USA > Oregon > Multnomah County > Portland > History of Portland, Oregon : with illustrations and biographical sketches of prominent citizens and pioneers > Part 45
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).
Part 1 | Part 2 | Part 3 | Part 4 | Part 5 | Part 6 | Part 7 | Part 8 | Part 9 | Part 10 | Part 11 | Part 12 | Part 13 | Part 14 | Part 15 | Part 16 | Part 17 | Part 18 | Part 19 | Part 20 | Part 21 | Part 22 | Part 23 | Part 24 | Part 25 | Part 26 | Part 27 | Part 28 | Part 29 | Part 30 | Part 31 | Part 32 | Part 33 | Part 34 | Part 35 | Part 36 | Part 37 | Part 38 | Part 39 | Part 40 | Part 41 | Part 42 | Part 43 | Part 44 | Part 45 | Part 46 | Part 47 | Part 48 | Part 49 | Part 50 | Part 51 | Part 52 | Part 53 | Part 54 | Part 55 | Part 56 | Part 57 | Part 58 | Part 59 | Part 60 | Part 61 | Part 62 | Part 63 | Part 64 | Part 65 | Part 66 | Part 67 | Part 68 | Part 69
478
HISTORY OF PORTLAND.
could not be established in such a community, and that a movement to attempt this was uncalled for. He expressed no hostility to the South, but believed that the attempt of such a social change as this policy contemplated would be only evil. From that moment he was dropped and Judge Kelsey was selected for the place. Among those who discarded the Colonel were a number who afterwards became prominent republicans.
During this or the following year, he visited Eugene City, and purchasing exten- sive farming property, removed hither with his family. While here, occurred the election of Territorial and State Representatives, and he received the nomination to a seat as territorial member. The number of candidates being large, a very lively canvass was conducted, for a part of the time at least the whole legislative ticket stumping together. The Colonel bore a large part of the burden of this work.
As the contest for Senator drew uear a strong movement was set on foot to elect Chapman. He would have been a very strong candidate but for a number of reasons, chief among which was his opposition to slavery in Oregon, his party could not allow him the honor. He was also spoken of as a worthy man for the position of United States District Judge. While the party managers were trying to adjust these claims of his friends, and at the same time not injure the party by offending other aspirants for these positions, the Oregon Legislature being still in session, news was received from Washington that the Colonel was appointed Surveyor General of Oregon, and he himself received at the same time, a letter from Gen. Lane, strongly urging him to accept. Feeling for the General the strongest friendship and personal attachment, he cousented to do so, and all the party claims were speedily adjusted.
In 1861, believing it unbecoming to hold office under a President whose election he had opposed, he tendered the resignation of his office, and was succeeded, after some time, by P. J. Pengra.
During the fall of 1861, Col. Chapman, with his family, returned to his old homestead in Portland, and in the early part of the year 1862, erected the residence at Twelfth and Jefferson streets, which has ever since been the family home. During the years of his later residence in Portland, the Colonel has practiced law extensively, especially in land matters. Ile has, moreover, spent a life of energy and a magnificent fortune in his efforts to secure for Oregon its one great desideratum- eastern railroad connections.
Pioneering the way in laying broad the foundations of our State, and contributing by his wise foresight to the material prosperity of Iowa and Oregon in their organic laws, Col. Chapman is also to be credited more than any other man or dozen men in proposing safeguards in matters of railway construction in Oregon. In 1863, the first rumble of railroad agitation was felt in the State. To connect Oregon with the Pacific system then extending across the plains, a bill was introduced in Congress with a land grant subsidy for a road from a junction with the Central Pacific Railroad iu California, northward to Portland or the Columbia River, and so great was the desire for railroad connection that the people of the State were favorable to the scheme on any project likely to accomplish the object. A meeting was held in Engene City on the day the surveyors reached that point. Great entlinsiasin prevailed and a meeting was called for the purpose of endorsement of the scheme which was then pending in Congress, and the approving voice of the people was of course to be
479
BIOGRAPHICAL.
