Richardson County, Nebraska - Chapter 12, 1917

Chapter 12

Richardson county, lying- in the southeast corner of Nebraska and first from the south of the river counties of the state was at once effected by the vohnne of travel coming up the river from the South and East.

At the time men first began to look "toward Richardson county with an e}e to making settlement here, no railroad was within hundreds of miles of it and tlie only means of reaching this country was either by making the journey hither overland through a wilderness as j^et without well-defined wagon trails, or up the river by boat. This latter method most appealed to the early adventurer and many no doubt had journeyed up the river long before any thought of settlement in this part of the West was entertained. Bordering on the river was of immense advantage to the early peoples and caused the river counties to be first choice of the pioneers.

In those days the railroad was by no means a new thing in the older and more thickly settled parts of the East, but necessity hatl not caused its extension to any great degree in this direction.

In these days when capital is more easily available, the railroad verv often goes into the fastnesses of the newer countries in advance of immigration and is the first cause of its settlement ; but in the davs of wliich we s])eak, the people were pushing out in advance of transportation facilities and were dependent on the hope that at some future time there might be a railroad - but to many, as we of later days know, the railroad was onlv a dream, which held many of them here.

Being forced to use the river, which was then as now, full of snags and sand bars and subject to overflow and with the low water stages, the early navigator was not without his troubles: but under such dire necessity the obstacles were overcome and navigation had reached a high state of development. In those days the steamboats, both for the carrying of all kind of freight and passengers, were numerous and while slow and tedious served remarkably well until at last the coming of tlie railroad made that mode of tra\el obselete.

ernment, given as aid to railroad building and intended to stimulate this of industry, coupled with the big profits in the projection and operation of new lines, had its effect in turning attention to this speedier mode of transportation to the great detriment of our inland waterways. While they have in the past and do still receive government aid, the same has been used for most part in restraining the encroachment of the river and not with any idea of preserving it as a navigable stream.

In Richardson county, Rulo, Yankton, Arago, and St. Stephens were river towns and ports of entrance for many of the pioneers who either remained here or made their way on west into the interior or to tlie mountains. Yankton and St. Stephens were the first points touched by river boats, which discharged cargoes and the latter had the honor of being the first point in the county which had a ferry comiecting with the Missouri shore, and the same was in charge of the elder Stephen Story, who gave the name to the latter village. Rulo came next, but Arago soon outdistanced all in position as a port of importance and continued to hold its supremacy until the coming of the railroad. These cities enjoyed trade from long distances inland, serving the country for hundreds of miles to the West. Arago, with its packing house, distillery, saw- and flour-mills bid fair to become quite a metropolis and was for a time a place of first importance in the county as neither of the other places in that early day had the same energetic boosters.

At the time of the very early settlement of the county, the only regular means of communication for mail, passengers and freight with the outside world, was by steamboat; although later, because of the railroad reaching Atchison, Kansas, in advance of any rail connection from other directions, the mail was sent first to Atchison by rail and thence north either by boat or carriers on regularly established postroads which came via Hiawatha, Kansas, or Rulo. In tlie matter of river tran.sportation' for all purposes, it must be remembered that amongst its other disadvantages to the early pioneer in the way of a dependable convenience, was the fact that during the winter months it was practically suspended because of the ice in the river for long periods, when the boats were obliged to tie up until the ice would go out in the spring.

The better river boats had a capacity for carrying as many as four hundred passengers and the fare from St. Louis, Missouri, to Rulo or St. Stephens would range about fifteen or twenty dollars, which, of course, included meals and state rooms. The culinary department of those boats was generally in good hands anrl the larder well supplied with the best that money could Iniv.

The lengtli of time usually re(|uire(l iu luakin^;- the up trip from St. Louis to this county was about seven or eight days, equal, if not longer in length of time, than would be required for modern liners in crossing the Atlantic in times of peace. Those having had the pleasure of such journeys in the old days generallv described them as having been quite dull and e\entless. Such an experience was very aptly described by the noted Mark Twain in his "Rou,ghing It." when he said:

"W'e were six days in going from St. Louis to St. Joseph. Missouri. a trip that was so dull and sleepy and eventless, that it has left no more impression on my memory than if its duration had been six minutes instead of that many days. No record is left on my mind now concerning it, but a confused jumble of savage-looking snags, which we deliberately walked over with one wheel or the other, and of reefs, which we butted and butted and then retired from, and climbed over in some other places, and of sand bars, which we roosted on occasionally and rested, and then got our crutches and sparred over. In fact, the boat might have gone to St. Joseph by land, for she was walking most of the time, anyhow, climbing over reefs and clambering over snags, patiently and laboriously, all day long. The captain said it was a bully boat and all she wanted was more 'shear' and a bigger wheel. I thought she wanted a pair of stilts, but I had the sa,gacit\ not to say so."

In addition to passengers those boats carried from five hundred to six hundred tons of freight and the rates were as high as two dollars and fifty cents per hundred weight on merchandise that would not cost to exceed fifteen cents per hundred weight in these days. The crews consisted of from eighty to one hundred men and the value of these boats were estimated to be nearly fifty thousand dollars each. The river then as at the present time, was filled with sand bars and it required all the skill of the most experienced river men to negotiate it in safety to his destination with the boat.

Government regulations concerning river traffic required two experienced ri\ er pilots on board of each lioat employed as c<5mmon carriers, and they readily commanded salaries of from two hundred and fifty to five hundred dollars per month. With the passing of river traffic on the Missouri many of these well-known river men, such as captains and pilots, were left without opportunitv for further service while many, as in other lines of business, kft for other fields, where they might continue iu the same line of employment. Thus it was our pleasure during the month of August iu the year 1916 to meet on the steamer "deorgiana," on the Columbia ri\er. while making a trip from I'ortland to Astoria, Oregon, and return, one who in the old days had been regularly employed on the Missouri boats and it is to him we are in some measure indebted for first-hand information in regard to river traffic.

Gambling on the ri\er boats in those days was b)- no means restricted and furnished means for amusement, which at times provided all the thrills which might be lacking from other sources, and all early accounts seem to agree that while tlie "plunger" was as common then as now. the stakes were as high or higher.

There were lines of boats which might be termed "through" boats destined to and from certain ports, scheduled for regular and direct service to and from those places onl}-. while others had longer routes. The boats were run much as trains nowadays, in that there were "through" boats, and the local or "slow" boat, which might stop to pick up or discharge freight or passengers at every stop en route.

