An illustrated history of Klickitat, Yakima and Kittitas counties; with an outline of the early history of the state of Washington, Part 30

Author: Interstate publishing co., Chicago, pub
Publication date: 1904
Publisher: [Chicago] Interstate publishing company
Number of Pages: 1146

USA > Washington > Kittitas County > An illustrated history of Klickitat, Yakima and Kittitas counties; with an outline of the early history of the state of Washington > Part 30
USA > Washington > Yakima County > An illustrated history of Klickitat, Yakima and Kittitas counties; with an outline of the early history of the state of Washington > Part 30
USA > Washington > Klickitat County > An illustrated history of Klickitat, Yakima and Kittitas counties; with an outline of the early history of the state of Washington > Part 30

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).

A reorganization of the company was effected July 5, 1899, by which the corporation's name was changed to the Columbia Railway & Navi- gation Company. The stockholders remained practically the same as formerly. The objects of the new corporation were set forth as being to build, operate and maintain a rail- road from the mouth of the Columbia along the north bank to a point near the mouth of the Yakima river, thence by the most conve- nient and eligible route to a point at or near the mouth of the Okanogan river; also to build branch lines, a portage railway at Celilo rapids, telegraph lines, etc. The right of way for the portage road, the main objective of the com- pany's energies, as approved by the secretary of the interior, was one hundred feet in width, and extended from a point in section twenty-eight, township two north, range thirteen east, in a generally easterly direction to a point in section four, township two north, range sixteen east, a distance of about twenty-two miles.

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About the same time that this reorganization was effected, the stockholders also formed another corporation known as the Central Navi- gation & Construction Company, in both of which concerns Mohr had a controlling interest. November 25th of the year 1899, the construction company began active work upon the long- delayed project by letting a contract to Winters & Chapman, of Spokane, for the remainder of the grading. That firm immediately placed a large force at work, and by June 1, 1900, had graded nearly ten miles of the route, or to the Big Eddy, about three miles above The Dalles. This, with what had already been done at the eastern end, made a completed roadbed eighteen miles in length. W. D. Hofius & Company fur- nished the steel. Thus the portage railway was practically finished in the summer of 1900.

In the meanwhile, the company built two steamers-the Billings, above the rapids, the Klickitat, on the river below. The hull of the Billings was formerly the old Northern Pacific ferryboat at Ainsworth, which was fitted up in excellent condition at a cost of about twenty-five thousand dollars. The Billings, unfortunately, struck a rock while running between Arlington and Columbus and was wrecked. Subsequently the boat's machinery was placed in the Charles R. Spencer. The Klickitat was a little smaller than the Billings and cost twenty thousand dollars.

But, alas for human hopes! The Mohr portage railroad, so well conceived, so slow in growth, so promising in results, came to an untimely end in August, 1900, when liens were filed upon the property to collect material and labor debts aggregating fifty thousand dollars. Sixteen par- ties were represented in the suits, Winters & Chapman being the principal creditors. Two years later William Burgen, sheriff of Klickitat county, sold the property, into which hundreds of thousands of dollars had been placed, for the paltry sum of thirty-six thousand five hundred and ninety-two dollars and eighty-eight cents, Winters & Chapman being compelled to take it to satisfy the judgment given them.

Subsequently they transferred the road to a Spokane man, whose name is withheld, but who is said by those informed to represent the North- ern Pacific. Hofius & Company were allowed by the court to remove the rails. A dreary-looking, torn-up roadbed, shut in by rocks and covered with drifting sands, alone marks the course of the now historic Paul Mohr portage railway on the Columbia.

It may be asserted with safety that the year 1899 was at least an average one in general con- ditions. For some reason the wheat crop did not appear good before harvest, but most farmers were happily surprised when their grain was threshed. Some who did not expect more than thirteen or fourteen bushels to the acre received

twenty-one, and in many parts the yield exceeded expectations by about a third. "One reason for not anticipating a usual yield," said the Agricul- turist of September 22, 1899, "was that much of the grain was wilted at the tops of the heads. As it turned out, however, the average per acre of grain in the valley will be larger than for many years past."

But the year was not quite so kind to sheep- men, whose interests were threatened by the sec- retary of the interior in cancelling the permits that had been granted for the pasturing of two hundred and sixty thousand head of sheep upon the Cascade forest reserve. The order came as a startling surprise to all sheepmen, who thought the matter definitely settled by the authorities. As the range outside the reserve was limited in extent and almost destroyed, the order of the secretary seemed like a death-blow to the sheep industry, and many began preparing to go out of it, but fortunately, an effort to have the order rescinded had a successful issue. Sheepmen are still enjoying the splendid pasturage furnished by the reserve, though the matter of withdraw- ing the permits is discussed almost every year, and stockmen can have no assurance that their privileges will long continue.