presented to Congress as an aid to the passage of the bill. Col. Chapman happened to be present and learning the object of the meeting, and seeing that under the terms of the bill as introduced, the builders would begin at or near Sacramento and continue toward Portland as fast or slow as they pleased; that as they built toward Portland the trade would necessarily run to California, even till they would be in sight of Portland; and that it would inevitably work greatly to the disadvantage of Oregou and her commercial metropolis, wherever that might be; lie therefore determined upon a remedy, and when the meeting was organized submitted and procured thie passage of the following preamble and resolutions:
WHEREAS, We learn that the surveying party on the contemplated route for the Oregon and California railroad has arrived in the Willamette Valley, and that the chief engineer, Mr. Elliott, is now on a tour in the lower counties for the purpose of learning facts respecting the route and the means to be obtained in aid of the survey and improvement; therefore
Resolved, Tliat all grants of land and other aids by the Government of the United States, and means to be appropriated, should be expended in equal proportions in Oregon and California, and commencing the work in Portland, Oregon, and progress- ing southwardly, and at Sacramento, California, progressing northwardly, so that each State and section may derive equal advantages therefrom, while the road shall be in process of completion.
Resolved, That we do hereby recommend that several organizations be effected in Oregon for the purpose of receiving the aid of the Government and executing the work within the State.
The preamble and resolutions were unanimously adopted. On Col. Chapinan's return to Portland the subject was brought before the people of the city; two public meetings were held and the proceedings of the Eugene meeting were endorsed, with memorials and petitions to the same effect forwarded to Congress. The result was that the measure was modified as was requested. Senator Nesmith, in his later days, told Chapman that he well remembered the circumstances, and that upon the receipt of the proceedings in Oregon he did just as was suggested, and on the 25th day of July, 1866, the act of Congress passed.
Independent of the advantages that have accrued to Portland, to Oregon, and, indeed, to the whole Pacific Northwest, through the modified provisions of the bill as it became a law, causing the immediate and early construction of the road from Portland southward through the Willamette, Umpqua and Rogue River Valleys, infusing new life and increased energy into our people, it inaugurated new and important enterprises, developments and prosperity in Oregon, surpassing the most sanguine expectations of our people. So that instead of the last spike in the construc- tion of the entire road being driven at Portland, it was driven and celebrated at Ashland, near the southern boundary of our State. Thus, in the very embryo stage of railroad construction in Oregon, Col. Chapman gave the guiding hand and struck the key note for provisions in the interest of his adopted State which will redound to her benefit through all the future.
After all has been said relative to these momentous matters, and when all the wheat is separated from the chaff of personal vaunt as to each one's share in the upbuilding of the superstructure of our Statehood and commercial relations, the name of Colonel Chapman will tower above them all, conspicuous for foresight, and undaunted perseverance-quailing not before numbers and power-until the object of his effort was attained. It illustrates a character which never adinits failure, and as such is a glorious example to our rising youth. [31]
480
HISTORY OF PORTLAND.
While the Colonel thus kept his eye vigilantly upon the process of railroad con- struction in our State and determined that corporate abuses should, so far as possible, be forestalled by adequate legislation, he was no less watchful of our commer- cial interests, with reference to navigation of our rivers and improvement of legislation for the sake of securing connection by ship with foreign ports. A member of the legislature of 1868, his attention was directed to the fact that our cominerce with European and Atlantic ports were suffering greatly from lack of towage at the mouth of the Columbia river. As member of a committee to examine the canses and propose a remedy for this unhappy condition he found that from the experience of Captain Corno, some years previous, it was deemed unremunerative to operate a steam tug npon the bar. He, therefore, prepared a report setting forth this fact, show- ing, also, that it was not lack of water so much as lack of wind that had led to disasters at this place, and calling attention to the fact that so long as the mouth of the Columbia was considered dangerous by shippers, it would be avoided, or at all events, excessive rates would be charged, which fell with double severity upon the people of Oregon; not only compelling them to pay high tariffs on all their imports, but particularly compelling the producers to pay the added charges npon all exports. He pointed out that the wheat of Oregon was then taken in steamers to San Francisco and while the price in Portland was but seventy cents per bushel, in San Francisco it was a dollar and eight cents per bushel. He urged that this condition was working disastrously to the agricultural interests of the State, and proposed as a remedy that a tug boat be secured for the bar by means of a State suhsidy. He reported a bill pro- viding for a powerful steam tug boat, sufficient for towing vessels across the bar in all weather when it could be crossed by the best class of steamers or sailing vessels: with proper approval and license of United States inspectors. To secure suchi a tug boat the bill provided a subsidy of thirty thousand dollars to be given in five succes- sive years; it directed that the license of all pilots, except those of the master of the tug boat and of the pilots employed upon her, should be revoked; and that the fees for towing and piloting sail vessels should be reduced to the rate of eight dollars per foot for the first twelve feet of draft, and ten dollars for any excess-the same as for piloting steam vessels. This was a reduction of twenty-five per cent. To prevent exorbitant rates of pilotage and of towage on the river from Astoria to Portland, the tug was allowed, in case of absence of employment on the bar, to tow to Portland, at rates to be fixed by the Pilot Commission, keeping, however, a sufficient pilot boat always near the bar in case of need.