First Effort In Behalf Of A Railro.Vd

First in importance of all the drawijacks of this new country as it was found by the pioneers, was the lack of adequate transportation facilities and the question of finding a remedy was one that occupied the minds of the people from the beginning. The first official action to be found looking toward the solution of this then weighty problem may be found in the territorial statutes, where is recorded the passage of an act by the Territorial Legislature, which was approved on November 4, 1858. This act was for the purpose of incorporating what was to be known as "The Missouri River & Nemaha Valley Railroad Company." Section i of this act named the following well-known pioneer business men and farmers as the incorporators and moving spirits in the enterprise ; Francis .L. (joldsi^erry. Archer; Charles Martin, Rulo; Eli Bedard. Rulo; D. T. Easley. Rulo; B. F. Cunningham, Rulo; S. B. Miles: Joseph G. Ramsey; William Kenceleur, Rulo; A. C. Lierft. A. L. Currance, Joseph Yount, William P. Loan,. St. Stephens; William Goolsby, Archer; Jesse Crook, Archer; Samuel Keiffer, J. Cass Lincoln, Salem ; T. R. Hare, Salem ; Arnett Roberts, Salem ; J. Lebo, John A. Rurbank, Falls City; Thomas J. Whitney, Christian Bobst. Cincinnati; John Frice. F. F. Limming. H. N. Gere, J. P. Sutton. J. C. Peavy, E. W. Fowler, E. Jordan, and their successors and assigns. The objects of this act, as stated therein, "was to locate, construct and finally complete a railroad at, or as near as practicable, the junction of the Missouri and the Great Nemaha rivers, upon the most eligible route to Ft. Kearney.

there to unite with any railroad which may hereafter be constructed up the \'alley of the Great Platte." The capital stock of the company was to consist of $3,000,000. This road did not materialize.

First Licensed Ferry, At Ar.Ago

An act passed by the Legislature and approved on January 3, 1862, authorized H. \\'. Summerland and George Walther to keep a ferry across the Missouri river at Arago, Richardson county, Nebraska Territory. They were allowed to charge the following rates: For two horses, mules, oxen and wagon, 75 cents; for each extra pair, 25 cents; for each horse or mule and rider, 25 cents; for two horses or mules and buggy, 75 cents; for one horse or mule and buggy, 50 cents; for each horse or mule led, 25 cents; for loose cattle per head, 10 cents; for hogs and sheep under the number of ID, each 5 cents; for over 10 and under 50, each 3 cents; for over 50, each I cent; for each footman, 10 cents; for each crate of freight, 5 cents, for lumber per hundred feet, $1.

Nemaha River Ferry

A petition was presented to the commissioners court of Richardson county on April 3, i860, praying that a ferry license be granted to Daniel Reavis to keep a ferry across the Great Nemaha river. The said petition was granted for the term of one year and the following rates for ferriage were affixed :

The said Daniel Reavis to pay into the county treasury for said license the sum of two dollars. In addition to the above ferriage fees fifty cents mav be added when tine river is more than two-thirds liank full.

Overland Freighting

There was no regular outfitting point for freighting in the early days in the confines of what is now Richardson county. Alost of this kind of traffic, either passenger, freight or mail, was carried on from other points on the river, notably from Atchison, Kansas, and Brownville or Nebraska City, in this state. Atchison was the principal point and was chosen as an outfitting point for most of the Salt Lake freighters, because it had one of the best steamboat landings on the river, and the country lying west made possible the best wagon road in the country.

Twenty-four miles west of Atchison this road was intersected by an old overland mail trail from St. Joseph. Leavenworth also had a road west, over which was planned to run the Pike's Peak express stages in the spring of 1859. During the period of overland freighting on the plains more trains left Atchison than at any other point on the river.

The cost of shipping merchandise to Denver was very high, as everything was carried by the pound rather than the hundred pounds. Flour, bacon, molasses, whiskey, furniture and trunks were carried at pound rates. The rates per pound on merchandise shipped by ox or mule wagons to Denver, prior to i860, were as follow: Flour, 9 cents; tobacco, 12I/2 cents; sugar, 13I/2 -cents; bacon, 15 cents; dry goods, 15 cents; crackers, 17 cents; whiskey. 18 cents; groceries, 19'/. cents; trunks, 25 cents; furniture, 31 cents.

It was not unusual to see a number of steamboats lying at the levees discharging freight, while as many more were in sight either going up the river from St. Louis or down from St. Joseph. It was very common for boats to be loaded at Pittsburgh, Pennsylvania or Cincinnati, Ohio, destined for Kansas and Nebraska points and not unusual to see these boats loaded with wagons, ox yokes, mining machinery, boilers, and other material necessary for the immense trade in the W'est.

A very large part of this traffic West from river points was over what was known as military roads along the south bank of the Platte. On these roads could be seen six or eight yoke of cattle hauling heavily loaded wagons and strings of four or six horse, or mule teams. These formed an almost endless procession.

Briskest Period Of Overland Trade

The liveliest period of overland trade extended from 1859 until after the war in 1865, during which time there was on the plains and in the mountains, an estimated floating population of two hundred and fifty thousand. The greatest majority of people on the plains produced but few of the necessities of life, and consequently they must be supplied from the river points. During the closing year of the Civil Wrt. the travel was immense, most of the immigration being lured to the mining camps of the West and Northwest.

Those trails had been used during the Great Mormon exodus to Salt Lake and by the California forty-niners, in their dash for the fascinating gold fields. By this time people were beginning to stop in Nebraska and stake out claims, and to become residents. Among the early-day freighters and mail contractors and carriers were Col. Stephen B. Miles, later a millionaire resident of this county and his able assistant, Joel T. Jones, and . l'"rancis Withee, a freighter, and others. Colonel Miles and his men carried mail from St. Louis to Salt Lake and their experiences, if reduced to the printed page, would make a good sized volume in itself.

In the vicinity of Sabetha, Kansas, are many graves of travelers, over the Santa Fe and California trails, who. unable to survive the hardships of the trip, died and were buried with scant ceremony. In the woods surrounding Sabetha were many wild plum trees. A\'hen the body of a fortv-niner was buried, the rest of the train would sit around the while'^ncl eat plums. As a result a small plum thicket grew up around ev<»--'>it: of the early-day graves. A well-known resident of that section in a distance of sixteen miles from Salietha, he has counted thirteen of such graves, all of them being directly on the old trail, which has now become a highway. A few graves are scattered on adjacent farms. A famous one is on the farm of Matthias Strahm, near Sabetha, which is called the McCloud grave. McCloud was returning from California, when he was followed and struck down by an enemy. It was afterward learned that McCloud was not the party sought by his murderer.

A regular train consisted of from forty to sixty wagons, each wagon drawn by six or seven 3'oke of oxen. The driver of each team outfit walked beside the wagon. The wagon boss rode on a pony and took great privilege with the king's English. Each driver carried a whip over his shoulder when not in use. The lashes on the whips were fifteen feet long. On either side of the trails, for many years after the wagon travel ceased, could be discerned plainly the footpaths made by these drivers. The regular government trains passed over the roads every two weeks ; in addition there was a multitude of individual freighters. The great trails were sixty feet wide and perfectly smooth. There were from five hundred to one thousand tons in a train of fifty or sixty wagons. Wlien the wagon boss had secured a camping place, the lead team made a circle; then the next team stopped the front wheel against the front one's hind wheel, and so on until the forty or sixty wagons were in a circle with an opening of only a rod or two to leave the highway clear. At night the oxen were unyoked and turned loose to graze, and regularly employed herders looked after them until morning. The hind wheels of the wagons were as high as a man's head, while the front wheels were no higher than those in use on wagons of the present day. The tires of the wheels were four inches wide.