The winter of 1899-1900 was an exceedingly mild one, and the grass grew green on the upland pastures most of the time. In February it was reported that fall wheat was so far for- ward that some farmers were preparing to mow it to prevent its jointing, but this was probably an exaggeration. Buyers were vainly offering four dollars and fifty cents a head for mutton sheep, and wool-growers were steadily refusing to contract their spring clip at prices offered, nineteen to twenty-eight cents a pound, nor would the farmers and stockmen accept offers of twenty dollars each for calves not yet a year old. All classes were prosperous. Money was plenti- ful, and the year 1900, with good crops, good prices and ready markets, was in every way suited to add to the general cheer.

But the year's record was marred by a serious tragedy in Klickitat county-a murder and suicide at Trout Lake. The cause of this unfor- tunate affair was the old, old one of unrecipro- cated love. The principals were Ida Foss, a school teacher, the victim of the murder, and Benjamin Wagnitz, the murderer and suicide. Coroner Hart, who was called to the scene, reported the facts, or supposed facts, of the case substantially as follows: Miss Foss, who was teacher of the district school, was boarding in the Wagnitz house, in which were Mrs. Wagnitz, whose husband lived in Portland, and her two sons, Benjamin and August. On the evening of the fatal day, Sunday, May 22d, County Super- intendent C. L. Colburn and his wife met Benja- min Wagnitz and Miss Foss near the bridge crossing the outlet of Trout lake, and had a few

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minutes' conversation with them. They said that the young people both seemed happy and cheerful. After this meeting, Wagnitz and the young lady returned home. At the time of their arrival, the mother and son August were milking a short distance from the house. Hearing a loud scream and the report of a gun, they rushed home and soon saw Benjamin Wagnitz, gun in hand, leaning over the prostrate form of Miss Foss. The murderer called to his mother to come with water, but she was afraid to do so and went rather to a neighbor's house for assistance. As she left, she heard him exclaim: "Oh, what have I done! what have I done!" A few moments later a second shot was heard, and it was found on examination that both Wagnitz and his victim were dead. Miss Foss was shot in the back, the bullet passing through her right lung and entirely out of her body. Wagnitz had killed himself by placing the stock of his rifle on the ground and the muzzle against his heart, then touching the trigger with a small foot-rule. He was twenty- seven years old; his victim twenty-five. It is said that several times he had threatened the lives of his mother and brother, and that that was the reason why they were afraid to go near the prostrate girl at his solicitation.

Miss Foss was a very estimable young lady, highly accomplished and unusually proficient in her profession. Her home was in Hood River, Oregon. There is no likelihood that she ever reciprocated in the least the affections of Wag- nitz, in whose company, however, she had been seen frequently, and it is known that she had returned the day before her death a number of letters written to her by Wagnitz during her absence from Trout Lake. Of the quarrel, which proved the immediate cause of her un- timely taking off, nothing can be known, but it is surmised that an offer of marriage on his part had excited a declaration on her part that she would have nothing further to do with him.

While 1900 was in general a good year for the residents of Klickitat county, it was much sur- passed by the succeeding twelvemonth. A splen- did wheat crop caused much interest to center in the Horse Heaven country, partly in Klickitat and partly in Yakima county. One scheme for its exploitation that was in the air during the year 190: was the old project of carrying the waters of the Klickitat river over it and thus increasing many fold by irrigation its productive capacity. A survey had been made with this for its object in 1892, and, it is claimed, the practi- cability of the scheme was then fully demon- strated. One of the moving forces in creating a desire for water for irrigation was the dry placer gold deposits above Cleveland, which had long been neglected on account of the absence of water wherewith to wash the rich gravels. The canal did not materialize, doubtless because of the immense amount of capital required, but it

is still in project, and many think that some day it will be an accomplished fact. Its effect, should it ever be successfully completed, can hardly be even dimly foreseen at this date.

