senator Hackney, immediately confessed judgment and paid the amount. The whole business did not occupy more than two hours.
Mart L. Robinson’s “Narrow Gauge.”
Winfield Courier, January 17, 1884. One of the best things at the masquerade ball was a crowd of jolly Irish Paddies with shovels, pipes, et cetera, all rigged out as first-class specimens of the average railroad dirt-shoveler. They were tabbed, “M. L.’s Narrow Gauge.”
Newton Farmers Approve Freight Rate Action by Commissioners.
Arkansas City Traveler, Wednesday, January 23, 1884. At a meeting of representative farmers at Newton on Saturday last, resolutions were passed approving the action of the railroad commissioners in reducing freight rates on the Santa Fe railroad, and urging that they stand by their original decision. The feeling is earnest and unanimous that the decision is just and fair, and that the people in the eastern part of the state who have been favored with specially low rates in the past are pursuing a very selfish course in criticizing the decision the railroad commissioners made.
County Commissioners Call for Election on Narrow Gauge Railroad.
Arkansas City Traveler, Wednesday, January 23, 1884. The county commissioners have called an election on the narrow gauge railroad proposition, the same to be held March 11th.
The rottenness of this scheme is plainly shown in an article from the Winfield Courier in another column, which should be read with care by every voter in the county. It has absolutely no redeeming features to commend it to the support of the people. For this reason Bro. Millington opposes it. His opposition is honest, and will carry a great deal of weight throughout the county. Of course, they do not expect the TRAVELER and the southern portion of Cowley County to aid in voting bonds to such a road, in which view they will not be very seriously disappointed. Leaving aside the evident intent to strike a blow at the prosperity of this end of the county, whose growth the past year has excited considerable jealousy in the bosoms of our county seat neighbors, this proposition is utterly devoid of plausible grounds for support.
The talk of running a narrow gauge road from Denver to Memphis is all moonshine— something no one believes and but few unprincipled men pretend to believe. Yet there will be a strong fight made to carry this proposition, and if we want to defeat it we must work, and work hard. We will go more into particulars upon this question next week, and keep the weak points of this foundling railroad before our people.
The Narrow Gauge Proposition.
Arkansas City Traveler, Wednesday, January 23, 1884. Editorial Page.
[Note: The Traveler reprinted an editorial by Mr. D. A. Millington, in the January 17, 1884, issue of the Winfield Courier. This was highly unusual. MAW]
Last Tuesday the narrow gauge railroad petition was presented, and there appearing to be about 1,400 names attached said to be resident taxpayers, and the commissioners’ estimate of the number of resident taxpayers in the county being 2,500, the commissioners had no doubt that a close investigation, which might take two weeks to complete, would show that they were compelled by law to call the election, they decided to call the election for March 11th.
We are in favor of any new railroad which presents a fair, honest scheme containing all the provisions and limitations needed to protect the county. We are particularly desirous of a road which will give our friends southeast of here railroad connection with Winfield and with the outside world. While we would support any reasonable scheme to that end, we are unalterably opposed to the narrow gauge proposition as presented. If the road can be built at all, which is doubtful, it can be built through our county by the aid of $2,000 per mile completed and in operation, limited to $80,000 through the county, and these are limitations which must be conceded in the proposition. If it were a standard gauge, it would be nearly twice as much advantage to our county, but in that case no one would think of voting to it more than $3,000 per mile. The cost of building a narrow gauge is not more than 60 percent of the cost of a standard gauge, and 60 percent of $3,000 is $1,800; therefore, $1,800 per mile should be the limit to be voted to any narrow gauge and we have concluded $200 per mile too much.
In the next place, the proposition should provide that no bonds should be issued until their continuous line of same gauge road is completed and in operation from another system of roads of the same gauge into this county. A little snatch of narrow gauge road from Belle Plaine to Winfield or even to Cedarvale would be very little use to any part of the county, and the proposi-tion now provides distinctly that $50,000 of the county bonds shall issue when the road is built from the west county line to Winfield (not over ten miles), and another $50,000 when built from Winfield to the east line of the county, but has no condition that it shall ever be built further. But, they say, they are businessmen, and of course they expect to build to another narrow gauge system, or they would not otherwise undertake it. We answer, then put it into the proposition as a part of the contract. A written contract is good for only what it expresses, and verbal agreements not in writing are valueless. So when a sharp businessman doesn’t want to perform his part of a contract, he keeps it out of the writing. Therefore, when a party objects to putting all the stipulations on his part in the writing, it raises the presumption of fraudulent intent.
Then our experience in this county shows that it is necessary to limit in the proposition the issue by the company of both stock and mortgage bonds in order to prevent the stock taken by the county from being frozen out. We had some limitation in the K. C. L. & S. K. and the result was, we were able to sell our stock at 68 cents on the dollar. Had the limitations been still lower to a reasonable point, our stock would have sold at par and might have canceled the bonds. In the C. S. & F. S. case we got a limit of $10,000 per mile on the issue of mortgage bonds, but no limits on the issue of stock, so our $128,000 stock in that road is not worth a “row of pins.”
We have never accepted a railroad proposition in this county as first presented, but have always got such concessions as we demanded, except in the case of the C. S. & F. S., and then we got large concessions, but were too scarey for fear we would not get a road at all to hold out for as good terms as we might have had.
Now we ought to profit by our experience and either reject at once or oppose any or all propositions until they contain everything which is needed to protect the county and its citizens, and until its demands from the county are reduced to reasonable figures.
Another total omission in the petition is that it ties the county and the $100,000 bonds up to the railroad company forever whether the road is built or not.
The company agree to build the road and to do it in a certain limited time, too short to make it probable that it could possibly be built in the time, but there is no forfeiture provided in the proposition. Whenever the road is built from the county line to Winfield, the company is entitled to $50,000 of our bonds, and when built to the opposite line of the county, it is entitled to the other $50,000, though not a stroke of work should be done toward building the road for a hundred years.
The obvious intention in drawing that petition was to deceive.
“We have in the past ten years seen several cut-throat railroad propositions, but this is at all odds the worst we ever saw.” Winfield Courier.
The Narrow Gauge Railroad Proposition.
Winfield Courier, January 24, 1884. Editorial. On Tuesday of this week we were honored by a delegation consisting of J. W. Curns, A. H. Doane, Wm. Moore, and D. L. Kretsinger, who in a pleasant, gentlemanly, and earnest manner, presented us with the following petition.
“To Mr. D. A. Millington, Editor of the Courier, Winfield, Kansas: DEAR SIR: In your rep-resentative capacity as the Editor of one of the great newspapers of the county, and one of Winfield’s own papers, we desire to, in friendly manner, call your attention to the D. M. & A. narrow gauge railroad proposition. In our opinion, as residents and businessmen of Winfield, the proposition is one full of advantage to the city and County, and is in great danger of being lost to us, unless it receives the unanimous support of the Citizens of this town. In our humble belief the opposition of the Courier is liable to defeat the measure and thereby deprive Winfield of that which will make us one of the most important cities in the State. We therefore, as citizens of Winfield, earnestly and respectfully request you to reconsider the matter and withdraw your opposition to a scheme which as we verily believe is fraught with vital interest to us all.”
The petition is signed by the above named gentlemen and others amounting to 140 names. Among the names we find those of fully one half of the intelligent businessmen of the city and of many others whom we well know and highly respect. It is couched in courteous language, presented in a courteous way, and is entitled to courteous treatment and respectful consideration from us and such it shall have.
We cordially thank the gentlemen for their kind consideration and the high compliment their petition implies. We assure them that we hold their views in high respect and it would give us much pleasure to be able to agree with them in all matters in which the interest of this city and county are involved. We are always sufficiently ready to yield our own views and fall in with public opinion, particularly in cases when a measure is before us in which each of our neighbors has the same interest which we have and all be benefited or injured alike. It is a mistake to say that a newspaper is the leader of public opinion. A live newspaper is rather the exponent of pub-lic opinion and is necessarily led and influenced in its opinions and course by the pressure of surrounding sentiment and the opinions of its patrons. Granting for the sake of the argument that in a case like the present, we ought to yield to public sentiment, the general appearance is, that here among our business and leading men the sentiment pro and con is nearly equally divided and in the county outside of this city the sentiment appears to us to be overwhelmingly against the proposition as it now stands.
In the petition the names of about 25 of the prominent businessmen and firms are conspic-uous for their absence, and likewise the names of some 40 or 50 other prominent men of this city do not appear. Of course, 140 names is a very small minority of the taxpayers and electors of this city. It may justly be said that many more names could have been added to the petition had sufficient time been taken, including others of the leading businessmen. On the other hand, there are many names of persons on the petition whom we do not know, some who have called on us telling us that our course was the right course, and doubtless many who would as readily have signed a contrary petition had it been presented. The fact is that there are so many persons who cannot say no when urged by a friend to sign a petition that petitions cannot be relied upon as any indication of public sentiment.
We shall continue to believe that public sentiment is against this railroad proposition as it now stands, until it is demonstrated at the polls that we were mistaken. But we do not admit that a newspaper man is ever excusable in yielding his judgment on matters of public importance to public sentiment. It is his duty to look carefully into all projects of a public nature for his locality, to thoroughly inform himself so as to form the most correct conclusions he is capable of, and then give the facts and his conclusions and opinions to his readers, fully, honestly, and fairly, unprejudiced by the opinions or influence of others. We think this matter is so important to our patrons that it is an imperative duty on us to take such a course and we shall try to do our duty in this matter.
John I. Blair. Successful Entrepreneur.
Winfield Courier, January 24, 1884. John I. Blair is a cousin of the President of the Farmers Bank in Winfield. He is a resident of Blairstown, New Jersey, and has a reputation for business ability and integrity second to none. Bradstreet reports him to be worth fifteen to twenty millions of dollars. The Newark Advertiser contains the following letter from him, written to a friend in Newark without imagining that it might be published, but the friend thought it contained a lesson which would be useful and handed it over to the Advertiser.
I have just returned from a ninety-nine days’ trip in the old world. I have resided at this place nearly sixty-five years. I came here poor, worth $500, earned mainly by clerking at a small salary. The first year I received victual and clothing; the second year $25. I clerked for seven years and then went into business here with my cousin, John Blair, Esq., who died the second year after being elected to the Legislature. He was my partner for two years, but he gave no attention to the business and I attended to it all. After that I started alone. I was under age all this time, but the public did not know it, and there was never but one person who ever took the advantage of this fact.
I was a merchant forty years and once had five stores. I have dealt in about everything, cotton manufacturies, iron, steel, coal, railroads, banking, farming, milling, and largely in Western land. I laid out my own town and have earned and got about two million acres of land. I am the only living original Director of continuous service of the Delaware, Lackawanna and Western and Warren Railroads, and it was through me that they got through. I am still the main pillar in the building of railroads in Iowa and Nebraska, and we have just finished one railroad bridge across the Missouri River at Blair, Nebraska, twenty-five miles above Omaha. It cost a million dollars and I think it is the best railroad bridge on the Missouri.
I have given for benevolent purposes, colleges, schools, churches, etc., over a half million dollars. I neither smoke, chew, nor use spirituous liquor, live plain, but well, and provide well to make my family happy.
My ancestors came to this country from Scotland about 1829 to aid in establishing civil and religious liberty, and they were among the means of establishing Princeton College. John Blair was Vice President and a professor; Samuel Blair was chosen President, but resigned for Doctor Witherspoon, one of the signers of the Declaration of Independence.
I have lived a very industrious life and have always attended church. Our family was very numerous in this country years ago and at one time had ten or twelve stores in this and adjoining counties. My father owned the Brown Brook property above Belvidere, and it was in the family one hundred years.
I have always been a fair dealer and took no mean advantages of any man.
This is a short history of some of my life. You see what can be done by industry.
Inter-state Commerce.
Winfield Courier, January 24, 1884. Wilson of Iowa introduced in the senate a bill to establish a board of inter-state commerce. It provides for a board of commissioners, to be appointed by the president as a bureau of the department of the Interior, the commissioners to be five in number, with terms of two, four, six, eight, and ten years, respectively, the successor of each to hold office for ten years, one of such commissioners to be experienced in law, one in civil engineering, one in the management of railways, one in agricultural industry, one in manufacturing industry, the salary of each commissioner to be $7,000.
The duties of the board will be the consideration and investigation of all questions relating to commerce between states or between the United States and foreign countries, especially matters of transportation, and as far as necessary establish a just system of regulations for the government of the same. It is to make a report to congress not later than the first of December, together with a draft of a bill embodying a just comprehension of a code of regulations of trans-portations among the states, which shall embrace a provision fixing maximum rates, and the preservation of free competition within the limits fixed for the prohibition of discriminations of every kind whatsoever, and for applying the same principles and to charge all persons and cor-porations alike for the preservation and enforcement of the rights of shippers and elect lines and parts of lines over which shipments shall pass. Whenever in the judgment of the board it shall appear that a transportation company has violated provisions of the law, it shall give the company notice in writing, and if after such notice, the violation shall continue, it shall forthwith present the facts to the attorney general, who shall institute proceedings against the company, as authorized by law. The bill prohibits discrimination by the transportation companies against any shipper, and provides a penalty of not less than $1,000 for each offense, to be recovered by action, on information of any party having knowledge of the facts, which action shall be brought before the United States court, or any district court, one-half of the penalty recovered to go to the party damaged by the alleged violation of the law.
Santa Fe’s Montezuma Hotel Destroyed by Fire.
Winfield Courier, January 24, 1884. A private dispatch was received January 17th, that the Montezuma hotel at Hot Springs, Las Vegas, New Mexico, had been destroyed by fire together with its contents. The fire originated in the cellar of the building, which cut off the water supply before anything could be done. This hotel was one of the finest in the west and belonged to the Santa Fe railroad company.
Narrow Gauge Railroad.
Arkansas City Traveler, Wednesday, January 30, 1884.
Denver, Memphis, Atlantic, etc. There is probably very little absolute faith among the mass of Cowley County’s voters in the ultimate construction or operation of the above named railroad. And whatever little faith there may be in this proposition, we are satisfied lies only in those who know nothing of the inside workings of the scheme.
It is a road of which you can hear nothing further west than Belle Plaine, Sumner County, and its direct route after leaving Winfield (supposing for a minute that it even gets headed in that direction) is something of which its projectors are lamentably ignorant. The reason for this ignorance on this question is due to the fact that they never for a moment contemplated being questioned too closely on these points of minor importance; but confidently expected that their distinguished names would be a sufficient guaranty for all apparent shortcomings in the proposition.
As an illustration of the dim uncertainty connected with this road and its operations after leaving Belle Plaine and Winfield, we produce a conversation between a resident of Arkansas City, and M. L. Robinson, of Winfield, the head pusher for the road and the man doing all the heavy editorial work for the two papers supporting the proposition.
To a question as to the road’s starting point, Mr. Robinson very briskly replied: “It comes in at the northeast corner of the county and runs direct to Winfield.”
“Where does it go from Winfield, Mart?”
“Oh, we run through Dexter and then sort o’ southeast through the south tier of counties to Joplin, Missouri.”
“To Joplin, Mart?”
“Yes, we shall run it to Joplin,” says the Winfield railroad magnate, while he complacently figured on his thumb nail the interest on the last overdue note brought up.
“Well, where do you go from Joplin, Mart?”
“From Joplin?” “Yes—well from Joplin we—that is, it is the intention—the company will build to Memphis, you know—down in Tennessee, you see.” Here Mart warmed up to the subject and launched out in the following glowing strain: “We strike the White River, one of the most beautiful streams, my dear friend, in this country. Its limpid waters dance merrily through fertile fields; through valleys yielding abundant harvests to the grateful, sterling yeomanry drawing sustenance therefrom; through ‘boundless contiguity of shade’ and broad meadows. We follow this lovely river down to its mouth, to Memphis, the empire city of the South, whose fame, you know, was taken from the ancient Grecian temple of the Good God. At Mem—”
“To the mouth of White River, did you say, Mart?”
“Yes, The advant—”
“But, I say, Mart, it doesn’t make any material difference if the White River happens to empty into the Mississippi at Rosedale, Mississippi, some ninety miles below Memphis, does it? You see, Mart, I used to live there. Then, Mart, you know that the White River, where this road contemplates striking it, makes a regular ox bow curve to the north, running up to Forsythe, Missouri, and to follow this beautiful valley would require the building of about 300 miles of unnecessary track. Then—”
But Mart looked a little blank, and said he guessed they wouldn’t build it that way.
Now if Mr. Robinson don’t know any more about this road than we are to infer from the above conversation, he certainly possesses a goodly quantity of what is commonly called cheek when he asks the people of Cowley to vote him $100,000 for it. It is simply a scheme got up by Read’s bank and a few others, utterly devoid of good reasons for support, and should be buried out of sight and sound. Mr. Robinson furnishes the Telegram and Cambridge News with their railroad jubulum, and they swallow it because they are told to do so.
Mr. Millington’s opposition speaks louder than anything else, for it is quite reasonable to suppose that he would favor any honest project having for its aim the advancement of Winfield’s prosperity. Let the honest voters of this county look to it that such a palpable fraud as this re-ceives the rebuke it merits.
Bill Introduced to Build Southern Kansas Railway through Indian Territory.
Canvass Made of Committee on Indian Affairs.
Arkansas City Traveler, Wednesday, January 30, 1884.
Washington, Jan. 15. The bill of Senator Ingalls introduced last week to grant a right-of-way through the Indian Territory to the Southern Kansas Railway company having been referred to the committee on Indian affairs, a canvass of the members of that committee has been made on the subject of opening up the territory to railroads, with the following result.
Senator Slater says he has always believed in railroads being permitted to run through the territory as the best means of civilizing the Indians.
Senator Cameron believes that railroads should have that privilege.
Chairman Dawes thinks that as far as the five nations are concerned, they are far enough advanced in civilization to be able to decide for themselves on the subject, and he is in favor of leaving the matter to them. As for himself, he favored the idea.
Senator Coke, while ready to do full justice to the Indians on all points, would join in any movement looking to the opening of the territory. The latter, he said, was of vital importance to Texas, and although he would agree to submit the question to the Indians, yet if they failed to give their consent, he thought for their own good they ought to be forced to yield.
Bowen of Colorado was in favor of the bill, as was Mr. Gorman of Maryland. Mr. Harrison of Indiana and Mr. Walker were not seen. It thus appears that a majority of the committee is favorable to giving railroads the right-of-way through the territory.
Ingersoll, Santa Fe Agent, Has Visitor.
Arkansas City Traveler, January 30, 1884. W. W. Bigelow, of Chicago, brother-in-law of our genial Santa Fe agent, Mr. Ingersoll, spent last Sunday in the “city of surprise.”
Santa Fe Engine No. 202 Off the Track.
Arkansas City Traveler, January 30, 1884.
On last Monday afternoon engine No. 202 was taken down to gravel beds on the Walnut to pull out some cars. Owing to the crookedness of the track, in coming out of the pit, the engine climbed a rail, and in letting it back, it dropped on to the ties. Another engine was telegraphed for to take out the regular passenger train, and all hands set to work to repair the accident. No damage was done save the inconvenience caused by the delay, the passenger train leaving about 5 p.m., some two hours and a half late.
Major Jo Hansen, General Supt., Denver, Memphis & Atlantic.
Arkansas City Traveler, January 30, 1884. Major Jo Hansen rode from Winfield to Dexter on the afternoon of January 3. At 11 o’clock that night he started back to Winfield. It was bitter cold. The air, as it went into one’s lungs, seemed charged with small needles of ice. Yet the major made the trip, though it seems almost impossible for mortal man to have accomplished it without freezing. And this man is the general superintendent of the Denver, Memphis & Atlantic. Can anyone think, even for a moment, that a man endowed with such grit will fail in his attempt to build a road, and after it is built, make it a success? A man endowed with such endurance is almost more than mortal. With such men at the head of the enterprise, it cannot but succeed. Cambridge News.
Is that so? It is barely possible that the immortal “Major Jo Hansen” is a trifle more inter-ested in the success of this scheme than are some of Cowley’s voters with more of the common sense peculiar to mortals stowed away in their bodies. “Major Mart Robinson” might also have been prevailed upon to brave those wintry blasts in the furtherance of this gigantic enterprise.
Series of Letters Relative to Narrow Gauge Railroad Proposition.
Arkansas City Traveler, January 30, 1884. A communication to the Telegram from “Southeast Cowley” (a rather indefinite locality), with the logic of vituperation proceeds to make a personal fight on Mr. Millington.
It bears the sign manual of a Winfield financier, however, in the pretended knowledge of Mr. Millington’s private affairs. This is a poor way to carry a railroad proposition. And then it is a game at which two can play. It is barely possible that some of these railroad builders may have had some transactions in Misssouri and elsewhere which they would not care to have ventilated through the public press. You see, there are lots of glass houses in Cowley County.
“The Arkansas City TRAVELER hints at a new road from that place to Van Buren, Ark. Of course, it will need bonds. When Arkansas City bobs up serenely with a proposition to vote bonds for her road, remember the statements of her papers in regard to the Denver, Memphis and Atlantic.” Cambridge News.
Traveler: “Why, you poor blind Missouri idiot, did you ever hear of a county voting bonds to aid in building a road through the Indian Territory? Then, as you are young and tender, and have only been out of the soporific atmosphere of Missouri a few short months, we will inform you that the bonds have already been voted for a road to the state line, and will be issued whenever the Santa Fe reaches the south part of the county—and it will be the first road there. Mart Robinson forgot to coach his Cambridge infant on some of the past railroad history of this county. Probably Mart will also forget to tell his foundlings just how eager he and his friends were for the Emporia narrow gauge a few years ago.”
Traveler: “The Winfield men begin to see that their railroad proposition is most surely defeated—not worth the paper it is printed on—and last week a committee waited upon Mr. Millington requesting him to withdraw his opposition to the scheme and work in its favor. Bro. Millington does not intend to be turned from the right course in this matter, however, and all the aid they get from the Courier for this narrow line to the swamps they can very con-veniently put in their eyes.”
Burden Enterprise: “We notice that the Cambridge News favors the proposed narrow gauge scheme. We have our argument in favor of the road all written up. It was sent us from Winfield several weeks since; but life is too short to fool away much time on a scheme that may benefit only a few men who are directly interested.”
Winfield Courier: “Is it possible that Cowley’s embryotic railroad magnate has established a ‘literary bureau?’”
The Narrow Gauge.
Winfield Courier, January 31, 1884.
“Do you think people are fools?” Telegram.
Well, yes, some are. Take a square look at your mirror and deny it, if you can. He who expects to convince the people who have known us and our work for the thirteen and a half years we have been in Winfield, that we have always opposed everything that would advance the interests of this city and county, or that we have not been fully as radical and persistent in advancing and advocating railroad projects and other schemes of progress as was safe for the city and county, is, we think, one of them.
The Telegram of last week devotes five and a half columns to the advocacy of the present narrow gauge proposition. It devotes much of that space to false statements concerning our record and to make it appear that we are a worthless, dangerous citizen. Its language and ideas on this head are not original, but evidently furnished by the “boss schemer” who heads the “literary bureau” and therefore we attribute to the folly, rather than the mendacity of the Telegram.
But whether we are a good or a bad citizen, whether we are an “old fogy,” or a radical, has nothing to do with the question in controversy and therefore we will not be put on the defensive on this connection.
The only questions are: Is the proposition before us a fair proposition? Will it be to the advantage of this county to vote these bonds on the proposition as submitted? Does the proposi-tion secure any sufficient good to the county? Ought any such proposition ever to be accepted by this or any other county?
In answering these questions, our personal character has nothing to do with it.
The balance of the Telegram space is devoted to statements to show what great benefit would accrue to this county by the construction and operation of a narrow gauge road from Denver to Memphis, connecting at Colorado Springs with the Colorado narrow gauge system, and furnishing a direct market for our produce west; connecting with the St. Louis & Texas narrow gauge system and the projected St. Jo. & Texarkana narrow gauge (a road not as near completion as this D. M. & A.); and making a southern market for our produce at Memphis; and connecting with the Arkansas forests and coal fields, giving us cheap lumber and coal.
