Biographical and historical memoirs of Adams, Clay, Hall and Hamilton counties, Nebraska, comprising a condensed history of the state, a number of biographies of distinguished citizens of the same, a brief descriptive history of each of the counties mentioned, and numerous biographical sketches of the citizens of such counties, Part 12

Author: Goodspeed Brothers
Publication date: 1890
Publisher: Chicago, The Goodspeed publishing co.
Number of Pages: 820

USA > Nebraska > Adams County > Biographical and historical memoirs of Adams, Clay, Hall and Hamilton counties, Nebraska, comprising a condensed history of the state, a number of biographies of distinguished citizens of the same, a brief descriptive history of each of the counties mentioned, and numerous biographical sketches of the citizens of such counties > Part 12
USA > Nebraska > Clay County > Biographical and historical memoirs of Adams, Clay, Hall and Hamilton counties, Nebraska, comprising a condensed history of the state, a number of biographies of distinguished citizens of the same, a brief descriptive history of each of the counties mentioned, and numerous biographical sketches of the citizens of such counties > Part 12
USA > Nebraska > Hall County > Biographical and historical memoirs of Adams, Clay, Hall and Hamilton counties, Nebraska, comprising a condensed history of the state, a number of biographies of distinguished citizens of the same, a brief descriptive history of each of the counties mentioned, and numerous biographical sketches of the citizens of such counties > Part 12
USA > Nebraska > Hamilton County > Biographical and historical memoirs of Adams, Clay, Hall and Hamilton counties, Nebraska, comprising a condensed history of the state, a number of biographies of distinguished citizens of the same, a brief descriptive history of each of the counties mentioned, and numerous biographical sketches of the citizens of such counties > Part 12

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

York County is about ninety miles west of the Missouri River, and about sixty from the south line of the State. The first settlement of York County was the establishment of five posts for purpose of furnishing supplies to travelers on what was known as the "Old Government" or "California Trail," which led through the region now known as York County. The first permanent settlement was made in February, 1865, by John Anderson who, with his son William, took up homestead claims, and are honored as the pioneer settlers. The county was organized in 1870, before that being a part of Seward County. At the same election the county seat was located at York, where it still remains. Bradshaw and Waco are other towns worthy of men- tion in York County.

Within the past four years a number of new counties have been organized in the western and northwestern parts of the State. In 1880 Sioux County comprised within its limits about one-fifth of the entire superficial area of the State. The rail- roads had not as yet been built through that part of Nebraska, settlements were few and far between, and there was really but little need of county or- ganization. But the rapid development of the north and western portions of the State, brought about by the construction of many lines of railroad, has entirely changed the map of Nebraska. Out of Sionx County have been formed the counties of Sioux, Grant, Arthur, Hooker, McPherson, Keya Paha, Brown, Cherry, Sheridan, Dawes, Box Butte, Scott's Bluff, Deuel, Rock, Banner, Kimball and Logan. That part of Keith County lying south of the Platte River has also been erected into a separate county, known as Perkins County, and the northern half of Dundy County given a separate organization, and called Chase County. The settlement and or- ganization of these counties has been of too recent a date to admit of anything like a historical sketch. They are developing rapidly, and will soon be as populous and wealthy as many of their older sister counties of Nebraska.

Kearney County is situated in Southern Ne- braska, and has an area of 576 square miles. The history of the county dates back to 1848, when Fort Kearney was established by the government,

HISTORY OF NEBRASKA.

but the settlements made in and around this military post were of a temporary character. Permanent settlers began to arrive in 1867, and their numbers increased so rapidly that in 1872 a permanent county organization was formed. Lowell was at that time the most important town and the county seat. In 1878, however, Minden was selected as · the county seat. The other towns of Kearney County are Lowell and Newark.

Thurston County is one of the newest counties of Nebraska. It was organized by the Legislature of 1888-89, and was formed of the territory em- braced in the Omaha Indian Reservation. It is situated on the Missouri River, between Burt and Dakota Counties.