The operation of this bill, which was passed almost unanimously, was most beneficial. By Captain Flavel, of Astoria, the tug boat was furnished, and it was but a few years before our large commerce sprung up between the Atlantic and European ports and Portland.
But important as was Col. Chapman's part in the foregoing events, his contest with the Northern Pacific Railroad Company, surpasses them all. It shows the capacity of one sharp, strong mind to rout a powerful combination of financiers and legislators, and reflects a credit upon the unofficial strategy and statesmanship of Oregon, which ought to be known fully in all our borders. But, strange to say, this action, by which the prestige of Oregon was secured, is almost unknown. It is known that the Northern Pacific somehow once got a staggering blow, by which her contemplated monopoly of the Pacific Northwest, was completely broken. But so
481
BIOGRAPHICAL.
quietly was the blow given, and so little did our kuight care to blow his trumpet, that none knew where the thrust came from. Col. Chapman was, in the years alluded to, one of the most earnest to get a railroad for Oregon to the East, and knew fully the whole political and financial situation with reference to it, as well as having a complete grasp topographically of the region to he traversed. The follow- ing will remind and inform many of the hard work he did in behalf of Portland and the whole State of Oregon, and gives a concise history of important legisla- tion.
The first charter was granted to the Northern Pacific Railroad about the year 1864, together with a land grant, but without authority to issue bonds or mortgages. As a11 argument with Congress, it was to be built on the subscription to stock. When their hill was before Congress, it was proposed that the people of Oregou have a land grant for a railroad front Salt Lake to Portland; but to negative tliis, the Northern Pacific agreed to, and did add a branch to Portland. The main line was to run near the northern boundary of the United States, across the Cascade Mountains, and the Branch, down the Columbia to Portland. After several failures, in 1870, the com- pany having conceived the idea of antagonizing Portland and her trade, got a bill before Congress for an extension. Or, rather, it was a joint resolution. It was an unparalleled ambiguity and deception. It provided that the main line be transferred to run via the Columbia Valley to Puget Sound, and the Branch, across the Cascade Mountains to Puget Sound. In a joint resolution of the year previous, Congress grauted an extension of the branch and the right of way for it front Portlaud to Puget Sound, but positively and expressly refused the right to issue bonds or mort- gage. Now, by this joint resolution of 1870, the main line being authorized to run via the Valley of the Columbia, it was to be noted that this valley was on both sides of the river, and the road could therefore be legally located on either side. Instead, therefore, of its taking the place of the branch, on the south side to Portland, as Congress and our Congressmen supposed it was to be located, after surveying every- where, and on both sides of the river, it was located on the north side of the river, ignoring Portland and the branch line it was intended to embrace.
As soon as the joint resolution was published, before any survey was made, Col. Chapman informed the citizens of Portland that it was the intention to locate the road north of the river and leave Portland out, so that Portland would lose not only the original branch granted expressly to and for Portland, but also the main line intended by Congress to take its place. The people were incredulous. In 1871, Col. Chapman being in attendance upon the Supreme Court of the United States, procured from the commissioner of the general laud office a copy of the map of the location of the road on the north side of the river, attested by the commissioner's own signature.
This great wrong to the people of Portland and Oregon is the foundation of Col. Chapman's war upon the Northern Pacific Company from that day to the present. Not only so, but a fraudulent deprivation of Portland and Oregon of both the branch and main line, was a source of great wrong and inconvenience to the public, and has given rise to unending controversy.
