USA > Washington > History of Washington; the rise and progress of an American state, Vol. IV > Part 17
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R. D. Rice was elected vice-president of the company and John C. Ainsworth of Portland, was made managing director for the western division, and these two officials were charged with the responsibility of finally fixing the terminus. But they gave no intimation for several months of what they intended to do, and meantime they bought all the land on the west shore of Commencement Bay that the company would not acquire through its grant, and which the holders could be induced to part with. They visited the Sound in July and on their return to Kalama on the 14th, telegraphed the directors in New York and General McCarver in Tacoma that they had made choice of Tacoma as the terminus. This report was ratified on September 10th, and a land company was formed to own, improve and manage the sale of the town- site.
Up to this time, Tacoma seems hardly to have been taken into account in the contest by any of the other towns. It was as yet scarcely a village. In 1864 Job Carr and his two sons had chosen claims on the west shore of Commence- ment Bay, in the expectation, as it has since been claimed, that a railroad terminus might some time be fixed there. For three years or more they were the only settlers on the harbor. Governor Marshall F. Moore had purchased part of one of their claims but did not live on it, and other people had afterwards taken claims in the neighborhood and ac- quired title to them or taken such steps as they could to acquire it.
In 1867 General Morton M. McCarver, who had come to Oregon with the Burnett-Applegate party in 1843, and afterwards served for a time as speaker of the house of repre- sentatives under the provisional government, and as com- missary-general in the Indian wars, came across the country
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THE RISE AND PROGRESS
on horseback from Portland to the Sound, for the purpose as it appears, of finding a place on its shores that would ultimately be the terminus of the first railroad to cross the continent. He had had a curious experience as a founder of cities, or thriving towns. He had lived in Chicago when it was little more than a village, and subsequently moved to Iowa, where he had founded the town, now the city of Burlington. After coming to Oregon, he had located a town on the bank of the Willamette below Portland, which he called Linnton, and which for a time promised to become a city of consequence. Later he had gone to California among the earlier gold hunters, and had joined with Captain Sutter in building up Sacramento, in opposition to Benicia, which in that day aspired to become the capital of the state.
McCarver was a relative, by marriage, of Captain J. C. Ainsworth, who was then prominent in the management of the Oregon Steam Navigation Company, and afterwards managing director for the coast, of the Northern Pacific Railroad, and it may have been as a result of confering with him that he came to the Sound in search of the future termi- nus. At any rate after examining the Sound and the country about it to his satisfaction, he finally fixed upon the west shore of Commencement Bay as the location most to his liking. Here he bought all of Carr's claim but five acres, built a cabin and removed his family to it within a short time thereafter.
From time to time he bought more land for himself, L. M. Starr and James Steel, two wealthy men of Portland, whom he had interested in his undertaking, and began to procure agreements for a right of way for a railroad through the claims of other settlers. He also sought for men of means to build a sawmill, and start mercantile and other establishments on
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the harbor, and in 1868 sold 38 acres to William Hanson and John W. Ackerson of California, who with their partners soon began the construction of their mill. He had not yet platted or named his town, but during the year he had a plat of thirty-one blocks surveyed, and this plat was for the time being called Commencement City.
But this name was not satisfactory, and he began to corre- spond with his partners in regard to another which would be shorter and more attractive. It is claimed that Philip Ritz, for whom Ritzville was named some years later, and who was even at that day well known both in eastern and western Washington, suggested Tacoma, and that McCarver was pleased with it. Anyway some of his letters, which are still in existence, show that he proposed it to his partners, during this year, as a name for their new town, and in due time it was accepted.
The name had begun to be popular in the territory before McCarver came to it. Theodore Winthrop, in his sprightly story "Canoe and Saddle," published half a dozen years earlier, had applied it to the noble mountain which he had first seen reflected in the placid waters of Commencement Bay. This mountain, Vancouver had named Rainier sixty- one years earlier-"stupid nomenclature," as Winthrop thought "perpetuating the name of somebody or nobody. More melodiously" he says, "the Siwashes call it Tacoma-a generic term also applied to all snow peaks." Nobody at the time disputed this statement or questioned it. The novelty of the name, as well as the rythm of it commended it, and everybody received it with favor and without question as to its origin. In January 1866, a correspondent of the Washington Standard who signed himself "Philopatris," and who is believed to have been Thaddeus Hanford, Judge
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THE RISE AND PROGRESS
Hanford's elder brother, had suggested that it be adopted as the name of the territory when it should become a state, and the suggestion had met with some favor. He had also said in the same letter, which was a very long one urging a general revision of the nomenclature of the territory, that "a better name for one of our grand mountains than Tacoma cannot be found." A lodge of Good Templars at Olympia, an order that was then very popular in the ter- ritory was named Tacoma, at the suggestion of Edward Giddings, one of Winthrop's ardent admirers, and later a hotel in the same place had taken the name .*
For some time after the announcement was made that Tacoma was to be the terminus, it appeared that the railroad company did not intend to stop building at that point, but would extend its tracks, if possible, still further down the Sound. In its interest the government lands had been with- drawn from settlement on both sides of its right of way, from the Columbia River to a point six miles north of Seattle, and before the rails reached Tacoma, a right of way was cleared through the Indian Reservation to the brow of the hill overlooking the Puyallup Valley, all of which indicated that the line was to be continued northward.