Under the different treaties with Great Britain and France, America's right to the country north of the forty-second parallel-now the States of Oregon and Washington-was conceded. Texas was ad- mitted in 1845 and in 1848 California and the Ter- ritories of New Mexico and Utah had become a part of the Union. In this way the government acquired a vast territory, rich in agricultural and mining resources which would very materially increase the wealth and influence of the Nation if it could once be utilized. Commercially, it was rapidly becoming necessary that some- means for communication be- tween the East and the West should be provided. In all ages, mankind has sought the shortest, most expeditious and economical route to market. The Panama route superseded the route to California by the way of the Cape of Good Hope. The freighters across the American Desert shortened the route again, but the time came when, not shorter, but more expeditious means were essential.

Politically, also, it was seen to be necessary, as the breaking out of the late war demonstrated the fact that the isolation of California involved a peril to the Union.

The necessity of building a railway connecting the East and the West had been recognized before this, however, and many plans had been proposed and rejected. In all the plans offered, Congressional aid was contemplated and suggested, the only point of difference being the manner in which this aid should be given.

In 1853-54 nine routes were surveyed across the continent on various parallels between British America and Mexico, under the supervision of Jeffer- son Davis, then Secretary of War. The results were submerged in the interests of the extreme southern line. It was thought impracticable to build a road through the central portion of the con- tinent because of the barriers in the way in the shape of the Rocky Mountains. There were engi- neers, however, who urged that the geography of the country and other features of excellence demon- strated, incontestibly, that the old Mormon trail up the north side of the Platte River was the most available.

In June, 1857, a number of distinguished gentle: men from various portions of the United States visited Omaha, and conferred with interests and cor- porations having in view the construction of the Pacific road by way of the Platte River and South Pass. They examined the city and vicinity, visited the Platte River, and united in recommending that an appeal to Congress be made for such reasonable grant of land and other aid as would give an impulse to the building of the road.

From the earliest days of the Territory, the people and official representatives of Nebraska favored the speedy completion of a line through the Valley of the Platte. By referring to the proceed- ings of the Legislature, it will be seen that this was one of the first and most cherished hopes of the new country. Every governor from Cuming to Saun- ders advocated the measure, and most urgent spirit was manifested throughout the decade from 1855 to 1865.

On January 20, 1858, the committee, which had been appointed to inquire into the subject, reported through Senator Gwin, of California, a bill which proposed to locate the road at some point between the Big Sioux and Kansas Rivers to San Francisco. The bill provided for the donation of alternate sec- tions of land on each side of the route, and $12,500 per mile, the same to be advanced upon the comple- tion of every twenty-five miles of road, until $25,000,000 were reached; the amounts thus ad- vanced to be returned in mail service and transpor- tation of men and munition of war; 5 per cent of

HISTORY OF NEBRASKA.

the stock to be issued, the President of the United States to receive bids and locate the road. The bill, however, was killed in the Senate. At the session in 1859-60, another effort was made and a bill intro- duced into the house by Mr. Curtis, of Iowa. It provided for the construction of a road across the continent, with branches from two points on the navigable waters of the Missouri, to converge and unite within 200 miles of that stream, thence on to the navigable waters of the Sacramento.

In January, 1859, a memorial was adopted by the citizens of Omaha, and addressed to Congress, for a Pacific railroad up Platte Valley. This docu- ment set forth the advantages of the central route very clearly. This was circulated throughout the Territory of Nebraska and being heartily approved, was forwarded to Washington.

After a month's discussion of the Curtis bill and its amendments by Congress, a motion to strike out all after the enacting clause, and authorizing the President of the United States to receive bids to contract for the construction of three routes to the Pacific, same to be submitted to the XXXVIIth Congress, prevailed.

