USA > Kansas > Labette County > History of Labette County, Kansas, from the first settlement to the close of 1892 > Part 22
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PRIVATE SCHOOLS.
A number of parties at one time or another have started private schools in various parts of the county, some of which have run for quite a length of time, and others have been short-lived. At the close of Miss Mary A. Higby's term as County Superintendent she conducted a private school for a number of months. Subsequently Mrs. J. R. Boulter taught a pri- vate school for quite a length of time. C. C. Robins started a school in Oswego, but only conducted it a short time, because of its not being sufficiently attended to justify his continuance. B. R. Cunningham as well as other parties in Chetopa conducted classes for a greater or less length of time. Several similar enterprises have also been had at Par- sons. In 1884 Lyman N. Judd opened an institute at Altamont, but fail- ing to get a sufficient amount of patronage removed it to Oswego, but here, too, he met with less success than he had hoped, and after a short time abandoned it.
COUNTY HIGH SCHOOL.
No provision has yet been made for establishing a high school in the county under the provisions of the law now in force, but during the summer of 1892 the County Superintendent arranged for a school to be opened at Altamont, with a course of study similar to that contemplated by the law for a county high school. T. B. Hanna was secured to take charge of the school ; the school board of the Altamont district furnished him a room in the new school-house, and on September 15, 1892, he opened with an attendance of 18 boys and 15 girls. The charge is $? per month. It is hoped that this may be the start of a real county high school.
HOBSON NORMAL INSTITUTE.
The Friends' Yearly Meeting of Iowa having decided to establish a school for colored children, a committee by them appointed to locate the same decided upon its location at Parsons, and on March 23, 1882, the school was opened. The basis of the fund for starting this school was $1,000, from a legacy left by Mr. Hobson to be used for the benefit of colored people, and in his honor the school was named Hobson Normal Institute. Prof. D. W. Boles had charge of the school from its organi- zation until his death, in July 8, 1890, since which time A. W. Hadley has been principal. Both Messrs. Boles and Hadley have been assisted by
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their wives, and also scholars in the higher grades have done some teach- ing. The institute has a fine two-story frame building on the corner of Gandy avenue and Twenty-fourth street. It is furnished with maps, charts, reference books, and other material adapted to the instruction in the common branches and the natural sciences. Eighteen have already graduated from the teachers' advanced course, and a larger number have completed the teachers' elementary course. Many of these have them- selves become teachers in schools at other points. The school has done a good work, and is likely to prove of permanent worth and to accomplish great good.
OSWEGO COLLEGE.
The first private school of a high grade established in the county was planned and inaugurated by Rev. R. P. Bukey, under the above designa- tion. It was located on the southeast quarter of the northeast quarter of section 17, township 33, range 21, a little northwest of the city of Os- wego. In the summer of 1870 Mr. Bukey erected a very nice-appearing two-story frame building, 20 by 36 feet, which contained two good school- rooms. Under his employment Miss Mary E. Claypool opened the school the first week in September, 1870. She remained in charge of the school until the close of the school year the following June, and was the only teacher till the close of December. After the school opened the attendance was so good and the prospects were so flattering that Mr. Bukey planned to largely increase its capacity and to provide for board- ing those who came from a distance. He secured the cooperation of John D. Gillette, who was a man of some means, and during the fall and winter of 1870 erected a two-story 20x26 feet frame addition, and also a kitchen and accompanying rooms, which were ready for occupancy in January, 1871. The teaching force was increased by securing Prof. Allen C. Baker as teacher of mathematics. Rev. J. H. Leard was also elected president of the college, but his relation to it was only nominal that year. The following year the faculty consisted of Rev. J. H. Leard, president; Prof. A. C. Baker, teacher of mathematics ; Miss P. D. Bul- lock, teacher of languages; Miss Ella School, teacher of music. Judge S. P. Moore was also announced as teacher of commercial law, but noth- ing was ever done in his department. There were several boarding stu- dents. Neither of the owners had any practical knowledge of school matters, nor was the president able to add any strength to the school. The college opened with very bright prospects, and its first year's history gave promise of its becoming a permanent and flourishing school. Noth- ing but the inability on the part of those in control to comprehend and provide for its wants prevented its success. After the second year the
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school hardly had an existence. The original building was purchased by Mrs. Bettis, who removed it to town and transformed it into a resi- dence. The addition was also brought to town, and out of the material a store was constructed.