But by this time Jay Cooke & Co. had failed, and the railroad company was in the deepest of financial difficulties.
*McCarver did not file his plat for record until December 3, 1869, and meantime Anthony P. Carr had platted a ten acre tract near it and filed it as a plat of Tacoma on November 30th. McCarver was thus compelled to file his plat as an addition to Tacoma, or give it some other name, so he called his plat Tacoma City. The plat he filed was the one he had been using for some months in selling lots, and on which the name "Commence- ment City" had been first written. The word, "Commencement" had been erased and Tacoma, in the handwriting of Colonel C. P. Ferry, sub- stituted when McCarver's partners had signed it and acknowledged their signatures, in October 1868
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It was only by the most heroic efforts that track building was continued to the point fixed upon as the official terminus, on the shore of Commencement Bay. Here the last spike was driven by General McGarver about 3 o'clock on the afternoon of December 16, 1873, and a little later the first through train from the Columbia River to the Sound arrived at tide water. But the graders and track layers who had built the road thus far, had not been paid, and they were urgently demanding their money. The company could not or did not forward it, and the contractors for the time being, disappeared. The men then took possession of the track, built a barricade across it and threatened to tear up the rails and destroy the bridges, and they were only prevented from doing so by the promise of Captain Ainsworth that he would himself provide the money to satisfy their claims, if he could, in the then condition of things, procure it on his own personal credit. This in time he managed to do, and so saved the track from destruction.
The people in the other towns along the Sound, particularly those in Seattle and Olympia, now realized that they must make a fight for their existence. They had not only failed to secure the terminus, but a new town had been established which would have the advantage of railroad connection between the Sound and the river; that all the business of the Sound transportation lines, as well as of the railroad, would naturally center there; that all the people who had been waiting for the terminus to be fixed before selecting their abiding places and making their investments, would go to the new town, as they immediately did, and that it would also have a very great advantage in attracting to it those who should come later. But they were by no means disposed to consider their own case hopeless, or to give up the battle.
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THE RISE AND PROGRESS
A public meeting was held on the sawdust in front of Yes- ler's cookhouse, which was then the one center of resort in Seattle, and nearly all of the 1, 142 people in the town were present. Selucius Garfielde, who had been defeated for re-election to Congress a year earlier, and was now prac- ticing law in Seattle, was the principal speaker. He pointed out that while the charter of the Northern Pacific Company as originally granted, had provided for a main line from a point on the Columbia near Wallula across the mountains to the Sound, with a branch down the Columbia, it had recently been permitted to make a change by which the Columbia River branch was to be the main line. This he argued, would make the real terminus on the Columbia River, and that little if any business would be sent across to the Sound at Tacoma. The branch from Wallula to the Sound would probably never be built. The salvation of Seattle, therefore, would be found in building a line of its own through the Snoqualmie Pass, over the route which Stevens had selected to the rich and prosperous Walla Walla country, whose products would thus be given an outlet to the Sound. The figures he quoted showing the cost of trans- portation down the river, with its frequent portages, thence by rail from Kalama to Tacoma, compared so unfavorably with the cost by narrow gauge railroad direct to Seattle, that the people received his suggestion with enthusiasm, and steps were at once taken to organize a company, pro- cure capital and begin to build a road. A. A. Denny and John J. McGilvra were appointed to go to Walla Walla and interest the people there in the undertaking. Within a few days, books were opened and the stock of the company was rapidly subscribed, some of which was paid for in money, and some in land, which was
JOHN J. McGILVRA.
Born in Livingston County, New York, July 11, 1827; studied law in Chicago, where he made the acquaintance of Abraham Lincoln, who, in 1861, appointed him United States attorney for Washington Territory. He arrived in Olympia in June 1861, and thenceforth took an active part in many enterprises, both of a public and private nature, having for their purpose the development and advancement of the territory.