All this is admitted. We have no controversy on these points. We are as anxious for such a road as can be the most enthusiastic Telegram man. We would do more work, spend more money, sacrifice more than the whole Telegram outfit, to secure such a road, and we believe no one doubts it who knows its and our record of the past.
But when we support and vote for such a proposition, nominally to that end, we want some reasonable guaranties that it will reach that end in a reasonable time or that the bonds we vote shall not be issued but be forfeited. We want some reasonable guaranty that the company shall not get the bonds without building the road.
The proposition before us affords us no such guaranty. If it had been got up by sharpers for the only purpose of swindling Cowley County out of $100,000 of its bonds without giving any valuable equivalent, it could not have been better worded for its purpose.
1. The proposition does not state what kind of a road or how constructed. The name of the company contains the words “narrow gauge” and this is all. Should the proposition be voted and afterward the company lay cottonwood cordwood along the ground for ties, without grading, and then spike thereon 2 x 4 pine scantling for rails, from the west line of this county to Winfield, not more than twelve and a half miles, making the cheapest kind of trestle work for a bridge across the Walnut, and run thereon a cheap engine and a dirt car, they would be entitled to $50,000 of Cowley’s bonds under the proposition, and would get them.
Then they could take up their scantling and cordwood and sell them, making probably $40,000 net in the operation, and quit the building. Such things have been done and we say the proposition looks as though that was the intention. If it is otherwise and the company do not want the bonds until they have built a first class road in every respect, of three-feet gauge, with 46 pound steel rails, first class ties, well graded, etc., they would not refuse to put a clause in the proposition, stating that no bonds shall be issued until such road is built.
2. Under the proposition, should the company build such a cheap road through the county from the west line near the northwest corner to the east line near the southeast corner, it will be entitled to the $100,000 of county bonds, though never another mile of the road either eastward or westward from the county should ever be built. Such road would be of no value to the county and even if a first class road would be almost worthless, affording no connections and no mar-kets. If the company do not want the bonds unless they build from some other narrow gauge connection or from the lumber or coal regions of Arkansas to this county, they would not refuse to put a clause in the proposition stating that no bonds shall be issued until such connection is made by their continuous road of same class and gauge.
3. The proposition contains no limit of time in which the road must be built in order to be entitled to the bonds. It states that the road shall be completed and in operation from the county line to Winfield by January 1, 1885, and through the county by October 1, 1885, and provides that whenever it is built, the bonds shall be issued. If the road is built through the county, in a hundred years, the company will be entitled to the $100,000 bonds under the proposition. If the company do not want the bonds unless the road is built in the time named, they will not refuse to provide in the proposition that no bonds shall be issued unless the road through the county is completed and in operation in the time named.
4. While it may be possible that some kind of a cheap road might be built through this county in the time named, it is certainly impossible that in the next twenty months a first class narrow gauge road could be built from some other narrow gauge connection through this county or from the timber and coal lands of Arkansas. The distance would not be less than 250 miles to the coal and timber lands and not less than 400 miles to another narrow gauge connection. Much stress is laid on the connection at Joplin with the St. Jo., Joplin & Texarkana narrow gauge, but that is not built yet and really is not so far along toward commencing building as this D. M. & A.
Now we are willing to give them any reasonable time to make these connections. We told them in the outset that the time they proposed was too short that they could not possibly do the work in the time named. We thought three years from such connection to and through the county would be plenty short time enough, but we wanted the time named when there would be a forfeiture of the bonds if the road was not then completed and in operation from such connection to and through our county. They refused to make such concession. If they had not wanted the bonds unless such connection was made in a reasonable time named, they would not have refused to take such reasonable time and provide that no bonds should be issued unless it was done in that time, making it a part of the proposition.
5. The amount named in the proposition, $4,000 per mile, limited to $100,000 to the county, is too much for a narrow gauge road, which costs only six tenths as much as a standard gauge of similar quality. The advocates of this proposition in one breath will tell us that it costs almost as much, when they are advocating large subsidies, and in the next, when they are advocating the peculiar advantages of such roads, they will tell us that it does not cost more than half as much as the standard gauges. Sixty percent is the accepted proportion among engineers. Among mountains they can run where standard gauges cannot, but in the country generally are not worth half as much.
Then narrow gauges in this and other states have proved to be very short lived and uncertain. The St. Jo., Joplin & Texarkana line is, after a long time of talk, as yet only on paper. The famous (?) Paramore road from St. Louis to Mexico is in the hands of a receiver. The Parsons road from Weir City to Cherryvale is in the hands of the Fort Scott & Gulf and changed to a cheap standard gauge. The Kansas City and Eastern has been abandoned and the track torn up. A similar fatality seems to effect them everywhere away from the mountains and we canot afford to pay half as much for a narrow gauge as a standard. The bonds should be limited at not over $2,000 per mile and $80,000 total for the county.
6. It is but fair that if the county takes stock in the company that the stock should be protected by stipulations limiting the amount of stock and mortgage bonds that can be issued by the company. No sane man would subscribe and pay cash for stock in any company unless it had such limitation and the rule is that stock of new railroads is usually made nearly worthless by water dilution unless its issue is limited as well as its mortgage bonds. No one claims that a narrow gauge through this county would cost over $7,000 per mile and competent engineers assert that a first class narrow gauge will only cost from $5,000 to $6,000 per mile. If the company do not want to issue more than half water, they will not refuse to limit the issue of stock and mortgage bonds to $12,000 per mile, $6,000 each, and such limitation should be insisted on.
7. If the voters of this county vote the proposition as it stands, it will tie up the ability of the county to the extent of $100,000 for all time and there is no probability that the road will be built, for by getting all the bonds voted in that way they can make more money by not building a road of any value to us than by building.
8. If the people vote down this proposition, it will open the way for a decent proposition, one that will either secure the road or save the bonds. Voting against this proposition is the only way in our estimation of voting for such a road, as we are now situated.
Bonanza Found
Winfield Courier, January 31, 1884. Editorial. After a long and patient study of the narrow gauge proposition to find something in it to refute our statement that there is no for-feiture provided in the proposition, but that under it $100,000 of the county bonds must be delivered when the road is built through the county if that is not in a hundred years; M. L. Robinson has discovered the object of his search in the last paragraph but one, which obliges the county to deliver $50,000 of the bonds when the road is built to Winfield and the other $50,000 when it is built through the county, “provided, said railroad shall be built and completed and in operation (by lease or otherwise) as aforesaid.”
These last words, “as aforesaid,” are the bonanza wanted; and he says, make a forfeiture clause because they relate to time. We say they only answer the question “how?” and not the question “when?” and relate only to specifications and not to time. We do not consider them ambiguous even, but ambiguity in such a case is even worse than an explicit statement that there is to be no forfeit, for in a written contract language is construed to mean no more than it plainly says. There was no need of any ambiguity unless the writer intended to cover up something by the ambiguity. Had he meant it should state a time limit, he would have made the clause read, “by the time aforesaid.” And if he had honestly meant to express a forfeiture, he would have made the whole proviso read: “Provided that said railroad shall be completed and in operation from the county line to Winfield on or before January 1, 1885, and through the county on or before October 1, 1885; otherwise no bonds shall be issued by the said county and its subscrip-tion to the stock of said company shall be void.” There would have been no doubt of the meaning of this language and it would have been stated in this way or in some other way equally explicit if it had been meant in that way. The writer of that petition knew well how to select language to express all he wished to express and to conceal as well as possible all he wished to conceal. He evidently was a disciple of Metternich, the great Austrian “diplomat,” who defined language as a means provided by which a man can conceal his thoughts and intentions.
Decidedly Panicky.
Winfield Courier, January 31, 1884. Editorial. The talk of building any new railroad during this year, 1884, is all nonsense or fraudulent.
Those who know the situation know that it cannot be done. It is smart management to get bonds voted deliverable when the road is built without forfeiture if not built in time, promising to build this year; but no well informed man believes that any new roads can be built this year.
Railroad stocks and bonds have declined in the market tremendously. The Gould roads alone have shrunk a hundred millions. The railroad stocks of the U. S. have shrunk at least five hundred millions. No new railroad stocks and bonds are touched by capitalists at any price. Even the Santa Fe has had to suspend the building of their little branch from Wichita to Fort Dodge and has been cutting down expenses in running their roads to perfect penuriousness in order to bolster up their stocks and securities. Gould has ordered his Texas system to cut down expenses one half at once, and the other roads are doing likewise. Failures are frequent and heavy all over the country and have been growing in frequency and size for the last six months. Manufacturies have either suspended or cut down the wages of employees and other expenses heavily. The situation is terribly panicky and a general financial crisis is apprehended. Even Jay Gould with his hundred millions has been represented in danger of failure. The bonds or stocks of the Denver, Memphis and Atlantic narrow gauge could not be sold at one cent on the dollar and there is no prospect of improvement for months to come. Of course, the company have no money to put into this scheme.
The Winfield man in the scheme has more money, more brains, and more knowledge of railroad building than all the rest put together and no one expects that he is going to put his money into it or that it would be enough to affect anything noticeable if he did. To build 500 miles of narrow gauge at $5,000 per mile would require two and a half millions in cash of somebody’s money. There is no cause for voting a cut-throat or even a bad proposition. We can well afford to wait for a good one which we will get long enough before there is any chance of building the road.
Southern Kansas Road Prosecuting Stone Throwers.
Winfield Courier, January 31, 1884.
On Tuesday Sheriff McIntire arrested Benjamin McClellan and Ed. Irwin of Windsor Township, and brought them before Justice Buckman. They are charged with throwing stones through a passenger coach on the Southern Kansas road on the evening of the 25th of December, Christmas. The railroad company is prosecuting the case.
Narrow Gauge Proposition.
Arkansas City Traveler, February 6, 1884. Editorial.
The new railroad proposition held out to Cowley County voters by Major Jo Hansen, Major Mart Robinson, and Major Read’s bank doesn’t take into account any such contingency as a train of cars.
These shrewd financiers don’t even pretend to tell the people that cars are to be run on the $100,000 track which they fondly hope our people will aid them in building. All we have to do is to give this ephemeral company $50,000 for laying ten miles of track over an almost level piece of country, and then another $50,000 if these gentlemen are not satisfied with the profit on the first division, and should take it into their noodles to build any further in some direction. We regret exceedingly that so plain a proposition should be in such imminent danger, yet we are, truth to say, somewhat fearful lest it be snowed under by the honest people in northeast, south, and southwest Cowley—not to mention the mighty opposition it will encounter in Winfield. Mart will wake up on the 12th of March to find out that the great majority of Cowley’s voters are not as big fools as are he and his cohorts.
Let no man fool himself into voting for the narrow gauge road, and broad gauge swindle.
Mart Robinson said he didn’t feel like bringing any of his railroad strikers down here, for fear our citizens would “throw cold water on the scheme.” Cold water is what we use down here.
A Denver businessman writes us that nobody in that city knows anything about the Denver, Memphis & Atlantic railroad. Wonder if they know any more concerning this scheme down by the sad sea waves on the Atlantic coast.
A prominent Silverdale Township farmer says the Winfield—or rather, the Winfield bank—narrow gauge scheme will not get a vote in its favor in that township. The three graces—Creswell, Bolton, and Silverdale—stand together on this question.
Narrow Gauge Train Scheme.
Arkansas City Traveler, February 6, 1884.
The Cambridge News, in its ardent support of Mart Robinson’s private swindling scheme, utterly neglects the minor claims of orthography. The jumping-jack editor of the News doubtless thinks that at any rate Mart knows enough about a narrow gauge road to be authority on the spelling of it. Unfortunately, however, he and the News man are as ignorant on this score as they are presumptuous in pre-judging the gullibility of Cowley County voters.
Reminiscences.
Winfield Courier, February 7, 1884. After an absence of four years, none can be more astonished than I to note the change and improvements in our young city, Winfield.
When I hear the peals of the church bells, the shriek of the locomotive, the rumbling of the cars every hour of the day, to the north, the east, the west, and south, and see the black smoke curling up from the tall stacks of mills and elevators, I ask, has this all been done in four years? The answer comes back, four and one-half years ago no steam whistle had been heard in this county. This is proof to me, Mr. Editor, that the soil, climate, and people of our county cannot be excelled.
January 29, being the 23rd birthday of the state of Kansas, was duly celebrated by our public schools. We visited ten school rooms where the joy of the young people knew no bounds. We heard music, vocal and instrumental; all of the early history, trials and struggles of young Kansas. The rooms were all gaily decorated with paintings, flowers, flags, fruits, and grains, with beautiful mottoes prepared by the children of each grade, in beautiful artistic style. We give a few: “Kansas Our Home!” “Kansas the Key to Freedom,” “Kansas 1861—Our 23rd Birthday,” in the primary rooms. Kansas darlings! We are proud of them and the great seal of Kansas. When the schools were dismissed, the scholars, teachers, and visitors went from one building to another until all the rooms had been visited. We were struck with the fine bearing of the scholars as they marched from room to room keeping time to the music furnished by the advanced grades, while the smiles of the professor and corps of teachers lit up the halls. A.
Mr. Huntington, Symbol of the Corrupting Power of Railroad Monopolies.
Winfield Courier, February 7, 1884. The San Francisco Examiner of January 12, pub-lished a statement respecting the $400,000 which Mr. Huntington, in his New York deposi-tion, acknowledged having paid out, for which he had no vouchers, and for which, under oath, he could not account, except by saying that he paid it to agents and attorneys.
A tabular statement shows that in 1876 he expended $190,000, presumably in fighting Scott’s Texas Pacific scheme, and in 1878 $118,000 in efforts to defeat the Thurman bill. Of the lump sum of $100,000 paid on March 1, 1879, no explanation is attempted. The Examiner concludes that as the House of Representatives is Democratic, an investigation is imperative.
The old story of the Titans is, in some respects, repeated in the history of railroad, telegraph, and other monopolies. We have no individual Titans or Herculeses now, but we have created artificial men by law of much greater power than ever was dreamed of in classic fable. A corporation is just a law created man. It may have many members, but it acts as one man. It has not all the rights of the natural man, but only such as the law confers upon it, and some of these are far more powerful than the individual man possesses; for instance, the right conferred upon railroads to go through and appropriate private property and the right of a continuous or per-petual existence. That gigantic creature of the Legislature, an incorporated body, may be enabled to amass wealth and water stock without limit; and it, in special cases, can afford to pay hundreds of thousands or perhaps millions of dollars, to influence the Legislature and the Bench to grant such privileges and make such decisions as it requires. In other words, it can make itself in all matters that interest it a controlling power in the Government of the State or Nation. Is this a wise or safe system? Have there not been enough of privileges granted to corporations? Is it not time to call a halt to the process of subjecting the public to monopolies of all kinds? Are not patent laws also in fault? For instance, the simple business of boring for water is patented, and through a large portion of Minnesota bore wells are a necessity. The patent enables the company which owns it to charge any price they like, even as much as the whole value of the farm, for boring a well, and there is no appeal—no remedy. “Pay the extortionate price, or let your farm remain worthless for want of water,” is the alternative submitted to the Minnesota farmers, who are threatening to rebel against the patent law.
Monopolies are the mothers of lobby, that excrescence and scandal of legislative assem-blies, which in many cases rules them. A bill with much “money in it” effectually helps up the venal legislator’s “pile.” If the above unaccounted for amount of four hundred thousand dollars were all traced out from first to last, we would have the record of a crime smelling to heaven for rankness. How much of it was paid by lobby agents to legislators or their friends? How much stuck to the magnetic hands of the lobby? How much was pocketed by Huntington himself, and those who appointed him to be an irresponsible administrator of bribes? Surely an honest inves-tigation should be had to ascertain these points; though, as Congress has no power to punish those who refuse to answer questions, and as “hawks do not peck out hawk’s eyes,” nothing might come of it. In all these cases of bribery to obtain exclusive privileges, the money paid goes into the cost of the enterprises, which the public is to pay back in the high prices or fares charged. Witness.
Railroad Commissioners Order Santa Fe to Make Up New Tariff Rates.
Winfield Courier, February 7, 1884. Messrs. Humphrey and Turner, railroad commis-sioners, are standing nobly up to their work and firmly resist the blandishments of the corpo-rations. The late hearing of the motion for a new trial of the complaints of towns on the Santa Fe road resulted in the affirmation of the decision of Jan. 1, in all respects except that they reduce the distance rates for short distances a little. They give the railroad company 20 days in which to make up new tariff rates according to the decision.
Courier Refutes Fred Hunt’s Arguments Relative to Protectionists.
Winfield Courier, February 7, 1884. Fred Hunt’s third article on the tariff question, in the Telegram last week, is still mainly introductory. He makes a brief statement of what he calls the eight principle arguments of protectionists, the first of which he states as follows: “The great prosperity and growth in material substances which the United States have enjoyed, has been brought about to a great extent by the protective system.”
This he claims is “mere assumption,” and that this prosperity, which he admits has been unprecedented and wonderful in the last twenty years under a high protective tariff, is not in consequence of, but in spite of protection. He then makes about a dozen “mere assumptions” without the least evidence to support them, that protection is a system of robbery, making a scarcity instead of plenty, destroying some of our industries, taxing the poor to enrich the wealthy, is a “bird of prey,” “a leach that sucks blood,” a grievous burden, and similar rhetoric are common with those who are destitute of arguments, and then proceeds to state the causes of the wonderful prosperity of this county in the last years as follows.
“The natural vigor and energy of the American people.
“The great deposits of mineral wealth in the United States.
“The liberal homestead and preemption laws of the government which has caused the rapid settlement of the country.
“The rich and virgin character of the soil.
“The great effectiveness of modern agricultural machinery.
“The great streams of foreign immigration that have emptied themselves into the country, bringing untold wealth in strong arms and actual money.
“The free character of our institutions that give courage, heart, and wealth to American citizens.
“The great era of railroad development.
“And more, perhaps, than from any other cause, the actual FREE TRADE among the several states.”
We would like to ask him to explain in his next article; why “the natural vigor and energy of the American people” did not crop out during the “tariff for revenue only” eras of 1850 to 1861 and 1833 to 1840. Were not these great deposits of mineral wealth in the United States during the free trade periods? Did we not have the same liberal homestead and pre-emption laws from 1850 to 1861? Did we not have the same “rich virgin soil” at that time? Why did not “the great streams of foreign immigration” and wealth “empty themselves into this country” during that time? Was it not because of the low starvation wages, the low prices of everything the farmer, the mechanic, and the laborer produced in this country during that time? Was there not at that time the same freedom of trade among the several states?
We admit that there is now greater effectiveness of “modern agricultural machinery,” but why should this make so much higher prices for farm products and labor now than then? We admit also that our institutions of a free character have not the addition of the abolition of slavery, but why did not the general free character of our institutions give more prosperity in the “tariff for revenue only” eras? We admit that this has been a great era of railroad development, but is not this a part of the general development and prosperity of the country? And how should you say that the prosperity causes the prosperity? When our “tariff for revenue only” champion has answered all these questions satisfactorily and has explained why we have always had our greatest prosperity under “protection” and our times of distress, poverty, stagnation, and finan-cial panic under “tafiff for revenue only,” we will admit that he has fairly got down to business.
Narrow Gauge Queries.
Winfield Courier, February 7, 1884. Eds. COURIER: In reading your editorial in last week’s issue headed, “The Narrow Gauge,” the following questions suggest themselves.
1. If this narrow gauge railroad company don’t intend to build and equip a good road and in a permanent manner, why are they soliciting aid along the proposed route?
2. Is it not a fact, that this same company that is asking us to aid them, have already built their road from Denver, via Colorado Springs, to Pueblo, Colorado?
3. Is not the previous good character of those gentlemen of our county who are directly interested in this project a sufficient guarantee that the road will be built if we vote the bonds?
N. R. WILSON.
In answer to the first question above, we remark that we presume they want to make money for themselves. The more county bonds they can get and the less expense it costs them to get the bonds, the more money they can make.
We answer the 2nd question decidedly, NO. They have done nothing at all but wind work and have no connection whatever with any company that ever built or owned a mile of railroad.
We answer the 3rd question NO most emphatically. There is no doubt that the company will try to get the bonds; but it is a question of ability as well as intention whether the road is built or not, how far it will be built, and how cheap a road, if built. There is no man in this county who intends to put his money into this road, or admits he has any personal interest in it. Plenty of roads all over the country have been commenced by men of just as good character as any of these men in this company and failed. Bonds have been delivered and then the building ceased and no track ever laid or if laid, torn up again. Character never built a railroad. Cheek is worth ten times as much as character in railroad building. If these men want their character to stand in lieu of their written agreements, they should be willing to take the character of Cowley for the delivery of the bonds without binding it by a written agreement endorsed by a vote.
Railroad Projects.
Winfield Courier, February 7, 1884. We clip the two following paragraphs from the El Dorado Republican.
We are in receipt of a private letter from a gentleman who is in a position to know that money cannot at present be obtained for building a new line of railway anywhere, that just as soon as it is possible to get the means, the proposed road from El Dorado northwest will be com-menced, and that the parties are all ready to move. We think it is about settled for this line to be built, and we believe the money market will be so that it can be built this year.
“A movement is on foot to make the El Dorado and McPherson branches one division, to be operated as such, giving us a regular passenger train in the morning and an accommodation train in the afternoon. This would be a great improvement over the present arrangement.”
The first paragraph relates to a branch of the St. Louis, Fort Scott & Wichita. We should expect that this road could raise the funds before any new railroad could. The latter paragraph is a good scheme and if the Santa Fe company would build from Douglass to Winfield, thus making a continuous line from Winfield via Florence to McPherson and Ellinwood, it would do much to popularize their road, and we think it would be a paying investment. The Santa Fe com-pany are able to build from Douglass to Winfield at any time without municipal bonds. If it would do so and give us a morning passenger train thereon to the north, connecting at Florence with the east bound train on the main line and giving us direct communication with the towns on the McPherson branch and to the northern part of the state, the people down this way would feel that there was one corporation in the state that had a soul, and would throw up their hats for the Santa Fe.
Opposed to Narrow Gauge Railroad.
Winfield Courier, February 7, 1884. A private letter to us from Otter Township, says:
I have talked with quite a number of voters of our Township regarding your stand on the Narrow Gauge R. R. proposition and find that most all of them think that your position, in the matter, is not only right but commendable. Unless the above company make us believe that they mean to deal fairly in this matter (between now and 11th of March) they need not expect many votes from this, Otter Township, even if they do propose to run through our midst. Hope you may continue to make it warm for this new R. R. scheme until they will be pleased to do the right thing.
At a meeting held at New Salem the following resolution was passed by Committee.
“Resolved, That it is the sense of this meeting that the proposition for voting bonds for the Narrow Gauge Railroad is detrimental to the best interests of Cowley County.”
At a meeting of the citizens of Sheridan Township held February 1st, 1884, J. R. Smith was chosen chairman and H. L. Wilson secretary.
The object of the meeting was stated to be to consider the advisability of appointing a dele-gate to meet with delegates from Tisdale and other townships for the purpose of drafting resolu-tions asking the Denver, Memphis & Atlantic Railway Company to so obligate themselves to build a substantial road with important connections, so that the people of Cowley County may have some assurance of getting a road that will be of benefit to them after voting their bonds. The petition for the road was read and called forth considerable discussion. It appeared to be the unanimous sentiment of those present that, although strongly in favor of a road over the proposed route, they could not do otherwise than vote against the petition as it now is. E. Shriver was appointed to act as delegate.
H. L. WILSON, Secretary.
Election Proclamation Printed.