OSWEGO COLLEGE FOR YOUNG LADIES.
At a meeting of the Neosho Presbytery, held at Garnett, Kansas, Oc- tober 3, 1882, a resolution was adopted looking to the establishment of a college within the bounds of the presbytery, and a committee was ap- pointed to report thereon. The committee having reported favorably, Rev. Austin Warner was appointed a committee to lay the matter before the synod, which he did at its October meeting at Ottawa, 1882 ; and on October 6th, upon the report of the committee, the synod authorized the presbytery to proceed with the establishment of a school as by them pro- posed. The next day, at a called meeting of the presbytery, a committee of five was appointed to take into consideration the matter of the estab- lishment of such school. A special meeting of the presbytery was called, to be held at Oswego, May 8, 1883, at which it was voted to establish the school at Oswego, and the following were elected as a board of trustees, viz. : Rev. C. H. McCreery, Rev. D. M. Moore, Rev. W. C. Porter, Rev. A. Warner, Rev. John Elliott, B. W. Perkins, C. M. Condon, C. O. Per- kins, and Porter Sawyer. Of this board of trustees, B. W. Perkins was elected president, Rev. John Elliott secretary, and C. M. Condon treas- urer. A few changes were subsequently made in the board. Rev. W. S. Davis was elected to fill the vacancy caused by the removal of Mr. Moore, and upon his removal from the State, E. P. Allen was elected to fill the vacancy. C. O. Perkins having died, on October 4, 1887, Nelson Case was elected to fill vacancy caused by such death.
On December 23, 1883, the college was incorporated, a charter therefor having on that day been filed in the office of the Secretary of State. On October 4, 1884, on the request of the presbytery therefor, the Synod of Kansas took the college under its jurisdiction.
In the fall of 1885, the citizens of Oswego purchased the N. W. 14 of S. W. 14 of N.E. 14 of S. 21, T. 33, R. 21, and presented it to the college as a site for the school. This property was at the time valued at $17,000. It had upon it a large brick residence, which was considered one of the finest in the county. In December, 1885, Miss Louise Paull was elected principal of the school, and authorized to select other members of the faculty ; and with the faculty thus chosen the school was opened in the brick residence above referred to, January 14, 1886. In 1886 C. H. Mc- Creery was elected (nominally) president of the school, with the view of
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his taking entire charge of its financial management, and devoting his time to the raising of funds with which to make improvements and pro- vide an endowment. His employment was in no way to affect the con- trol of the principal in the management of the school proper. Mr. McCreery had served but a few months when family afflictions compelled him to resign. Miss Paull continued in charge until the close of the spring term, in June, 1887. Miss Susan H. Johnson was thereupon elected principal, which position she has continued to fill until the pres- ent. In the summer of 1887 a large, new frame building was erected upon the college grounds, at a cost of about $12,000, exclusive of furniture.
CHAUTAUQUA LITERARY SOCIETY CIRCLES.
Among the organizations of a literary character which have been formed in the county there has probably been no other that has main- tained such a permanent existence and done as much good work as have the several branches of the Chautauqua Literary and Scientific Circle which have been organized and carried on in the county. Small circles were organized at Chetopa and Mound Valley, and regular work was done by these for two or three years, but neither circle awakened as much interest as did those of Oswego and Parsons.
CASE CIRCLE.
This was the first C. L. S. C. to be formed in the county. It was or- ganized at Oswego, September 26, 1878, and was maintained for the next ten years. Three of its members graduated in the first class in 1882. This circle had an average of about 20 pursuing the work designated by the general officers.
GRECIAN CIRCLE.
This circle was organized at Parsons, April 28, 1885, with a member- ship of 12. 1ts officers were as follows : President, W. J. Wirt; vice- president, Minnie Merriman ; secretary, E. G. Roberts. In October following, the circle took up the regular course of study, and had an en- rollment of 35 members; 13 of its members have graduated, and for six years the circle has quite regularly attended the Ottawa Assembly.
CARNATION CIRCLE.
In the summer of 1889 a new circle with the above designation was organized, the number pursuing the course having become too great to do effective work in the Grecian circle, as was thought. This new circle had nearly as large a membership as its parent, the Grecian, and has done effective work.