If there had been nothing other to lure people into the West in the early days, there was the ever recurring stories of gold to be found in the Western mountain slopes and these stories became greath' magnified as they traveled Eastward. The press, too, of those days, was not adverse to "playing up" the stories and the result was a rush to the mountains. Such a rush occurred in 1859 when the great Tike's T'eak excitement was on. There was a continuous stream of jienple, some of whom appeared in grotesc^ue equipment. Men were on the trail with packs on their bucks, some pushing carts, and others using every conceivable means of conveyance. In these parties every man had a pick, spade and pan to be used in getting his share of the coveted gold. On one occasion during this great rush to Pike's Peak when the wagons had reached Julesburg, ninety miles from Denver, some Irishmen were met who had gone out the previous year, but were now returning empty-handed. They declared that there was no gold to be found, that the stories circulated to the contrary were all humbug. This statement caused a stampede Eastward again. Men on this trip declare that they do not believe that there was a spot of ground on the trail for fifty miles that did not show where a wagon had turned around and headed Eastward.

Tliis trail is now marked as the Rock Island highway, with the poles painted with a ring of white and, where wagons with four to six inch tires, heavy laden, were drawn by fourteen long-eared oxen at a gait approximating not more than two miles per hour. It is now a national highway for the high-powered auto in the hands of the tourists, who ma}' speed along at forty or fifty miles per houh and negotiate the distance to Pikes Peak in a couple or three days.

A few of the pioneer freighters still living can recall the gathering of these immense trains of fifty or sixty wagons, ten to sixteen horses to the wagon, as they would go into camp on the prairie for the night. The big circle was made, fires built, horses, oxen or mules tied to the wagon wheels or turned loose for the night while the party gathered under the starry canopy of the heavens, to indulge in story or song and the few straggling settlers of that day, drawn by the spectacle, would hover on the outskirts, thrilled by the adventures of the traveler pilgrims who had braved the desert, plain and Indian in quest of gold.

In 1861 a daily overland mail and stage line w-as established from the river points west to the Pacific coast and with the exception of but a few weeks in 1862-64-65, on accotint of the Indian uprisings, the service was continuous for more than five years.

Overland Fares

The distance by the overland stage line from Atchison to Placerville was 1,913 miles, and was the longest and most important stage line in America. There were 153 stations between the above points, located about twelve and one-half miles apart. The local fare was $225, or about twelve cents per mile, and as high as $2,000 was frequenth- taken in at the Atchison office for fare alone. The fare between the river points and Denver was $75, or a little over 8 cents per mile, and to Salt Lake City, $150. Local fares ran as higii as fifteen cents per mile. Each passenger was allowed t\vent\- five pounds baggage, and all in excess of that amount was charged for at the rate of $i per pound. During the war the fares ran as high as $ioo and $175, or nearly 27 cents per mile.

It required 2,750 horses and mules to run the stage line between Atchison and Placerville. It required, in addition to the regular supply of horses to operate the stage lines, some additional animals for emergencies, and it was calculated that the total cost of the horses on this stage line was about $500,000. The harness used was the finest that could be made, and cost about $150 for a complete set of four, or about $55,000 for the whole line. The feeding of the stock was one of the big items of expense, and there were annually consumed at each station from forty to eighty tons of hay, at a cost of $15 to $40 dollars per ton. Each animal was apportioned an average of twelve quarts of corn per day, which cost from 2 to 10 cents per pound. On the Salt Lake and California divisions, oats and barley, grown in Utah, was substituted for corn, but cost about the same.

The stage coaches used by those lines were manufactured at Concord, New Hampshire, and their quality made them famous wherever stages were used. They were built to accommodate nine passengers inside, and one or two could ride on the box with the driver. Some of the stages were built with an extra seat above and in the rear of the driver, so that three additional persons could ride there, making fourteen, with the driver, and some times an extra man would be crowded on the box, making as manv as fifteen persons who could ride on the Concord coach without verv much inconvenience.

The coaches cost about $1,000 each. and the company owned about 100 of them; besides which they were financially interested in about one-half of the stations, in addition to thousands of dollars worth of miscellaneous property, at different places on the lines. There was a crew of superintendents, general and local attorneys, paymasters and division agents, all of whom drew large salaries.

Those were the greatest stage lines the Western world has e\er known, carrying passengers, mail and express. They were also regarded as the safest and most rapid lueans of transit across the plains and mountain ranges. The investment in the undertaking was huge and the cost of maintenance, like that of the railways of later days, gigantic, and the receipts at the time seemed in keeping with the bigness of the enterprise. }et the great loss soon to l>e sustained by those thus engaged with the coming

The Oregon trail was the best known of the trails in Xeljraska and the first. It commenced at Indeijendence, a small town just east of the present site of Kansas City, Missouri, and cutting across the northeast cnrner of Kansas, struck the Nebraska state line near the dividing line between Gage and Jefferson counties. The beginning of this trail in Nebraska was made in 1813 by a party returning from the mouth of the Columbia river. This party left no trail that might be followed, but their coming opened up the way for others who traversed the ground later from both directions.

Father DeSmet, who knew the trail well and had traversed it, had the following to say in describing a trip made with a compan\- uf Indians in 185 1 : "Our Indian companions, who had never seen Init the narrow hunting paths by which they transport themselves and their lodges, were filled with admiration on seeing this noble highway, which is as smooth as a barn floor swept by the winds, and not a blade of grass can shoot up on it on account of the continual passing. They conceived a high idea of the countless white nations. They fancied that all had gone over that road and that an immense void must exist in the land of the rising sun. They styled the route the 'Great Medicine Road of the Whites." " Some of the wagon trains on these trails were flft\- miles long.

The Coming Of The Railroads

During the early .settlement of the county, and in fact, until more recent years, many projects and schemes were formeil for tlie building of railroads across the cmmt}-, antl several were built - on paper - that ha\c never to this da>" materialized. .\niong those were the St. Louis & Nebraska Trunk railway. This road was to run northwest from I'tulo, passing through Rulo, .\rago and St. Stephens precincts, ;md on to Brownville and north to Omaha. For the Iniilding of this niilroad the iieople were to issue to the railroad company $60,800 in bonds. The election to vote on the proposition to issue the bonds was called for Jul\- (y, iSjj. at which time the proposition was defeated, and the road \\a-~ ne\er l)uilt. In the fall of 1875, what was then known as the Midland I'acitic railway. by some, and by others, the balls City, l>rown\ille X: i-ort Kcarncx railway. was projected. This road was to run from I'alls City to Xeniaha Cit\ , and from there to Brownville and Xcbrask.i City. in order to hel]) the project along, I-'alls City voted ^jo.ooo and .\lufldy ])recinct, $i_'.ooo. and grading was commenced. During the grading of the bed, howexer, dissatisfied parties got into courts and tlie courts decided that the precincts had no right to issue the bonds. Those of Falls City were destroyed in open court by Judge Weaver, but the ones issued by Muddy precinct, for some rea.son, were declared legal and had to be paid. The grading, however, was all that was ever done to the road, part of which remains to this daw

Prior to either one of these projects, however, there were a few men in Falls City, who, looking down through the years, could discern the magnitude and development of the agricultural and shipping interests of the county, well believing that so grand a producing county should have a more rapid system of transportation for its productions than that offered by the boats on the ^lissouri river, conceived the idea of Ijuilding a road from Atchison to Falls City, and to continue from here up die vallevs along the Xemaha with its objective point the city of Lincoln. A company was formed for this purpose, with the following officers : John Force, president: F. A. Tisdell, treasurer; J. F. Gardner, secretary; Ishani Reavis, attorney: with the following board of directors: John Loree, August Schoenheit, Daniel Reavis, Fdward S. Towle, F. A. Tisdell, D. T. Brinegar and W. G. Sargent. The road was to be called the Xemaha Valley, Lincoln & Loup F(irk rail\\ay. The building of the .\tchison & Nebraska railroad, however, "filled a long felt want" and the comix-\ny was dislianded. without doing other business.