The February 7th issue of the Winfield Courier printed an Election Proclamation for a January 16, 1884, vote on the Denver, Memphis & Atlantic Narrow Gauge Railway Com-pany. Petitions came from H. C. McDorman and J. Wade McDonald. The railroad company named J. J. Burns, 1st Vice President and Acting President. An affidavit was attested to by M. L. Read, Secretary of the D. M. & A. R. R. asking for Cowley County to subscribe for 200 shares of five hundred dollars each of the capital stock of company, a total of $4,000 per mile to construct said road in said county, interest 6 percent per annum, payable semi-annually. Depots: Freight and passenger depots at Winfield, to be located on the east side of the Walnut River and on the south side of Timber Creek within ½ mile of the crossing of Main Street and Ninth Avenue. Other depots were not mentioned.
Tisdale Township Opposed to Proposition for Narrow Gauge Railroad.
Arkansas City Traveler, February 13, 1884. From the Burden Enterprise we learn that the citizens of Tisdale Township, at the convention held at New Salem, passed the following resolution: “Resolved—That it is the sense of this meeting that the proposition for voting bonds for the narrow gauge railroad is detrimental to the best interests of Cowley County. By order of committee. W. B. HOYLAND, Secretary.”
Prospects for Narrow Gauge Road Not Good.
Arkansas City Traveler, February 13, 1884.
With united opposition in Creswell, Beaver, Bolton, Silverdale, Spring Creek, Pleasant Valley, Richland, Omnia, Harvey, Silver Creek, Tisdale, and Sheridan Townships, and but a half and half vote in Winfield and in Walnut, Vernon, Maple, Nenescah, Rock, Windsor, Liberty, Dexter, Otter, and Cedar Townships; we are constrained to remark that the prospects of the narrow gauge road seem to be enveloped in a cloud of gloom and certain defeat.
Arkansas City Traveler, February 13, 1884. Who the is Mart Robinson? We don’t know the man and have never seen him. But when we are unable to edit the News, we shall apply to the TRAVELER for a sit. Cambridge News.
Mr. Walter G. Seaver may probably remember that a few months ago he did contemplate a removal to the “city of surprise,” and desired to become proprietor of the TRAVELER. Our figures savored somewhat more strongly of cash than he was accustomed to in his transactions; hence his silence. The gentle and esthetic Seaver, who weekly regales his few readers with playful pleasantries aimed at the rural Missouri pencil pushers, may probably be in better shape financially after he has squared accounts with the above mentioned Mart. In the meantime, however, we have raised on the price of the TRAVELER.
Connecting Railroads Between Kansas and Texas.
Arkansas City Traveler, February 13, 1884. “A CRYING NEED.”
Under the above head, and speaking of the great wheat production of Central and Southern Kansas, the Topeka State Journal speaks as follows—giving forth sentiments that will be seconded by every businessman in Southern Kansas.
The flour product of this wonderful region that a score of years ago was looked upon as a worthless desert, but a single county of which now produces three millions of bushels of wheat per year, finds a market both east and west. In the former direction it comes in competition with old established mills on our eastern border, and still farther away with the products of the monster mills of Minnesota and northern Iowa, to say nothing of southern Illinois and Indiana. Westward, among the mining camps of Colorado and New Mexico, it might appear at first view, that the central Kansas mills were in a position to control the trade, but here the California flour meets them more than half way and they find as keen competition as on the other hand.
There is, however, a market into which they could pour a portion of their surplus and be at least first in the field, could they secure transportation facilities. A little more than two hundred miles south of our state lie the cotton fields of Texas; and with direct railroad communication from the central Kansas wheat belt to the market which this great and growing empire of the southwest affords for its products, the price of every bushel of wheat raised in that region, and of every acre of wheat land as well, would be increased.
A proposition is before congress to grant the right-of-way across the pasture fields of the territory for a line of road to connect the Santa Fe system, at Caldwell or Arkansas City, with the Gulf, Colorado & Santa Fe in northern Texas. If the wheat growers of central and southern Kansas are alive to their own interests, they will flood congress with petitions to grant this right-of-way. The Indian Territory has no “sacred” right to stand forever as a barrier to travel and trade between two growing states that need each other’s produce, and between which there is now but the single connecting line of the Missouri Pacific. Let us have more railroads between Kansas and Texas.
Cambridge Editor Brings Up Road Through Indian Territory.
Arkansas City Traveler, February 13, 1884. Will the TRAVELER explain how a road will get through the Indian Territory? Can it get the right-of-way of the Indians? Is there any probability of a bill being passed in congress to permit the road being built through the Territory? That road from Van Buren, Ark., to Arkansas City will have a hard struggle in getting through the domains of the noble red man. Cambridge News.
How did the M. K. & T. road get through the Indian Territory? Did Montgomery County vote its bonds for that purpose or solely for the amount of road built in the county? If Mr. Walter G. Seaver ever read anything outside of the letters written him by the Winfield railroad literary bureau, he would know that there is a strong probability of such a road being built.
Denver, Memphis & Atlantic Narrow Gauge.
Arkansas City Traveler, February 13, 1884. The D. M. & A. narrow gauge will connect at Joplin with the Joplin & Texarkana narrow gauge, which will connect at Texarkana with the Laredo & Mexican Central narrow gauge, which will tap this great flower and fruit garden. Narrow gauge cars can then be loaded with fruit at the City of Mexico, and unloaded at Winfield. Think of oranges at six cents for forty. Telegram.
If there is one thing more than another for which Cowley County is absolutely suffering, it is a liberal supply of oranges at a price which will accommodate the depleted condition of the people’s pocket books after having paid $100,000 to M. L. Robinson and his fellow-schemers. Most assuredly, let us vote for the Diaphanous, Macilent & Aimless railroad proposition. We need the oranges.
Voice from Pleasant Valley Speaks Out Against D. M. & A. Railroad.
Winfield Courier, February 14, 1884. Just now there is a one-sided effort to create a little excitement over the proposed building of a narrow gauge railroad across this county. I say one-sided advisedly, because only a few parties (not to exceed a half dozen) are manifesting any particular interest in the success of the enterprise. These parties are the supposed pro-jectors and, therefore, are specially interested.
They have been indefatigable in their efforts to impress upon the farmers of Cowley County the immense advantages that would be derived from the construction of such a road. They have given it the very significant title of Denver, Memphis & Atlantic railroad. From this we are to infer that it is to be a grand trunk line extending between the Alleghany mountain of the east and the rocky mountains of the west—connecting the two great systems of narrow gauge roads in the United States.
The ponderous brains of these immaculate projectors have given birth to an extraordinary gigantic enterprise; and we candidly concede the great benefits and profits that would accrue to the county from its construction. But the very pertinent question that arises in the mind of every thoughtful, reasoning farmer is: “Will it be built if the necessary aid is voted?” I think I would be safe in asserting that at least three fifths of the farmers of this county have no confidence in its ultimate completion.
Now if these famous projectors are sincere in their faith and are sanguine of its final con-struction within a reasonable time, they should be willing to submit to the county a fair and just proposition. Such an one, the pending petition is not considered, but, on the contrary, is bristling throughout with cats paws in which are lurking the merciless claws, only waiting a favorable opportunity to fasten themselves on the unsuspecting voter.
The specification of the kind of material of which the road is to be constructed, the limitation of stock and mortgage bonds to a reasonable amount, the location of depots at convenient points, the forfeiture of bonds, in case of failure, to the county or municipality voting them, are vital provisions that should be incorporated in all railroad petitions for the protection of public interests. Furthermore, as Cowley County is no longer suffering for railroad facilities, the commissioners should have insisted before calling an election that the company deposit with the county treasurer a sufficient sum of money to defray the expenses of such an election— provided the bonds are voted and the company fail to fulfill their part of the contract. It is needless to remark that the D. M. & A. narrow gauge railroad petition now before the county embraces some of the foregoing important conditions.
I am informed by reliable authority that the A. T. & S. F. R. R. company are anxious for Cowley County to vote that fraudulent narrow gauge proposition. Why? Because it would tie up the county and prevent it from voting aid in the future to any legitimate enterprise; thereby insuring exclusively to this company the carrying traffic of the county for many years to come. Therefore, farmers of Cowley County, in view of the foregoing facts, each and everyone of you who object to being burdened by taxation for the support of chimerical enterprises, should con-sider yourselves a committee of one, and be sure to go to the polls on election day and firmly, squarely, and emphatically set your feet down on this approaching octopus; for it is only by presuming on your gullibility or indifference in regard to the matter on election day that these designing schemers, who father the project, hope to be successful. Attend the polls and see that your neighbor does likewise, and thereby reject this flagrant imposition on your intelligence.
MARK.
Santa Fe Stock.
Winfield Courier, February 14, 1884. The stock of the Atchison, Topeka & Santa Fe Railroad, in Boston, January 31, stood 76 3/4 & 77, a rise of about four cents. It did not go down in the general depression as much as did the stock of many roads.
Santa Fe General Manager Touzalin Versus Railroad Board.
Winfield Courier, February 14, 1884. Editorial. The decision of the Board of Railroad Commissioners reducing the freight rates of the Santa Fe system in Kansas seems to have unduly aroused the present General Manager of that line, A. E. Touzalin. After his petition for a rehearing of the case was considered and the Board refused to reopen it, he wrote three spirited letters to the Board which were published in the state papers. The Commonwealth of Sunday contained the answer of the Board. A more concise, forcible, and brilliant state-ment of any case we have never seen. It sets forth plainly the condition of the Santa Fe company, its relations to the people of Kansas, and the determination of the Board to stand by their position. That part of the document relating to the building of the road entirely on subsidies voted by the people, its watered stock, and excessive bonding, is an authoritative endorsement of our statements regarding the building of railroads, published in these columns some weeks ago.
The letter, aside from the value as affecting the interests of every citizen of the state, is a paper of remarkable power and rare literary merit. It shows that the Board propose to act in the interest of the people, and are thoroughly able to cope with railroad management on its own ground.
The letter will appear in full next week.
Santa Fe May Remove to Argentine.
Winfield Courier, February 14, 1884. [From Emporia News.]
It is morally certain now that Mr. Touzalin will remove the Kansas Capital to Argentine unless the Topeka Board of Trade interpose with another set of resolutions.
Think of It.
Winfield Courier, February 14, 1884.
“The rate of freight from Winfield to Memphis on flour is 45 cents per 100 pounds. The rate from Kansas City to Memphis is 23 cents. We assert, and upon good grounds, that the building of the D., M. & A. Narrow Gauge R. R. will lower the rate on flour to a point even below 23 cents, which Kansas City has to pay now, because the railroads could now, if they chose, carry flour from here to Memphis for 23 cents. It is no further than from Kansas City. The rate from Fort Scott to Memphis is 23 cents, just the same as from Kansas City, and we are informed that Wichita has the same rate. If the railroads could afford to carry for 23 cents by a roundabout way, the D., M. & A., by a direct line many miles shorter, could carry it for much less, and would do so for the sake of the business. . . .
“This is only speaking of Memphis as a market, when, as can be seen by examining the map and the proposed route, the line will open up a very large and profitable market in Arkansas, this side of Memphis. Cowley County mills could have no trouble in using all the wheat that can be used in the county, for even now the Winfield and Arkansas City mills are shipping in wheat from neighboring counties. With the new railroad, the county would increase in population, and the wheat acreage would also increase; but if no more land should be cultivated, no more people come into the county, the farmers of this county would make more than eight hundred thousand dollars in ten years from the time the road is opened, on wheat alone. Don’t you think this proposition is worth thinking of?”
The above, from the Telegram of last week, presents in a very pretty way, a few of the advantages of a through line to Memphis. Its figures are true and its conclusions probably correct. No one can estimate the advantages to Cowley of a through line to Memphis.
It needs no argument to convince any thinking citizen of this county that we could well afford a reasonable amount of aid to secure such a line. While we can afford thousands for a trunk line to Memphis, we can’t afford more than ten cents for a trunk line to Tisdale. There is at present no proposition before the people of this county for a trunk line to Memphis. There is a proposition before them for a narrow gauge railroad to be built from the east to the west or the west to the east, through the county. It is called the Denver, Memphis & Atlantic. This word “Memphis,” the Company’s representative in this county tells us, means that they propose to build to Memphis. If they propose to build to Memphis, and ask our bonds on the strength of it, why don’t they make the delivery of the bonds conditional on their doing it? If a narrow gauge could be built from Winfield to Memphis for one hundred thousand dollars, we know of a few men in whose hands it would be passibly safe to put that amount of money on their verbal agreement to do it—still everyone would call us an infernal idiot unless we would get a good and sufficient bond in double the amount that the work would be done. Yet the narrow gauge organ brands as “technical, unreasonable, and frivolous,” the refusal to take the verbal agree-ment of several gentlemen, who are not known, that they will build a road costing many millions, not a foot of which is yet in existence, and depending for its success upon a thousand contingencies which none of them, be they ever so reliable, could control. Let these gentlemen put their proposition in such shape that we can be assured of getting the road to Memphis, or even to Joplin, accept a reasonable amount of aid when the job is completed, and a large majority of the people of the county will probably support it.
Railroad Car Broken Into at Arkansas City. Robbers Arrested.
Arkansas City Republican, February 16, 1884. On the night of January 29th, 1884, a car was broken into at the depot, and a lot of cases of canned goods, tobacco, and other mer-chandise was stolen.
Sheriff McIntire, with his deputy, O. S. Rarick, constable John Breene, and others, have been hard at work ever since trying to find a clue to the parties that committed the robbery. Some goods were found several nights ago, and Pat Franey got on the right clue, and with the assistance of the above named officers, traced the goods up, when O. Ingersoll, railroad agent, ordered out a warrant before I. H. Bonsall, J. P., for the arrest of T. S. Marston and McStraight. Mr. Higgins, detective from Topeka, was on hand, and took an important part in ferreting out the rascals. Higgins and Rarick started for the Territory for these men, but got ahead of them. J. J. Breene, in the meantime, got on the right track, and arrested the men. Part of the stolen goods have been recovered.
Comment About “Quack Railroad” from Beaver Township.
Arkansas City Traveler, February 20, 1884. Charley Roseberry says there is only one voter in Beaver Township in favor of the quack railroad got up by M. L. Read’s bank—and that he looks very consumptive. It is enough to give any man consumption to seriously contemplate voting for such a railroad proposition. Thank heaven, nine-tenths of our voters are in robust health.
Narrow Gauge Causes Comments by Area Newspapers.
Burden Enterprise: “Mart Robinson is temporarily engaged in the newspaper business. He is furnishing all the heavy editorials for the Telegram and Cambridge News, with an occasional squib for the local page. M. L. is a sleek one, but it will be a cold day when the voters of the county help him through with his ‘narrow gauge’ humbug.’”
Winfield Telegram: “We regret exceedingly that the TRAVELER feels compelled to resort to personal attacks and misrepresentation in order to give voice to its feelings of selfishness. We are personally acquainted with many of the people of Arkansas City and know them to be generous, wide awake and enterprising, and we feel confident that if they will thoroughly investigate the D. M. & A. proposition and the company and its work, they will many of them support the proposition.”
Traveler response: “Don’t mention it, please. Our citizens are profoundly sensible of your very delicate and flattering allusion to their generosity, and would suggest that if you are so thoroughly convinced in this matter, it might avail something if a few of these propositions were sent down here. Oh, yes; our people will support your proposition—to ‘a little, little grave, an obscure grave.’”
Decision Due by Railroad Commissioners on Reducing Santa Fe Freight Rates.
Arkansas City Traveler, February 20, 1884. The decision of the commissioners reducing freight rates over the Santa Fe railroad is to take effect today. Mr. Touzalin, vice president of the Santa Fe company, is beginning to realize the futility of kicking against the pricks.
South East Cowley Item.
Winfield Courier, February 21, 1884. The new telephone line is not a decided success, they could not make the fruit cans tell worth a cent, they then got some instruments which they thought would work all right, but lo and behold the sleet came and stuck fast to the wire and it fell. So when T. H. started over to order J. W. to breakfast, as he was coming around the curve, he collided with his brother, who was coming down the line under a full head of steam, and thus the breaking of the wires of the telephone caused an accident on the narrow gauge. PHINEAS.
Railroad Commissioners Send Reply to Touzalin.
Winfield Courier, February 21, 1884.
TOPEKA, KANSAS, FEBRUARY 8, 1884.
To A. E. Touzalin, Esq., Vice President, A. T. & S. F. Railroad Company.
DEAR SIR: We are in receipt of your extraordinary letters of January 31, which were evidently intended for the public eye, rather than for the consideration of the Board of Rail-road Commissioners. Were it not for the fact that you seek further information from this quarter, the propriety of our giving them any notice would not be entirely clear.
We shall pass over certain imputations upon the integrity of the proceedings of the Board with the simple remark that they possess the sole merit of being false, and were intended to be so insolent. We can well afford to receive aspersions from you without being incited to unkind feelings.
You possess the ability to be vague when it would be dangerous to be explicit, and the members of this Board have seldom had the good fortune to meet you in this latter mood. In these letters, however, you have not altogether succeeded in surrounding yourself with an atmo-sphere of absolute mystery, and we may be able to catch your general drift. It is due to you, and especially to those who have entrusted their interests to your keeping, that we address you without guile or concealment. We hope, therefore, that you will not blame us for painliness of speech.
It will perhaps please you best if we take up those portions of your letters which seem to call for comment or elucidation, in the order in which they appear to have been written.
In your first letter, referring to our answer to a former letter of yours, in which we expressed the opinion that the rates prescribed by us should apply without distinction to the whole of that part of your system operated in Kansas, including the auxiliary lines, as you term them, that hav-ing been your custom and policy heretofore, and no reason being known to us for a different course, you state: “In the past our policy and custom has been to operate these auxiliary lines year after year at an absolute loss, waiting for the time to come when by reason of a continued system of reasonable rates in connection with the reasonable rates on the main line, a large busi-ness would be established, from which we should in the future receive a fair return for the investment made.”
In your return to us you have made no report of the expenses and earnings of these auxiliary lines, but they are all merged in the report of the Atchison company, so that we have no means of testing the value of this statement that this part of your system, or any of them, have been operated at a loss. We do not wish to be understood as intimating that your statement is untrue, but that we do not accept conclusions for facts. But if at a loss, at whose loss? and what kind of a loss? At these points you fail to be explicit. The stockholders of your company have never had to reach their hands into their pockets to pay one dollar of any loss sustained in operating any auxiliary line belonging to your system. But, instead of that, over and above every loss, you have from year to year divided among the stockholders millions of dollars out of the surplus earnings, and still had a surplus with which you have bought hotels, extensive coal fields in Kansas and Colorado, built new railroads and bought great quantities of additional rolling stock, thus adding immensely to the wealth of your company without the expenditure of a single dollar by its stock-holders. You report to us over two millions of dollars spent in additional construction and rolling stock the last year, and every dollar of this, together with the accumulated millions which you have been able to place to income account on your books, has been gathered from the industries of the people by what you are pleased to call “reasonable rates.”
Let us call your attention to another thing. These auxiliary lines have not been built by money furnished by stockholders of your company. They have been built by local aid, by money gathered from the people by “reasonable rates,” and from money derived from the sale of bonds, for the payment of which these lines have been pledged, not one dime of which the stockholders of your company are liable for or will ever pay. But the last farthing of this debt, with every dollar of interest, will have to be paid by the people who can never derive a cent from the investment. These roads are in fact an absolute gift to the stockholders from the toiling masses, from which you are gleaning vast revenues, and still you are clamoring for millions more.
If there is any loss in operating any auxiliary line, the loss falls not on your company, but on those who pay the transportation tax, and keep up the revenues of your system.
This part of your letter is so very suggestive that we are more than tempted to follow it, and present to you some additional facts which we gather from your report. They ought to be correct, you have sworn to them. You say that the property of your company is at the value of $93,633,639.87. Whether it is worth that or not it is true that the people living along the lines of your road pay interest and dividends to the fortunate persons who hold the stock and bonds upon the basis of value. Did it ever occur to you that this vast property was not bought with money of the stockholders of the A. T. & S. F. Company? The foundation and superstruction of this vast system is chiefly built on bonds, and the one million eight hundred and seventy six thousand one hundred dollars, freely contributed by the people living along the line of the road. Every dollar of these bonds and every cent of accruing interest will have to be paid by the people, who will never get a dime of dividend from the earnings of the road. We challenge you to produce the proof, your books ought to show it, to contradict us when we assert it as our firm opinion, that not five millions of dollars of the money of the Atchison, Topeka & Santa Fe stockholders have gone into this vast property. All the rest represents property which has been contributed by a transportation tax by the laboring masses, for the benefit of those who hold those pieces of paper, which are named stock and which you construe as carte blanche to levy unlimited tribute from the people of Kansas.
“We have arranged rates on our line so that the debts and obligations of the company are provided for, and good fat dividends for our stockholders. Our people desire to deal not only justly but generously with you in the future as they have in the past.”
We cannot believe that you correctly represent your company in contending for unreason-able rates.
Pursuing this theme in the light of your report to us, let us see how the matter stands as it respects the part of your system called the Kansas City, Topeka & Western. The length of this line, allowing double track as single, is 70 58/105 miles. The amount of bonded debt on this length of road reported to us is $3,372,800. Your report further shows that it didn’t cost this amount of money to build it, at least only a part of this went into its construction and equipment. To our question, “Amount of bonds issued and during the last three years, and on what account was the increase made?” You answer, “$52,818,000 in part payment for the capital stock of the Kansas City Lawrence & Southern Kansas Railway Company.” The meaning of this is that you have mortgaged the future earnings of this road to that extent to purchase stock in another road for the benefit of the stockholders in your company, every dollar of which will have to be paid for by the people who do business over that line.
You further report to us that the total cost of construction and equipment of 70 58/100 miles to June 30, 1883, was $3,399,253.56, or $48,161.71 per mile. This is what you report to us as your actual investment, and this cost is represented and covered by the bonds you have placed on the road, lacking only $16,458.56. This small sum is the amount which the stockholders of your company have had to pay, according to your own showing, for this vast property. But you were not satisfied with this; but you issued stock against this part of your line to the amount of $3,500,000, which represented the paltry sum of $16,453.56. The earnings of your road are pay-ing the interest on that debt, and will be taxed to pay the principal, and also dividends on the stock; and you are not satisfied. This is one of the auxiliary lines you speak of.
So long as you build the auxiliary lines at the expense of the people, you will probably continue to build them.
We come next to your remarks upon local and distance tariffs; and it cannot be out of place to remark that it is not very material whether we stated in our decisions all the reasons for the difference in rates of the two tariffs. We found the two in force on your line but found that the distance tariff rates were too high; that they prevented the industrial development of the State. For instance, for a 66 mile haul on wheat your distance tariff rate was 55 percent higher than the local rate to Kansas City, and 62 percent on a haul of 200 miles. That the Kansas miller who bought wheat for his mill had to pay you 55 and 62 percent on a haul of 200 miles. That the Kansas miller who bought wheat for his mill had to pay you 55 and 62 percent, more than the Kansas City grain buyer had to pay for the same length of haul. And if so, other classes of mer-chandise, and these are the “resonable rates” with which you propose to build up Kansas industries.
You say: “Time after time have we shown to your Honorable Board that over eighty percent of our freight traffic consisted of interstate traffic passing to or from Kansas or other states. Time after time have we shown to your Honorable Board that Atchison and Kansas City practi-cally represent two gateways for the interstate traffic, coming into and going from the state. Time after time have we explained to your Honorable Board that the foundation which had sup-ported us in past years is making lower rates to and from these terminal gateways were these three reasons.
1. By reason of the necessities of competition with other lines leading from Kansas to the East by other gateways north and south of Atchison, and Kansas City.
2. By reason of the necessity of lower rates than our old distance tariff rates in order to take the surplus products of a far western state like Kansas to a market far beyond the state.
3. Because the business done in train and car-load lots and in large volumes like that to and from these terminal gateways could be transported at less figures than a small and scattered local traffic, after including nearly twenty other factors of expense, besides ‘switching,’ ‘empty car hauling,’ and ‘car detention.’”