But the wrong to Portland and Oregon was not the only one committed by author- ity of that ambiguous resolution. The United States was cheated out of millions of acres of public lands in this wise. First, the transfer of the main line by way of the
482
HISTORY OF PORTLAND.
Columbia to Puget Sound, increased its length one hundred and forty miles on a line where Congress said in the joint resolution of 1869, there should be no land grant, bonds, or mortgage. The increased length of one hundred and forty miles, with a width of forty miles, equaled five thousand, six hundred sections, or three inillion five hundred and eighty-four thousand acres. But this is not all. The line from Portland to Wallula, two hundred and fourteen miles, upon this transfer from State to Territory, was increased by twenty sections per mile, or four thousand two hun- dred and eighty sections, two million seven hundred and thirty-nine thousand two hundred acres. Furthermore, the whole land grant of two hundred and fourteen iniles between Portland and Wallnla, has for many years been withheld from settle- ment.
To return to the subject of the road on the south side of the Columbia, between Portland and Wallnla: After the land grant for this road was taken away from Portland by the joint resolution of 1870, the public being in great need of the road, from Portland up the Columbia River, some of the citizens of Portland, including Col. Chapman in the number, inaugurated measures for the construction of a road from Portland to Salt Lake. Part of the line was surveyed, and at times the prospects were very favorable. On one occasion, when their bill in the house was progressing under favorable circumstances, the Credit Mobilier broke out and crushed all railroad bills. There were several contests with the Northern Pacific Company after they had taken from Portland the branch grant under pretense of giving them the main line, and then taking the main line also.
The most noted and telling of these contests was one late in the seventies, when Col. Chapman, in one of his unceasing efforts for the promotion of the interests of Oregon and Portland, prepared, and had introduced in the United States Senate, a bill in aid of the Portland, Dalles and Salt Lake Railroad. At this date such had become the opposition to further land grants to railroads that an original grant was impossible. This bill, therefore, provided for the construction of the Portland and Salt Lake roads upon the Columbia, as a common road for the Northern Pacific and Salt Lake line, to be built as a common road with the land grant then tied up idle on the north side of the river. It further provided that the Northern Pacific should build this coninion road, but if they failed to commence the road at Portland within ninety days, and to prosecute the work diligently, the Salt Lake company, or any other company building that line, might build it, but it should, nevertheless, be a common road for both. There were provisions for the construction of the Salt Lake road after leaving the Columbia River. The bill was referred to the railroad committee of the Senate. Col. Chapman having drawn the bill appeared alone in its behalf, while the great attorneys and others appeared for the Northern Pacific in opposition to the bill. On behalf of the Northern Pacific the point was made that their road was only constructed to Bismarck, and they could not construct a road on the Columbia River until they should reach Ainsworth, or Snake River. Still they could assign no reason why another company should not build the road on the Columbia, if when built it was to be a common road for both the Northern Pacific and Salt Lake lines. The propo- sitions of the bill were so fair that the committee reported it to the Senate and recommended its passage.
Shortly after, an article appeared in a morning paper of Washington City, stating that all differences between the Oregon people and the Northern Pacific were settled,
483
BIOGRAPHICAL.
and the bill was to be re-committed to the Senate Committee, and he amended to suit the Northern Pacific Railroad Company. This was wholly new to Col. Chapman, who was thus referred to as the "Oregon People," and he sought to appear hefore the committee in opposition to the new arrangement, but was refused. The bill in the interest of the Northern Pacific was reported back to the Senate, and Chapman sent to the Senate a written protest against the bill as amended. This protest was sent to the printer without being read, and the bill was taken up and passed in its absence. This was one of the most extraordinary and unjustifiable transactions, taken all in all, known among men having any claim to honesty and fair dealing. But the fraud was not complete until the hill should pass the House of Representatives, to which it was then sent and placed on the Speaker's table.
It would be supposed that under the circumstances Col. Chapman would have submitted to the result and abandoned the contest, hut not so. Far-seeing, full of energy, foresight and feeling that the interests of Portland and Oregon were at stake, he never lost sight of his object. He never was out of the House of Representatives one minute while the bill was pending.