RAILROADS.
RAILROADS ATTEMPTED TO BE SECURED.
Before speaking of the railroads that have been constructed, it may be interesting to briefly consider some of the projects which were formed on paper, but which never proceeded far enough to materialize into a road composed of wood and iron. If Labette county has succeeded in secur- ing a large number of miles of railroad within her limits, it has only been after repeated efforts and many failures. I shall not attempt to speak of all the projects that have been instituted for bringing roads to this county, but will mention a few on which some work of a preliminary character was done.
O. FT. S. & S. RLY.
On December 19, 1868, J. F. Newlon and other citizens of the county obtained a charter for the Oswego, Fort Scott & Sedalia Railroad Com- pany, the purpose of which was to secure the building of a road from Sedalia to Oswego. So far as I know, this was the first railroad charter obtained by our people. The subsequent building of such a line of road to Parsons shows that this first attempt on the part of our citizens was not without some basis on which to rest.
O. P. & EL P. RLY.
On June 30, 1870, a charter was obtained by R. W. Wright, C. H. Bent, and others, for the construction of the Oswego, Parker & El Paso Railway. The intention was to secure a road from the northeast to Os- wego, and thence southwest to Parker and through the Territory. A great many public meetings were held in the interest of this contemplated road, and in the fall of 1870 a preliminary survey was made from Chero- kee through Oswego to Parker. All that seemed lacking to secure the success of this enterprise was the necessary financial aid.
F. M. & C. R. RLY.
Among the visions of the eccentric Colonel Hartshorn was one of a railroad running from Florida to the Columbia river through Labette county. John Elston, R. D. Hartshorn, and others associated with them, procured a charter on October 27, 1870, for the construction of the Florida, Memphis & Columbia River Railway. It was some time before the defi- nite location of this road through the county was agreed upon, and such
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location was to depend upon the aid that could be secured ; but it was finally decided to locate it from Columbus through Montana and Parsons. During 1871 a number of townships voted bonds to aid in the construc- tion of this road.
M. & N. W. RLY.
My impression is that the Memphis & Northwestern Railway Com- pany was a reorganization of the F. M. & C. R. Rly. Co., of which I have just spoken, or at any rate, that the two were some way covering the same territory. This company did quite an amount of work in the win- ter of 1872-3 on the line of road from Columbus to Parsons. Watson Bros. & Co., of Montana, were the contractors, and secured a large amount of grading to be done and the abutments to be put in for a bridge across the Neosho at that point. This was as far as the work went, and the contractors lost what they had expended in pushing it thus far.
S. FT. S. & S. F. RLY.
Among the many efforts to secure a road from Sedalia or some other point to the northeast of this county, was one by the town of Labette, soon after its location, in 1870. The Sedalia, Fort Scott & Santa Fé Railway Company was organized, and in September, 1870, a preliminary survey was made from Fort Scott to Labette. Arriving at the latter place, the surveying party received a warm welcome, and were feasted at the principal hotel.
P. & S. F. RLY.
Parsons was never content with her railroad facilities. There are few points in any of the adjoining counties to which she has not at some time had a projected railroad. In 1872 the proposition was to build a road southwest to Independence, and a very large amount of the paper work was done to secure it, and some propositions for municipal aid were voted upon.
P. & M. RLY.
The preliminary work for this road was legally done in 1876. It was to run southeast from Parsons through Montana.
C. O. & W. RLY.
In 1883 a company was organized to build a road from Oswego through the county in a southwesterly direction, and thence on west. Some mu- nicipal aid was voted to this road, but not enough to secure its construc- tion.
S. C. & S. E. RLY.
In 1886 the Salina, Colorado & Southeastern Railway Company was organized, with a view of running a road through Parsons, Montana and Columbus, extended from these points both northwest and southeast. A right-of-way was secured, and some grading was done. Municipal aid was voted along the line to quite an extent.
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HISTORY OF LABETTE COUNTY.
CHIETOPA'S PROJECTS.