Without doubt the most momentous event in the historv of Richardson county, the one which forever secured its future, which sped up its de- \eloi)nient and brought a high tide of immigration, extended its commercial activity, increased the selling value of every foot of real estate within its Ixjrders, and opened up new homes for thousands of ])eople, who until then had been awaiting its completion, was the railroad.

It is not necessary here to recite of the years of patient waiting and hardships incident to the isolation that had gone before, or to dilate upon the energy expended by those wiio had fought and worked to bring about the building of the various roads, which had been proposed, Init never l)uilt. and the consequent disappointment of many connected therewith. It is rather for us to tell of the road that was built - the glorious consuniniatitm of years of desire among the then pioneers. They did their part tlie while: what they did do did not liring the mads they had hoped to see, nor through the territory they had hoped a road would follow, vet the sum total of all the agitation did succeed in interesting capital in the building of a road and that was what the people really wanted.

The first road to enter this part of the state and the one directly interesting to us, was what was then known as the Atchison & Nebraska railroad, connecting southeastern Nebraska with Atchison, Leavenworth, and Kansas City, which cities at the time were already connected by rail with Mississippi river points and the East. The road is now known as a part of the Burlington & Missouri, or Chicago, Burlington & Ouincy branch of the Northern Pacific system.

The Atchison & Nebraska was one of the famous "Joy" roads and was owned and controlled in Boston, Massachusetts; all of the directors, except James F. Joy, Detroit, Michigan, and Col. P. T. Abell. of Atchison, Kansas, were of Boston. This important line of railroad was projected by Atchison citizens in 1868, Col. P. T. Abell being the prime mo\ er. Atchison county voted $150,000 in bonds, Doniphan county, $200,000, in aid of the building of the road. These bonds were expended in grading the line from Atchison to Nebraska-Kansas state line, thirty-eight miles. Brown & Bier, of Atchison, were contractors and built the road north to the state line.

Every county along the entire line voted bonds in aid of this great enterprise. In 1870 the road and its franchise were transferred to Hon. James F. Joy. who immediately organized a new company. Hon. G. W. Glick, of Atchison, was elected president of the first organization, which position he filled with ability for several months, after it had passed into the hands of Mr. Joy, when he resigned, and Col. P. T. Abell was duly installed as president of the road. Colonel Abell discharged the duties of president with distinguished ability. He was a thorough railroad man and an able legislator, and did as much, if not more, for the organization, and building of railroads than any man in northern Kansas. His best years were spent in laboring for the railroad interests of Kansas and Nebraska.

Soon after the franchise was transferred to Mr. Joy, Col. O. Chanute was appointed chief engineer, Maj. F. R. Firth, resident engineer and acting superintendent, but Colonel Chanute was soon appointed superintendent of the Leavenworth, Lawrence & Galveston railroad, and Major Firth received an appointment as chief engineer of the .\tchison & Nebraska railroad. Although Major Firth was not yet twenty-five years of age, he manifested ability of one twice his years. E. B. Couch was appointed cashier, and Henry Deitz, supply agent, both excellent appointments. Soon after the

On the 22nd day of September, 1870, the first rail was laid, and on the loth day of January, 1871. the road was completed to the Nebraska state line. It was the original intention of the projectors of this company to follow the west branch of the Missouri river, via Brownville and Nebraska City, to Omaha, but the inducements of the location were not sufficient, and they decided on the location of what was chartered as the Burlington & Southwestern railroad, and the property franchise of this road in Nebraska, consisting of ten miles ironed and about thirty-five miles graded, were transferred to the Atchison & Nebraska Railroad Company.

Road Reaches Falls City

Grading was commenced in 1871 between the state line and the Rulo "Y," where a junction with the Burlington & Southwestern was made. On the Fofirth of July of that year the Atchison & Nebraska was opened to Falls City, or at least to a point just east of the city (about a mile), known as Piersons Point - a point of land jutting out on the bottom^ fifty miles from Atchison. On the 6th of December following, the road was completed to Table Rock in Pawnee county, eighty-four miles from Atchison.

Cold weather now set in, and the company deemed it best to suspend operations until the following spring. Work was resumed about the ist of April, 1872, and on the 15th of that month the line was open to Tecumseh, the seat of justice in Johnson county. In June, Capt. M. AI. Towne accepted the appointment of assistant superintendent and W. \^'. Rhoads was appointed acting general freight and ticket agent. Early in August the road was completed to Lincoln, Nebraska. On the 27th day of the same month, the first passenger train went through to the Nebraska state capitol, a distance of one hundred and si.\ and one-half miles from Atchison.

The completion of the Atchison & Nebraska railroad opened up a country that was unsurpassed from a farming and stock-raising point of view - a combination of prairie, forest, river and valley. It penetrated a country hitherto inconvenient to market, thus affording farmers and stock raisers an excellent opportunity to market their production. It opened up a business and social intercourse between the business men along and contiguous to the road and the business men of Atchison and the East. Their interests were closely identified and they worked earnestly togetlier (20) for the promotion of every branch of commerce and trade. This fertile country, which had so long been fated to blush unseen and waste its sweetness on the desert air, was now brought into direct communication with the rest of civilization. This wedding was formally solemnized when was heard the whistle of the first iron horse which, with its train, came roaring up the valley of the Nemaha, and with this invasion the old West was crowded back farther toward the mountains.

The first great and deplorable accident and the one which caused the death of the bright young superintendent, Major Firth, who had acted as the first superintendent and had personally supervised the construction of the road into this county, occurred at a point between Highland and Doniphan, Kansas, on June 8, 1872, on the road he had built. He was riding on the pilot of one of his engines when a bridge gave way and he was crushed beneath the engine and died within two weeks. He died when engaged in the faithful discharge of his duty to the railroad company. Immediately after his death, Maj. F. O. ^^'yatt was appointed chief engineer, which position he occupied, performing his duties intelligently and faithfully until the 1st day of December, when lie resigned, and Col. Charles C. Smith was given his place. Colonel Smith was a practical railroad man in every sense of the word, and under his efficient management this popular through route from St. Louis and the South and East to the Union Pacific, in a short time became a trunk line and a great channel for rapidly increasing traffic between the North and West and St. Louis. The road was substantially built for those days of the best material, and the rolling stock was all new and of the latest improved pattern for the time. Until that time no accident had befallen any passenger over the line.