We recognize the validity of your reasons by adopting different rates for the two schedules, making the through rates from and to terminal points lower than those on the distance. We don’t understand the point of our offense in this instance. But referring to the first paragraph quoted above, we have to confess that you have been very earnest and persistent in your efforts to enlighten us upon the subject of inter-state traffic. Your efforts have not been in the least offensive, but rather amusing. We never had much confidence in your interstate commerce theories as applied to Kansas railroads. Your theory is that upon all traffic originating in Kansas, and passing over the state line, and upon all business coming from the state line and terminating in Kansas, and all that traffic that neither originates nor terminates in Kansas, but passes over your line through the state, which constitutes, as you say, eighty percent of the whole traffic of your road, the state has nothing to do with. That you have the power to fix any rates you please upon all this traffic, unvexed by State regulations.
For the sake of the argument we may admit that upon traffic passing over your line to Kansas City, you might, in the absence of other interposing obstacles, fix your own rates. But one of your lines terminates at Atchison, and Atchison is in the State of Kansas. Even your theory admits the right of the State to fix rates from any point on your line in Kansas to and from Atchison. As you justly observe, competition fixes the rates east of the river. A shipper has sub-stantially the same Eastern connection at Atchison as at Kansas City. The sum of the two local rates, i. e., the rate on your line and the rate east of the river constitute the through rate. Now, since the State has the power, even on your theory to fix the rates to the terminus of your line at Atchison, it has the power to affect the through rate. Of course, you couldn’t expect to persuade any Kansas shipper to ship to or from Chicago and St. Louis over your line at a rate that would exceed the sum of the two local rates, one of which the State may fix, and the other by competition. It would be an amusing performance to attempt to maintain a rate at Kansas City higher than that fixed by the State at Atchison. So that you will perceive that even your own theory don’t emancipate you from the restrictions of State law.
You state “your Honorable Board has in your recent decision adopted a distance tariff for the Atchison, Topeka & Santa Fe Railroad which you state is ‘just, fair, and reasonable,’ and which for the first seventy miles, you state, is as low as the tariffs upon the highest classes of roads in Illinois, and which, for the additional four hundred miles of the road within the State of Kansas, we find to be as low as the rates upon the highest classes of roads in some of the States east of us. How can your Honorable Board in justice and reason make a lower tariff without forcing us to apply to the courts for protection?”
You are mistaken when you say that we stated that your distance tariff over the first seventy miles of your road was as low as rates on first class roads in Illinois. If you will consult our decision, you will observe that we had reference solely to the local tariff.
If we had characterized your distance tariff in comparison with rates on any eastern road, we should have been compelled to have said that it was enormously above rates upon any eastern road that we know of.
To test the value of the rest of your statement, viz: that “for the additional four hundred miles of the road within the State of Kansas you find” [your tariff] “to be as low as the rates upon the highest class of roads in some of the States east of us”; we will quote rates fixed by us to Newton, and those upon the Illinois Commissioners’ tariff for the same distance.
Rates to Newton, 201 miles from Kansas City: First class, 61½ cents; second class, 53½ cents; third class, 46½ cents; fourth class, 42 cents; wheat, 17 cents, other grains, 13½ cents; cattle and hogs, 35.50 cents.
Illinois tariff, Commissioners’ rates: First class, 52 cents; second class, 42 cents; third class, 32½ cents; fourth class, 25 cents; wheat, 14½ cents; other grains, 13 cents; cattle and hogs 30.50. The other classes and commodities in the like proportion.
You then add, “How can your Honorable Board in justice and reason make a lower tariff without forcing us to apply to the courts, and we have already shown how much you need protection.” But we haven’t shown it all and we shall take great pleasure in assisting you in showing the courts how unreasonable we have been. By instituting an investigation of the history and character of your transactions, we will proceed to ascertain what part of your stock is bona fide and what part is illegal and bogus. We have no doubt that you will perform an unintended public service by inviting such an investigation.
You observe again, “We see with regret that your decision has reaffirmed special rates within the State in clear violation of law, as we have been advised by three separate counsels to whom we have submitted this question, when your first decision was promulgated.”
In this again, your meaning is not apparent. We have made no special rates within the State—we have simply reduced those rates that we found in force on your road. If any of these rates are in violation of the law, then your company has been habitually violating the law ever since it went into effect. Is it not strange that you never discovered this dilemma until the Com-missioners were compelled to reduce your rates? But you don’t even now appear to be in any haste to deliver yourself from this assumed guiltiness.
If you think two tariffs, the distance and local, cannot co-exist under the law, you have an easy remedy; you can abolish your distance tariff altogether and make a uniform tariff upon the basis of the rates fixed by us from and to Newton, Great Bend, and Osage City, and State Line. This will simplify matters, and will be in no wise an evasion of the effect of our decision. You have a right to adopt any rates below those we have prescribed.
Again you say: “The following will be the rates for the nineteen miles haul for the chief articles transported coming from Atchison:
Lumber, 1 cent per 160 pounds, or $2.40 per car of 12 tons; wheat ½ cent per 100 pounds, or $1.25 per car of 12 tons; flour 1 cent per 100 pounds, or $2.50 per car of 12 tons; corn and other grains, 1 cent per 100 pounds, or $2.40 per car of 12 tons; coal 1/4 cent per 100 pounds, or 60 cents per car of 12 tons; salt, 1 cent per 100 pounds, or $3.40 per car of 12 tons; cattle and hogs, $2 per car; horses and mules, $2 per car.
“Again examining the tariff made by your Honorable Board on business to and from Wichita, we find that the rates which would be allowed to us, for this nineteen miles haul, would be as follows:
Lumber, ½ cent per 100 pounds, or $1.20 per car of 12 tons; wheat, 2 cents per 100 pounds, or $4.80 per car of 12 tons; flour 2 cents per 100 pounds, or $1.80 per car of 12 tons; corn and other grain, ½ cents per 100 pounds, or $1.20 per car of 12 tons; coal, 3/4 cents per 100 pounds, or $2.12 per car of 12 tons; salt, 2 cents per 100 pounds, or $1.80 per car of 12 tons; cattle and hogs, $2.50 per car; horses and mules, $2.50 per car.”
Again, you are in error, as the following will show: For a nineteen miles haul, your local tariff rate is, in cents per 100 pounds: Tariff rates: Lumber 6 cents, wheat 6 cents, flour 6 cents, corn 5 cents, coal 4½ cents, salt 5 cents; cattle and hogs, per car, $10.00.
Commissioners’ distance tariff rate: Lumber 6 cents, wheat 7 cents, flour 7 cents, corn 6 cents, coal 3-3/4 cents, salt 6 cents; cattle and hogs, per car, $12.00.
But what you mean is the rate for nineteen miles at the end of a long haul, from Atchison to Kingman, for instance. But this you know to be misleading. If you were to divide your road for that distance into sections of nineteen miles, and charge the rate for a short haul over each section, the sum of the rates for the whole distance would confiscate every product you carried.
But you add: “A much more important point to our company in connection with this matter is not only the loss of revenue for this nineteen miles haul, but the loss of that commercial freedom in the operation of these auxiliary systems which has enabled us in the past to judiciously operate the auxiliary systems in connection with our main lines.” You speak in other parts of your letters of the necessity to you of “commercial freedom,” which simply means the power or freedom to charge whatever you please.
Any State that permits the exercise of an unrestricted power by a railroad corporation to tax the people is derelict in its paramount duty of protection to its citizens. You may call this Communism, but the alternative is the subjection of the rights and property of one class to the irre-sponsible despotism of the other.In the ordinary business concerns of life, the two parties to a contract possess equal freedom, and neither party has the power to impose his own terms upon the other. But in the case of railroads “commercial freedom” means freedom for one of the parties to the contract only. The people are compelled to employ them, and if their power is not limited, to employ them upon their own terms. They have no power of choice to employ these agencies or not, and no option to accept or reject their terms. Such absolute power on the one hand, and helpless subjection on the other, means despotism for the railway corporations and slavery for the people. It is time that the common law has put an indefinite limit to this power of extortion, by saying that the charges corporations make for services shall be reasonable, but this limitation has been found to be practically unavailing for public protection, unless enforced by vigilant supervision. It has always been found that human greed coupled with power will ride roughshod over every right. The people of this State have declared against the continuance of that commercial freedom for which you sigh, and they will never again deliver themselves into your hands. Railroads are in the nature of public agencies. The public has given to this class of corporations the power to plant their public works in a definite location and to operate them there, and this carries with it the power of taxation. Where is the limit to this power? Your theory evidently is that, that limit is only reached when you have arrived at the utmost bounds of possibility, i. e., just short of exciting open rebellion against your exactions, and this carries with it every element of despotism. If the principle of reasonableness, on the other hand, means anything at all, it implies the right to collect from the business a sufficient revenue to pay the expenses of management and maintenance of the property, and a fair return upon a bona fide investment, and in estimating such fair return due allowance should be made for the risks attending this class of investments. But exactions to pay dividends on watered stock, or stock that represents no outlay, and no bona fide investment, is neither just nor reasonable.
We have shrunk from the task of prescribing rates for your road, not because it was not clearly apparent to us that existing rates were unfair and unreasonably high, but because we desired to abstain from every appearance of coercion. But you have persistently maintained your rates against every argument and every remonstrance from us, notwithstanding you were heap-ing up millions of surplus revenue. You forced us to do what you now complain of. Have you not exerted yourself to create a combination among railroad men to resist what we believe to be a reasonable demand of the public? We can only interpret your objection to be to break down the law. We have labored to deal justly with your company, and to do nothing that would impair its prosperity. We are fully satisfied that the rates we have fixed will leave to your company, after paying all expenses and every obligation, and the usual dividends to shareholders, a sur-plus. We have given the facts and figures in our decision which we believe justifies this conclu-sion; though you have had abundant opportunity, you have never shown the contrary.
It is far from the intention of this Board to in any manner jeopardize the railroad interests of the State, nor do we give to the law that right, inflexible and literal construction that you seem disposed to apply. The railroads have done more perhaps towards securing to this State its present prosperity than all other enterprises combined. The people of the State fully appreciate the great good that has been done them, in assisting to build up cities; encouraging immigration, thereby enhancing the value of lands otherwise comparatively worthless to the State; “uniting the prairies of our West with the market of the East,” creating a market for the products of our lands that would otherwise realize nothing to the producer. The people of the State therefore cannot afford to confiscate railroad property nor can they afford to have railroad companies confiscate their property. Under the former management of your company, there seemed to be a disposition to meet the people upon a just and equitable basis, but if we are to judge from the tone of your letter of the 31st, ult., we fear the disposition of the management has been very materially changed.
Respectfully, JAMES HUMPHREY, L. L. TURNER, Railroad Commissioners.
E. J. TURNER, Secretary.
A Mistake.
Winfield Courier, February 21, 1884. A leading railroad manager being asked what he thought of the Commissioners’ letter in reply to Touzalin, replied: “Touzalin made the big-gest mistake of his life by writing those three powerful letters to the commissioners.”
Commissioners’ Letter.
Winfield Courier, February 21, 1884. Editorial. The answer of Commissioners Humphrey and Turney to Manager Touzalin’s three letters will be found on first page of this paper. It may not be exactly fair to Mr. Touzalin to give their side of the correspondence and omit that of Mr. Touzalin, but as we have not space for the whole, we publish that part which we heart-ily indorse.
In justice to Mr. Touzalin, we will say that his letters are the work of a master mind and show wonderful powers of argument, skill, and adroitness. So strong and convincing were the structure of his productions that the Topeka board of trade, comprising the brainiest men of that brainy burg “tumbled to his racket,” and published a manifesto supporting his positions.
But it appears that the brains are not all on that side of the question. Messrs. Turner and Humphrey have proved that they have a grasp on the subject not inferior to that of the railroad magnate and have the best of the argument; in fact, have captured the whole field. It shows that the old “gag” that “none but railroad managers of long experience can understand railroad matters” is a fallacy. In the course of one short year these commissioners have gathered a fund of information from all sources that puts them on a par with the manager in that respect and they know how to use it in the way of their duties to the state. The executive council have been peculiarly fortunate in their selections of railroad commissioners.
An Amicable Arrangement.
Winfield Courier, February 21, 1884. By arrangement Mr. A. E. Touzalin, vice president and general manager of the Atchison, Topeka & Santa Fe railroad, Mr. A. A. Robinson, general superintendent, and J. F. Goddard, general traffic manager of the road, met a number of the representative businessmen of Newton, on the evening of Feb. 14th, to talk over the relations existing between the corporation and the residents of that city.
The conference lasted several hours, and the whole matter was frankly discussed. The repre-sentatives of the company promised hearty cooperation in all matters pertaining to the welfare of the city, and there is no disposition to cripple or hamper the railroad company. The people are almost unanimous in desiring the prosperity of this corporation, that has done so much for the development of the state. The company is planning extensive improvements at that point within the next few months.
Sing Small, Sam.
Winfield Courier, February 21, 1884. The Kansas City Journal charges Sam Riggs, who is now so fiercely denouncing railroad land grants—when nobody “under the broad cannister of the heaven,” as Mrs. Partington said, is proposing to make any land grants—with being the person who drafted the bill giving five hundred thousand acres of school lands to four railroad companies, and with assisting in lobbying that bill through the Legislature.
It also alleges that Mr. Riggs, when the attorney of the L. L. & G. Road, assisted in con-summating a treaty with the Osages whereby that corporation secured 9,000,000 acres of Kansas lands for nineteen cents per acre. It is evident that Samuel had better sing very small on the railroad land grant key.
The Railroad Proposition.
Winfield Courier, February 21, 1884. Editorial. The general appearance is that the rail-road proposition is dead enough to need no more kicking.
It is generally pretty well understood and meets with very little approval. But it may be playing possum and it is possible that the voters may be too sure of its defeat and stay at home on election day. But it must be remembered that the measure has quite a large following in some parts of the county who will be out and vote and carry the proposition if the friends of the county stay at home. Turn out on the 11th of March everyone and vote so as to make a dead sure thing of it. It won’t hurt if it should be snowed under by two or three thousand majority.
The managers for the company have apparently weakened, seeing that it is going to be beaten, and they propose to file some more stipulations conceding or pretending to concede some of the points that have been demanded in favor of the county. If they would concede enough to make the people willing to vote for the proposition, we do not see how their con-cessions could be made available to the county in the present stage of the game. This filing stipulations seems to aggravate the disease rather than cure it.
Some Questions from “Your Subscriber.”
Winfield Courier, February 21, 1884.
EDITOR COURIER: Will you allow a subscriber to ask a few questions?
First. When matters of importance come before the people, why does the Telegram close its columns to one side and abuse its opponents, rather than seek to enlighten them?
Second. Is it true Journalism to be throwing blackguardism upon its enemies?
Third. Should a paper be read in a family that does these things?
Fourth. Will the COURIER continue as in the past, to discuss and enlighten its readers?
Our answers are:
1. The Telegram gets on the weak side of some questions and abuse is then all the argument it can produce. It will of course reject arguments on the other side which it cannot answer.
2. It is often practiced by weak journals.
3. We dodge that question.
4. Yes, as far as it is able.
How Santa Fe Railroad Complies with Railroad Commissioners.
Winfield Courier, February 21, 1884. Today is the time fixed by railroad commissioners for its decisions with relation to reduction of freight charges on the A. T. & S. F. railroad and its auxiliary lines to take effect, but we suppose the railroad managers do not intend to make the change. They have issued general orders to adopt the rates of the decisions, as follows.
First. An order establishing distance tariff rates on the whole main lines.
Second. An order establishing those same rates on the branch lines.
Third. An order demanding that the same system of mileage shall be established on the branches as well as the main lines.
Fourth. An order demanding that the same system of rates and mileage shall be used on the Leavenworth, Topeka and Southwestern railway and the Manhattan, Alma, and Burlingame railroad, which it seems are neither owned nor operated by the Atchison company.
Fifth. An order making certain special rates to and from Atchison, Leavenworth, and Kansas City.
The manager announces that the road will comply with the first four orders, but with the fifth he asserts that the road is unable to comply, claiming that it conflicts with the law itself and would subject them to penalties.
These four first orders relate only to “distance rates,” as they are called but do not notice the “local rates,” that is, rates between Missouri River points and stations in the interior of the state. These rates they propose to avoid by legal action and have procured a temporary injunction before Judge Martin.
The petition for the injunction is on behalf of Geo. B. Wilbur, who holds $322,000 of the Santa Fe stock, by Touzalin, his agent, and Williams & Dillon, attorneys, and against the Santa Fe Company and the railroad commissioners as defendants. It claims that unless the injunction is made permanent, the railroad company will reduce rates and the commissioners will enforce the reduction by suits at law and otherwise to the great damage of the plaintiff, Geo. B. Wilbur, in a great reduction of his dividends.
It then goes on to recite the points relied upon to sustain the injunction, which are, substan-tially: 1st, that the law as interpreted by the commissioners, regulates interstate commerce, which is unconstitutional; 2nd, the decision fixes special rates in excess of authority conferred by law; 3rd, the decision violates the charters, privileges, and powers of the railroad company conferred by law, and impairs the obligations of the contract created by law; 4th, that the com-missioners have no authority to fix rates on interstate commerce; 5th, that the decision was not rendered by the full board, but by only two members, and is therefore invalid. That the rates fixed are so low as to cut off dividends.
Tomorrow is fixed for a hearing of the arguments on the petition.
Inter-State Commerce Rates for Long and Short Hauls.
Winfield Courier, February 21, 1884. Editorial Page.
[From Kansas City Journal.]
“The fact that the Reagan ‘Inter-State commerce’ bill proposes to prohibit different rates for long and short hauls, makes it a measure fatal to Western interests. For, if the railroads are compelled to give the grain of Ohio and Michigan, and the cattle of New York and Pennsylvania, this enormous advantage in rates for transportation over the grain of Minnesota or Kansas, and the cattle of Texas, it would practically shut the far western States out of the markets of the East. The Western representatives should see to it that no Inter-State commerce bill embodying such a prohibition as this is passed.”
We do not see it in that light. The haul from Chicago to New York is about 15 cents per 100 pounds for 1000 miles, which is at the rate of 1½ cents per 100 lbs. for 100 miles. This would add only 7½ cents per 100 lbs. to Kansas City, making 22½ cents and not over 4 cents more from Winfield, making 26½ cents from Winfield to New York. The farmers of the west would be mighty glad to be ruined in that way for it would carry their grain and stock to New York for little more than they now pay for the first 250 to 300 miles.
Kingman Agitated with Santa Fe.
Winfield Courier, February 21, 1884. Kingman has been much agitated over the railroad question. General Manager Touzalin went out there last week and informed the people that the road would not be completed to that place until the Railroad Commissioners withdrew their tariff, or as he expressed it, until the road could be assured of “commercial freedom.”
After that a love feast was held by the citizens at which the railroad prospect was gloomily discussed. Finally one of the leading citizens became excited, rose up, and spoke right out in meeting thusly: “Shentlemens, shust dell dot Zanta Ve railroat to go to h l!—unt dey vill come to Kingmans right avay!” His motion prevails unanimously.
Santa Fe Assistant General Freight Agent Visits Moore Stone Quarry.
Winfield Courier, February 21, 1884. Mr. J. Leeds, Assistant General Freight Agent of the A. T. & S. F. railroad, was in the city Tuesday and made a visit to the Moore stone quarry on Black Crook southeast of town. The object of this mission is not known, but is probably connected with the building of a switch out to the quarry. One fact is certain and that is that our stone is attracting attention from far beyond the borders of the state. Its future develop-ment means great things for Winfield.
Boiler Explosion, K. C. L. & S. K. Freight Train.
Winfield Courier, February 21, 1884. A boiler explosion occurred on the east-bound K. C., L. & S. K. freight train last Friday morning, and the engineer was very badly scalded. A leak was noticed in the boiler while the train was here, and the engineer, Wm. H. Raub, tried to plug it up till he could get to the Cherryvale machine shops. Some distance this side of Cherryvale, the plug came out and the boiler bursted, throwing the engineer from the cab and scalding his face, hands, and legs terribly. He was brought to his family in Winfield Tuesday, and is under the care of Dr. Mendenhall, the company’s physician, and is now improving.
Santa Fe Addreses Its Patrons.
Winfield Courier, February 28, 1884.
The A., T. & S. F. Railroad Company’s Statement of the Commissioners’ Rate Question.
To the Patrons of the Atchison System of Railroads in the State of Kansas:
It seems to be desirable, and indeed necessary, that a statement should be made to you in connection with the railroad law passed by the last legislators, and in connection with the series of acts performed by the old Board of Railroad Commissioners, appointed by the Executive Council of the State under the operation of that law.
The interests of the whole community living upon the line of our road are our interests, and to a great extent, the interests and prosperity of our railroad are your interests, and this is true, whether the people whom we address are engaged in manufacturing interests or commercial interests, or in that interest which forms the bone and sinew of our state, the agricultural interest. It is to the conjoint efforts chiefly, first, of the tillers on the soil, of the manufacturers, the commercial men, and also to the railroad interests, that the present prosperity of the whole region through which our road runs, is indebted.
The people who own the Atchison road look back with pride on the events of the last ten years. It is a satisfaction to them to remember that during good times and hard times they have year by year endeavored to pursue a system of fair and evening of liberal treatment towards their patrons everywhere on the line, which has tended in a large measure to bring prosperity to the people. It is a matter of pride and satisfaction to the owners of the road to look back upon the past ten years and note the remarkable success which has arisen to the road by reason of the enterprise which has been shown by reaching out into the distant countries beyond Kansas and thus grasping the traffic of the Pacific coast, Old Mexico, and Territories lying between.
An examination of the facts and figures which to some extent have already been given, and which will hereafter be more fully and thoroughly given to the people of our line, will prove conclusively to them, that the reason for the prosperity of the Atchison road has not been from unreasonable or extortionate rates which have been collected for the transportation of Kansas traffic, as has unjustly been charged, but it has been to a high extent, from the vast traffic that it has obtained in other States and Territories west of Kansas and brought across the State, besides opening a western market for Kansas products.
The facts and figures will show that this foreign traffic that has been brought across the State, has so increased the business of the road as to enable it to make a system of rates for Kansas traffic that compares favorably with the rates charged for the same kind of traffic in Missouri, Iowa, Wisconsin, and a portion of even Illinois.
It is true that the rates charged for transporting Kansas freight by the Atchison road are not so low as the rates of charges on through traffic between Chicago and Kansas City, St. Louis and Kansas City, Chicago and New York, etc. Is it reasonable to expect this? The local freight of Missouri, Iowa, Wisconsin, Illinois, and other States is not carried at as low rates as the through rates between these great cities, although the great lines in these States have twice and three times as large a traffic as ours.
Make a fair comparison for yourselves of the rates of charges being made in the States I have named for moving the business arising in those States and going to and from those States with the same kind of traffic in Kansas, and you will be satisfied that our rates are, proportionately to the business we do, lower than theirs.
People who see the excellent class of improvements that are being made on the line of the Atchison road, and who see how the road has grown from a line of the second class to a road that will rank with the best in substantial construction and equipment, fail to realize the fact that the money which accomplishes these results arises only in part from the railroad earnings from Kansas business, or in the State of Kansas.
The railroad company has made Kansas its chief place of operation. The larger part of the fruit of its labors and investments, it has up to this time spent in the State of Kansas. It has up to this time operated its extensive system of lines in Seven states and Territories, from the State of Kansas. And there has grown up the erroneous idea that the property was entirely a Kansas property.