THE RISE AND PROGRE
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accepted at a certain valuation as an equivalent for money.
For the time being, the enterprise was favorably received, not only by people along the proposed line, but everywhere in the territory, except along the line of the railroad already in operation. Most of the newspapers favored it. The legislature was appealed to, and during the winter passed an act authorizing the counties of King, Yakima, and Walla Walla, or any other county through which the proposed line might pass, to issue bonds in support of it with the consent of three-fifths of their qualified voters to be expressed at a general election, called for the purpose. It also passed an act relinquishing all right, title and interest of the territory to all the tide lands in Elliott Bay south of King Street, and granting them to the proposed railroad, provided that fifteen miles of it should be completed within three years after the passage of the act.
But the enthusiasm with which the proposition was at first received outside of Seattle, soon began to wear away. The people of Walla Walla began to make conditions. Dr. Dorsey S. Baker was already building his famous "rawhide" road from Wallula to their town, and had some twelve or fifteen miles of it in operation. He was not disposed to favor the new enterprise, as the success of his own was already assured, and he had done and was doing more than all the other people in his portion of the state had been able to do since the charter of the Walla Walla Railroad had been granted in 1862, and more than they could do for any other enterprise.
At this early stage, therefore, it began to appear that Seattle alone must do all that was to be done. The first concern was to secure capital, and the times were far from
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THE RISE AND PROGRESS
propitious for an undertaking of that kind. Even the North- ern Pacific, with its vast land grant, and backed as it was by the approval of Congress, was now bankrupt and without credit. It was not easy therefore, for the people of a little lumbering village to raise money for a road 300 miles long that was as yet unsurveyed and did not own even a right of way.
But the survey for the line was begun by General Tilton and T. B. Morris, and early in 1874 their report with esti- mates of cost, was made. They thought it could be built for an average of $14,000 per mile, making the total cost, by the lower Yakima route, $4,179,910, or $3,677,962 if built by way of Priest Rapids. They figured that it might count upon a revenue, when completed, of $1,600,000 per year, from wheat and live stock, coal and lumber, and other pro- ducts, and even if it should not exceed half that amount, it would cover all fixed charges and leave a handsome surplus.
But even this favorable showing failed to interest capital, and the people soon saw that they must do what was to be done themselves. It was accordingly arranged that they would begin the work with their own hands, and continue it until the road was built. The first of May was fixed upon as the day to begin operations by breaking ground and putting in a full day's work, in which every individual in town should have an active part. The day dawned bright and clear, and all the steam whistles in town and harbor hailed it with long blasts. A few pieces of cannon and several anvils were fired, the church bells and school bells were rung, business was wholly suspended and at an early hour, every man, woman and child in Seattle went on board steamboats, barges, and every other conveyance which could be brought into use to take them up the river to the place
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OF AN AMERICAN STATE
where work was to be begun. This had been chosen at a point nearly three miles from the proposed terminus, where work would be easiest, and where the best showing would be made as the result of the day's operations. Here the men and able-bodied boys began work. Some with axes and saws cleared the right of way; others with pick and shovel threw up the dirt for the grade. There were no laggards or shirkers. Bankers, merchants, school teachers, preachers, laboring men-those who were not accustomed to rough work of this kind, as well as those who were, went at it with a hearty good will, and by noon a very satisfactory beginning had been made. By this time the ladies who had accompa- nied the party had an ample mid-day meal prepared, for which all had hearty appetites, and when it was disposed of, some speeches were made, in which the orators not only exulted over the favorable beginning they had made, but predicted unbounded success as the ultimate result of the enterprise. A full afternoon's work was then added to that of the fore- noon, and at its completion the entire party returned to town thoroughly tired, but resolved to continue the work, each giving one day in the week of his time and effort to it, until success should crown the undertaking.
But public enterprises thus begun with enthusiasm, usually lag somewhere; it was so with this one. The expectation that fully fifteen miles of the road would be in operation before the winter rains began was not realized, although nearly twelve miles had been graded by October. Some attention had also been given to the collateral enterprises which had been planned from the first. Something had been done in the way of getting new coal mines opened, that would furnish business for the road when it was ready to receive it, and some San Francisco capitalists had promised
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THE RISE AND PROGRESS
to start a ship yard and iron works in town for a certain subsidy in land. Others had also undertaken to negotiate a loan of $200,000 to help build the road.