The completion of the road to this place came about just in time to be celebrated jointly with the national holiday on the Fourth of July, 1871. It must not, therefore, be presumed that the old-time people of this community did not take advantage of such an occasion to blow ofif some surplus steam and give vent to their feelings at such a time. It came about in this wise :

Tuesday, tlie I'ourth of July, was perhaps as favorable a day as this season has offered - clear and bright, but not "hot"; a cool wind was blowing all day, and certainly no one could have asked for a better day for outdoor exercises. Notwithstanding, owing to the uncertainty of the appearance of the locomotive on that day, without which the majority were in favor of having no celebration, Sheriff Faulkner, of this county, as marshal of the day, organized a procession and marched around town and to the grounds which had been arranged for the accommodation of tlie guests. As ma}^ be sup])osed, the procession was not large, but- nevertheless interesting, as it was headed by the Falls City brass band in their red, white and blue-trimmed wagon. The band did well, and was the subject of many compliments during the day. The orations, readings, etc., by different gentlemen of this city, were all good, and the public dinner was a success, except that a few perhaps failed to get their share in consequence of there Ijeing a larger crowd than was expected, and more than there was provision made for. .The most interesting part of the program to almost all, was that concerning the excursion party, which commenced at about two o'clock, when, the people started for the' terminus of the Atchison & Nebraska railroad, where the excursionists were to stop. At 3 130 o'clock p. m., a whistle was sounded, and shortly a train made its appearance. There were two cars, one coach and one flat car, drawn by engine No. i. As soon as the train stopped the band struck up a lively piece. After which they adjourned to a grove close by.

Hon. Edwin S. Towle delivered the welcoming address, followed 1)y Col. P. T. Abell, the president of the road, who spoke ably on the future prospects of this state and Kansas, the railroad, etc. Judge Ishani Reavis being called for, made his appearance and delivered a short and appropriate address. G. W. Glick, later governor of the state of Kansas, was then uproariously called for; he spoke at some length, and closed by inviting S. S. Price, of Rulo, to address the assembly, which he did, closing the ceremonies.

Among the excursionists were Messrs. Abel, Hartford, Quick, Gus Byram, George W. Glick, Nelson Abbott, editor of the Atchison Patriot: H. E. Nickerson. Alderson, C. Rohr, Doctor Challis, George Challis, W. W. Guthrie, David Auld, Adam Bremer, C. H. Phillips, Frank Brier, P. Brown, of Atchison ; Judge Price, of Troy, and others.

Brilliant Ball Closes Day

What the fore part of the day lacked in the way of agreeable amusements, certainly the evening and night made up for. At dusk the display of fireworks was commenced and was kept up until a late hour, also about the same time the Odd Fellows ball opened in the Journal building, which owing to the large attendance, good music, the excellent floor and ample room, was certainly a success. In this connection we may state one remarkable fact - the lady guests were in excess of the gentlemen, which was contrary to all precedent in Falls City. Heretofore we had expected to see at least fonr gentlemen to one lady. The (juestion was where did they come from ? \\'h)-, there were more [jeople here now than we had had at our last hall: liesides there were people here from all parts of the county and from Kansas. The hall party took supper, at the cit\- hotel. In this. Mr. Collins, of that popular house, had an opportunity to show what he could do' in the way of getting up meals for special occasions, and he took advantage of it. The supper was CNxellent, and reflected much credit upon the house, its proprietor and the landlady, under whose personal supervision the tahles were arranged. Ahout fort\- couples were seated at one time at the tables.

The railroad was now here, a reality, and writing to Mr. W. S. Stretch, the editor of the Xciiiaha J 'alley Journal, of Falls City, V. R. Firth, superintendent of the Atchison & Nebraska railroad, said: "I have issued an order to have a long whistle blown half an hour before trains leave Trails City, so as to gi\e passengers ample time to get to the trains."

In further celebration of the completion of the road, word was received here on Thursday morning that it was the intention of the managers of the Atchison & Nebraska railroad to give a grand free excursion to Atchison on Friday, the 7th inst. Accordingly on F"riday morning, a large number of our citizens went to the end of the track near town, and at about 7:30 o'clock a. m., found themselves gliding smoothly along over a Richardson count}- railway for the first time. Among the part\- were some of our most prominent business men, wjio intended to see for themselves the far-famed cit}- of Atchison, and the beautiful country which the new road opened up. The gentlemanly conductor. Mr. J- Wiseman, did all in his power to render the party comfortable, and w ith his efficient corps of attaches. succeeded admirably. The road was one which would compare favorably with any in the state at that time, being solidly bifilt. well ballasted, and good bridges, etc.

At 8:10 Rulo was announced, where a large party joined them, swelling the number to (}ver five hundred persons, .\fler the train had fairly started on its gratuitous mission, the excursionists formed themselves into small parties all through the train, where vocal music, jovial conversation, etc.. tended t" enliven the spirits of the already hapjiy crowd.

.\fter a pleasant four hours ride through the beautiful valleys of the Xeniaha and Missouri, during which they feasted their e\es upon some of the nio^t ni;ignificenl scener\ in the wurld. thev arri\ed .al the busy city of Atchison. Mayor Smith, in a hriei speech, welcomed them to the city, and tendered them the hospitahties of the citizens. He closed by introducing Judge Mills, also of. Atchison, who spoke at some length, of the Nemaha Valley and the Atchison & Nebraska railroad. Falls City, etc.

Judge Reavis, of Falls City, being called for, said that he had not intended addressing the enlightened citizens of Atchison, and therefore, begged to introduce his young and eloquent friend, Capt. George \'an De\ enter. \'an DeVenter was in his element. With his wanton aptitude he jx)rtrayed, in glowing terms, the rapid advancement of the great West, what it had been and what it is, and closing with a pleasing compliment to the citizens of the Nemaha Valley, Atchison and L^alls City. With three rousing cheers for Atchison, Falls City and the Atchison & Nebraska railroad, the partv dispersed for dinner.

After dinner quite a number of excursionists procured carriages and visited various points of interest in the city. The excursionists were universally treated with great cordiality by the citizens of Atchisnn, who were undoubtedly a go-ahead and progressive people. They found the citv to be growing rapidly. Business of all kinds was in flourishing condition, and they were agreeably surprised at the metropolitan aspect of the citv.

At 3 130 p. m. they started on the return trip, fully convinced that Atchison's prospects for becoming the city of the Missouri river was very flattering, and that ere long it would command the immense trade of the entire Missouri \'alley.

The ladies were prettw the gentlemen good natured and the day pleasant, and all tended to make tlie entire part\- enjoy themselves hugeh-, wliich they undoubtedly did. Doctor Horn, the genial local of the Patriot, said that without saying anything in any way detrimental to Atchison, he was of the opinion that Falls City excelled in handsome ladies. Imt being a married man he could not accept of many fine opportunities.

Messrs. Dolan & Ouigg, the enterprising wholesale grocers and li(|U(ii dealers of Atchison, tendered the hospitalities of their large establishment to the party, who were in no way backward in accepting thereof.

A meeting was organized on July 7, 1871, l)y the b'alls City delegation on board the above train on its return trip to that place and the f(illi)\ving proceedings were had :

On motion of ]\Iaj. John Loree (father of Charles Loree), Judge Thomas Spragins was called to the chair, and Howard Leland was appointed secretary. The judge on assuming the chair said :

Ladies and gentlemen of Falls City: We have enjoyed one of those da)'s that come to a people 1)ut once in a lifetime. A hundred iron roads ma\- he Iniilt to and through our growing little city, but the same joyous emotions that have swelled our hearts this day will not come with them. It is like the first baby in a family - the little stranger is such a stranger. But do not let me further occupy the time of the meeting. I understand the object is to express, in some appropriate manner, our appreciation of the kindness of the ofificers of the Atchison & Nebraska Railroad Company, and t(i thank them for the many courtesies they have extended to our people on this occasion. What is the further pleasure of the meeting?

On motion of Charles H. Rickards (the present county assessor of this county), a committee of three was appointed by the chair to draft resolutions expressing of the sentiment of the meeting. The chair appointed Maj. John Loree, the Hon. W. M. Maddox and Martin Ryan as said committee.

