USA > Washington > Douglas County > An illustrated history of the Big Bend country, embracing Lincoln, Douglas, Adams, and Franklin counties, state of Washington, pt 2 > Part 70
USA > Washington > Adams County > An illustrated history of the Big Bend country, embracing Lincoln, Douglas, Adams, and Franklin counties, state of Washington, pt 2 > Part 70
USA > Washington > Franklin County > An illustrated history of the Big Bend country, embracing Lincoln, Douglas, Adams, and Franklin counties, state of Washington, pt 2 > Part 70
USA > Washington > Lincoln County > An illustrated history of the Big Bend country, embracing Lincoln, Douglas, Adams, and Franklin counties, state of Washington, pt 2 > Part 70
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CURRENT EVENTS-1884 TO 1904.
The local railroad history of Franklin coun- ty dates from the advent of the Northern Pacific, in 1883-4, when it pushed its lines through to what is now Hunt's Junction, Walla Walla county, and crossed the Snake river over a magnificent bridge costing $1,300,000. Sub- sequently seventeen miles of this line, between Pasco and Hunt's Junction, were leased by the Washington & Columbia Railway Company, under which name it is now conducted.
The capital of Franklin county, Pasco, is considered in the light of a railway town, one of the most important in the state of Wash- ington. Its extensive railroad yards will ac- commodate more than one thousand cars; the mammoth ice house supplies many divisions of the Northern Pacific railroad. It is therefore fitting and apropos to the subject of railroads that we pause for a brief space in the general trend of this history and glance retrospectively at the annals of that great transcontinental line, the Northern Pacific. In no other portion of this work has it been exploited, and it is, per- haps, the greatest industry in the state.
The Northern Pacific railroad is classed as the third transcontinental line to be con- structed. In reality it is the second, because what was formerly known as the Central Pacific, built by Collis P. Huntington, is merely an extension of the Union Pacific. The Central Pacific is now a portion of the Southern Pacific system. Mr. Cy Warman, the eminent writer on railroad affairs, says :
"Had it not been for the war with Mexico in 1846 which drew attention to the southwest ;
the gold discoveries in California in 1849, which drew attention to the Golden Gate route; the efforts of Jefferson Davis and other influential men of the South in the interest of a southern route-in short, if there had been no other way, the Northern Pacific might have been the first, instead of the third transcontinental railroad in America."
Briefly epitomized, the evolution of the Northern Pacific railroad is as follows :
In 1853 Jefferson Davis was secretary of war. That year congress authorized the war department to make explorations to ascertain the most practical route for a railroad from the Mississippi river to the Pacific ocean. The de- tails of these explorations, including the route, or routes, to be surveyed, were all left to Jeffer- son Davis as secretary of war. Five separate expeditions were set to work by him at once on each of the five routes that had been advo- cated. These were known as the 32d, 35th, 38th, 42d, and 48th parallel routes. Along these original surveys were subsequently built respectively the Texas Southern Pacific, the Santa Fe, the Kansas Pacific, the Union Pacific and the Northern Pacific railroads.
Isaac Ingalls Stevens had seen service in the Mexican war. That year, 1853, he was appointed governor of the Territory of Wash- ington and, also, named in conjunction with Captain George B. McClellan, of the United States army, to assume charge of the survey along the extreme northern, or 48th parallel route. Associated with these leaders were a number of young men who won fame in after.
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years. Captain McClellan lived to win su- preme command of the Army of the Potomac; Captain Stevens fell on the battlefield fighting for the union cause during the Civil war. Ac- cording to an arrangement between these two, Stevens worked west from St. Paul, Minne- sota ; McClellan eastward from Puget Sound. Governor Stevens from the Mississippi and Captain McClellan from the Columbia, fought their way up to the low crest of the continent, the Rockies, where a base of supplies had been established. Consequently to General George B. McClellan belongs the honor of having made the preliminary survey of the line of the North- ern Pacific railroad through Franklin and Adams counties-in short through the entire state of Washington.
From this arduous task Governor Stevens emerged an enthusiastic advocate of the "north- ern route." To Secretary of War Davis were submitted the reports of the five surveying par- ties. Being a warm-blooded southerner Davis naturally favored the 32d parallel route. He did not wish the road to leave the Mississippi farther north than Vicksburg. Such would, probably, have been the case had not great and mighty events interposed to change the politi- cal destiny of the nation. The five surveys had occupied several years. There was a new pilot at the helm of the Ship of State. Abraham Lincoln placed his finger on Omaha. This set- tled the question so far as the first Pacific road was concerned.