Early in 1862 the question was again agitated and plans began to take definite shape. On Feb- ruary 5, 1862, Mr. Rollins, of Missouri, by unani- mous consent introduced a bill to aid in construct- ing a railroad and telegraph line from the Missouri River to the Pacific Ocean, and to secure to the government the use of same for postal, military and other purposes. It was substantially the same bill that Gen. Curtis had submitted the previous session. A number of amendments were offered and accepted, and the final vote in the House resulted in its adop- tion, and the bill was sent to the Senate for con- enrrence. After numerons amendments made by the Seuate and accepted by the House, the bill was finally approved, and became a law July 1, 1862.

Among other things for which this bill provided was that certain men, their names being given, to- gether with five commissioners, to be appointed by the Secretary of the Interior, were hereby created and erected into a body corporate and politie in law and deed, by the name, style and title of "The Union Pacific Railroad Company."

The bill further provided for the laying out and construction of a continuous railroad and telegraph line, with the appurtenances, from a point on the one hundredth meridian of longitude west of Green- wich, between the south margin of the Republican River and the north margin of the valley of the Platte River, in the Territory of Nebraska, to the western boundary of Nevada Territory; for the amount of capital stock; the appointment of com- missioners and other officers ; the election of direct- ors; the right of way through public lands; the extinguishment of Indian titles; the donation of alternate sections, except mineral lands; the con- veyance of lands upon completion of forty consecu- tive miles of road, and the issue and payment of bonds therefor; the designation of the route of the road ; time of completion ; for the completion of the main line in 1876; the company to make annual reports containing names of stockholders and direct- ors, amount of stock subscribed, description of lines of road surveyed, and cost, receipts and expenses ; also of general indebtedness.

Subsequently an act amendatory of this act ere- ating the corporation was introduced into Congress, directing that the first meeting be held in Bryan Hall, in the city of Chicago, on the first Tuesday of September, 1862. The objeets of the meeting were the completion of the organization and the opening of subscription to the capital stock. The meeting was held as provided, Gen. A. R. Curtis presiding, with an attendance of twenty-three commissioners. The convention was permanently organized by the election of W. B. Ogden, of Illinois, as president, and II. V. Poor, of New York, as secretary. A committee of thirteen was appointed to advise and co-operate with the officers, and the meeting ad- journed subject to call of the president and secretary.

On October 29,-1863, this great enterprise was formally organized at a meeting held in New York City, by the election of a board of thirteen directors, on the part of the stockholders, and the appointment of two directors on the part of the government, as follows, pursuant to the charter: George Opdyke, John A. Dix, T. C. Duvant, E. W. Dunham, P. Clark, E. T. M. Gibson, J. F. D. Louier, G. T. M. Davis, A. G. Jerome, August Belmont, L. C. Clark,

HISTORY OF NEBRASKA.

Charles Tuttle, Henry V. Poor, and George Gris- wold, New York City; J. V. L. Pruyn, Albany ; E. H. Rosekrans, Glens Falls; A. A. Lowe, San Francisco; W. B. Ogden and J. F. Tracy, Chicago; Nathaniel Thayer and C. A. Lombard, Boston; C. S. Bushnell, New Haven ; J. H. Scranton, Scranton ; J. Edgar Thompson, Philadelphia; Ebenezer Cook and John E. Henry, Davenport; H. T. McComb, Wilmington, Del .; Augustus Kontze, Omaha; John J. Blair, Belvidere, N. J .; and S. C. Pomeroy, Atchison, Kan.

The question now arose as to what place the president would select as the initial point of the road, and from the beginning it was asserted by many that Omaha or Council Bluffs offered superior advantages and indncements. In support of this conclusion, the advocates of these places argued that at that time four lines of railroads had been pro- jected and were in process of construction across the State of Iowa to points on the Missouri River-one with the avowed purpose of making Council Bluffs its western terminus. Another had abandoned its original plans and seemed to be making for the same point. Further, that there were many evidences that the Burlington & Missouri road, which was built for a distance of 100 miles west of Burlington, would be diverged to a point as near as practicable to, but south of the Platte River.