The Railroad law, the Commissioners’ decisions, and the discussions which have been necessary in order to enlighten people as to the facts, have been unfortunate for Kansas, for the attention of the other States and Territories must necessarily be drawn to the fact of the manner and extent to which Kansas has been helped in past years above all others. The people who live on our line and see the large freight traffic being drawn by our road on its main line, and who see in the papers the published statement of our earnings, which have been good earnings in the last three or four years, reach the conclusion that this business and these earnings are coming chiefly and entirely out of Kansas. Now these are the facts:
The accounts and figures for the year 1883 are not yet made up. The freight earnings of 1883 were nearly $200,000 less than in 1882, so I give you the facts for 1882 as made up by the General Auditor as closely as he can figure them, it being difficult to get the figures right to the last dollar, as the road is operated as a whole in all the States and Territories.
In 1882 the total freight earnings of the Atchison system of roads in Kansas, Colorado, New Mexico, Missouri, and Texas, consisting of 1,820 miles, was $10,537,201.57. Of this sum the money earned on that portion of the road in Kansas and a few miles in Missouri, consisting of 91,210 miles, was $6,319,788.21. This was the entire freight money earned on our business transported in Kansas, or between two Kansas points to and from points in other States. This sum was earned as follows:
On business between two points, both being in Kansas: $1,825,192.20
On business to or from Kansas points and going to or from points in the States east of Kansas: $1,817,686.10.
On business to or from Kansas points and going to or from points in States and Territories west of Kansas: $519,208.50.
On business to or from one foreign State or Territory going to or from another State or Territory, and hence only going across Kansas: $2,657,910.00
TOTAL FOR ABOVE FOUR: $6,319,789.01.
You will see that about forty-two percent of the entire freight traffic consists of business simply crossing Kansas, going from ocean to ocean, or from one foreign State to another.
At great expense, and with much labor, we obtain this business, against the competition of lines that are trying to carry it north or south of us. Suppose the old board had reduced the rates on the haul in Kansas on this traffic, they would simply be injuring the Atchison road, in order to benefit people living in New York or California, or perhaps in Australia. Or if the through rate was not reduced by the reduction made in Kansas, then the Atchison road would simply get a less proportion, and its other connecting roads would get more. How much good would this do Kansas? Is it wise to throw bars and difficulties in the way of this traffic? By bringing it across Kansas, it requires a large expenditure of money here in the State to transport it and enable the road to do the rest of its business more cheaply.
Fortunately for all interests the people, as well as the railroads in the United States, the Su-preme Court has decided that this inter-state and inter-oceanic business would not be interfered with by State regulation.
When, therefore, the old board of railroad commissioners blindly struck at the six millions of dollars being earned in Kansas for freight transportation, you can see for yourselves how unlawfully, how unwisely, they acted.
We give you these figures fully and fairly, in order that you may reach your own conclu-sions. You will see that in opposing the arbitrary demands of the old Board of Railroad Commis-sioners, it has not been altogether from fear of a serious reduction of our revenues.
The decisions which have been made by the old Board, the incorrect statements which they had written, are all matters of record. Bear in mind that this Board was elected to act as a fair minded tribunal with semi-judicial powers. It was hoped and expected that they would serve as a board of arbitration in all cases of difference that might arise between the people and the rail-roads. It was hoped that their duties would be so performed as to build up a stronger bond of interest and amity between the people and the railroads. I call your earnest attention to their decision and their letters. I particularly call your attention to their letter of February 8th—a letter which for unfairness, injustice, incorrect statements, and perversions of truth, has seldom before been equalled.
A letter which was capable of, and was apparently written for the purpose of leading you astray, and arousing some of the worst passions that lie within the human breast.
I ask you candidly and fairly to read this whole correspondence, copies of which will be supplied on application to Mr. N. L. Gage, of Topeka, and judge for yourselves where the truth lies—judge for yourselves who in the past have wronged you the most—the railroads, who like all others, err frequently in their business dealings, or the class of men who systematically and for years have misrepresented, and deceived you in order to obtain personal advantage. . . .
Narrow Gauge Election March 11, 1884.
Arkansas City Traveler, February 27, 1884. The management of the narrow gauge railroad are tacking pretended concessions to the petition upon which the election was called. This is too thin for the voters of Cowley, as Mart will see March 11.
More Narrow Gauge.
Winfield Courier, February 28, 1884. We publish this week a stipulation signed by the president and secretary of the Denver, Memphis and Atlantic Narrow Gauge Railway Company and filed with the county clerk. We place it before our readers not because we think it amounts to anything but as a matter of news.
It does not appear that the railway company have in any way authorized their president and secretary to make such a contract or stipulation and it strikes us that it would require the approval of the board of directors at least to make it binding.
It is not a part of the proposition which was signed by two fifths of the resident taxpayers of the county authorizing the commissioners to call an election and had the commissioners called the election on this stipulation, we think it would be void. But they did not and all the questions the people can vote upon are continued in the all heretofore published. In our opinion no subsequent stipulation can be given any binding effect.
It lacks essential elements of a binding contract in not having two parties and a considera-tion. It is not a binding contract because there is but one party to it, and because there is no con-sideration. The county is not represented in any way as a party to the stipulation, the county commissioners have not acted upon it or approved it in any way, and there is no consideration expressed therein for the contract to make it binding on the company. Of course, the object of the stipulation is to induce voters of Cowley County to vote for the bonds. Of course, it would not have been filed or written were it not evident that the bonds were going to be defeated, and is filed in hopes that it will change enough votes from against to for, to carry the bonds.
But it can never be known whether it had that effect or not should the bonds be carried. If carried, no one can prove that they would not have carried without the stipulation. Therefore, the stipulation should have stated that, whereas the proposition as submitted will be defeated at the polls, the company file this stipulation to induce men to vote for the proposition, and make the stipulation in consideration of the votes that will be polled for the proposition. We do not think the stipulation of any use. . . .
Can It be Ignorance?
Winfield Courier, February 28, 1884. Editorial Page.
K. C. L. & S. Proposition Reviewed.
The Telegram attacked the position took by Millington of the Courier concerning the proposition proposed by the K. C. L. & S.
Telegram: “Mr. Millington opposed the K. C. L. & S. proposition at first.”
Courier, March 6, 1879. “We can hardly doubt but that a proposition so remarkable in its liberality and in the profound safety of its provisions will be carried almost unanimously.”
Courier: “Mr. Black’s articles of late respecting the actions of the editor of this paper past and present, exhibit either an unusual degree of ignorance or a vast resource of falsehood and misrepresentation.”
Telegram response: “Mr. Black has no intention of exhibiting ignorance, falsehood, or misrepresentation in regard to Mr. Millington. Nothing in the above article disputes the assertion of the Telegram. If Mr. Millington will state that he did not have anything to do with sending a committee to St. Louis to consult the Garrisons in regard to a counter proposition, we will retract and apologize.”
Courier response: “Mr. Millington did have much to do with sending a committee to St. Louis to consult the Garrisons in regard to extending the Missouri Pacific railroad to Winfield and through this county; much to do with inducing the Garrisons to visit Winfield, which they did a few weeks earlier than the L. L. & G. folks appeared on the ground, much to do in trying every means he had to induce them to extend their road, but failed. Messrs. Garrison returned to St. Louis without giving us any definite encouragement.
“Some weeks later, March 2, 1879, the L. L. & G. company sent over unheralded, Gen. Blair, and some others, to see what encouragement this county could give them towards building the east and west road through the county. Gen. Blair was an old friend of ours and we were one of the first to be called on. We stayed with him all day and until the proposition as submitted later was formulated and agreed upon and while seconding the scheme of the railroad men, we tried to get the best terms possible for the county. We then wrote the article from which the above quotation was clipped.
“The proposition was submitted to the people and we supported it from the first by all the fair and honest means we were master of. We had nothing to do with getting up ‘a counter proposition’ and don’t believe anyone else had. The bonds were voted as we wished and worked for, and we have never regretted it nor felt that we could have done better with that company. But while the building of that road at an expense of only $68,000 in bonds in the county and nearly two thirds of that returned to the county in the sale of the railroad stock taken from these bonds, yet if we had succeeded in getting the Missouri Pacific instead on like terms, we would likely have done still better in that the Missouri Pacific sold out to Gould instead of the Santa Fe and we would most likely now have competing roads.
“No, Mr. Black, you cannot discount us on our record favoring railroads for this county. If you want to weaken our influence against the pending narrow gauge proposition, the less you say about our railroad record the better for your scheme. If you have a better road record, please trot it out, for we never knew you had any until you commenced supporting this narrow gauge proposition. Trot it out for you may help your cause more with it than by ventilating ours.”
The Santa Fe.
Winfield Courier, February 28, 1884. Editorial Page.
We give our readers today the address of Mr. Touzalin, the manager of the A. T. & S. F. railroad and its auxiliary lines, to the patrons of that railroad system.
We publish it in a spirit of fairness to Mr. Touzalin and the company he represents. Having already given the letter of the commisioners explaining the position they have taken, it is but fair that the representatives of the road be heard.
Mr. Touzalin’s address is a very strong and able document and contains many facts and figures of interest to our readers.
While we have always tried to work for the best interests of this county, tried to obtain for our people the lowest rates of freights and fares within reason, have tried to get competing lines of railroads built into our county with a view of reducing rates by competition, and done many things that would tend to reduce the profits of the Santa Fe road and enhance the profits of our people, we have always been an appreciative friend of the great Kansas railroad, the Santa Fe System.
It has been of more value to the state of Kansas than all the other railroads of the state put together, and the prosperity of the state is due in a great measure to that railroad company. It has almost made Kansas what it is. It has always had the most gentlemanly, accommodating, and obliging officers, done its business promptly and pleasantly, and its rates of freights and fares have been favorable as compared with other roads. The benefits that this road has given our people cannot be estimated and it is due to that corporation that all these benefits be acknowledged and appreciated. It is due that their side of this and every other controversy in relation to their rates and management should be respectfully heard and considered. We all have a deep interest in the prosperity and efficiency of this system and should do nothing to impair its usefulness, and should be entirely willing to pay rates sufficient to give it a liberal remuneration for its services.
Yet while we foster the kindliest feelings for that corporation, we may remember that it is a corporation for profit and not unlike other corporations, it will make all the profits it can, consistently with its reputation and future prospects. We may remember that it owes to the people its chance and opportunity to make these profits. We once remember that the people have laid the foundation for this prosperity, have paid these profits to the company, and made it the great corporation it is, and that the people have the right to reasonable rates without discrimina-tion and the right to control these rates within the limit of reason. We think the position the commissioners have taken is reasonable and the rates they have indicated would afford this road all the profits that are reasonable.
Suspension of the Order by Railroad Commissioners.
Winfield Courier, February 28, 1884. Many of our people were last Saturday much sur-prised by the news that the railroad commissioners had issued an order suspending their order fixing Feb. 19th as the time for their decision on freight rates of the Santa Fe road should take effect, to March 5th, when a rehearing would be granted; and questioned the effect it would have. The following showing the position of the company concerning it puts that corporation in a favorable light.
On the evening of the 22nd day of February, the honorable Board of Railroad Commission-ers issued an order to this company suspending the rates which they had ordered into effect upon the morning of the 19th of February. The honorable Board of Railroad Commissioners has also advised us that on the 5th of March they will proceed to readjudicate a new system of rates for this line. The system of rates thus quickly suspended by the honorable Board of Railroad Commissioners representing the result reached by them after one years consideration of the freight question, and after the decisions and rehearing, we are advised by counsel that the order of February 22nd, suspending the rates of February 19th may not be legally operative. However, this may be the freighting public will see that it is impossible for this company between this time and the 5th of March to formulate a new tariff to take the place of that suspended by the Com-missioners, nor would it be useful to do so, for owing to the varied and conflicting decisions of the honorable Board of Railway Commissioners, it is impossible for the company to tell what may be the new decisions reached upon this whole subject.
There is but one course in law for the company to pursue, namely: to continue in effect the system of rates ordered by the old Board of Railroad Commissioners on the 19th of February. This company desires to assure the people living on its lines that as soon as their questions have been legally determined, or as soon as the rate making power shall have been again entrusted to the traffic department of this road, we shall use every reasonable measure in our power to give satisfaction to our patrons.
(Signed) J. F. GODDARD, Traffic Manager.
Approved: A. E. Touzalin, Vice President.
Too Swinish.
Winfield Courier, February 28, 1884. Editorial.
The city of Topeka and some other cities toward the eastern end of the Santa Fe railroad system have long enjoyed freight rates over that road which discriminated largely in their favor and against the towns farther west. For instance Topeka and Lawrence millers could send a carload of flour to Colorado or New Mexico for precisely the same money that it would cost the miller of Great Bend or other town in Kansas farther west. This discrimina-tion has been carried out in various other ways, all favoring Topeka and other towns in the eastern part of the state.
Now the rates fixed by the commissioners as maximum rates do not continue this discrim-ination necessarily, but give the eastern towns only the advantage of lower rates for long hauls than for shorter hauls, which is all the discrimination they in justice are entitled to. These maxi-mum rates while they reduce the rates to and from the western towns some twenty percent, do not in some cases reduce rates at all to and from eastern towns and it is claimed that the maxi-mum rates are higher in some things than the rates hitherto paid. It does not compel the company to advance rates on these things in any case, more than the law did without the commissioners rulings, but it decreases the amount of the discriminations unless the railroad company reduces the rates to and from these eastern cities as far below the maximum rates as these discriminating rates have been below the general rates. This the company has the same right to do that it had to discriminate before the decision of the commissioners was rendered. But the company are not likely to reduce these discriminating rates and therefore, under the decision, the discrimination in favor of these eastern towns would not likely be so great as it has been. Therefore, the Topeka board of trade kicks.
It is not because they apprehend an increase of rates, for of course they do not, but because a part of the advantage they have enjoyed over western towns is to be taken away. They don’t want lower rates, they only want discrimination. They don’t want the rates to and from western towns reduced for that reduces the discrimination. They really want rates to western and central towns increased for that will increase the discrimination. They want to tax the whole state to put money into their private pockets. We have no patience with such swinish propensities.
Anti-Narrow Gauge Ticket.
Winfield Courier, February 28, 1884. Some patriotic citizens have taken enough interest in the welfare of the county to provide for plenty of tickets, “Against the subscription of stock and the issue of bonds to the Denver, Memphis & Atlantic Railway Company.” Tickets are printed and ready for distribution at the COURIER Office. Please call and get a supply.
Southern Kansas Railroad Ships Produce Daily.
Winfield Courier, February 28, 1884. An average of sixteen cars of Cowley produce is shipped from Winfield over the Southern Kansas railroad, daily.
Committees Organized to Defeat S. M. & A. Narrow Gauge.
Arkansas City Traveler, March 5, 1884. A railroad meeting was called on last Monday, March 3, at I. H. Bonsall’s office, for the purpose of considering the narrow gauge proposi-tion now before the people and taking steps to insure its defeat.
Mr. T. McIntire was made chairman and I. H. Bonsall secretary. A resolution to the effect that the interests of Cowley County demanded the defeat of this proposition was read and unanimously endorsed, and the following committee was appointed to raise funds to defray the expenses of canvassing the county: A. A. Newman, W. M. Sleeth, James Benedict, T. H. McLaughlin, and J. L. Huey. Messrs. A. A. Wiley, J. B. Nipp, A. J. Chapel, O. S. Rarick, T. H. McLaughlin, and N. T. Snyder were appointed as committee on arrangements with power to select sub-committees, to take whatever steps may be deemed necessary to accomplish the object of the meeting. The meeting then adjourned to next Saturday at 2 p.m. at Highland Hall, when we hope to see a general turn out of businessmen and farmers.
Railroad Lands.
Winfield Courier, March 6, 1884. [From National Republican.]
“I have read,” said the ex-commissioner, “the order in which the house committee on public lands proposes to consider the railroad land grants, and I would like to know what induced the committee to adopt that particular order. There are some queer things about it when you examine the list.”
This is the order adopted by the committee together with the amount of grant, miles of road constructed within the time specified in the granting act, portion of grant earned by such construction, and amount forfeitable.
Texas Pacific: grant, 14,309,760 acres; miles of road built, none; and earned, none; forfeited all.
Oregon Central: grant 3,701,700 acres; miles of road built 199; land earned, 2,000,000 acres; forfeitable, 1,901,700 acres.
Ontonogan and State line: grant 232,000 acres; miles of road constructed, none; land earned, none; forfeitable, all.
California and Oregon and Oregon and California: grant, 2,126,626 acres; miles of road constructed, 197; land earned, 1,454,000 acres; forfeitable, 661,926 acres.
Northern Pacific: land grant, 48,215,040 acres; miles of road constructed at 29 sections per mile, 228; at 40 sections per mile, 197 miles; land earned, 10,675,200 acres; forfeitable, 37,539,840 acres.
Atlantic and Pacific of California: grant 5,511, 264 acres; miles of road constructed, 232; land earned, 2,449,450 acres; forfeitable, 2,061,814.
New Orleans Pacific: grant reported at 903,218 acres but found to contain about 1,500,000 acres; miles of road constructed, none; land earned, none; forfeitable, all.
Atlantic Gulf and West Indian Transit: grant, 1,171,200 acres; miles of road constructed 155; land earned, 600,000 acres; forfeitable, 517,200 acres.
Pensacola and Georgia: grant, 1,178,880 acres; no road constructed; no land earned; all forfeited.
Florida, Atlantic and Gulf Central: grant, 226,560; no road constructed; no lands earned; all forfeited.
Mobile and Girard: grant, 858,544; no road constructed; no land earned; all forfeited.
Selma, Rome and Dalton: grant, 641,281 acres; miles of road constructed, 100; land earned, 400,000 acres; forfeitable, 241,281 acres.
Vicksburg, Shreveport and Texas: grant, 725,750 acres; miles of road constructed, 94; land earned, 360,000 acres; forfeitable, 265,750 acres.
Sioux City and St. Paul: grant, 478,240 acres; miles of road constructed, 56; land earned, 316,700 acres; forfeitable, 170,840 acres.
“There are 121,000,000 acres of land granted—21,000,000 acres earned, and 100,000,000 forfeitable. Of this 100,000,000 acres of land, 90,000,000 acres are claimed by three corpora-tions, two of which are in possession of and selling and mortgaging their lands. The committee has spent the first six weeks of the session on seven little corporations which never received a grant from the general government, and the whole amount of whose lands, as set aside by Mr. Kirkwood, in executive document 144, is 792,000 acres.
“It has now tackled the smallest of the three large grants, and decided to declare the Texas Pacific grant forfeited. Then it proposes to take up several more small corporations, the whole amount of whose forfeitures would be about 2,500,000 acres, and thus leave the two largest corporations, the Northern Pacific and the Atlantic and Pacific, with their 75,000,000 acres of land, to the lag end of the session, during which time these corporations, being in possession, can and will sell and mortgage as much of the land as possible, thus having innocent purchasers intervene between themselves and a forfeiture.
“The eight grants already considered are all in the southern states. Of the fourteen yet to be considered, seven are in the southern states, three more are entirely and two partly in California and Oregon.
“Is the committee trying to excite a sectional feeling on the subject, or is it a part of the Carlisle-Morrison program to consolidate the south and west, or free trade and anti-monopoly, with the money of two great corporations to run the campaign?
“How can these corporations be prevented from selling and mortgaging their lands while the investigation is going on?
“Some member of the house who is really in favor of forfeiting all lands not duly earned should move the reference of the reports to the judiciary committee, or a select committee, with directions to prepare a joint resolution instructing and directing the attorney general of the United States to commence proceedings in the supreme court of the United States against all states to which lands were granted to aid in the construction of railways where the conditions have not been complied with, and in the circuit courts against all corporations to which land grants have been made, and which have not complied with the conditions of the grant. That is the only way to proceed to forfeit a land grant.”
The Narrow Gauge.
Its Present Status and Prospects and Some of its History.
Facts and Conclusions.
Winfield Courier, March 6, 1884. Editorial by Millington.
The object of this article, the last we shall lay before our readers before the election of March 11th, is not to influence votes either against or for the pending railroad proposition, but to give our readers a fair, honest, manly, and impartial statement of all facts and acts bearing upon the question before us which we have not heretofore stated, an account of what has been done the past week, what is now being done in relation to the matter, and what are our conclusions on points of controversy, leaving the effects to be what it will on the vote of March 11th. The voters are the jury who are to decide this case and we choose to come before them at this time, not as a partisan attorney on either side, but to talk as a judge might talk to a jury about to decide an important case.
We do not expect to please either side by this course and it will be easy to accuse us of mulishness and fogyism by the one side, of “flopping” and selling out by the other, and of straddling by both; but we shall satisfy our own sense of justice and right, and merit the approval of all fair minded citizens, whether we get it or not.
Rustlers of younger, warmer blood like the junior editor, are not content to take such a position as we indicate. They have an impulse to be foremost in every controversy on one side or the other; they scent the battle from afar and promptly take an active and vigorous part. We have several youngerly men in this city of vigor, energy, and snap, who when they work together in a good cause can perform wonders. We admire and appreciate them and always want them on our side, but we are older and the great many conflicts of opinion we have encountered and passed through tend to make us slower to engage in a heated con-troversy and to content us with smaller results. Yet we have courage and fearlessness sufficient to make a pretty strong fight when there is an important interest or principle to fight for and to continue the struggle as long as we are confident that we are serving the best interest of our community by doing so.
SOME HISTORY NOT HERETOFORE MADE PUBLIC.
But before we assume the judicial ermine, we cannot forbear to state some of the facts that have placed this proposition in the bad predicament in which we now find it. We must be indulged in one last kick at the bad management which has placed us in this ambiguous position. We have earnestly desired to give this company a fair chance to build this road if it can be built on a basis which will do no damage to any Cowley County taxpayer, property owner, or citizen, and to make it of value to all. The first time we were approached on the subject by the representatives of the railroad company, we told them that if they would put a proposition before the people to vote a reasonable amount in which proposition the interests of the people were amply secured in clear and unmistakable language, we would support it heartily. The company ought to have given us such a proposition in the outset, ought to have consulted with leading citizens of the county representing all the various interests, and made such concessions as to the details of the proposition as they could, to accommodate these interests, before their petition was printed and circulated, ought to have made all the concessions then, that they have since made by stipulations, and more too. They ought to have given us a clear cut honest proposition that would be final and not need any coddling up with stipulations of doubtful validity. Instead of that, we have before us a proposition conceived in duplicity, blotted all over with badges of fraud, and then patched up with stipulations to cure most of the defects, yet leaving many in doubt whether they are cured or only covered up.
This is the first railroad proposition that was ever put before the people of this county for their votes in this way. Former propositions have been read before meetings of citizens and been discussed and amended in various ways to meet the views of the people, before the petitions were circulated. The excuse that they did not know that these concessions would be demanded is too frivolous and not true. It is only a presumption that the people would consider all railroad propositions alike and would take down anything bearing that name without scrutiny or question as coming from superior beings of unselfish attributes, instead of coming from men not unlike other men who want to drive a sharp bargain.
An attorney of this city was consulted on legal points about the drawing up of that petition. He stated that it would be necessary to include in the proposition each of the points since conceded by the stipulations and some others; his advice was unheeded in all points except as to the form of ballots.
The first we were permitted to know of this matter was an invitation to meet representatives of the road and citizens at the Brettun House for consultation and discussion, and we went. The time of the meeting was taken up with speeches to explain the great advantages such a road would give to this county, but no proposition was read or produced and no indication of details were given except that the company wanted this county to vote them $100,000, which we objected to as too much. They also stated that they would make the stipulation that the road should be completed to and through the county in a year from the voting of the bonds if we recollect right. We told them that the time was too short in the present condition of the money markets, and we advised them to take plenty of time so as to obviate the necessity of forfeiture, but to make the time certain. No draft of a petition was presented, no further opportunity was given to make suggestions as to what it should contain. When we asked to see their petition, we were answered that it was not ready, but that we would have a chance to see it and make suggestions before it was finally decided upon. The meeting adjourned and the very next morning a printed petition was in circulation for signatures and it was evident that it was printed and ready before the meeting was called at the Brettun House. The object of this duplicity was evidently to get as many committed in advance to the support of an unseen proposition, and to get so many signatures before attention was called to its defects that it would be accepted to save doing the work over again.