Chetopa was scarcely behind Oswego in her efforts to secure railroad advantages. At a very early day steps were taken by her citizens to in- duce the building of a road from some point on the Kansas City & Gulf Railway so as to give her an outlet to Kansas City and northeastern points. Representatives of Mr. Joy visited Chetopa, and delegates from that place went to Kansas City, and negotiations were conducted for a long time. Possibly we may say the building of the Minden branch was a realization of these anticipations. Chetopa also made an effort to secure the Atlantic & Pacific, and has always had in view railroad con- nections with Baxter Springs and the east.
RAILROADS CONSTRUCTED.
From these ineffectual attempts at railroad-building, I wish now to turn to those which resulted in securing the end sought. From the first set- tlement of the county two lines of road were confidently expected : one from the north and the other from the east. What course they would pursue on entering the county was only a matter of conjecture. Both Oswego and Chetopa expected these two roads, and each took active steps toward securing them. While the first efforts of our people were made toward securing an eastern outlet, the road from the north was the one which their efforts seemed the most likely to secure first.
M. K. & T. RLY.
The Union Pacific, Southern Branch, had received a large railroad grant with the view of securing its construction down the Neosho valley, and it was now in process of building from Junction City in a southeast- erly direction. R. S. Stevens was now the general manager, and had under him a corps of enthusiastic lieutenants. The chief, with one or more of his aides, was early on the field to see what could be secured from the municipalities of this county through which it was proposed to construct the road. Their expectations of aid were very large. There were no bounds to the promises they were ready to make as to what the road would do for the various communities through which it was to be built, and the demands made of these communities were proportionate to the benefits promised. It seemed improbable to secure county bonds, nor was there much hope of obtaining aid from any township which did not have within it a town of some importance. The railroad officers had finally to look to Oswego and Chetopa, and the townships in which they were situated, as the chief if not the only points in this county from which they could expect to receive any aid. These places were repeat- edly visited, and the matter of railroad municipal bonds was very largely discussed. Both places felt that they were unable to meet the demands
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which the officers were making upon them. Where the railroad officials failed to win through the promises of benefits to be derived, they were more successful in securing a compliance with their demands by the dis- aster which seemed likely to follow their threatened change of route. It being apparent that these municipalities were not likely to extend to the road the amount of aid which they had demanded, the railroad officials proceeded to change the line, which had been originally designated along the Neosho river, and a survey for a new route was made, commencing near the north edges of the county and going west of the Labette river. and striking the State line several miles west of Chetopa. The citizens of Oswego and Chetopa became alarmed. It was evident, as they thought, that the construction of a road where thus located would build up towns on its line which would compel the abandonment of the sites occupied by them. The result was what the railroad officials undoubtedly supposed it would be. These towns were now ready to meet all the demands the company might make upon them. On February 25. 1870, an immense railroad meeting was held at Chetopa, which favored $100,000 county bonds, and if they could not be secured, then township bonds. But one man in the town was opposed to the project. About this time Messrs. Stevens, Walker, Goss and other railroad officials visited Oswego and Chetopa, and arrangements were finally entered into for the construction of the road at-or, as it afterwards proved, near-these places, on con- dition of their issuance of bonds as agreed upon. Oswego township, which could with her assessed valuation legally issue bonds to the amount of perhaps $50,000 or $60,000, was called upon and did vote bonds to the amount of $100,000 to aid this road; Richland township gave $50,000, and Chetopa city $25,000 for the same purpose. The voting, issuance and delivery of these bonds was secured to the railroad company by a personal obligation entered into between the citizens of these two places to see the contract complied with. Little opposition was had in either place to the voting of the aid thus agreed upon. Of the litigation in re- spect to these bonds, and the compromise entered into for their payment which afterward took place, I need not here speak. With the aid thus promised and secured, the building of the road was rapidly pushed for- ward. After reaching the north line of the county, twenty miles of road were laid in eleven days, and in one day four miles and 100 feet were put down. Having reached and passed through Oswego and Chetopa, on Monday, June 6th, the State line was reached, at which time appropriate ceremonies were had. The last spike on the Kansas line was driven by Col. R. S. Stevens, the general manager, and the first spike across the line in the Indian Territory by Col. E. C. Boudinot, the famous Cherokee
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HISTORY OF LABETTE COUNTY.
who had always favored the building of this road. In the evening of June 6, 1870, the first passenger train which ever entered Labette county passed over the road in charge of John C. Hall, conductor, and David Dunham, engineer. The Sedalia branch of this road was thereafter pushed forward to completion as rapidly as could be done, and on Feb- ruary 3, 1871, the connecting rail was laid uniting it with the Junction City branch at Parsons; and on the 5th of that month the first through passenger train from Sedalia to Chetopa passed over the road in charge of L. S. Hamilton, conductor.