After the Union Pacific company had se- cured the necessary legislation to insure the con- struction of a line from Omaha, President Lin- coln signed the bill creating the Northern Pa- cific Railway Company. This was on July 2, 1864. Josiah Perham was at the head of the enterprise at that period. He had been before congress for some time with what he called "The People's Pacific Railroad Company." This was an organization composed of New England men. It had been squeezed out of the 42d par- allel scheme. Now it had suddenly become
enamored of the northern route. The new company, for which President Lincoln had signed the bill, was to receive no subsidy in government bonds. The land grant, however, was to be twenty sections to the mile of track in Minnesota, and forty sec- tions in the territories. One hundred and thirty- five persons were named in the act of incorpora- tion, as commissioners to organize the North- ern Pacific Railroad Company. In September, 1864, thirty-three of these commissioners met at Boston and elected Josiah Perham as presi- dent. But this original organization soon went to the wall. It then appealed to congress for aid to build the road. Finally, in 1867, a reorgani- zation was effected. At the head of this new syndicate was William B. Ogden, president of the Chicago & Northwestern Railroad Com- pany. Other railroad presidents cast their lots in with the new enterprise. They employed Edwin F. Johnson as chief engineer and began running a line over the preliminary survey made by Governor Stevens and Captain Mcclellan.
During the summer of 1870 actual con- struction work on the Northern Pacific rail- road was commenced at Thompson's Junction. This section on which work was done was called the Lake Superior & Mississippi rail- road. It was controlled by Jay Cooke, who subsequently became an important factor in the great Northern Pacific aggregation. Within two years $30,000,000 were received from the sale of bonds. The road was extended as far west as the Red River in 1872. But the panic of 1873 swept Jay Cooke off his feet. General George W. Cass was appointed receiver of the road. About this time one Henry Villard, a young German journalist, who had become in- terested in the Oregon Railroad & Navigation Company, secured control of the Northern Pa- cific. Until 1880 surveys on the western di- visions of the line had been preliminary. Now they became more detailed and in that year, under the energetic administration of President Frederick Billings, dirt was flying in Adams
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and Franklin counties along the line finally selected, and the road was pushed through to Ellensburg in 1883-4. The whistle of the loco- motive was heard in Franklin county. The tinkle of dropping rails along the roadbed was often heard far into the night as they fell from the advancing flat cars. The first overland train direct from Duluth to Tacoma arrived on Sunday, July 5, 1887. But the overland railroad communication was fully consummated via Portland and the road connected with Ta- coma in 1883. September 7th of that year was driven the "golden spike" sixty miles west of Helena, which fastened the last rail of the Northern Pacific railroad joining the Pacific and the Atlantic oceans.
The Northern Pacific was now operating a ferry for its cars across the Columbia. In 1894 the road threw a bridge across the Columbia about one mile south of Pasco, in Franklin county. The O. R. & N. Company built a branch line into Connell, sixty miles north of Pasco, a few years since. The mileage of these roads has proved very remunerative to Franklin county. It may be said with considerable pride that the warrants of this county are now at par, and are readily cashed by the county treasurer on presentation. Financially, Frank- lin county is in as good condition as any other county in the state of Washington.
During the great railway strike of 1894, on the Northern Pacific, Pasco was a central point of interest. There was a prolonged tie- up and regular soldiers were stationed here in considerable force. In other portions of this history the strike has been treated at length, and it is unnecessary here to recapitulate. It is sufficient to say that the first train from the west arrived at Pasco July 4th, the first that had moved since the inauguration of the trouble. This train experienced considerable difficulty in getting through the town. Prog- ress was impeded by derailed cars, and the mar- shals found considerable difficulty in keeping the track clear. Trainmen were hooted and
jeered by the strikers, but no violence was offered at this time. July 17th the strike ap- peared to have weakened in force in the vicinity of Pasco. Work had been resumed in the yards twenty-four hours previous. Passenger and freight trains were run. Superintendent Gil- bert, with the pay car, was in Pasco during the morning, and it was then understood that quite a number of the strikers had applied for rein- statement.