These arguments and considerations undoubtedly weighed the balance in favor of Omaha, for on December 2, 1863, the engineer of the road received a telegram announcing that the President of the United States had fixed the initial point of the road on "the western boundary of the State of Iowa" opposite Omaha, and directing him finally to "break ground" and inaugurate the great work of that day.

At 2 o'clock, on the date indicated, impressive ceremonies were held at the grounds donated to the railway company by the city. The " first shovelful of earth" was removed by Gov. Saunders, Mayor Kennedy, of Omaha, and Mayor Palmer, of Council Bluffs, amid the roar of artillery from either shore of the Missouri. These proceedings were followed by addresses by Gov. Saunders, Mayor Kennedy, A. J. Poppleton, and George Francis Train, of New

York, the festivities concluding with a grand ban- quet and ball, and a general illumination of the city.

Work was commenced at once, and progressed expeditiously and satisfactorily through 1864. To aid in the construction of the great National High- way, the United States government conferred upon the Union Pacific a magnificant land grant amonnt- ing to 12,000,000 of acres, or 19,000 square miles. These lands are contained in alternate sections of one square mile each, within a breadth of twenty miles on either side of the railroad, and extend along its entire line.

The road had been located and placed under contract from the west bank of the Missouri River, a distance of 100 miles westerly, in the great valley of the Platte River, and surveys continued from that point to the one hundredth meridian of longitude. But in the fall of 1864 Jesse L. Williams, one of the government directors, and Silas Seymour, consult- ing engineer of the road, visited this portion of the line entering the Great Platte Valley at the crossing of the Elkhorn River, and on their return to New York united in a recommendation that the company change the location of the line between the Missouri River and the Platte Valley for the purpose of avoiding the heavy grades of eighty feet per mile.

The matter was laid before the board of directors at their meeting in January, 1865, when a resolu- tion was adopted approving of the change, provided the facts assumed in the arguments of the govern- ment director and consulting engineer, in relation to the topography of the country and feasibility of the proposed line, should be borne out by actual surveys. A survey of the proposed route was accordingly made, which showed results much more favorable than had been assured, and the work of grading was therefore suspended upon the old line, and commenced upon the new.

This change was strongly protested against both by Omaha and by the Burlington & Missouri Rail- road Company; the former, because it would in- jure their city by the proposed change of route, as rapid improvements had been made and a large amount of capital invested about that city and Council Bluffs with full faith that the location was permanent. The Burlington & Missouri protested

HISTORY OF NEBRASKA.

because the proposed change would encroach some- what on the territory and grants which had been appropriated to them to aid in the extension of their road. However, the proposed change of route was approved of by President Andrew Johnson on Sep- tember 23, 1865. While this action was severely condemned by the citizens of Omaha and Couneil Bluffs, the benefits to be derived by the former city and the country around soon manifested themselves.

During the winter of 1865 the track was laid as far west as Columbus. On Tuesday, March 13, 1866, it was announced that sixty miles of the road had been completed, and awaited examination by the commissioners of the government. This exam- ination took place April 16, 1866. In July, 1866, 135 miles were announced as ready for the "cars" west of Omaha.

While the Union Pacific had nearly crossed the plains of Nebraska, and was rapidly approaching the Rocky Mountain range, the Central Pacific from the west was making equally gratifying headway. During the fall of 1867, the last and greatest of the tunnels of the western link was opened, and the crossing of the Sierra Nevada Mountains into the great Salt Lake Basin was effected. Early in 1868 the Union Pacific pierced the rich mineral regions of the mountains, and continued its movement toward the Pacific.