We then began the fight, not against the road, but against the proposition, and another meeting was called at the Brettun House, to which we were invited, and Maj. Hanson, Col. Doniphan, and other representatives of the company were present. This meeting was also largely occupied with speeches about the great advantages of such a road to us; but we got a chance to state many of our objections to the proposition and to urge amendments, but all the satisfaction we could get was that of course the company intended to do most of these things we demanded, would be a fool if it did not, but they did not want the proposition lumbered up with all this frivolous stuff presented in a carping and fault finding spirit, and besides, it was too late to alter the petition for it had already been signed by near eight hundred taxpayers.
Now we do not wish to treat Maj. Hanson, Col. Doniphan, and the other gentlemen of the company with discourtesy, for we think that if they had managed this business, we should have got a fair proposition in the first place, but they apparently did not manage it.
We learned that it was a Winfield man who was getting up the proposition and engineering it along. We observed that it was a Winfield man who swept aside our objections as frivolous; a Winfield man who said the several things we have mentioned in answer to our suggestion and who gave the cue for what should be said by others and otherwise managing the machine. We noticed that the gentlemen from St. Jo. and other parts seemed to be only figureheads to make a show of eastern capital and railroad builders. We think that if they had managed the business, we should not be now in this predicament.
REPORTING FALSEHOODS.
We must also give one kick at the manner we were treated last Friday and since by friends of the proposition. While every means in their power was being tried by committees and delegations to convince us that we ought to support the proposition now, and we were standing squarely against such a course in our replies, a report was being busily circulated all over the city and county that we had agreed to support the proposition. From Friday noon up to Monday night we had occasion to dispute this falsehood, perhaps a hundred times, by asserting that we had not agreed to any such thing and should not. We had not given any indication that we might even lean a little in that direction. If we say anything in this article that leans in that direction, it will be wholly incidental and not in pursuance of any promise or understanding with anyone. Some folks seem to think the only way to carry their ends is by lying.
Having thus ventilated this scrap of history, we now state
WHY WE WITHDRAW FROM THE FIGHT.
After carefully considering all that we have said in the past issues of the COURIER, we find nothing that we desire to take back and little which we will modify. We think our position has been the right position and that it has brought forth fruits which are of advantage to the county. We stand upon our record. The result has been the filing of a stipulation with the county clerk by the president and secretary of the railway company which concedes to the people of the county several of the most important points which we have demanded. It concedes that the road shall have all the attributes of a first class narrow gauge road, several of which are specified, or no bonds shall be delivered. It concedes that the first $50,000 of the bonds shall not be delivered on the mere building of the road from the west line of the county to Winfield. It concedes that no bonds shall be delivered until a first class narrow gauge road is built from Joplin to Winfield and trains of cars running thereon. It concedes that no bonds shall be delivered, but that all shall be forfeited, unless the road is built and completed in first class order and cars running thereon from Joplin, Missouri, to Winfield within eighteen months from the filing of the stipulations. It concedes the construction of such stations and side tracks as seems to bee the wants of the people along the line as a condition precedent to the delivery of the bonds.
THE ATTITUDE OF WINFIELD.
Another reason we have to give is the attitude of the citizens of Winfield. We live in Winfield, have lived here since 1870 when it was a raw prairie. We think we have contributed something to its prosperity. The citizens of Winfield are our friends and neighbors and heaviest patrons. They are as a body energetic, honorable, and intelligent businessmen whom we highly respect, whose interests are the same as ours, and whose opinions are entitled to great weight. They have since our last issue held meetings and resolved almost unanimously to accept the stipulation as good and binding and to support the proposition with the stipulation with their time and money. They are so sanguine that it is best to support it and carry it if possible that they have gone down in their pockets and brought out the liberal sum of a thousand dollars to expend in canvassing the county to advocate the proposition. They will turn out every day and among them make several speeches every night until the day of the election when they will work at the polls everywhere. If they are at work for their own interests as they fully believe they are at work for the whole county and perhaps a lesser degree, how can we stand up and fight against them under such circumstances?
They have treated us handsomely in this matter and have used on us able arguments and the powers of eloquence to convince us that it was our duty to turn in with them and use the influence of the COURIER to support this proposition and we candidly confess that the pressure on us is so great that we can hardly resist it.
But we owe a duty to our readers and friends in other parts of the county, to those who depend upon us for the facts in cases of movement in our county affairs, who depend upon us for impartial conclusions in such cases, and these duties we must not ignore. We shall try impartially to give them all this, all the facts about what is going on affecting this question and not trying to influence their votes further than facts, and what we conscientiously believe are just conclusions, will do it. They are the jurymen and must do their own voting. We cannot do their voting for them if we would. They must each decide for themselves whether they will vote at all, how they will vote, and how much they can afford to do to get their neighbors to vote.
LEGAL VALUE OF THE STIPULATION.
Up to the filing of the stipulation, a week ago, there seemed to be no reasonable doubt that the proposition would be defeated by an overwhelming majority. Much now depends upon the opinions held by the voters of the binding force of that stipulation. We stated last week that we did not believe it is of any binding effect. We have investigated the matter as much as possible since and have got the opinion of several attorneys on that matter. Messrs. Jennings, McDermott, and we suppose, McDonald, state as their legal opinion that the stipulation is valid and binding, while the others we talked with expressed some doubt. No decisions were found exactly in point, but general principal is laid down that a proposition to be voted upon must be advertised as a whole according to law, thirty days in this instance. We form the conclusion from what we get from the authorities, that only that part of a proposition which has been advertised thirty days could be considered as a part of it, but we conclude that a party can waive a part of the benefits accruing to himself under it and that such waiver for a consideration such as to induce acceptance of the main proposition would be enforced. At worst we do not think it probable that any court would compel the issue of the bonds on technical grounds unless the conditions of the waiver had been fully complied with. This is the opinion of all our attorneys. This is a modification of the opinion we expressed last week and the result of further inquiring and investigation. We think there is little danger of any bonds being issued unless the stipulation is fully performed and within the time named.
The clean and sure way to amend was to withdraw the proposition and suspend the election; then draw a new proposition expressing everything on both sides—everything the company will now concede in clear and unmistakable language—then circulate it and get the signatures of two fifths of the taxpayers and have the commissioners call an election giving thirty days notice. But some of the attorneys say that this cannot be done and that the election once called cannot be stopped, and they support their positions by arguments a little paradoxical and conflicting, but they may be right. Anyway, the election will be held and if the bonds are voted down, another election cannot be called unless on a petition of the majority of the voters of the county.
The representatives of the company say this will never be done and that they will, if voted down now, either go around us or submit township bonds along the same line. We do not know what they would do in that event if they themselves do, which is doubtful. They would doubtless do what appeared to them to be the best thing for them to do when the time should come.
THE VALUE OF THE ROAD.
We print in another column an article sent us by Mr. Thos. McDougal, which was published in the Cincinnati Commercial Gazette of the 28th ult. Mr. McDougal is the owner of the tower brick building, corner of 10th and Main Streets, in this city, and is otherwise interested in this city and county and it seems fair to give the article a place. We do not expect a narrow gauge road would be near as valuable to us as a standard gauge over the same route would be, but it should be considered that no company proposes to build a standard gauge over this route and there is no present probability that such a project will ever be worked up. The route is one on which a road is very much needed. It brings a market and railroad facilities close to the homes of the people of a large section of one county in the central and southeastern part of the county, who are now far from such facilities and who have contributed their quota to paying for and procuring such facilities for other and more favored sections of the county.
Again it is fair to state that the narrow gauge roads complained of in the article referred to were so near failures simply because they were so shabbily built, built to make all the money possible out of the construction, and were not compelled to make good roads in order to get their bond subsidies. This is different. The stipulations compel this company to make a first class road in every particular in order to get the bonds voted by this county, and if they don’t do it, they won’t get the bonds.
Then these Ohio narrow gauges were only short snatches of roads without any narrow gauge connections. This must be built at least 150 miles long, from Joplin to Winfield, in a specified time, to get our bonds. If they can do that they can readily add 150 more miles to Larned in about the same time or a little longer and 300 miles of road in a string is not one of those short snatches of road. Again this road aspires of magnificent narrow gauge connections not less than the great Denver & Rio Grande system, a system of assured permanence and success, to say nothing of the Paramore system from St. Louis to Texas and other projected systems east of here. But the company is not compelled to build to a connection with either of these systems in order to get our bonds, and it depends wholly upon the ability of the company to make these connections and whether it can make money by doing so, to settle the question whether it will be done or not.
But it must be conceded that 200 miles of road already constructed and in operation would give the company a wonderful impetus and power as well as standing in financial circles and it could reasonably be expected that they would be able to succeed; and if they have the ability, we doubt not the promise of profit on the construction would be amply sufficient to induce them to make every effort in that direction.
ABILITY TO BUILD THE FIRST TWO HUNDRED MILES.
We have heretofore expressed a strong doubt of the ability of the company to build the first two hundred miles in the time named in the proposition before us on account of the present depressed condition of the money market when even no new standard gauge bonds can possibly be placed, for standard gauge bonds have always been looked upon with more favor than narrow gauge bonds. We must concede however that the depression of the market is “letting up” of late, that there is an abundance of idle money in the east seeking safe investment, and that there is every reason to expect that the markets will return to their normal condition within the next ninety days. Then from the accounts from other counties and townships along the line of this road, it looks like, that if these bonds are voted in this county, it will give such an impulse in the other counties and townships that bonds will be voted in addition to what are already voted, sufficient to secure $600,000 of municipal bonds along the first 600 miles of the road, an average of at least $2,000 per mile from Joplin to Larned.
Now we still hold that a first-class narrow gauge road can be built over this whole route at not far from $6,000 a mile, and we have no doubt that the company can put money enough into it to build the first twenty miles, say, $120,000. They have then that much of a basis of mortgage bonds. They can negotiate with a money syndicate and hypothecate the $600,000 of municipal bonds to it, prior to delivery, which will serve as security to the mortgage bonds. Then the syndicate through its financial agent can dole out the money on these bonds to pay the bills for construction as fast as the work is done; and as fast as the municipal bonds are delivered, they can be sold or taken by the syndicate and the proceeds applied on the debt or on the construction. The small amount of money that must be raised on the mortgage bonds, not over $4,000 per mile, will be amply secured by these hypothecates, the first twenty miles of the road wholly paid for and the first mortgage on the whole road.
So we conclude that if these bonds are voted, the road will be built and on time. But we must further concede that as the expense of this election must now be borne anyway, there would be no damage to the county if these bonds are carried and the road should not be built.
WOULD IT BE WORTH TO THE COUNTY WHAT IT WOULD COST?
While we have contended that $100,000 is too much to vote to a narrow gauge by at least $20,000, and that much more than the county need to have given had the matter been properly handled in the start by those who ought to have done so, the question is reduced to whether we can afford to take the risk of holding out for better terms, and whether the road would be worth $100,000 to the county. The COURIER had the courage to shoulder the risk of holding out, up to now, but having accomplished something by it, we now shift the further risk on the shoulders of the voters.
If the road is built, there can be no question that it would be worth much more than $100,000 to the county. It would make produce sell higher all over the county and reduce the prices of coal, lumber, and other things brought in, to an extent largely beyond that sum. It would itself be taxable property which would be assessed not less than $150,000 in the county and in consequence of it probably enough other property would be brought into the county or be enhanced in value sufficiently to increase the assessment another $150,000, making $300,000 the sum it adds to the assessment rolls, and so long as the tax levy for all county purposes is 20 mills or more to say nothing of school district and township taxes, the county tax on this property will be sufficient to pay the $6,000 yearly interest on the bonds. So at the worst, no man in any part of the county would be any worse off for the building of the road and the issue of $100,000 six percent county bonds, even in the matter of taxes.
THOSE ALONG THE LINE MOST BENEFITTED.
It is natural to expect that the most unanimous support of the proposition will be found along the line of the proposed road and the most general opposition will be found in places most distant from the road, because along the line of the road people are benefitted most by it. In addition to the benefit of nearness to the accommodations and the greater enhanced value to property, the railroad is taxed for the townships and school districts it runs through while townships and school districts in the county which the road does not touch get no benefit from township and district taxation of railroads. This is neither fair, just, nor right, and should be remedied by a constitutional amendment if, as is concluded, it cannot be remedied without. But this injustice is not in itself a reason that persons not benefitted by these taxes should vote against the bonds, for they are benefitted in other ways to such an extent that they are better off with the bonds than without them because of taxation for county purposes alone. It cannot help them to vote against what will do them good because the same thing will do the others more good.
BONDING RATE.
If the bonds are carried next Tuesday and if the road is built in full compliance with the stipulation, $100,000 of the bonds of the county will be issued, and the interest on these bonds will be $6,000 a year with 40 miles of road to tax. The rate of bonding is $2,500 a mile. This will not be so bad as the $4,000 a mile we gave the C. S. & S. F. on 32 miles of road on which we issued $128,000 of bonds on which we are paying $7,680 a year interest. Notwithstanding we gave this road so much it is a fact that this road has been a benefit to the taxpayers of this county as it is paying into the county treasury about $9,000 a year, which is $1,320 more than enough to pay the yearly interest on the bonds issued to it. This of course is not all county tax but much the larger portion of it benefits the whole county in reducing taxation. Then there is unquestionably in this county property, including this railroad, that would not be in the county but for the building of this road, sufficient to make the assessment rolls at least $600,000 higher than they would otherwise have been. The taxation of this property raises double the amount for county purposes alone, that it takes to pay on the bonds issued to that railroad, and relieves the taxpayers all over the county to that extent. But this is but a small portion of the advantages that this road has given the whole county over and above what it has cost us.
The K. C. L. & S. K. though, is the clean road for benefits to this county notwithstanding these benefits are reduced by being taken out of competition with the Santa Fe. The stock we got for the bonds sold for enough to cancel all the county bonds issued to it except $22.500, on which the yearly interest is only $1,575, while the road pays over $9,000 per annum into the county treasury. If we could have got this narrow gauge into such a shape as this, we could have howled for the bonds with all the vim in our power.
OUR BOND TAXES.
A large number of the citizens of the county have applied to us for information regarding the financial relation of the present roads to the county. We have compiled from the records of the County Clerk the following figures.
AMOUNT OF TAXES PAID INTO THE COUNTY TREASURY BY A. T. & S. F.
For 1880: $6,593.61.
For 1881: $6,422.22.
For 1882: $7,849.81.
For 1883: $9,596.35.
TOTAL: $30,461.99
AMOUNT OF TAXES PAID INTO THE COUNTY TREASURY BY K. C. L. & S.
For 1880: $6,853.55.
For 1881: $7,240.74.
For 1882: $8,443.36.
For 1883: $9,659.22.
TOTAL: $32,196.87.
AMOUNT OF INTEREST PAID BY COWLEY COUNTY ON BONDS ISSUED IN AID OF CONSTRUCTION OF A. T. & S. F.
For 1880: $7,680.00.
For 1881: $7,680.00.
For 1882: $7,680.00.
For 1883: $7,470.00.
TOTAL: $30,510.00.
AMOUNT OF INTEREST PAID BY COWLEY COUNTY ON BONDS ISSUED IN AID OF THE CONSTRUCTION OF THE K. C. L. & S.
For 1880: $4,760.00.
For 1881: $3,132.00.
For 1882: $2,065.00.
For 1883: $2,085.00.
TOTAL: $12,042.00.
Total amount of taxes paid into County Treasury by both railroads up to date: $62,661.35.
Total amount of Interest paid by Cowley County to date on all bonds issued in aid of construction of railroads: $43,532.85.
Excess of taxes over interest paid: $20,139.00.
THE EVILS OF VOTING THESE BONDS.
We need not say anything more about the benefits and the evils that would accrue to the county if this road is built or if these bonds are voted. Both sides of the question will be well ventilated all over the county.
Arkansas City is organized, up and doing in fighting the bonds. Her people, too, are putting their hands down in their pockets and contributing money largely to make a fighting fund. They have printed papers and circulars by the tens of thousands and are circulating them all over the county filled with literature against bonds, against narrow gauges, and most particularly, against voting bonds or building the railroad over this particular route. They will canvass the county and stump and talk against the bonds everywhere and leave no stone unturned, no means untried. They will doubtless tell many truths and much that is untrue. Their fight against the proposition is for a very different object form what ours has been. We wanted the road built, and over this line, while we fought for security and better terms for the whole county. They looked upon our fight with apathy, caring nothing about the terms or the cost to the county, but fight it because the route is not by way of Arkansas City. They hope that defeating this proposition will in some way compel somebody to build some road to them. They do not want any road built in the county or any adjoining county unless it is built to them. They are fighting the proposition made to Chautauqua County as well as that to their own county. Our fight was to benefit the whole county, but not to keep a railroad from any part of it. Their fight is to keep a railroad from every part of this route in the county and is utterly selfish, and this selfishness makes us want to take off our coat and wade in for the bonds.
MORE ABOUT BENEFITS.
The Telegram will tell a great deal of truth, this week, perhaps a little colored, about the organization of the C. M. & A. Railway company and the value the road will be to this county if it is built. The Winfield committee will send out circulars all over the county containing simi-lar facts and perhaps similar coloring. The speakers from the stump will dress up the facts rela-tive to the great advantages this road will be to the whole county if built. After stripping these speeches and literary productions of all this ornamental work, it must be conceded that there will remain the strong and very important ground work of facts, which are too weighty to be brushed aside, showing it of immense importance that we secure this road if possible.
The only questions to determine: Can we get this road if we carry this proposition at the election of March 11th? Can we get the road if we vote this proposition down? We do not now hesitate to answer the first question in the affirmative. We have reliable information just arrived that money is already secured conditioned only on the amount of bonds voted along the first 200 miles. The last question we cannot answer so promptly. If we knew that it would be submitted again and on better terms with a clear proposition, we would not be on the fence today but would readily say: vote it down. But even then we should not feel sure of our position. We have held out in hope that we should see the principal officers of the company before this time and convince them that it was necessary in order to carry the bonds to withdraw this proposition, make a new proposition with more concessions than are embraced in the stipulation, especially that of $2,000 per mile and $80,000, and call a new election. It is now too late for that to be done and we fear the consequences of voting down the bonds. Had not the stipulations been filed, we would never have flinched let the consequences be what they would, but with so much con-ceded, we may well hesitate. The more we think of it, the more we fear the effect of voting down these bonds now would be to so influence the election called in Chautauqua County and town-ships further east, that they too would vote down the proposition before them, which would certainly block the building of the road. We cannot help but think that if Cowley votes up these bonds, it will so stimulate Chautauqua and the townships with hope of a railroad that they would carry the bonds over the opposition said to come from the stockmen, and ensure the road.
The threat about the company changing the route and going around us with township bonds does not scare us “worth a cent.” We have heard of too many such scares and we can assure the Arkansas City men who are fighting the route selected through the county so vehemently and offering to raise for the company $150,000 in township bonds if they will change the route around by Arkansas City, that the thing will never be done, and that if the road is ever built through this county, it will be built on the route now proposed.
THE SOUTH EAST TOWNSHIPS.
There is another thing that scares us some and that is the idea of submitting township bond propositions along this route, which would be very unjust to the people in the southeast quarter of the county, for that is the only portion of the county which is very distant from railroads, the portion of the county which has received the very least benefit from the railroads we have, while they have cheerfully paid their full proportion of the interest of the bonds which produce them. Now when they have a chance to get a road, one that satisfies them and one they are enthusiastically for, on terms that will not cost the county near as much per mile as the other roads have averaged; it would be mean indeed in the balance of the county, to compel them to resort to the very onerous method of resorting to township bonds; and we believe there are few men in this county who would be willing to treat them in that shabby way; few who would not be willing to help them out by the same means which have given roads to other parts of the county, particularly when they can do it and at the same time, as we have above shown, benefit themselves, all of them to some extent and most to a very large extent, by the same vote which gives our southeast friends a road which will do them so much good.
FINALLY,
We have been several days writing this article. We have been flattered much by many persons who have attributed much importance to what we should say this week. We have felt that we did not want the responsibility arising from having influence thrust upon us. Therefore, we set out last Saturday to write this article in a spirit of impartiality, from the fence as it were, so as to be sure and make no mistakes with our influence if we had any. This has caused us to study and investigate and think a great deal, and this has been making it more and more difficult to keep our position on the fence. We now know that we are far from indifferent and on looking back over our work on this, we see that from day to day we have been forming and been growing in the conviction that it was best and the only safe way to vote for the bonds, and this growth of conviction may be apparent as we have written and re-written parts of this article from day to day and passing it over to the compositor. With the most of this article on the press ready to run, it is now too late to change the style of the beginning to suit the conclusion of the ending and we may as well say that we have made a good fight for a proposition better and safer for the county in several different points, we have compelled the company to meet us more than half-way, and to yield and secure to us the most important points. We have got from them all that we can get in the way of concession. It is of very great importance to the county, and the balance of benefit largely in its favor if the road is built for us as specified, 150 miles within a year and a half at the cost of not over $100,000 and no value to the stock, which is the very worst that can possibly take place, except that it should not be built and the bonds be forfeited, and that the danger of missing these important benefits of having this road built at all, is so very great, that the only safe way is to now vote for the bonds and carry them if possible. So we get down off the fence and announce that we shall vote for the proposition.
Converting Narrow Gauge Into Standard Gauge Road.
Winfield Courier, March 6, 1884.
The Arkansas City Democrat gives us an argument for opposing the narrow gauge.
There is no doubt if the bonds should be voted and the road built, it would ultimately be converted into a standard gauge road, and there is not much doubt but it is the real intention of the present manipulators to eventually convert it into a standard gauge.
Freight Rates: Difference of Opinion.
Winfield Courier, March 6, 1884.
The people of Great Bend, at a mass meeting, have adopted resolutions declaring that “the people of the western portion of Kansas have long and patiently borne the heavy, extortionate, and discriminating rates of freight over the A. T. & S. F. Road,” approving the present railroad law, declaring that the rates fixed by the Commissioners are “proper and equitable,” and announcing that they will “heartily support the action of the Railroad Commissioners in their effort to support the law.”
On the other hand, the Board of Trade of Topeka and Ottawa, and the mill owners of Topeka have adopted resolutions which in effect denounce the raises established by the Commissioners, and demand a “restoration of rates existing previous to January 1st, 1884,” which rates, the Ottawa Board of Trade declares, were “better for all classes of shippers than any schedule we have had since, or the Commissioners’ rates now contemplated.”
Richland Township Against Narrow Gauge Proposition.
Winfield Courier, March 6, 1884. At a meeting of the voters of south precinct of Rich-land Township held Monday night at Floral schoolhouse, Feb. 25, 1884, Captain Stevens was chosen chairman, S. W. Norton, Jr., secretary.
The object of the meeting was to consider the proposition of the projected Narrow Gauge. Rousing speeches against the proposition, as stated, were made by the chairman, Mr. Howard, and Mr. Irwin. The following resolutions were adopted by the meeting unanimously.
Whereas, The Commissioners of Cowley County have submitted to the voters a proposition to aid the Denver, Memphis & Atlantic railroad, which proposition we believe to be unfair, because, 1st. It is not binding enough on the company as to the kind of material to be used in the construction of said road, 2nd. Because said company does not bind itself to have in operation any connecting road outside of Cowley County, and 3rd. Because we believe the amount asked is exorbitant for the kind of a road to be built. Therefore, be it
Resolved, That we believe that it is to the interest to the voters of Cowley County to vote against the proposition of said Narrow Gauge.
Resolved, That we urge upon the people of other townships in the county to organize for the purpose of making a systematic fight against said proposition.
S. W. NORTON, Secretary.
Railroad Meeting at Winfield.