^^''hile the committee was absent in the discharge of its dut\-. the meeting was regaled by our young and promising townsman, George \'an De \'enter. in one of his most happy and telling speeches. The speech cannot be given here, it would have required a corps of phonographic reporters lu catch his glowing words as they dropped in rapid succession from his eloquent lips. Init those who heard him on that day were slow to forget the occasion.

The committee on resolutions through their chairman. Maj. John Loree. made the following report, which was adopted unanimously amid the most intense enthusiasm :

NVhereas, Through the kindness of Col. P. T. .\bell, the able president, and Major Firth, the gentlemanly and efificient superintendent of the .Atchison & Nebraska railroad, we Iiave this day en. joyed one of the most delightful pleasure excursions of our lives, and

Whereas. It is our desire to express more publicly our appreciation of this mark of their friendly regard as well as to bear testimony to the abilitv and energy of these gentlemen and their associates, who in the prosecution and management of the affairs of what in our judgment, is the most significant enterprise in the Northwest, have furnished their fellow citizens indubitable evidence that difficulties, however difficult, may still lie mastered, therefore, be it

Resolved, That the thanks of the whole people of the Valley of the Nemaha are due, and in their name we hereby tender same to the officers and employees of the railroad for the courtesies extended to us today, no less than for the immeasurable benefits conferred upon us in the construction of the iron road in our beautiful valley.

That we hereby pledge our hearty support to the company in the further construction of the road, and we heartily recommend that every citizen in the valley, from Rulo to Lincoln, do all that men may do to further the great enterprise, until the accomplished fact shall be a continuous line of railwav in our midst which shall reach from sea to sea.

That the secretary be directed to furnish a copy of these proceedings to the local press for publication and that this meeting adjourn with three cheers for the people of Atchison and the Atchison & Nebraska railway.

Return Visit By Atchison Citizens

On Saturday, July 9, 1871, the myriads of good people of Atchison, through the kindness of the Atchison & Nebraska Railroad Company visited our citv on half-fare tickets. They arrived at alx)Ut half-past twelve, and were transferred to the hotels in buggies, carriages, lumber wagons, and every other description of conveyances that could be engaged for the occasion. Thev remained in town about two hours, or about long enough to supply the inner man with something substantial, and then took their departure for home. Owing to the general "hub-bub" and hurry to get back to their train for fear of being late, it was impossible for the people here to get a list of or make the acquaintance of many of them.

But it was observed that there were about five hundred visitors in the crowd, and an intelligent one, besprinkled with a goodly share of the fair sex, whose beautiful faces, agreeable manners and elegant attire were the subject of much admiration among the Nemaha Valleyites. Our hotel men were unable to get but few of the names registered, though their guests might be numbered by hundreds. The following registered at the City and Union Hotels: City Hotel - F. E. Sheldon, C. E. Peck, A. H. Martin, J. D. Higgins, A. H. Allen, W. S. Thacker, S. Collins, L. E. Gordon, J. Wilson and ladies, C. E. Gavlord, H. Denton, L. Gilbert, Sarah Riddle. D. Dickerson,

First Time Table Put In Effect

The first time schedule of this road was put into effect during the week of July 13, 1871, between this city and Atchison. It embraced four trains a day - two arrivals and two departures. The accommodation train left Falls City at 7:15 o'clock in the morning and the mail and express at 2 :45 o'clock in the afternoon and the accommodation arrived from the South or East at i 135 o'clock in the afternoon, and the mail and express at 7 130 o'clock, night. Parties desiring to visit .Atchison could leave Falls City at 7:15 o'clock a. m., and return home at 7:30 p. m., giving them three hours and ten minutes to spend in Atchison at an expense of $4.

First Railroad Station Agent

Charles Loree, the present ( 191 7) clerk of the district court, who had been employed b\- the .\tchison & Nebraska Railroad Company as car accountant in the }ards at .Atchison, although a resident of Falls Cit\-, was appointed as the first station agent at Falls City and rode the first train in to arrive at this point. He had his new office for nearly a month, or until August 1st, in conjunction with that of Dr. H. O. Hanna, who occupied rooms in a building located on the present site of the Samuel W'ahl & Company's store at the corner of Fifteenth and Stone streets in block Xo. loj. In .\ugust. 1871. he bmisht ior himself a desk and took uii quarters with Joseph Burbank in the latter's grain office, near the present site of the BurHngton & Missouri depot and there remained until a depot which, at the time was under construction, was completed. His office was the western headquarters of the construction crew of engineers until the latter moved on further west as the building of the road progressed. No tickets were received or sold until September and the patrons of the road were obliged to make settlement with the conductors of the trains. He served for alx)ut a year, or until the coming of the telegraph, when he gave the place to another, as he had had no training in the use of the Morse code and the road at that time had insufficient business to require the presence or expense of more than one man at this point.

The first noticeable effect of the railroad was to cut rates on the shipping of produce. In the years immediately preceding, much of the produce of the farms in this section had either to be hauled to Rulo, .\rago or other river points for the steamboats, or was taken to Hamlin or Hiawatha in Kansas, for transportation. Besides the distance that had to be covered the prices were high. The rate from Falls City to Troy Junction, thirtxeight miles, was first fixed at $18 or 9 cents per hundred and to Atchison, a distance of fifty-five miles, $28 or 14 cents per hundred. At this time but one freight boat was still doing business - the "Elkhorn." The river boats had suffered from the first (in 1866), with the advent of tlie railroad's coming to Kansas and Missouri, and points further south and the further extension north acted at once to put them out of business that would be profitable to them.

Picnic Grounds

At the second crossing of the Xemaha river coming up from Atchison, and in this county midway between Rulo and Falls City, in point of northwest quarter of southwest quarter of section 22, township No. i, north of range 1,7, about a nu'le east of the present village of Preston and east of the Nemaha river, was a tract of about ten acres of land owned bv the railroad company. In Augu.st, 1871, Major Firth had these grounds laid off into one of the finest picnic grounds that could at that time be found in two states. These acres were heavily covered with natural timber and the compan\- had them cleared of brush, weeds and rubbish and sowed to blue grass. .\ fence was built and a broad platform made at the railroad, an ice house set in the bank of the river, and board tents put up in various places. This soon became one of the most attractive places in the valley and peo])Ie came by tlie hundreds from Atchison. Doniphan, Hiawatha and all over this county. Many big events took place there and it continued popular until its beauty was destroyed by the floods and storms in later years.

The Atchison & Nebraska railroad was completed to Salem by the 24th of August, 1871, and the regular trains all ran west to that place and connected with the stages for Humboldt, Table Rock, Pawnee City, Beatrice and Tecumseh and all points north and west.

First Depot At Falls City

The first railroad depot consisted of five rooms, a freight room on the west, twenty-nine by thjrty-six feet, a neat little ticket office on the southeast corner, ladies waiting room on the northeast, and gents waiting room on the south center - the entire building being thirty by sixty feet, with a twelve-foot platform all around it, and twelve by one hundred feet on the front or south side. Two or three hundred yards east of the depot was a turntable, and about a mile farther east was a water tank, which was supplied with a wind wheel for pumping water. Burbank & Holt had a grain warehouse just west of the depot, at which place they bought grain. Keim & Maust at once built an elevator a few rods east of the depot. Coal was delivered from Ft. Scott to patrons in Fall City at from thirty to thirtyfive cents per bushel, while wood was selling here at three dollars and a half per cord.