The race between the Union and Central Pacific to build the greatest number of miles caused much rivalry and dissension, and proved very vexations, if not damaging. The difficulties between the Union and Central Pacific were settled on April 9, 1869, under the following circumstances: It seems that the railroad committee of the House of Representa- tives on that date, after a stormy discussion, agreed to ask the passage of joint resolution, declaring that no bonds be issned to either corporation for the eighty-mile section between Ogden and Monument

Point until Congress arrange for the junction of the two roads.

In the meantime, and prior to the introduction of the resolution, the representatives of the two companies had met and arranged for the consolida- tion of the two lines. The junetion was mutually agreed upon, and located at Promontory Point, be- tween Ogden and Monument Point.

The completion of the road occurred on Monday, May 10, 1869. This event was celebrated with impressive ceremonies, amidst the rejoieings of a continent.

In 1888 there were 4,902.67 miles of railroad in Nebraska, valued at $25,574,431.00. From 1881 to 1886 the increase in railroad building was grad- ual; but by 1887, 845. 72 miles were constructed, and 1,072.58 miles the following year. That nearly 5,000 miles of railways should have been built with- in the State in twenty-two years from the commence- ment of the first road in 1864, and that, in 1888, the State, once a part of the "Great American Desert," as mapped out by our early geographers, should have railroads assessed for taxation at over 825,000,000, is a matter of wonder and astonish- ment. The names of the railroads within the State, as reported by the State Board of Equalization in 1888, are the Union Pacific, Burlington & Mis- souri River, Omaha & Southwestern, Nebraska, Re- publican Valley, Atchison & Nebraska, Lincoln & Northwestern, Nebraska & Colorado, Chicago, Ne- braska & Kansas, Omaha & Republican Valley, St. Joseph & Grand Island, Sioux City & Pacific, Fre- mont, Elkhorn & Missouri Valley, Chicago, St Paul, Minneapolis & Omaha, Chicago, Kansas & Nebraska, Republican Valley, Kansas & Southwestern, Grand Island & Wyoming Central, Omaha & North Platte, Lincoln & Black Hills, (Lincoln & Black Hills un- operated), Kansas City & Omaha, Missouri Pacific, Oxford & Kansas and Pacific.

HISTORY OF NEBRASKA.

CHAPTER X.

NEBRASKA'S IMPORTANT CITIES-SKETCH OF THEIR PROGRESS AND DEVELOPMENT-MATERIAL ADVANCEMENT NOTED-CHARACTER OF IMPROVEMENTS-PRESENT INTERESTS-ATTRACTIONS OFFERED-LINCOLN, THE JUDICIAL CENTER-OMAHA, THE COMMERCIAL METROPOLIS-PUBLIC PROSPERITY-EDU- CATIONAL FACILITIES-THE PUBLIC SCHOOL SYSTEM-EARLY ENUMERA- TION-SCHOOL FUNDS-STATISTICS-DENOMINATIONAL INSTI- TUTIONS OF LEARNING-LOCAL COLLEGES.

Many things impossible to thought Have been by need to full perfection brought .- Dryden.

MONG the most interesting facts in the history of any State are those relating to its principal commercial centers. The following con- cise reference to a number of important towns of Ne- braska serves to indicate the rapid pro- gress made in the development of this section of country.

Beatrice, the county seat of Gage County, is pleasantly situated on rolling ground on the Big Blue River, about three miles west of the geographical cen- tre of the county. It was founded by a colony of emigrants in 1857, and named in honor of the daughter of Judge Kinney, a member of the colony. With the organization of the county that year it was made the seat of justice thereof, and as such it still continues. In 1871 the first railroad, the Omaha & Southwestern, was completed to Beat- rice, and since then several other lines have been constructed, so that at this writing seven railroads lead out from the city. Prior to the completion of the first road the growth of the place was slow, but

has since been rapid. Its first school house was built in 1862, and Mrs. Frances Butler was its first teacher. The first church organized in the place was the Methodist Episcopal, organized in 1857 or 1858. The school and church privileges of the city are now extensive. The city contains many fine business blocks, several banks and many mercantile houses, and a population bordering near to 10,000.