Winfield Courier, March 6, 1884. A large and enthusiastic railroad meeting was held at the Courthouse last Thursday evening. Speeches were made, the present status of the railroad proposition discussed, and the opinions of all the lawyers present called out as to the validity of the stipulations. They all said they were good and binding in law. The benefits of the road were set forth in glowing colors by Messrs. Jennings, Soward, McDermott, and others. After becoming satisfied on the question of the legality of the stipulations, the meeting resolved itself into a committee of the whole on the prospects for carrying the bonds. It was plain that if the value of the proposed road to the county could but be put fairly before every taxpayer, the bonds would be carried. Committees were then organized and over five hundred dollars subscribed for the purpose of printing and circulating information and holding meetings.
Price of Corn Down Due to Lack of Railroad Cars.
Winfield Courier, March 6, 1884.
The price of corn has gone down three or four cents a bushel in this market in the last week or two. The reason is given that the railroads are not able to furnish cars enough to carry the corn away as fast as it arrives. The present lack of railroad facilities is costing Cowley farmers who are now selling corn more than $1,000 a day and if it should continue 100 days, it will cost them $100,000, enough to get another road.
New Passenger Train on Southern Kansas.
Winfield Courier, March 6, 1884. The Southern Kansas will put on another passenger train next Sunday. It will run from Hunnewell to Kansas City, pass here going west about ten o’clock a.m., and return going east about three p.m.; the morning and evening passenger will continue about on the same time.
Arkansas City Knights of Labor Lodge Against Railroad Proposition.
Arkansas City Republican, March 8, 1884.
We are informed by the principal officers and men of the Knights of Labor, that every member of the Arkansas City lodge are opposed to and will vote solidly against the narrow gauge swindle. No bribery there.
Reason for Voting Against Narrow Gauge Proposition.
Arkansas City Republican, Saturday, March 8, 1884. Editorial. The narrow gauge system is in success only in mountainous regions. Every other narrow gauge road in the West has either been changed to a standard gauge or is bankrupt and in the hands of a receiver.
It would be absolutely useless to the people, having no connection with any other road in the country. You could only ship to the terminal of the one road, any further destination necessi-tating a transfer, which means a useless expense.
The great body of farmers, the class immediately benefited, do not want this kind of a road. There is no practical benefit to be derived by the farmers from such a road even supposing there was an intention of operating it.
The proposed line runs parallel with the Kansas City, Lawrence and Southern Kansas road too far, which in itself condemns it in the eyes of practical railroad men. No capitalist would invest in such a scheme unless it were simply for the profit of one hundred cents on the dollar in the item of construction alone as the road cannot be operated except at a loss. According to the flimsy proposition submitted to the people, the cheapest of all cheap roads could be built and the people be bled for the payment of a first-class road in every respect.
Cowley County will, in giving aid to this nondescript proposition forever tie her hands and ruin her prospects for a standard gauge road. A standard gauge will be built ere long, and Cow-ley cannot afford to jeopardize her interests by giving aid to this narrow gauge speculative road.
The sum of $4,000 per mile is asked from counties to aid in building this concern. This is the highest amount allowed by the law for aiding a standard gauge road, which costs twice as much as a narrow gauge. Now, this D. M. & A. Road can be built entire for $6,000 per mile. Does it not look very much like sharp practice to ask intelligent farmers to vote such a sum in aid of a proposition having so little to recommend it as has this Denver Memphis and Atlantic?
Bear in mind, also, that if these bonds are voted, the gentlemen (?) who claim to be building the road can take their own time for so doing. If they make enough money in one county and don’t care to build any more for a term of years, the counties that have been so foolish as to vote bonds, will be at the mercy of the sharks—forever barred from entertaining a business like proposition.
Complaints about Santa Fe, Railroad Commissioners.
Winfield Courier, March 13, 1884. “Both Newton and Osage City are quite sick of the ‘complaint’ business about the Santa Fe railroad. It is always better people should know what they want before they ask for it.” Douglass Tribune.
What makes Newton sick is the “honeyfugling” of the Santa Fe officers who taffy up the Newton people with the idea that Newton will be made the end of a division on their main line and the works at Emporia and Nickerson will be moved to that place if the City of Newton withdraws its complaint.
Osage City failed to pass the “sick” resolutions but passed others sustaining the law and the former acts of the commissioners.
We are all at sea in respect to the latest move of the railroad commissioners in suspending their order relating to freight on the Santa Fe road and its auxiliary lines, and granting a rehearing. We are told that they are advised by the attorney general that they had made some mistakes in points of law which would not stand the test of the courts in the suit commenced by a stockholder of the Santa Fe, and so they concluded best to do the work over again and avoid those mistakes. We are afraid the case is worse than this and that the tremendous pressure brought to bear upon them by the railroads and their supporters, is too heavy for men to withstand, unless supported by plenty of good words from the people in the way of expressions of sympathy and encouragement. This source of strength seems to be denied them. If the people want the best services, they should wake up and attend this very important part of the game. Men are human and expressions of approval and commendation from the people when they perform good acts will never come amiss.
Excessive Freight Charges Caused Him to Faint.
Winfield Courier, March 13, 1884.
The muddle in which the Railroad Commissioners have got the freight rate question, seems to have had a bad effect. A few days ago a man called at the Southern Kansas depot to pay the charges on a car from St. Louis. He knew the figures, but the agent began re-adjusting the rates to conform with the different decisions and ran the total up so rapidly that the citizen fainted and fell over on the floor. He was picked up and carried out into the fresh air and recovered, when the agent sympathetically remitted the additional sixteen dollars that had been added to the freight bill in the different manipulations through which it had passed.
Bond Election Carried.
Winfield Courier, March 13, 1884. Editorial. The election is carried beyond reasonable doubt, but it was by “the skin of the teeth,” a mere scratch as it were.
We are glad of the result though we must admit that the proposition ought to have been defeated, because of the way it was put before the people, and amount was too much. At the worst, no one in the county can be hurt beyond his share of the expenses of the election, and if the road should be built, it will be of advantage to every man in the county in various ways, without increasing his taxes; while to a considerable part of the county it will be of very important advantage. The voting of the bonds gives the company a chance to build the road, while a defeat here would possibly, even probably, have defeated the whole scheme. It was an enormous risk to take by putting such a proposition before our people.
Southern Kansas Railway Co. Side Track in Winfield.
Winfield Courier, March 13, 1884. An ordinance granting to the Southern Kansas Railway Co. the right to lay a side track along and in Fifth Avenue between Main and Manning Streets, was passed.
Railroad Changes.
Winfield Courier, March 13, 1884. “The Fort Scott & Wichita road has ‘sure enough’ passed into the hands of the Missouri Pacific Company.” El Dorado Republican.
And now Cowley County can get a connecting line from that Gould road and competition with the Santa Fe. That matter is being attended to.
The Narrow Gauge Article.
Winfield Courier, March 13, 1884. Editorial. The Narrow Gauge article, which we spoke of in our editorial last week, somehow got crowded out and appears on the outside page of this issue. We call attention to it and to our comments on it of last week which express our sentiments of today. We would much rather have a standard gauge road but a narrow gauge will be very much better than none.
Railway Commissioners Board Consider Depot at Vernon Township.
Winfield Courier, March 13, 1884. Messrs. Turner and Gillett, members of the state Board of Railroad commissioners, accompanied by E. J. Turner, secretary, were in the city Tuesday for the purpose of hearing a request from the people of Vernon Township for the establishment of a depot.
A large number of the leading citizens of that township met them at the Brettun House, where the Board had a meeting and examined into the matter. The Board then took carriages and accompanied by a COURIER representative drove out to the proposed site and looked the ground over carefully. The proposed location is on W. W. Painter’s eighty, in the northwest quarter of section twenty-two. The farmers of that vicinity were present in numbers and urged their case forcibly. The Commissioners arrived at no decision in the matter and will probably hold it under advisement for some days.
Narrow Gauge Election Aftermath Leads Some to County Jail.
Arkansas City Republican, March 15, 1884. Since our new marshal, Mr. William Gray, has entered upon his duties, many arrests for drunkenness and disorderly conduct have been made. Our streets have been kept quiet, and our citizens are well pleased with the efficient manner in which Mr. Gray is discharging the duties of his office.
On last Wednesday morning, the day after the election on which memorable occasion some visitors from above—not heaven—with pockets filled with bottles containing forty-rod whiskey, industriously supplied some of our incorruptible voters with the contents of the said bottles, the consequence of which fraternal affection caused the official hotel of the city to contain five inmates. Sometime during the day, the marshal escorted the city’s guests to the office of his Honor, Judge Bonsall, who inhumanly decreed that our hilarious brethren must give a pecuniary return to the state for their pleasant enjoyment. Two immediately liquidated the financial obliga-tion and went in peace. Three, however, being in an impecunious condition, pleaded the mercy of the court, whereupon his Honor decided to have the hospitalities of the county placed at their disposal. Delicacy of feeling prompted them to decline, but his Honor would receive no denial, and escorted by that obliging gentleman, Capt. O. S. Rarick, they departed, almost regretting our munificent entertainment. Doubtless they will enjoy themselves hugely, as the county supported by her taxpayers, provides sumptuous viands for her guests. It would certainly be more in keeping with the spirit of true hospitality if these gentlemen were given the direction of city affairs, say the supervision of the public streets, and politely requested to keep the said highways in excellent repair. This course we think is an imperative duty on the part of our city officials, in order that our jovial friends may make an ample return for the magnificent treatment which they always receive at the hands of our courteous and obliging city officers.
D. M. & A. Narrow Gauge Proposition Carried.
Arkansas City Traveler, Wednesday, March 19, 1884. The proposition to vote aid in favor of the above road carried by about seventy majority, there being 4,850 votes cast. It was a hotly contested election—the hottest ever known in this county—but the question is settled now, and we patiently await the advent of this phenomenal road. A little more effec-tive work should have defeated the proposition, which is our only regret.
Millington Gyrates on Railroad Question.
Arkansas City Traveler, March 19, 1884.
Father Millington, in his gyrations on the railroad question, has placed himself in anything but an enviable light. Many things not in the market lists are bought and sold.
Santa Fe Will Have Own Line To Pacific Coast.
Winfield Courier, March 20, 1884. Some two years ago Mr. Thos. Nickerson and asso-ciates built a line of railway from San Diego, Lower California, northward to a point on the Southern Pacific road called Colton. Lately the Santa Fe people purchased this line and it is understood will build to the Colorado River where a connection will be made with the Atlantic & Pacific. This will give the Santa Fe a line of their own to the Pacific Coast.
Green Appealing for Aid to Ohio River Sufferers.
Winfield Courier, March 20, 1884. Gen. A. H. Green has left with us for publication a very strong appeal to the people of Cowley County to make up a train of twenty carloads of corn for the relief of the sufferers by the late floods of the Ohio River.
The communication is so very long that we have to condense it to make room, as it came in as late as Tuesday morning.
It recites the generous aid Kansas received from Eastern friends in 1884 when cursed with drouth and grasshoppers, the present sufferings of thousands of people along the Ohio, who have lost their all by the floods, and appeals to us to reciprocate from our present plenty the favors we received in our former distress, to relieve those now suffering who contributed to our relief.
It asks all citizens to set immediately to work, call township meetings, name Monday evening, March 24th, as the time for such meetings, and the usual voting places as the places of convening these meetings; suggests that each such meeting appoint a committee of 3 ladies and 4 gentlemen, who shall proceed at once to canvass their respective townships and learn the number of wagon loads of corn and the amount of cash that would be donated, taking the names and amount donated.
Recites that cars will be furnished free to carry the corn to Ohio and that notice will be given each township committee as to when the cars will be ready at Winfield, mentions that Sedgwick County has already sent a train of 8 carloads of corn with banners flying, and hopes that at least 20 townships in this county will furnish 1 car each.
Southern Kansas Depot Handles Numerous Messages.
Winfield Courier, March 20, 1884. M. C. Cavenaugh, the operator of the Southern Kansas depot, sent out and received seventy-two messages Monday. It keeps the messenger on the jump to deliver those for Winfield.
Dexter Paper Attacks Arkansas City and Capt. Nipp.
Arkansas City Traveler, March 26, 1884. [From Dexter Eye.] “The course of people of Arkansas City in the railroad company should be marked; when she asks voters of this por-tion of Cowley County to give their votes and lend their influence to any matter associated to benefit her individually, she should receive such a slap in the face that the sting of the blow will remain for years. It is not the fault of Arkansas City that the bonds were carried.”
Pretty good for only an Eye. Wonder what we may look for when the rest of the body makes its appearance. We would remark, by way of parenthesis, that the town is not located in Cowley County that can slap Arkansas City in the face. We are too tall. You may snap at our heels, but that is all.
Another Communication from Dexter Eye on March 26, 1884, concerned Capt. Nipp.
“We are informed on reliable authority that Capt. J. B. Nipp went to the polls at Arkansas City and electioneered against the D. M. & A. Proposition. This is a serious proceeding for a man holding an office by the vote of the people. Perhaps he forgot the promises he made to the people of Dexter Township before his election—politicians usually do. A man holding an office in the gift of the people should be very careful how he sets in regard to any scheme calculated to benefit all or part of the county. Be this as it may, Capt. Nipp has placed himself upon record as opposed to anything that does not directly benefit Arkansas City, opposed to anything that will benefit other parts of the county, and the people of Dexter Township have learned that he is not as friendly to them as he was before the election. The Eye and the people of Dexter will remember this in case he should ever decide to again run for office. By his work against the issuance of the bonds he has antagonized many of the voters of this part of the county. It would have been far better for him had he remained at home on the election day and taken no action, either for or against the proposition.”
The Traveler responded to this charge.
It so happens that Capt. Nipp was in Caldwell all day Tuesday, attending to his contest case before the Life Stock association, and did not vote at all. Mr. Nipp is grateful to the people of Dexter for their services, and will ever hold them in remembrance; but we would suggest to Mr. Seaver, the would-be journalist, that with the exception of Dexter Township, Mr. Nipp’s majority was drawn from the parts of Cowley County opposing this narrow gauge. Dexter gave him 52 majority; Winfield gave 54 majority for Lynn; Arkansas City gave 257 majority for Nipp; Silver Creek opposed the railroad and gave Nipp 66 majority. Can you please everybody? Mr. Nipp would not oppose any good railroad going to Dexter, but no man other than a fool or a knave looks at this D. M. & A. except as a gigantic steal. It was a question of conscience with the honest voters here. We wish Dexter all the prosperity in the world, but do not like to see the county robbed by sharks. Put that in your Eye.
Railroad to Southern Markets. The One Thing Needful.
Arkansas City Traveler, March 26, 1884. The following letter from the law firm of Turner & Turner, Van Buren, Arkansas, explains itself, and his plan cannot fail to at once commend itself to all practical businessmen. The scheme spoken of by Mr. Turner has long been the favorite one with our city and her people, and we can assure him that Arkansas City stands ready to lend substantial aid to any business-like movement as soon as we are assured of our chances for getting through the Indian Territory.
The following is Mr. Turner’s letter in full.
Van Buren, Ark., March 19, 1884.
EDITOR ARKANSAS CITY TRAVELER—DEAR SIR: Why would it not be a good plan for the enterprising people of Cowley County to organize at once a company of live men to build a railroad from Arkansas City, Kansas, down the north bank of the Arkansas River, to this place? Here you would connect with the L. R. & Ft. S. Railroad and tap the St. L. & S. F. Railroad between Springfield, Missouri, and Paris, Texas. This would give you an unbroken line from Arkansas City west to Arkansas City east, on the Mississippi River. This would be your most direct outlet to our Southwestern cities. By it you are at once put in direct communication with Little Rock, Memphis, Galveston, New Orleans, Mobile, etc. Then what you so greatly need and desire is given you—a southern outlet by the Mississippi and through the jetties, now an established success, to the outside markets of the world. You have an exceedingly rich and productive country, and this ought to be the channel for the shipment of your immense grain products to our Southern markets. Why not, then, embark in the suggested enterprise and push it ahead without delay? Respectfully, JESSE TURNER, Sr.
Another Railroad Project for Winfield.
Winfield Courier, March 27, 1884. A meeting of citizens of Winfield was held at the Brettun House last Monday evening to hear concerning movements which have recently been taken toward construction of a railroad direct to Winfield from the direction of Kansas City.
W. H. Smith was chosen chairman and Ed. P. Greer, Secretary.
Henry E. Asp, being called upon for a recital of what has been done, stated that since any report has been made to the citizens, James Hill, the manager of the Missouri, Winfield & South Western railroad company, has visited St. Louis, Chicago, and other cities east conferring with capitalists and railroad builders to induce them to take hold of the organization he represented and build us a road. He finally got Messrs. Geo. W. Hoffman, James N. Young, and L. D. Latham, of Chicago, and M. M. Towle and C. N. Towle of Hammond, Indiana, so far interested in the project that they sent Mr. L. D. Latham to look over the route, examine the situation, and report. Mr. Latham came about March 1st, at the time that our narrow gauge excitement was strongest, which was an element of discouragement to him, but such other facts and reasons were placed before him that he was prepared to make a favorable report. Mr. Hill returned with him and secured a meeting of the above named gentlemen at St. Louis, where they could confer with the authorities of the railroads running west from that city. Mr. Hill and Mr. Asp met them in St. Louis about the 11th of this month and the result of the arrangements made there was that Messrs. L. D. Latham, M. M. Towle, and J. N. Young were authorized to visit the route again, get further information, and make such arrangements as in their judgment was best for themselves and their friends.
These gentlemen arrived at Newton last Friday, where they met with Mr. Hill, who took them down to Arkansas City. That evening Mr. Asp went down and consulted with them. They came to Winfield Saturday, but after consulting with but a very few of our citizens, they returned to Arkansas City that evening, saying that they would be back Monday and then be ready to announce their decision. On Monday they returned and stated their decision that they could not use the old M. W. & S. W. charter because it did not cover the ground from Coffey County to Kansas City direct and was insufficient for their purposes in other respects, beside, if they built the road, they must have the full control.
They therefore decided to make a new organization and file a charter to suit themselves at once and proceed to build the road immediately if they can get such aid from the counties and townships along the line as will warrant them in proceeding. They locate by their charter the general office of the company at Winfield and Kansas City, Kansas. They will first try for aid between Winfield and Eureka over the route surveyed by the M. W. & S. W., if permitted by that company, and will pay for any part of the work done that they can make available. If they fail of getting sufficient aid by that line, they will next submit propositions up the Little Walnut to Rosalia. As soon as they are assured of the aid, they will put that portion of the road from their connection with the Ft. Scott & Wichita road to Winfield under contract and will complete it this season. They expect to bring their iron and ties on the Frisco road, which is now under the control of the Gould interest. They will build from that road to Winfield first. If they fail on both of these routes to get the aid, they will try another.
Messrs. Towle are the men who originated the scheme of carrying dressed beef in refrigerator cars, have overcome all obstacles, have their slaughter houses at Hammond, Indiana, twenty miles out of Chicago, where they have built quite a city and are slaughtering about a thousand beeves a day and shipping the dressed beef to New York. They have the idea that a slaughter house on the south line of Sumner County, with direct and cheap rates to Kansas City and New York, would have greater advantages over Chicago as a packing point than Chicago has over New York. They are worth half a million. Mr. Hoffman is the heavy capitalist of the concern and is worth several million. Mr. Latham is a railroad builder in which he has had much experience and success. He can command plenty of money. The same may be said of Mr. Young, who is an experienced broker and dealer in railroad stocks and bonds. There is no doubt of their ability to build the road. They expect to offer propositions for voting aid by our people in a very few days and to push the matter as rapidly as possible.
The meeting passed a resolution to the effect that we want them to build the road and will do anything reasonable in aid thereof.
A committee consisting of D. L. Kretsinger, J. C. Fuller, M. L. Robinson, H. E. Asp, and C. A. Bliss was appointed to confer with them, get their terms, and report at a meeting to be called by themselves, and directed the secretary of the meeting to inform the company of these proceedings. Adjourned.
Brakeman Bryan Injures Hand.
Winfield Courier, March 27, 1884.
J. A. Bryan, a brakeman on the Southern Kansas, whose home is in Winfield, had the drive head of an engine run clear through the palm of his hand one day last week, breaking nearly every bone in it.
Southern Kansas Railroad Handles Refrigerator Cars.
Winfield Courier, April 3, 1884. Six refrigerator cars came in last week on the Southern Kansas for J. P. Baden. He will load them with eggs for shipment east this week. With the present hen activity in the county, Baden will do a rattling egg business.
Feeding Foreigners by Railroad Shipments. Record for 1883.
Winfield Courier, April 3, 1884.
Record for 1883.
Last year was a very prosperous one for Cowley—more so perhaps than any since 1878.
Then our railroad facilities stimulate agriculture, which raises the bulk of our productions. Mr. Green has compiled for his Real Estate paper from the books of the Southern Kansas and Santa Fe railroads at this place figures which show the amount of products shipped out in car lots as follows.
Car loads of wheat and corn: 888
Car loads of flour: 530
Car loads of cattle, hogs, and sheep: 264
Car loads of stone: 337
Car loads of brick: 70
Car loads of wool, hides, butter, eggs, hay, etc.: 433
Total number of cars: 2,522
These are the shipments from Winfield alone, and while this is the central and concentrating point, it must be remembered that the other towns of the county on these railroad lines, Burden, New Salem, Cambridge, Torrance, Udall, Seeley, and Arkansas City make shipments, which in the aggregate will greatly swell the total given above.
Stock Train Going to Kansas City.
Arkansas City Traveler, April 9, 1884. Our cattle men, Endicott & Barnett, are rustlers in their line, as the special train of 23 cars of fat stock which left this place for Kansas City yesterday morning will testify. The stock were owned by different parties, but to the energy of the above named gentlemen, this large shipment at one time is due.
Response from Ohio River Sufferers.
[Note: Appeal for help to Ohio citizens was made by paper March 20, 1884. In behalf of the committee, J. F. Martin wrote to Mr. Mundell March 30, 1884. MAW]
Winfield Courier, April 10, 1884. CINCINNATI, OHIO, April 2, 1884. J. F. Martin, Dear Sir: Yours of March 30th came to hand. . . . I read your letter to Pres. Weimer, in regard to your contemplated county donation. He listened with deep interest, and at the close, with candor and manifest feeling he made the following statements.
“It is wonderful,” said he, “thee bountiful generosity that has been displayed by our people all over our country. It has almost been worth the terrible calamity that the great flood has cost us to have learned the great generosity and large souls of our people in aiding those in distress; and while we recognize with emotions of gratitude and thanks the expressed generous and sympathetic feelings of our brothers and sisters in Cowley Co., Kansas, yet the time has come when it is our duty to say stop.
“There is no suffering in our valley now which was caused by the floods. Committees have been sent through Kentucky and Ohio and have made report to us as above stated. We have distributed $100,000 in Kentucky and $70,000 in Ohio. All this has been spent outside of Cincinnati. The city has taken care of her own unfortunate people. We have returned to the state treasury one-half of the amount appropriated by the state, because its distribution became unnecessary. We think it is now time for the people to go to work and provide for themselves. Too much giving fosters and encourages idleness, hence we say it’s time to stop giving.”
We recognize the fact that it would have been a great pleasure to our friends in Cowley County to have forwarded to us their contemplated donation, yet we say, God bless your people of such noble impulse and accept the thanks of our valley people, and will add that I fully concur in the expressed opinions of our President. To you all, the noble people of Cowley County, I am yours with profound respect. W. D. MUNDELL.
Lack of Bridge Hampers Winfield and Oxford.
Winfield Courier, April 10, 1884. The principal grounds mentioned by the Railroad Com-missioners for recommending a station between Winfield and Oxford, two stations only ten miles apart, was the lack of bridge facilities to get in to either of those towns. It is about time that the businessmen and citizens of Winfield took active steps to have the bridge at Bliss’ mill reconstructed on a much larger and more substantial plan. Winfield has lost enough business on account of the absence of that bridge. The profits already lost on that account would be sufficient to build more than one such bridge, perhaps half a dozen.