The Atchison & Nebraska railroad reached Humboldt the first week in October, 1871, and on Friday, October 6, 1871. the citizens of Humboldt were given an excursion to Atchison, Kansas.

On May 5, 1867, the charter of the Atchison & Nebraska City Railroad Company was filed in the office of the secretary of the state of Kansas. The original incorporators of this road were Peter T. Able, George W. Click, Alfred G. Ottis, John M. Price, W. W. Cochrane, Albert H. Horton, Samuel A. Kingman, J. T. Hereford and August Byram, all ni whom were citizens of Atchison, Kansas. The charter provided for the cmistructiun of a railroad "from some point in the City of Atchison to some point on the north line of the state of Kansas, not farther west than twenty-five miles from the Missouri river, and the lengtli of the proposed railroad will not exceed forty-five miles."

Shortly after the road was incorporated the name was changed to the Atchison & Nebraska Railroad Company, and under this name subscriptions and bonds, and capital stock were made in Atchison and Doniphan counties. Atchison county subscribed $150,000, and in addition to the subscription of the county, there were individual subscriptions amounting to $80,000 in the county. Work was commenced on the road in 1869, and it was completed in 1871 to the northern boundary of Doniphan county, three miles north of White Cloud, Kansas. The stockholders of the Atchison & Nebraska graded the roadbed to the state line north from Atchison, constructed bridges and furnished the ties, after which the entire property was given to a Boston syndicate in consideration of the completion and operation of the railroad. This railroad was afterwards consolidated wuth the Atchison, Lincoln & Columbus Railroad Company of Nebraska, which railroad had been authorized to construct a railroad from the northern terminal point of the Atchison & Nebraska railroad to Columbus, on the Union Pacific railroad, by way of Lincoln, and the railroad was completed to Lincoln in the fall of 1872. This consolidated road was purchased by the Burlington & Missouri Railroad Company in 1880.

The first railroad built between the Mississippi and the Missouri rivers was the Hannibal & St. Joseph, which was completed to St. Joseph, Missouri, February 23, 1859, and the new railroad from Atchison connected with the Hannibal & St. Joseph at the latter point.

Thursday, June 15, 1882, was a day long remembered by those who went to Atchison, Kansas, on an excursion and partook of the hospitality of that generous city, the occasion being the completion of the Missouri Pacific line through to Omaha.

The morning of that memorable day dawned with threatening rain, but despite this, those who held tickets were up early and preparing for the trip. At eight o'clock it began and it looked very much as if the festivities of the day would be marred, but fortune favored us and by noon the clouds had disappeared and the sun came forth with such a blaze and splendor, that those who had taken the precaution to clothe themselves in heavy apparel regretted the deed.

.'Xt 9:10 o'clock a. m.. the train having on board the excursionists from the towns farther to the north, drew up at the depot in Falls City and our delegation was soon seated in the car set apart for tiieir accom- moclation. In a few minutes "all aboard" was shouted li_\- the conductor and away we whirled. At Hiawatha the train was stopped long entnigh to take on board their quota of excursionists and the band and once more the journey was resumed. From Hiawatha to Atchison the train passed over as fine a country as the sun ever shone upon. Those who gazed out upon the country for the first time were so charmed with its appearance that they were mute with astonishment. This road was unlike most of the roads built early in the West, in that it does not run along the creeks and valleys, but passes through one of the loveliest and most fertile sections of the West, along high divides, where the view nn either side is almost illimitable.

While the excursionists were in the zenith of their pleasure and preparing to make their debut in the cit}-. an accident occurred, which, but for the coolness of the engineer, the excursion might have been turned into a funeral. While rounding a curve, the train running about twenty miles an hour, a cow was discovered standing upon the track. The engineer knew that to stop would only enhance the danger of a wreck and his only hope was to knock the cow clear of the track. He acted on this hypothesis and throwing the valve wide open, the train sprang forward to the accomplishment of his designs. The cow was thrown from the track but the l)ank being so steep at that point she rolled back just in time to throw the front trucks of the tender off the rails. The track was instantly sanded by the cool and nervy engineer, brakes put on and engine reversed and the train stopped at the very edge of the trestle work of a bridge thirty feet alxive the bed of a stream. To the coolness of the engineer the lives of the excursionists were due, and many, if not all, of the party t(^i)k time to give verbal expression of their sincere appreciation.

While the work of putting the tender on the track w;.s going on the passengers took occasion to get ofif and stretch themselves. The band akso came on terra firma and discoursed some fine music, .\fter an hour's dela\- the welcome sound of "all aboard" was heard and the party was en route once more for their destination, where they arrived without further mishap.

N'Isitors Keceixe A Warm Welcome

.\t the dejjot awaiting their arrival was a large crowd, who had began to grow impatient at the ncin-arrival of the train, when it came into view. .\s the train drew up at the station there was such a shout as must have awakened the iMilated "rush lidttumer" from his noon-dav nap. .Xccnrding to instructions of the committee, who had accompanied the train from I'alls City to Atchison, the party was formed in hne, each town in a hody, and headed by Col. John A. ]\Iartin and Henry Clay Park, with bands playing, the procession moved to Apollo Hall, where a banquet awaited them.

The whole city of Atchison was gaily decorated with bunting, evergreen and other attractive material and presented a very beautiful appearance, which was conclusive evidence that the hosts had spared neither pains nor mone)- to make the occasion one long to be remembered.

Apollo Hall, at which place the ladies presided, was transformed into a beautiful banquet room by the tasteful arrangement of decorative material; festoons of red and white bunting were gracefully hung along the walls, the chandeliers were wrapped in evergreens, and long loops of leaves and flowers crossed each other in every direction and added greatly tf) the artistic merit of the arrangement. In the center of the floor a magnificent pyramid of fruits and flowers was arranged, and from this center jjiece the tables were arranged to form a Maltese, cross - and each table bore cjuantities 'of tempting viands of the most appetizing- description. Beautiful bouquets enhanced the beauty of the spread, and at each plate a charming button-hole bouquet was placed. In the windows were potted flowers in bloom and all sorts of foliage plants. The ro(jm was ful| of fragrance and beauty, and made a banquet hall fit for a king.

Covers had been laid for three hundred guests, and as the partv filed in they were seated at the tables by the ladies in attendance, and were surprised and delighted wdth the magnificent dinner provided. There were a number who were not seated at the first tables, because of lack of space, and these and the Hiawatha band occupied the gallery, at intervals the band playing beautiful selections to enliven the feast. The ser\ice could not have been Isetter. A number of ladies were stationed at each table who quietly, gracefully and hospitably served everything the guests desired. Room was soon made for the waiting guests and the band in the gallery, and when all had been seated and pro\ided for, Henry Clay Park, who acted as toastmaster. or master of ceremonies, introduced i\Iayor King, who said that in his pfiicial capacity it became his pleasant duty to thank the guests for their acceptance of their invitations and to extend to them a hearty welcome. In behalf of the citizens of .\tchison, he extended a warm and hospitable welcome and greeting.