Two months prior to the strike the mem- orable march of the Commonweal Army, led by the redoubtable General Coxey, occurred. The following was written by the Pasco cor- respondent of the Spokane Reviewy May 6, 1894:
"United States Marshal Sam Vinson ar- rived in Pasco at nine o'clock last night with 27 deputies en route for North Yakima to pro- tect Northern Pacific property against the Cox- eyites. Their services were needed here, how- ever, and affairs at this time have assumed an alarming aspect. The deputies will remain until further orders, and reinforcements have been asked for.
"Soon after the arrival of the deputies a freight train pulled in from the west with about sixty of the Seattle and Tacoma con- tingents of the commonwealers on board. An hour later another freight arrived with 150 more commonwealers. Ten deputies were sent across the river, where they flagged the train and compelled the Coxeyites to climb down. The train pulled into town, followed soon after by the men on foot. So soon as the train was ready to proceed 200 men climbed aboard. Owing to the darkness it was not deemed ad- visable to try to dislodge them at that time, and Superintendent Gilbert, who is on the ground, ordered the train to be held until after day- light. At 4:30 a. m. the deputies took a posi- tion at the eastern yard limits, and the train was stripped of the commonwealers without serious difficulty. Several of the men acted ugly, but no violent resistance was offered. The
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HISTORY OF THE BIG BEND COUNTRY.
commonwealers came back to town grumbling and threatening to make matters lively tomor- row, when, they say, 500 more will arrive. Those now here sent out committees to beg food, and citizens responded liberally with flour, meat and potatoes.
"Leading citizens have just held a mass meeting to protest against the mobilization of the tramp army here. The men will either have to walk out or starve should they remain here long. Trouble is expected when several hundred additional men arrive tomorrow. 'Jumbo' Cantwell is reported at Ellensburg with 200 men. Vinson has wired to Marshal Drake to send fifty more deputies, or order troops from Walla Walla.
"The Coxeyites say it is now every fellow for himself and everybody for Spokane, where they expect to rendezvous. A carload of pro- visions consigned to 'Jumbo,' at Spokane, passed through Pasco today. A large number of commonwealers have gone through here in the last day or two bound for Spokane. E. J. Jeffries, former Spokane agitator, who was elected commander of the Seattle contingent, at Puyallup, arrived here with part of his force today. The men say they are determined to reach Spokane, and unless reinforcements ar- rive the present force will be unable to hold them. Superintendent Gilbert says :
" 'We have forty United States marshals here now, and they will be largely increased tonight, with the prospect of having an addi- tional reinforcement of troops here soon. In a short time we will have the road so well guarded that the capture of a freight train will be impossible.'
"At 8 o'clock p. m. a force of deputy mar- shals took a position on the west side of the Columbia river bridge for the supposed pur- pose of clearing all trains as they pass of 'in- dustrials,' and keeping them on the west side of the river. On the morning of the 7th the situation at Pasco is less alarming than it was the day before. Deputy Marshal Vinson's re-
quest for reinforcements has been temporarily withdrawn. Finding that the deputies were determined to prevent their leaving here on trains, the commonwealers yesterday began leaving for Spokane in squads, on foot, taking chances of catching freights on the way, and in this most of them have been successful. Over 200 have left here on foot, and they are strung all along the road between here and Sprague. Half of them have already won their way to Spokane. Deputies are guarding the railroad bridge over the Columbia and none of the Cox- eyites are allowed to cross. Several came over on the ferry today. Conductors have orders to sidetrack trains whenever the commonweal- ers boarded them and refused to get off. The deputies here had not trouble in stripping trains. The men, as a rule, are peaceable. Invariably they instantly obey an order to get off only to instantly get on again so soon as the train begins to move. Vinson has prevented their leaving here on trains, so far.
"'Jumbo' passed through Pasco today on his way to Spokane. He informed Marshal Vinson that he had 200 men behind who would cross the bridge, peaceably if they could, but they would cross. It is not yet known when they will arrive. The commonwealers who ar- rived today say that several hundred are work- ing their way to Spokane over the Great Nortlı- ern. It is only a question of two or three days when all the men now on the road will reach that city. They are waiting for trains at every way station and the trainmen are in sympathy with them and they generally manage to catch on."