Map Presented to Winfield Schools.
Winfield Courier, April 10, 1884. The Chicago & Alton railroad has presented to each room of our public schools a fine map of the U. S.
Railroad Commissioners Grant Vernon Township Side Track.
Winfield Courier, April 10, 1884. The application of citizens of VernonTownship in this county for a depot and station facilities at some point on the Southern Kansas Railroad between Winfield and Oxford in the Arkansas Valley has been acted upon by the state railroad commissioners; who visited and examined the ground, obtained such facts from the citizens as they could, conferred with the railroad authorities, and heard their objections, and have now made their decision, the gist of which is in the following language.
The Board therefore recommend that the respondent company cause to be built at a point which they may select within two miles east line of the west half of the northwest quarter of section twenty-two (22), township thirty-two (32), south of range three (3) east, a switch or spur of suitable length and proper facilities for shipping grain and loading cars from wagons, and that such improvements be made within a reasonable time from date.
By order of the Board, E. J. Turner, Secretary. Topeka, Kansas, April 5, 1884.
The location will not be less than five miles from Winfield nor more than seven; not less than three miles from Oxford nor more than five.
Santa Fe Track Completed to Mill.
Arkansas City Republican, April 12, 1884.
The Santa Fe railroad track is now completed to Landes, Beall & Co.’s mill.
Board of Railway Commissioners Order Side Track, Vernon Township.
Arkansas City Republican, April 12, 1884. Railroad commissioners have issued another decision in which they order that the Southern Kansas railway company build a side-track and switch for the benefit of farmers at a certain designed point in Vernon Township.
Kansas City and Southwestern Railroad Company.
Arkansas City Traveler, April 16, 1884. Messrs. Latham and Young, of Chicago, were in our city yesterday and held a railroad meeting in Highland Hall.
The gist of the proposition submitted is that the road is to be built by township aid, and $35,000 in Creswell Township bonds is asked for, in return for a similar amount of capital stock thereof. The road is to be constructed from a point in the Flint Hills, where it will join the Frisco road, yet no bonds are to be delivered till the road is in running order from Arkansas City to said points on the St. Louis and San Francisco road. The construction of this end of the road, which when completed will give a direct communication to Kansas City, is much facilitated by a temporary connection with the St. L. & S. F. R. R. Hence, the above clause in the proposition. The road from Kansas City to Arkansas City would give us a direct trunk line, and fully sixty miles shorter than any line now in existence. Of this proposition we only say it appears fair, and is at least worth the consideration of our people.
Russia Considering Railroad to Pacific.
Winfield Courier, April 17, 1884. The Russian government talks of building a railroad across Siberia from the Ural mountains to the Pacific.
Railroad Propositions to the Southwest Being Considered.
Winfield Courier, April 17, 1884. “A PLAT of proposed extension of the route of Fort Scott & Wichita railroad from this place southwest was filed yesterday with the register of deeds. It seems a little funny, but we guess the Eagle will soon be screaming over the rail-road center of state. With the building of the Wichita & McPherson road such will be the fact.” Wichita Eagle.
It seems a little funny, but Winfield is looking considerably in the same direction. With our trunk line from Denver to Memphis, and a connection with the Gould system, Winfield will be the great and only original railroad center in the state.
Railroad Talk by Sedan Correspondent.
Winfield Courier, April 17, 1884. If the D. M. and A. carries our freight as cheaply as we carried the bonds, it will be correct enough.
The narrow gauge cyclone which struck the town last Tuesday night astonished the oldest inhabitants. Anvils were fired along with many other enthusiastic demonstrations until 12 o’clock at night. About that time the young bloods got together and began work on a business plan. They carried in a half dozen out houses and made sections of them, naming them after the most prominent anti-bond men in the county. Then they built a substantial telegraph line, using all the barber poles in town to construct it. Then they carried on about a cord and a half of Gats-baugh’s wood for ties, procured scantling for rails, and constructed a road, to correspond with the telegraph line and station houses, and put all the old carts, wheel barrows, hand wagons, and corn planters on the track that could be procured; the whole display, with all the incidents of a real railroad, extending from in front of the Occidental down east to Bryan’s hardware store. This marvelous construction remained intact until the next day noon and was photographed by every artist in town. JASPER.
Winfield Favors Third Road: Kansas City and Southwestern.
Winfield Courier, April 17, 1884. On Monday evening a large meeting was held in the Courthouse for the purpose of receiving and discussing the new railroad proposition.
The meeting organized by placing Mayor Emerson in the chair with Geo. H. Buckman as secretary. Henry E. Asp then read the proposition as decided upon in a conference between the representatives of the railroad company and the railroad committee. After the reading of the proposition, Mr. James N. Young, of Chicago, representing the company, was introduced and stated that the company were now ready to build the road, and desired to do so with as little delay as possible. That their intention was to build from a connection with the St. Louis & San Francisco, north or northeast from Winfield, to the south line of Sumner County, during the coming summer, and that the company desired an expression from the citizens as to whether they wanted the road or not, and would aid it, at once, so that the final location of the line might be decided upon.
Senator Hackney was then called out and made a ringing speech in favor of the proposition and urged all to take hold with a will and secure it while they had the opportunity. Ex-Mayor Troup also spoke strongly in favor of securing the road at all hazards, as did Mr. Black, of the Telegram, and Judge T. H. Soward. a vote was then taken on the proposition, and almost every person in the house voted the affirmative. a committee of five, consisting of Geo. H. Rembaugh, Henry E. Asp, George. H. Buckman, Geo. H. Crippen, and Ed. P. Greer, was appointed to secure the necessary amount of names to the petitions. The meeting was one of the largest ever held in the city and enthusiastic and united on the railroad question.
Objections to Petition for Kansas City and Southwestern Railroad Company.
Winfield Courier, April 17, 1884. We have already heard two objections to the petition for the election to vote aid to the Kansas City and Southwestern railroad company. These are: that the petition does not state definitely that the depot at Winfield shall be within the city limits, and there is no guarantee that it will not fall into the hands of the Santa Fe company.
There was an intention on the part of the company to make the petition cover every point that could be covered, to state clearly every concession made, and to make every concession that they could afford to make that would be demanded, and have the petition perfect if possible so that no stipulations of doubtful utility should be needed. It was to that end that the first meeting at the Brettun House was called and a committee appointed to consult with the company and agree on the terms of the petition, and to that end the petition, as amended to suit the views of that committee, was submitted to a public meeting at the Courthouse for approval before the petition was printed. Now it was the intention of the company to build the depot within the city limits and to so express it in the petition. If it is not expressed clearly, it is because no one happened to notice it and call attention to it.
If there could have been anything suggested to be included in the petition that would serve as a guarantee that this road should always be a competing road with the Santa Fe, the company would have put it in cheerfully. But there is no way to make such guarantee in a petition of any use. Every interest now connected with it is best served by making it a competing line; the bonds we vote can be delivered to no other company, all the arrangements and negotiations of the com-pany are with Gould and his roads and it seems to be morally certain that this road if built must fall into Gould’s hands if it ever falls into any other hands than the builders.
The petition provides that he road shall be built from Kansas City to the south line of Sumner County, in as direct a line as practicable by way of Winfield and in the shortest possible time. It provides that it must be a first class standard gauge road with suitable stations at proper intervals, and that if such road is not built within a year, or at least that part of it between Winfield and the “Frisco” railroad, northeast of here, which is now a Gould road, the bonds voted and the subscription to the stock authorized, shall be void.
We think we never saw a petition expressing more clearly the limitations and conditions of the case and all without one word of the usual stump speech contained in such petitions.
Passengers on Santa Fe Train Shaken Up Due to Prairie Fire.
Winfield Courier, April 17, 1884. The evening train on the Santa Fe Wednesday, the 9th inst., ran over a culvert partially burned out by a prairie fire. No accident, but the passengers in the caboose were considerably shaken up.
Railroad Meeting Concerning Kansas City & Southwestern Railroad.
Arkansas City Republican, April 19, 1884. A large number of the citizens of this town-ship assembled at Highland Hall in this city last Tuesday evening to take action upon the proposition of directors of the Kansas City and Southwestern railroad to run their road to this city, upon Creswell Township’s voting bonds for $35,000 of the capital stock of said road.
Judge T. McIntire was elected chairman, and S. W. Duncan, secretary. Upon being requested James Hill stated the object of the meeting, and, with convincing arguments, he dwelt at length upon the advantages of the road to the township and the city. James N. Young, presi-dent of the railroad company, then read the proposition, and a motion was made to adopt it, upon which considerable argument was produced. Pending the discussion, C. R. Sipes offered as a substitute for the motion that Judge A. J. Pyburn, T. H. McLaughlin, Dr. H. D. Kellogg, M. N. Sinnott, G. W. Cunningham, and James Benedict be appointed a committee to confer with the directors of the railroad present, and examine the proposition submitted and report whether it was suitable to the wants of the township, and just, and legally binding. The substitute was adopted and the committee, after making some small changes in the proposition, reported favorably, whereupon the house on motion adopted the report of the committee, and passed the motion to adopt the proposition as amended by the committee. On motion of James Hill the chair appointed T. H. McLaughlin, G. W. Cunningham, and J. L. Huey a committee to have the petitions printed and circulated for signers. The meeting then adjourned.
Arkansas City Republican, April 19, 1884. James N. Young and L. D. Latham, directors of the Kansas City and Southwestern railroad, attended the railroad meeting in this city last Tuesday. They left that afternoon for Walnut Township to attend a similar meeting there.
Pike’s Peak Railroad.
Winfield Courier, April 24, 1884. The Pike’s Peak railroad will be finished this season and will surpass anything of the kind in the world. The present terminus is 12,000 feet or over above sea level. The entire 30 miles of its length will be a success of complicated curves and grades, with no piece of straight track longer than 300 feet. The maximum grade will be 316 feet to the mile, and the average grade 270 feet.
Adjustments to Land Grants in Aid of Railway Construction.
Winfield Courier, April 24, 1884. The bill introduced by Mr. Anderson in the House for the adjustment of land grants made by Congress in aid of the construction of railway pro-vides that the Secretary of the Interior shall adjust the grants to the Leavenworth, Lawrence & Galveston and Atchison, Topeka & Santa Fe railroads upon the principles of the decisions rendered by the United States Supreme Court.
If upon adjustment it shall be found that lands have been certified to the companies in excess of the amount they are lawfully entitled, the sales shall be void. Innocent purchasers, however, shall have the prior right of homestead, or preemption, and if they have exhausted the rights of homestead, or preemption, then shall have the right to purchase the lands from the government and recover from the company the amount paid it upon the same principles of adjustment. The Secretary of the Interior is authorized to adjust the grants of land made the Kansas Pacific, Missouri, Kansas & Texas, and St. Joseph and Denver City railroads. No more lands will be patented to any of the above roads until the grants are adjusted. If any road mentioned in the bill is not completed within the time and upon the terms of the grant, all lands granted it which have not been certified or patented should revert to the United States and be open to settlement the same as other public lands. The Secretary is authorized to adjust all grants in aid of the construction of roads in any states or territories upon the same terms and conditions provided by the bill.
Freight Rates Reduced Due to Competition.
Winfield Courier, April 24, 1884. Competition in freights resulting from the multiplica-tion of railroads and the reduced cost of rails as well as of other material, are the main factors in the very gratifying reduction of grain freights which has taken place since 1868. In that year the charge of carrying wheat from Chicago to New York City was by lake and canal 25.3 cents, and by all rail 42.6 cents per bushel. In 1884 by lake and canal it is 9 cents only, and by all rail 17 cents. How important a part the introduction of the Bessemer process of making steel rails has proved, may be estimated from the following statement recently made by Senator Platt of Connecticut in his speech upon patents.
In 1868 the average price of steel rails was $165 per ton. The price since the commencement of 1884 is $34 per ton. The production of steel rails in 1883 was 1,295,740 tons. The same quantity made in 1868 would have cost more than the cost in 1884 by $168,446,200. But when we have thus considered the saving in the cost of production, we have just begun to consider the saving effected by this process. The entire transportation question of the country has been affected by it. The life of a Bessemer steel rail is double the life of an iron rail; it is more than double, and it is capable of very much harder usage.
The most singular feature of the reduction in freight charges is that of lake and canal transportation, from 25.3 to 9 cents per bushel. There have of course been no such changes in the method or cost of water transportation as to enable it to be carried on for so much less than in 1868. Elevators have no doubt been improved, but ships and boats must cost as much now as then. The railroad competition has forced water rates down. The Erie canal has been relieved of tolls as the only way of maintaining it as a competitor with the all rail route. It is of course, competition, not legal enactments, which has effected the freight reductions noted, without which the western states could not have become the wheat granary of the world.
St. Louis & San Francisco, A Gould Road.
Winfield Courier, April 24, 1884. At the annual meeting of the St. Louis & San Francisco railroad company, the following board was chosen: C. P. Huntington, Leland Stanford, Jay Gould, Russell Sage, Jesse Singleman, E. F. Winslow, James L. Ferth, Wm. J. Buckley, Horace Porter, A. S. Hatch, Walter L. Frost, and Charles W. Rogers. This is a solid Gould board and gives the entire control of the road to the Gould interests.
Indians Ride Free in Nevada, but only ride on platform cars.
Winfield Courier, April 24, 1884. The Indians ride free in Nevada, but are restricted to platform cars. Wrapped in their blankets, they defy bad weather.
Shortage of Santa Fe Railroad Cars in Winfield.
Winfield Courier, April 24, 1884. One of the stone companies had orders two weeks ago for ninety cars to be shipped at once. After laboring severely they finally got three cars which were loaded and sent off. They are now waiting in faith and hope for more cars. It seems to us that the Santa Fe railroad is standing in its own light when it stops the development of our industries by neglecting to furnish means of transportation. They are certainly injuring Winfield by it. We urge upon the officers of the road the importance of this matter, and that they shall no longer neglect us simply because this is a non-competing point and the business must wait their pleasure for transportation or not go at all.
Petition for Special Election, Kansas City and Southwestern Railroad Company.
Winfield Courier, April 24, 1884. At an adjourned session of City Council Tuesday morning, the petition of 389 taxpayers of the city was presented, praying for the call of a special election for the purpose of taking the sense of the voters of the city upon the proposi-tion to subscribe forty thousand dollars in bonds to the capital stock of the Kansas City & Southwestern Railroad Company. After due hearing, examination, and consideration of the petition, an election was called for May 27th.
Township Railroad Meetings.
Winfield Courier, April 24, 1884. Representatives of the Kansas City & Southwestern Railroad Company will meet the citizens of the different townships in this county for the pur-pose of the submission and discussion of propositions to vote aid as follows.
At Tannehill in Beaver Township, Saturday evening, April 26th.
At Baltimore in Omnia Township, Monday evening, April 28th.
In Richland Township, at Prairie View schoolhouse, Tuesday afternoon and at Floral Tuesday evening, April 29th.
Let every citizen of these townships come out. If the road will be a benefit, the townships want it. If they are satisfied after looking into the proposition that it won’t, they want to sit down on it. No community can afford to let a railroad pass them by without excellent reasons for so doing and without canvassing the matter thoroughly before acting. We believe that this road will do more toward developing Cowley County than any enterprise we have yet had an opportunity to secure.
If this opportunity is neglected and the road allowed to go to build up and develop another county and another town, it will be a matter that our people will regret as long as they live. We urge upon every citizen along the proposed line to attend the meetings, inform himself thoroughly on the matter, and then act as his best interests may demand.
Whitson Has Encounter with Santa Fe Train.
Winfield Courier, April 24, 1884. On last Saturday evening, about six o’clock, as James Whitson of Pleasant Valley Township was crossing the Santa Fe Railroad beyond the south bridge, on his road home, the passenger train coming from Arkansas City dashed around the curve, and, before he could get off the track, struck his wagon.
The train was three hours late, and making up time at a lively rate. It knocked the left hind wheel into splinters, threw the wagon-bed about twenty feet, Mr. Whitson with it, and gave everything a fearful jolting up. The horses were crazed with fright, and circled around over the country with a part of the wagon for some time before they could be brought to a halt. Fortunately, Mr. Whitson came out of the wreck with only a few slight bruises, but the wagon will need many poultices to be able to stand alone.
Louisville Flood Sufferers Seeking Aid.
Arkansas City Republican, April 26, 1884. Mr. S. B. Hynes, of the Southern Kansas, writes Mr. Branham, agent at this point, that while the Cincinnati aid committee have refused further aid for the flood sufferers in their jurisdiction, the condition of the people surrounding Louisville is such that would warrant assistance, and that his company yet remain willing to haul a train load of corn free if our people will contribute.
Are our people willing to give them their abundance? Winfield Telegram.
Special Township Election Called.
Arkansas City Traveler, April 30, 1884. At an adjourned meeting of the county commis-sioners, held on Tuesday of last week, the petition calling for an election on the question of issuing township bonds in aid of the Kansas City and Southwestern Railroad company was considered and a special election called, to be held on the 3rd of June next.
This is the road we mentioned two weeks ago. The proposition is the most satisfactory and business like of any ever submitted to our people. Not a dollar in bonds is issued until the road is built and in operation in this city, and the township holds an equal amount of the stock of the railroad company for every dollar in bonds issued. There is no doubt this company means business.
Annual Meeting A. T. & S. F. Railway Stockholders.
Winfield Courier, May 1, 1884. The annual meeting of the stockholders of the A. T. & S. F. railway was held in Topeka, April 24th, and the board of directors and officers of the company for the ensuing year were chosen as follows.
Directors: I. T. Burr, Boston; B. P. Cheney, Boston; C. K. Holliday, Topeka; A. W. Nickerson, Boston; C. J. Payne, Boston; L. Severy, Emporia; Alden Spear, Boston; G. O. Shaderick, Boston; B. F. Stringfellow, Atchison; W. B. Strong, Boston; A. E. Touzalin, Boston.
Officers: W. B. Strong, President; A. E. Touzalin, vice President; B. P. Cheney, Chairman of the Board; E. Wilder, Secretary and Treasurer; G. L. Goodwin, assistant secretary and treasurer; George W. McCrary, general counselor; A. A. Robinson, general manager chief engineer; J. P. Whitehead, controller and general auditor; H. C. Clements, auditor; A. A. Glazier, transfer agent; C. A. Higgins, clerk of the Board.
Report of the Santa Fe.
Winfield Courier, May 1, 1884. The report of the A. T. & S. F. railroad for 1883 has just been published. From it we clip the following.
Average number of miles operated: 1,820.47
Gross earnings: $14,117,347.99
Operating expenses (including taxes): $6,748,217.88
Net earnings (including taxes): $7,838,130.11
Percent operating expenses to earnings: 47.80
Gross earnings per average mile: $7,754.78
Operating expenses per average mile: $3,706.85
Net earnings per average mile: $4,047.93
Passengers carried east: 371,937
Passengers carried west: 415,707
Gross passenger receipts east: $1,343,078.26
Gross passenger receipts west: $1,754,041.76
Tons of freight carried east: 842,285
Tons of freight carried west: 912,160
Gross freight receipts east: $3,348,533.45
Gross freight receipts west: $7,125,478.13
To the net earnings, $7,369,130.11 is added for net receipts for track rents, dividends on southern Kansas stock, balance of interest account, and sundry profits: $408,817.08
TOTAL OF ABOVE: $7,777,941.79
From which is deducted amount paid other roads on account of pools, and discount on bonds sold: $460,702.02
TOTAL AFTER AMOUNT DEDUCTED: $7,319,245.17
And land grant receipts of interest is added: $950,000.00
Net receipts: $7,521,640.11
Out of this is paid for interest on mortgage bonds, sinking fund, rents of rolling stock, etc.: $2,634,939.68.
TOTAL AFTER INTEREST TAKEN OUT: $4,885,700.42.
Dividends paid: $3,414,567.00
Charged for depreciation of material, renewals, improvements, insurance: $950,000.00.
Balance added to the surplus fund: $522,133.43.
The increase in tonnage of freights over 1882 is 29 percent, which made the amount of receipts nearly equal to 1882 though the average rates per ton per 100 miles was reduced from $2.28 to $1.99 in 1883.
The increase in passenger transportation was 9 percent, but the gross receipts therefrom decreased 16 percent because of the reduction in rates of fares.
State News.
Winfield Courier, May 1, 1884. Work on the A. T. & S. F. Kingman line is to be resumed at once, and within a very short time the road which now ends at Cheney, will be opened to Murdock, six miles west.
Mr. Touzalin, we understand, was at the late meeting of the board of directors of the Atchison, Topeka & Santa Fe railroad, granted a three months vacation. It is also stated that General Strong will spend more of his time in Kansas in the future than he has during the past two years. Commonwealth.
Passengers on the Atchison, Topeka and Santa Fe train, report a murder which occurred on the train at Coolidge. It is stated that a brakeman, whose name could not be learned, discovered a tramp on the pilot of the locomotive when the train stopped for supper at that point Thursday night and becoming involved in a quarrel with him, drew a revolver and fired three shots into the unknown man, killing him instantly. No minute details in the case could be learned, as the train due here at 5:45 p.m. did not arrive until 10 p.m. Passengers on board who were likely to be acquainted with the facts in the case were not slow to seek hotels and retire for the night.
Special Township Election Will Be Held.
Arkansas City Republican, May 3, 1884. The requisite number of names were obtained to the petition for a special election to vote on the question of issuing bonds, of this township, to the Kansas City & Southwestern railroad, for $35,000 of stock in said railroad; county commissioners have called the election to be held on Tuesday, June 3, 1884.
Proposed Kansas City and Southwestern Railroad.
Arkansas City Traveler, May 7, 1884. Messrs. P. T. Wilson, S. S. Moore, and Mr. Brooks were in our city Monday last, from Burden, and paid the TRAVELER a pleasant call. From them we learned that they desire to have the proposed K. C. & S. W. Railroad run to their city, thence to Tisdale and Winfield, instead of its running on the north of Timber Creek, as now projected. The change we believe would be a good one all around, the road beds being equal, and there would be more money for the railroad company on the south of Timber Creek than in the northern townships.
Man Falls from Moving Train.
Arkansas City Traveler, May 7, 1884. Last Sunday as the freight train going north on the Santa Fe was going down grade this side of Derby, Jules Berry, of this city, desiring to stop at a farm house, jumped off, alighting on his head and rendering him senseless. The train was stopped and the engine sent back to pick him up. He was found to be bruised and lacerated about the head and face in a fearful manner. How serious his injuries were we did not learn. He was left at the station at Derby. The wonder is that he was not killed, as the train was going at the rate of about thirty miles an hour. Wellingtonian.
Santa Fe Supt. Orders Street Crossing, Sidewalk be Put In.
Arkansas City Republican, May 10, 1884.
H. R. Nickerson, superintendent of the Santa Fe road, was in town Wednesday, and gave the necessary instruction for putting a street crossing on 8th Avenue across the railroad track, and also for putting a sidewalk from depot across the railroad land on 5th Avenue.
Changes in Passenger Conductors.
Arkansas City Republican, May 24, 1884. We have had three new passenger conductors since the illness of Mr. Myers. Wilcox and Treat have each held the position for a short time, and Ed. Woolheater now has charge of the train.
Bill Favors Right of Way for K. C., F. S. & G. Through Indian Territory.
Arkansas City Republican, May 31, 1884.
It has been agreed to report favorably the bill granting the Kansas City, Fort Scott & Gulf railroad the right of way through the Indian Territory.
Railroad Bond Election.
Arkansas City Republican, June 7, 1884.
The railroad bond election Tuesday went off very quietly. It had been so little talked of that a number of voters that expected to vote for the bonds, forgot the election and failed to go to the polls. Even M. N. Sinnott, township trustee, whose duty it was to open the polls, went to Winfield on the early morning train to return the assessment books, and was reminded of the election just as he arrived there; but he returned in time to open the polls. The vote stood 345 for, and 38 against the bonds, and one ballot was thrown out.