But times were still unfavorable for raising money, and plans were made to make a new appeal to Congress for assis- tance. Judge McFadden, who was then the delegate from the territory, had been doing what he could, although he was then in failing health and died soon after, and Mr. Denny had been sent to the capital at his request to assist him. But railroad legislation,was at the time unpopular. As is always the case in times of financial depression and distress, people were complaining of the immense grants already made to railroads, and besides a number of new enterprises were appealing for recognition and assistance. The people of Portland were pressing for a line to connect their city with the Union Pacific. The Northern Pacific was also seeking additional favors, and both these enterprises were antagon- istic to Seattle's undertaking. As election time approached, all effort was made to secure the election of a new delegate, who would have the interest of this road particularly at heart, and Judge Orange Jacobs was nominated and elected. He was not able to do more than McFadden had done, and a year or more went by in which but little was accomplished. Voluntary work by the citizens was continued, but it was beginning to be apparent that this could not be relied upon to complete the road. Capital from some source must be secured. But more than all, a man must be found who could and would take charge of the work and push it through to completion.
Luckily for Seattle there was such a man already interested in the enterprise, and he was quite competent and willing to do all that was required of him. James M. Colman had
JAMES M. COLMAN.
Born in Dunfermline, Scotland, June 17, 1832; came to Puget Sound in 1861; was the master machinist in building several of the great sawmills of the Sound, and invented some of the most valuable parts of their machinery. He was the leading spirit in building the railroad out of Seattle to the coal mines in 1875.
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OF AN AMERICAN STATE
come to the Sound in 1861. He was a millwright by trade, and soon after his arrival became manager of the Meigs mill at Fort Madison. He afterwards purchased the Renton & Howard mill at Port Orchard, in company with some other people, but after rebuilding and greatly improving it, it was destroyed by fire and was a complete loss. He then superin- tended the building of the Hanson & Ackerson mill at Tacoma, and when this was completed he went to Seattle, where in company with others he leased Yesler's mill. His management here was so successful that in time he bought out his partners, and in 1875 was in sole control of its busi- ness. When asked to take charge of the railroad and graple with the difficulties that then so thickly beset it, his time was already fully occupied. But he resolved to undertake the task. There was at the time a gap of two and a half miles across the tide flats over which an expensive trestle must be built, and beyond that fully half a mile of heavy grading to connect with the nine or ten miles of grade which had been built, though imperfectly, by the labor of the citizens and was now more or less washed down and otherwise damaged by the rains of two winters. But if these twelve or fifteen miles could be completed, and some extensions made to the coal mines beyond, the road would have sufficient business to make it profitable.
Mr. Colman, at the outset, proposed that he would himself furnish $10,000, if five other men would each advance an equal amount, and if the citizens of the town would loan the company $30,000 on security of $60,000 worth of stock. But this proposition was not accepted, and Mr. Colman offered to advance $20,000, if all the others would advance $40,000. This was accepted, and the work of construction proceeded. The long trestle was built; the grade beyond it
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THE RISE AND PROGRESS
repaired and completed, and in March 1877 the road was delivering coal at the bunkers which had been built at deep water. It then had one 21-ton locomotive, with ten 8-ton coal cars, and ten more nearly finished, with ten flat cars and one combination passenger, baggage and mail car. It also had one 8-ton locomotive in use on the upper part of the road. Mr. Philip Ritz was able to say, as he did about that time, "if James M. Colman lives, he will build this road over the mountains, unless some capitalist comes forward and takes it off his hands in order to build it faster."
The people of Olympia had not been idle during these years. In October 1873, Thurston County had voted bonds to help complete the branch from the harbor to Tenino, but it had not been possible to place them, and like the people of Seattle, those of Olympia found that they must rely upon themselves, if they would have a railroad connection with the outside world. Since no bonds could be sold, or, money obtained from any other source, they resolved to build it by main force. It had been surveyed, grade stakes set, and everything was ready for work to begin. Accordingly, on April 7th, the people turned out, as those of Seattle were about to do, and began work on the grade. At an early hour in the morning, headed by the Olympia Light Guard Band, the first organization of the kind in the territory, the procession was formed in the public square and marched to Tumwater. At the bridge they were joined by a crowd from that suburb, and the whole party was conveyed in boats to Warren's Point, where the men were assigned to work by the engineer. An advanced guard felled trees, sawed logs and uprooted stumps, while another party with picks and shovels threw up the dirt for the grade. At noon, the ladies had lunch ready, and as at Seattle, some speeches were made,
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