The Speaker took up the bill to refer it to a committee, knowing that Chapman could meet it in open house. A certain man objected, and it went back on the table. Chapman concluded that it was the intention of this man when it would be his turn and in order, to move to suspend the rules, and pass the bill without debate. He ascertained from the Speaker's list of members to he recognized to move to suspend the rules, where this man stood, and when he would be reached, and then wrote a scathing review of the bill, and had a sufficient number for all the members printed and sealed np, and purchased a sufficient number of envelopes, not failing to be in his seat every moment the House was in session. In the evening previous to the day when by Chapman's calculation this man of the Northern Pacific would move to pass the bill under a suspension of the rules, Chapman invited the vice-president of the Northern Pacific to his room in the hotel where both lodged, to effect compromises, but the vice-president was so confident of success that he would consent to nothing. After he left, Chapman put the printed articles into the envelopes all ready for the next day. Next morning with his documents in hand he visited the House and just as the House was about to meet, when too late for consultation, he placed prominently in view upon each member's desk a sealed envelope containing one of these printed reviews, on the theory that the member would want to see what was inside first. The letter was scarcely read, the House was in business order, and, as calculated, the Northern Pacific man was on his feet talking loudly in a firm voice, "Mr. Speaker, I move to suspend the rules and pass the Northern Pacific Railroad bill."
It required a two-thirds vote to suspend the rules and pass the hill. The vote was taken, and instead of a two-thirds vote for it, there were two-thirds against it, and the bill was lost. Chapman, solitary and alone, against the officers, attorneys, and lobbyists, came out victorious, and Portland still hield the fort. After the battle a courteous recognition took place between Colonel Chapman and Mr. Wright, presi- dent of the Northern Pacific. After the vote was announced, Chapman went out at the front door of the hall and started away, but advancing a few steps, for some reason turned back, when Mr. Wright came out of the hall door facing him and advancing with an outstretched arm and the sorrowing words, "O, Colonel, how could you have hit us such a slap over the face?" To which Chapman replied, "All is fair in war."
484
HISTORY OF PORTLAND.
The result of this victory was that the Northern Pacific was deprived of obtaining and holding the right of way and control on the south or Portland side of the Columbia, until their road, then completed to Bismarck, should reach Snake River, when without building on the south side they would by the branch which they trans- ferred to Portland, build across the Cascade Mountains to Tacoma, still holding the right of way and the land grant unbuilt upon, exactly as they have done with the main line on the north side of the river. It was foresight of such intention and action hy the Northern Pacific Company, that induced Colonel Chapman to insert in his Senate bill that was re-committed, the provision that the Northern Pacific com- pany might build the common road on the south side of the Columbia, if they "would begin within ninety days and prosecute the work diligently; otherwise, the Salt Lake Company miglit build it."
Another important result of this signal victory was that the way was left open and straightway seized upon, and the road was built by the Oregon Railway and Naviga- tion Company.
During his long career of public life and private enterprise, Col. Chapman enjoyed the comfort, pleasure, encouragement and assistance of a wife, who was "a very help indeed." Her life was one of the utmost fidelity to every sentiment of duty, through all the trials and privations of frontier life, aud of pioneering in a new world; she was a faithful companion, a hospitable neighbor and a loving wife and mother. Mrs. Chapman lived for upwards of twenty-seven years at her home in Portland, where she died in 1889, in the seventy-fourth year of her age.
Of the eleven children of Colonel and Mrs. Chapman, six are living. The vener- ahle father still resides at his old homestead, which is part of the original " Portland Towusite," and of the portion of his own and Mrs. Chapmau's donation land clain1, which was set off to her by the United States Government. His mental vigor has never failed him, and although an attack of paralysis, resulting from over exertion in preparing for and conducting an important land case, in Noveniher, 1888, ren- dered his right limbs almost useless; he otherwise has good health and is gradually recovering the use of his limbs, notwithstanding he is now in the eighty-second year of lıis age.
This record shows that the life of Col. Chapman, has been throughout, the life of an active, useful, far-seeing and courageous man. It has been a life spent largely for public purposes, and its fruits through all time will remain no small part of the heritage of the people of the Northwest.
Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.