Blair, the seat of justice of Washington County, is situated on a beautiful plateau about two and a half miles west of the Missouri River, at the cross- ing of the St. Paul, Minnesota & Omaha, and the Sioux City & Pacific Railroads. The plateau was settled in 1855 by three brothers, Jacob, Alexander and T. M. Carter. The town was founded and be- came the seat of justice in 1869, and in 1872 it was chartered as a city of the second class. Its first school was taught, and its first church (M. E.) estab- lished the year it was founded. It is now a pros- perous little city with several schools and churches and many mercantile houses, also banks and weekly newspapers. Its population reaches into the thou- sands.

Columbus, Platte County's judicial center, is on Loup River, and on the Union Pacific, Lincoln &

IUSTORY OF NEBRASKA.

Northwestern, and Omaha & Black Hills Railroads. It was founded in 1856, by the Pawnee City Com- pany and the Columbus Town Company consoli- dated, and was incorporated as a town in 1865, and became a city of the second class in 1873. It has flourishing schools, prosperous churches, good so- ciety, many mercantile houses, banks, fine public buildings and public works, newspapers, and every- thing constituting a growing young city.

Crete, situated on BIne River in the north- eastern part of Saline County, at the crossing of two lines of the Burlington & Missouri River Rail- road, was laid out and established in the summer of 1870, by J. C. Bickle and the town company of a railroad company. There were three or four buildings on the site when the town was laid out, and in the fall of 1870, there were seventeen. The railroad was completed to Crete in 1871, and then came a mighty impetus to the growth of the town. It was incorporated that year as a second class city, and it is now a prosperous place containing several thousand inhabitants, Doane College, a noted insti- tution of learning, good public schools, numerous churches, banks, newspapers, many mercantile houses, and several manufacturing establishments.

Falls City, the county seat of Richardson County, in the southeast corner of the State, situated at the crossing of the Missouri Pacific and the Burlington & Missouri River Railroads, was settled and founded in 1857. It was incorporated as a city in 1860, and re-incorporated in 1867, having lost its first charter in 1863. It is now a prosperous little city of about 3,000 inhabitants, with good schools, a complement of churches, newspapers, banks, a few manufacturing establishments, numerous commercial houses, benevolent, religious and literary societies, etc., etc.

Fremont is the county seat of Dodge County. It is on the Platte River, and on the Union Pacific, at the western terminus of the Sioux City & Pacific, and also at the terminns or crossing of several other lines of railway, and was founded in 1856 by Pin- ney, Barnard & Co. In 1860 it became the seat of justice for the county. It is distant from Omaha forty-seven miles, and from Lincoln fifty-two miles. The first court house, a two-story brick building,

costing about $12,000, was erected in the winter of 1867-68. The jail, costing about $15,000, was erected in 1875. The present court house, costing $60,000, was erected in 1889. The town was incor- porated as a city of the second class in 1871. It is the outlet or market place for the products of the rich valleys of the Platte and Elkhoru. The first church at Fremont-the Congregational-was organ- ized in 1857 by Rev. I. E. Heaton, and the first school was taught, in 1858, by Miss Charity Colson. Many denominations have sinee organized churches and erected comfortable and magnificent edifices, and the city contains two colleges, a large central and several other school buildings. It has the met- ropolitan features of a city, having street cars, gas and electric lights, water works, granite paved streets, three daily, four weekly and two monthly newspapers, a most extensive creamery, six rail- roads, twenty-two passenger trains daily, fine public buildings, eleven churches, eight school houses, free post delivery, five banks, a board of trade, numerous mercantile houses, and a large number of manufac- tories.

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Author: Goodspeed Brothers Publication date: 1890 Publisher: Chicago, The Goodspeed publishing co. Number of Pages: 820

Author: Goodspeed Brothers
Publication date: 1890
Publisher: Chicago, The Goodspeed publishing co.
Number of Pages: 820