The great enterprise of the year 1902 was the building of the Columbia River & Northern rail- road, connecting Goldendale with Lyle on the Columbia. As heretofore stated, the securing of this road had been a favorite project of the Klickitat people for many years, and when a company organized in Portland for the purpose of supplying the great desideratum, it found them more than willing to co-operate with it. From the inception of the enterprise to its con- clusion, the Klickitat residents manifested a deep interest, as did also many of the Portland people and the newspapers of that city. Klickitat valley was undoubtedly indebted for the securing of her road to the earnest wish of Portland to draw the trade of this rich region unto itself.

The Columbia River & Northern began sur- veying in March, 1902, placing two parties of engineers in the field. Lytle Simmons, superin- tendent of construction, announced that it was his intention to push operations with vigor and to liave the road in shape, if at all possible, to handle a large part of the fall traffic. During the latter part of May, Axtel Anderson was awarded the contract for the construction of the first fif- teen miles out from Goldendale, and on the 10th of June, Corey Brothers & Alden entered into a contract with the railroad company to build the road between Lyle and Swale canyon. On that day also Axtel Anderson's bid for constructing the two and a half miles between the terminus of his fifteen-mile section and the head of Swale canyon was accepted, so that the building of the entire road was provided for. The contracts required the completion of the work by Decem- ber Ist. There was no vexatious delay, no hope deferred. In the latter part of September the Oregonian reported that of the entire forty-two miles, twenty-five had been graded and consid- erable of the remainder was graded in part, requiring only some finishing touches. "Rock work in cuts and fills," continued the paper, "is now keeping the construction gangs busy. A large shipment of rails has been received from Hamburg, Germany, and the work of track- laying will be commenced in a few days. Gen- eral Manager H. C. Campbell yesterday received information that the equipment for the road will leave Chicago this week. The equipment will consist of two locomotives, two passenger coaches, fifty-five freight cars, which will be sufficient for the needs of the road for the next few years. Mr. Campbell is also informed that three grain warehouses, sixty by one hundred and fifty feet, have been constructed along the line of the rail- road, and that one of these will be enlarged to meet the needs of the business tributary to it.

The 7th of December, 1902, is a day long to

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Copyrighted by Carratt, Photographer. OUTLET FALLS.

HANGING ROCK NEAR GOLDENDALE. (Now removed.)

Klickitat Wheat>

Copyrighted by Carratt, Photographer.

WHEAT SHIPPING ON THE COLUMBIA. Mount Hood in the distance.

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be remembered in Klickitat county, for upon it the first locomotive ever landed within the borders of the county began its work. It had just been transferred across the Columbia along with a steam shovel and thirty-two cars. As the river was rising rapidly and endangering the rolling stock close to its edge, it was thought best by Manager Campbell to get the cars out of harm's way at once. Accordingly, the engine crew were instructed to steam up, and soon the hills resounded with the unwonted music of a locomotive whistle. It must have been a heart- ening sound to the Klickitat people who heard it, for it conveyed to their ears in eloquent lan- guage the promise of a larger development, a higher and more modern civilization for the fair land in which they had cast their lot. At this time, only two miles of track had been laid, but it was the intention to push to a rapid comple- tion the work of placing the remaining steel rails. By the middle of April the road was fin- ished to Centerville, and on the 25th it reached Goldendale, its present terminus,

"At 10:30 this morning," wrote an Oregonian correspondent, "the last spike in the main line of the Columbia River & Northern railroad was driven. This honor did not fall to John J. Golden, whose turn will come later, but instead a swarthy son of Italy with a few sharp blows put the spike in position. While the construc- tion train had reached the city limits yesterday, the crew was not able to complete the work that day owing to the lack of material.

"To-day the last mile of track was laid, and laid quickly, as by the middle of the forenoon the track was finished. A vast crowd of sight- seers was on hand early, and by ten o'clock fully half the population of the city was present. It was a spectacle never to be forgotten by the resi- dents of Goldendale, after years of patient wait- ing, during which time many railroad schemes have been industriously worked only to end in dismal failure. A full-fledged railroad was now complete to the city and Goldendale placed in easy communication with the outside world.

"No regular train service can be established as yet, as for some weeks to come it will be in the hands of the construction department. There is a vast amount of labor yet in sight. The major portion of the track has yet to be ballasted, leveled and adjusted for fast and heavy traffic. There are no terminal buildings erected here as yet, nor at any other point on the line except at Lyle. It will probably be two months before a reular passenger schedule can be put in operation.

"Official advices to Honorable N. B. Brooks, the local attorney of the company, are to the effect that on or about June Ist the manage- ment of the Columbia River & Northern railroad

will run an excursion train to this city, at which time the big jubilee celebration over the com- pletion of the road will come off. Local parties here are going to make it the greatest time in the history of Klickitat county. There will be something doing on that occasion sure.