MACHINE SHOPS .- It was the general understanding, when Parsons was designated as the point where the two branches would unite, that shops would be located at that place. In October, 1871, George W. Chess, contractor, broke ground for the round-house and machine shops, under the supervision of George Thornton, civil engineer. In December following, Proctor and Pardee, contractors, commenced the mason work, and by the close of 1872 the machine shops were so far completed as to be ready to commence operation, and in May, 1873, the round-house was ready to receive engines.
GENERAL OFFICE .- Theoretically, the general office of the company has been at Parsons almost from the first building of the road, but it was not until 1892 that practically the offices were located at that point.
M. K. & C. RLY.
The Memphis, Kansas & Colorado Railway Company was organized for the purpose of securing a road from Cherokee, on the Fort Scott & Gulf road, to Parsons, with a view of its extension both ways. The company was formed early in 1877. Parsons first voted $10,000 to aid this enter- prise, and subsequently, after a protracted discussion, some favoring the project and others opposing making any donation, it was voted to take stock to the amount of $30,000, the bonds to be delivered upon the com- pletion of the road into Parsons. Neosho township voted $5,000 in bonds. In April, 1878, the track-laying commenced from Cherokee west, and on July 1, 1878, at 10 o'clock at night, the first train arrived in Parsons. The officers of Parsons refused to deliver the bonds, on the ground that the road was not completed by the time specified in the contract. Liti- gation ensued, which was carried to the Supreme Court, where it was finally determined that the city was not liable, and the bonds were never delivered. In February, 1880, this road was sold to the Kansas City, Fort Scott & Gulf Railway Company, and steps were at once taken to extend it from Parsons to Cherryvale. No municipal aid was voted along the line, but the people of Cherryvale secured the right-of-way as an inducement to its construction. The road thus built from Cherokee
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to Cherryvale was narrow gauge; some two or three years after its com- pletion to Cherryvale it was made into a standard-gange road.
P. & P. RLY.
In December, 1885, the Parsons & Pacific Railway Company was char- tered to build a road from Parsons to Coffeyville. C. H. Kimball and Lee Clark were the leading spirits in the movement, and with the aid of eastern capitalists whom they enlisted in the enterprise the road was constructed, in 1886. On September 20, 1886, the first train ran from Mound Valley to Parsons. The company received municipal aid, from Parsons $40,000, from Mound Valley township $20,000, Canada town- ship $20,000, and some from Montgomery county.
K. C. & P. RLY.
During the building of the Parsons & Pacific road to Coffeyville, a con- pany in which the same parties were interested, was formed for the pur- pose of extending it from Parsons north to Kansas City. In aid of its construction Parsons voted an additional $20,000, and the municipalities in the counties north, through which the road ran, extended liberal aid. The road was pushed quite rapidly along, and a connection formed with the Kansas City, Fort Scott & Gulf, at Paola.
D. M. & A. RLY.
As early as 1884 an organization was formed of prominent men living along the proposed line of the Denver, Memphis & Atlantic Railroad for the purpose of doing the preliminary work, of securing the right-of-way, municipal aid, and putting the work in such shape that capitalists would be willing to take hold of the enterprise and build the road. Most of the members of this company lived at and between Larned and Chetopa. Col. J. B. Cook was the representative from this county in the company. Maj. Joseph Henson and Col. John Doniphan, of St. Joseph, Mo., who had had some experience in railroad matters and were men of some cap- ital, were also members of the company. Municipal aid was voted in nearly every township through which the road was to be run. A survey and plat was made, and negotiations commenced with Jay Gould for the construction of the road. The time in which the road was to be built under the conditions of the aid first voted having expired before any work was done, a second election had to be held and the aid voted again. The first plan also was to build a narrow-gauge road. In changing to a broad gauge the technical requirements of the law were not observed. and legislation had to be secured to cure defects, so that it was not until May 22, 1886, that the work began at Chetopa extending the road west from that point. Quite an amount of work had been done, commencing at Larned and extending east, prior to that. Two days later than this
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