On the 18th instant the Pasco correspond- ent advised the Review:
"Over 125 'wealers' arrived on the west side of the river Wednesday. At the west end of the Columbia river bridge they were turned back by the guard of United States marshals stationed at that point. This proved to be only a temporary check, for they all crossed during the day at the steam ferry, the boat making
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HISTORY OF THE BIG BEND COUNTRY.
three trips for them. Wednesday night and Thursday forenoon twenty-five more arrived, coming over by the same conveyance. The trouble at Yakima seems only to have dispersed them and retarded their movements, for they have been coming in by all possible routes, some proving courageous enough to brave the perils of navigating the Yakima, a number of small parties having reached here on venerable scows and improvised rafts."
In the spring of 1901there was in existence a "Spokane addition to the town of Pasco. April 2d of that year, by order of the county commissioners, this addition was "vacated, set aside and annulled forever."
The purchase of a poor farm for use of the county occurred, practically, April 3, 1901. On that date the commissioners made the following order :
"Ordered, that Franklin county purchase from Mrs. C. W. Wilkins lots 5 and 6, block II, Gray's addition to the town of Pasco, with all appurtenances thereunto belonging, for the sum of one hundred and fifty dollars, and that the county auditor draw warrants for said amount in payment thereof on delivery of war- ranty deed for same; that Franklin county will assume the taxes upon said property for the years 1897 and 1898; otherwise it shall be clear of any and all incumbrances; and thereafter the property to be known as the 'poor farm.'"
At the same session of the board Raymond Bland was appointed assessor of the county.
At the meeing of the commissioners, April 9, 1902, C. S. O'Brien was appointed county treasurer to succeed N. R. Sylvester, resigned. At the same meeting it was ordered that the county, it having been ascertained that it con- tained a population of between 3,000 and 3.500. be placed in the 25th class for the pur- pose of establishing salaries of county officials assuming office in the future. The plats of the towns of Eltopia and Hardersburg were, also, presented and approved on this date. The plat of the town of Judson had been presented by
L. J. Weltfong and Elva Poe, July 7th, and approved. The latter town is now known by the name of Mesa, and at one time it was called Lake.
At the commissioners' meting of October 7. 1902, three new voting precincts were cre- ated, Judson, Eltopia and Connell. Wednes- day, October 8th, a franchise was granted Her- man Sohm, of Connell, for the exclusive privi- lege of supplying the citizens of Connell with water, and providing for the use of streets, al- leys and county roads and other thoroughfares, for this purpose. This franchise was to be in force and effect for a period of ten years, tenta- tive upon the said Sohm installing a water plant system and conveying and supplying water according to any contracts which he might make.
January 12, 1903, the plat of the town of Connell was presented to the commissioners, and by them approved. It appears from the record of the commissioners' proceedings for 1903 that the plan of Herman Sohm for sup- plying water to Connell did not materialize, as on April 6th of that year, the following reso- lution was passed by the board :
"Resolved, That an exclusive franchise is hereby granted to the Connell Land & Improve- ment Company, a corporation of Connell, Franklin county, state of Washington, and its assignees, for the use and occupation of all the streets, alleys, county roads and other thor- oughfares within the limits of the north half of the northeast quarter of section 36, township 14, north of range 31, E. W. M., being the unincorporated town of Connell, Franklin county, state of Washington, and all additions that may be platted to the unincorporated town of Connell, and for the use and occupation of all county roads and highways within one mile in every direction from the center of the north half of the northeast quarter of section 36, township 14, north of range 31, E. W. M .. for the purpose of laying in, under and upon said streets, roads, alleys, thoroughfares, county
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roads and highways, water pipes, mains and other apparatus for the conveyance of water for the purpose of supplying the same to the town of Connell, and to the inhabitants of Franklin county, state of Washington, and the territory within one mile thereof, as aforesaid, and charging a reasonable price therefor. And for the further purpose of using the above de- scribed streets, alleys, county roads, through- fares and highways within the above described boundaries for the purpose of erecting poles and stringing wires thereon for the purpose of supplying the inhabitants thereof with electric lights, electric power and telephone service."
This franchise was to be inforce and effect for a period of twenty-five years from April 6, 1903. The same day a similar franchise was granted to the town of Mesa (Judson), in the name of J. W. Harris. Both of the aspirants for the county seat were, evidently, lining up for the contest, resolved to make as good a showing of enterprise and public spirit as possi- ble.