"Immediately after the workmen had com- pleted their labors, they were royally enter- tained with a fine luncheon and plenty of refresh- ments. The city's hospitality was open-handed and nothing was considered too good for a hard- working construction gang.

"So, on the 25th day of April, 1903, a new era opened up in the history of this county. The citizens of Goldendale are in joyous mood to- night, and congratulations are the order of the hour. The greatest meed of praise is extended to the Portland capitalists who financed the enterprise, and above all are highly flatter- ing encomiums showered upon Manager H. C. Campbell, who promised a railroad here on the day of his first entrance into Klickitat, and has labored incessantly toward that purpose from that day forward. Nor was the Oregonian ignored, for to its valuable and timely co-opera- tion is due a large measure of the success."

Thursday, April 30th, the first shipment of wheat by rail was made from the Klickitat valley, the consignment being four large carloads from the Centerville station. It was the begin- ning of much activity in this direction, for for- tune had been smiling upon the farmers of the county, and the warehouses were bursting with grain for export. Wheat buyers estimated that there were between eight and ten thousand tons of grain stored along the new road, and a large amount of other traffic was eagerly awaiting the completion of the ballasting, which, in April, 1903, was being pushed with zeal.

The effect of the railroad in inducing immi- gration may be seen in the appropriation of pub- lic lands within the county by homeseekers. From 1900 to 1901 only 13,306 acres were taken for homes under the United States land laws. From 1901 to 1902, 19,629 acres were home- steaded, and in the succeeding year the acreage claimed by homeseekers jumped to 60, 160. The population of the county in 1900, according to the United States census, was 6,407. The count by precincts was: Bickleton, 482; Camas Prairie, 396; Canyon, 46; Cedar Valley, 76; Centerville, 621; Cleveland, 350; Columbus, 212; Dot, 305; Gaunt, 29; Goldendale, co-extensive with Gold- endale City, 738; Lyle, 159; No. 4, 553; No. 6, 258; Pine Forest, 337; Pleasant Valley, 169; Rockland, 161; Sand Springs, 111; Spring Creek, 377; Timber Valley, 118; Trout Lake, 152; White Salmon, 458. In 1903 the population of the county was reported by the bulletin of the state bureau of statistics as 8,788.

CHAPTER III.

POLITICAL.

Although the territorial assembly of Washing- ton created Klickitat county as early as the year 1859, yet for many years a majority of the people living within the prescribed boundaries were opposed to the acceptance of the privilege granted them. The result was that all attempts at effective organization of the county's govern- ment previous to 1867 were unsuccessful. The first real, permanent, recognized organization came through the legislative act of January 28th of that year. The temporary officers appointed by the legislative assembly to serve until the first succeeding election were: Commissioners, August Schuster, Amos Stark and H. M. Mc- Nary; auditor, Thomas Johnson; treasurer, William Connell; probate judge, James Taylor.

The board of commissioners held its first ses- sion, a special one, March 8, 1867, in William Connell's house at Rockland, the temporary county seat. At this meeting Stanton H. Jones was appointed assessor. As required by the provisions of the act, the board convened at the same place in first regular session, May 6, 1867, and formally organized by electing Amos Stark chairman. Arrangements were at once entered into between tne commissioners and Connell for the use of his building as a courthouse, the rent being fixed at practically twenty-five dollars a quarter; this building was used as Klickitat county's courthouse until the county seat was removed to Goldendale. After making a tax levy of fourteen and a half mills, eight of which were for county, three and a half for territorial, and three for school purposes, the board pro- ceeded to prepare for the county's first election.

Three precincts were laid out as follows: "No. 1, Rockland-Commencing on the Colum- bia at the beginning of the western boundary; thence north six miles along said line; thence east along the summit of The Dalles and Klicki- tat mountains to a point north of Celilo; thence south to the middle of the Columbia river and down said river channel to place of beginning; No. 2, Klickitat Creek-Includes the Klickitat valley; No. 3, Columbus-All that portion above the landing opposite Celilo between the Colum- bia river and Klickitat mountains." S. Peasley and August Schuster were appointed judges of Rockland precinct to serve at the June election ; A. F. Curtis, inspector ; J. C. Mason's house was

designated as the polling-place in Klickitat Creek precinct, G. W. Helm and J. C. Mason were appointed judges, and J. R. Bennett inspector ; while T. Johnson and R. Wallace were appointed judges, and W. Helm inspector, for Columbus precinct. Just previous to election day, Com- missioner Schuster resigned to accept the appointment of sheriff-an office whose duties he administered with commendable zeal and fidelity until 1880. His service dated from May 6, 1867.

The county's first regular election was held in June, 1867, and herewith are presented the official returns, obtained from the original records on file in the office of the secretary of state at Olympia.

Delegate to congress, Alvin Flanders, 38 votes, Frank Clark, 13; joint councilman, A. G. Tripp, 39, representing Yakima, Klickitat, Clarke and Skamania counties; joint representa- tive for Yakima and Klickitat counties, William Taylor (elected), 59, F. Mortimer Thorp, 27; district attorney, H. G. Struve, 38; probate judge, J. C. Murdy, 38; county commissioners, Thomas J. Chambers, 45, Amos Stark, 38, H. M. McNary, 39; auditor, Thomas Johnson, 38; sheriff, August Schuster, 43; assessor, S. H. Jones, 38; treasurer, William Connell, 38; school superintendent, John Burgen, 14, Watson Helm, 13, Walter Helm, 13; coroner, A. M. Bunnell, 28.

In those early years county organization was regarded more in a humorous than in a serious light. Men who would serve the county as offi- cials were rare enough, and when any were found willing to do so, little attention was paid to their party affiliations. As a general rule, however, Klickitat's pioneer officeholders were Democrats.

The records show that May 4, 1868, T. J. Chambers, commissioner, resigned; he was suc- ceeded by J. R. Bennett. The same day A. H. Simmons was appointed by the board as probate judge, vice J. C. Murdy, resigned. Another interesting feature of this meeting was the action taken on the establishment of the pioneer county road. Up to that time there had been no effort mnade as a county looking to the building of roads, what few highways there were having been constructed by individuals or the govern-

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ment. There were, however, two good roads, one down to the Cascades and the other the Simcoe military road. But the desire for a good transportation route into the Yakima valley, whose people were in early years so intimately connected with those of Klickitat, became so strong that upon the date heretofore mentioned the board appointed William Taylor, John Bur- gen and John Johnson as commissioners to locate two territorial roads. Both were to terminate at Rockland, opposite The Dalles. One was to fol- low the northern shore of the Columbia to a point opposite Umatilla, Oregon; the other was to extend to Cock's ferry, in the Yakima valley, by way of the canyon. The following August the roads were officially established. The next county road to be established was a branch one, located in 1869, from Columbus to an intersec- tion with the Yakima road. Josh Brown, A. M. Bunnell and William Dunn located this road.

It is also interesting to note the granting of the first ferry license. February 1, 1869, the board granted to Thomas J. and James Jenkins, brothers, the privilege of operating a ferry on the Columbia at a point one and a half miles above Columbus. The board fixed the follow- ing rates: Footman, 25 cents; man and horse, $1 ; loose animals, 50 cents each ; wagon and span of horses or yoke of cattle, $3; each additional span, $1 ; sheep and hogs, each 15 cents; freight, per ton, $1.25; wood, per cord, $1.25; lumber, per thousand feet, $1.50.

Previous to holding the next election, June 7, 1869, two new precincts were formed-Yakima and Simcoe-the latter including the reservation. At that date there seems to have been an under- standing prevalent in this county that the whole Yakima reservation was embraced in Klickitat's boundaries. An attempt was even made to col- lect taxes of the whites living at the agency. For a time there was a hot dispute between Yakima and Klickitat as to which county pos- sessed the agency at Fort Simcoe. A year later the petition of E. S. Joslyn and twelve others for the erection of a precinct on the river below Rockland was granted, and in May, 1870, Fif- teen-Mile or White Salmon precinct, with polls at William Gilmore's home, came into existence.

There are no records on file in Klickitat county showing the returns for any election previous to that of 1902. This condition of affairs has necessitated the gathering of in ost of the infor- mation desired about the early elections from the state offices, and about the later ones from the newspapers. The results of the earliest elections are herewith given in their chronological order, in as complete form as possible to obtain.

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An illustrated history of Klickitat, Yakima and Kittitas counties; with an outline of the early history of the state of Washington, Part 30

Author: Interstate publishing co., Chicago, pub Publication date: 1904 Publisher: [Chicago] Interstate publishing company Number of Pages: 1146

Author: Interstate publishing co., Chicago, pub
Publication date: 1904
Publisher: [Chicago] Interstate publishing company
Number of Pages: 1146