The county seat question in Franklin is still in abeyance. At the general election, in No- vember, 1904, the struggle will lie between Pasco, Connell and Mesa (Judson). July 5th a petition was presented to the county commis- sioners, signed by 272 names, more than one- third of the voting strength of Franklin county, praying for an election to be held to vote upon the question of county capital removal. The petition was granted. Wednesday, April 6th, petitioners of Franklin county to the number of 467 had requested the commissioners to submit the proposition of county seat removal to a vote of the people. This petition had, also, been granted, fixing the general election of Novem- ber, 1904. as the day upon which to decide the contest. This last petition was in the interest of Connell.
The present officers of Franklin county (1904) are. A. Livesley (chairman). W. T. Anderson: WV. E. Blakely, commissioners ; L. H. Koontz, auditor and clerk; J. E. Peck,
sheriff ; J. G. Gaiser, superintendent of schools; L. E. McClerkin, assessor; C. S. O'Brien, treasurer; Charles T. Hutson, prosecuting at- torney; Raymond Bland, county surveyor. Frank Rudkin is judge of the superior court.
The present city officials of Pasco are: W. D. Page, mayor; H. J. Pratt, Harry Koester, Edward Spates, John Mulholland and R. Gerry, councilmen.
The existing conditions of irrigation in Franklin county are exceedingly favorable. May 10, 1904, the secretary of the interior al- lotted $1,500,000 out of the reclamation fund for the irrigation of a large tract of land in the vicinity of Pasco. The project was approved by Secretary Hitchcock, subject to the condi- tions relating to water rights, acquirement of necessary property, etc. At present there is a party of surveyors in the field making excellent progress. The plan adopted is to take water from the Palouse river above the Falls, and lead it through a chain of lakes, westward, these lakes being utilized as reservoirs. This chain includes Washtucna, Sulphur and other lakes. The Palouse river forms part of the eastern boundary of Franklin, separating it from Whit- man county.
Thursday, August II, an important irriga- tion meeting was held at Walla Walla. The commissions of Oregon and Washington met in joint convention and considered matters af- fecting the mutual interests of the states. The principal subject brought before the convention was the plan of the government to irrigate Franklin county in the vicinity of Pasco. Dr. N. G. Blalock was the first mover for irrigation many years ago, and it was he who first planned and built the Palouse ditch in the vicinity of Washtucna. His funds became exhausted and the scheme was never carried out. This old experimental ditch is still in evidence for many miles in Franklin county. The Washington commission was named by Governor McBride. At present Franklin county appears to be a cen- ter of interest in southern Washington, and the
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plan of the government is attracting attention in all parts of the state.
F. H. Newell, of Washington, D. C., is chief of the reclamation service of the govern- ment. With Mr. Newell is associated his as- sistant, T. A. Noble. The latter has charge of all reclamation work in Washington. Mr. Noble is now engaged with the party of 40 engineers in surveying for the proposed Pa- louse river ditch, which will water the lands of Franklin county south of Eltopia, and extend- ing to Pasco. This region is one of the most fertile in the state. Should present plans of the government reach fruition the waters of the Palouse river will be diverted into the Wash- tucna Coulee where an immense reservoir will be constructed.
July 27, 1904, an increase of the arid land reclamation fund held by the United States treasury to approximately $25,000,000 was an- nounced in the report of the auditor of the department for the fiscal year ended June 30, 1904. This fund was accumulated from the proceeds of public land sales in California, Nevada, Idaho, Kansas, Utah, North Dakota, Oregon, South Dakota, Washington and Wyoming.
A portion of the Walla Walla correspond- net's report of the irrigation meeting at that place, wired to the Spokesman-Review of date August 12, 1904, is as follows :
'"The Palouse Irrigation scheme by which water taken from the Palouse river will be dis- tributed over an immense area near Pasco, is feasible and the government will build it if private or corporate influence do not interfere to cause trouble. In the latter event delay, and perhaps
* * abandonment entirely will result.
* F. H. Newell made the address of the day, setting out that two points need to be settled before action could be taken ; riparian rights and an absolute guarantee that the interior department would not be held up by corporations or individual graft. He ex- plained that hearty co-operation will be neces-
sary on the part of the people. Proceedings in relation to the construction of the Kahlotus branch of the Oregon Railroad & Navigation Company, he said, had materially retarded progress and promise still to cause delay and perhaps abandonment entirely.
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