On behalf of the visiting ])arty, .\. H. Gilmore, of Auburn, Nebraska, returned the thanks of the \isitors to the mayor and people of Atcliison for their magnificent reception, and stated that the meeting would undoubtedhredound to the material advantage of both sections now connected with the new railroad.

Postprandial Proceedings

After the banquet came toasts and responses by Col. A. S. Everst, of Atchison, Judge August Schoenheit, of Falls City, Rev. Dr. Krohn. of Atchison, and Webster Wilder of the Hiawatlia World, in the order named. The responses were short and appropriate and greatly enjoyed by those present.

At this point a dispatch was read from the Board of Trade at St. Joseph, Missouri, inviting the excursionists to that place. It was moved that the thanks of the excursionists be extended to the people of St. Joseph for their kind invitation, but as they were in good hands it behooved them to remain, but at some future time a proposition of this kind would be entertained. The motion was carried unanimously.

Recognizing the fact that it was a day to entertain and not a da)- to transact business, the business men of Atchison threw all care aside and devoted themselves exclusively to making their guests comfortable and happy. The exercises in the evening consisted of a display of the fire department, Knights of Pythias drill, flambeau parade and fireworks, concert at Turner Garden Hall and a ball at Apollo Hall, all of which was witnessed and highly enjoyed by the visitors. The only part of the program that was omitted was the failure of the balloon to ascend, which was due to an accident overtaking it just at the time it was expected to have gone up. But there were so many other attractions that the failure of this event to happen caused but little comment. At 1 1 .^o p. m. the guests took leave of Atchison and returned by a train which was made up and awaiting them at the depot.

A proposition to vote bonds for the building of this road was sulimitted to the voters of Richardson county in the summer of 1872. This called for the issuance of $22,300 by Rulo precinct; Arago, $25,500, and $13,000 from St. Stephens precinct. The bonds were to be issued by September i, 1872, to run twenty years and bear eight per cent, interest. \Vhen issued they were to be placed in the hands of three trustees and by them held until the completion of the contract b\- the railroad company.

A provision was stipulated therein, however, that upon the completion of five miles of grading and bridging, Rulo precinct should give $2,500 per mile for that portion of the line running through said precinct, and $500 and $1,000, respectivel)^ for the portion of the line in the north precincts of Arago and St. Stephens. Arago was to give $2,000 and St. Stephens $1,500 per mile, at the same time, and under the conditions as above cited for Rulo precinct. The road was to be completed by September i, 1873, and the election at which the above was submitted was held on July 6, 1872. The bonds did not carry.

Kansas And Central Nebraska

A railroad under the above title was projected to run from the city of Leavenworth, Kansas, along the Missouri, north to Rulo and thence to Arago and St. Stephens. It had been arranged to have a branch line go west up the valley of the Muddy and on north to Lincoln. This line never got farther than the most of the paper railroads of those days, but was a subject for much comment and of great concern to the people of the east end precincts.

In the fall of 1875, the Midland Pacific railroad, the line now owned and a part of the Burlington System, from Nebraska City to Lincoln, graded a roadbed from Nemaha City to Falls City, a distance of twenty-two miles. For this extension, i. e., from Nemaha City to Fails City, Falls City voted $70,000 in ]x)nds, on which seventy per cent, was to be paid on the completion of the grading. Pending the completion of the work, it was decided by the courts that the precinct could not legally issue bonds, and if they should issue them, could not be held liable for the payment of either principal or interest. This resulted in the non-completion of the road. The only bonds issued were the first installment of those due from Muddy precinct, amounting to $12,000.

A meeting of the stockholders of the Nenialia \"alley, Lincoln & Loup Fork Railway was held on February 27, 1869, and John Loree, August Schoenheit, Daniel Reavis, Edwin S. Towle, F. A. Tisdell, David T. Brinegar and \V. G. Sergent were chosen directors for the ensuing year. The officers of the road were John Loree, president; F. A. Tisdell, treasurer; J. F. Gardner, secretan^; Isham Reavis, attorney. About March ist of the same year, John Loree and August Schoenheit, of this road, met with the directors of the Atchison & Nebraska railwav, and a consolidation was

The Southern Nebraska & Northern Kansas. This railway was projected in 1870, and was to receive $10,000 in bonds from the county, but never graded more than one hundred feet of road bed and passed out of practical existence.

The Missouri Pacific. On April 26, 1876, the directors of the Missouri Pacific considered a proposition submitted by citizens along the towns of the proposed line to build a road from Falls City to Plattsmouth, at a distance of about ten miles from the Missouri river, taking the present route from Atchison, Kansas, to Falls City, and between Plattsmouth and Omaha, using the Burlington & Missouri River railroad tracks. A delegation from Nebraska was present at this meeting and consisted of D. H. Wheeler, J. A. Horback, T. P. Kennard. J. T. Hoile. S. S. Caldwell. J. G. Klopper and R. W. Furnace. The report of the road was delivered by Mayor Brown, and was a rejection of the ofifer made, accompanied by the reasons for such action too numerous to mention in detail.

In 1881, the Missouri Pacific entered the county at a point a few miles southwest of Falls City and the road was completed through the county during the following year.

The Burlington & Southwestern. This road, sometimes called the "Joy" road, was begun in December, 1869, and built ten miles from Rulo in order to secure the bonds voted for it, which were due on the completion of that amount of work. These bonds amounted to $3,500 per mile, and were exclusive of the land grant to the railroad company. In the spring of 1870, grading was continued up the Nemaha bottoms and in June of that year the road was sold to the Atchison & Nebraska railroad, of which ]'. T. Abel was president. Joshua Tracy was vice-president and J. K. Hornish. superintendent of the Burlington & Southw^estern.

The St. Joseph & Nemaha. The St. Joseph & Nemaha Railroad Company once made a sur\-ey of a route of a railroad from the mouth of the Great Nemaha to Tecumseh, in Johnson county, nearly the present route of the Atchison & Nebraska division of the Burlington, but beyond the survey, under Fix. -Gov. Robert Stewart, of Missouri. 'nothing was ever done.

tlie south central part of the county; but the one most referred to is rail connection with the northeast section of the county, where the immense apple production has attracted so much attention in the last decade.

Notes On The Building Of The Missouri Pacific

The new station located in Porter precinct has been named "Stella," after the daughter of Mr. Clarke, the founder of the town and the owner of the land upon which the town is to be located. Already, preparations are going on to build soon as the spring opens. The depot grounds and stock yards are being laid out, and arrangements for the building of a large elevator. Stella is beautifully located and promises to become quite a place. Of course the Porterites are happy. - Falls City Xcu's. January 5. 1882.

Engineer Wright, who has charge of the first nineteen miles of road of the Missouri Pacific out of Atchison, spent last Sunday in the city. He informs us that regular trains will run between Atchison and Omaha bv the 15th of March. - Falls City Ncws_, January 5, 1882.

The Hall Station boom has petered out. The owner of the lands wanted to get rich too fast. For instance, corner lots, in his estimation, are worth $300 and resident lots from $50 to $100. The company did not see it in this light and moved on to Porter precinct. Lots at this place can be had at from $5 to $10 each. - Falls City Ncivs, January 5, 1882.

August 3, 1882 - On Saturday, last, we made a flying visit t(^ the thriving little village of Stella, situated about twenty miles northwest of Falls City on the line of the Missouri Pacific railroad. There is in the village about fifty houses all told, including four general stores, two drug stores, two hardware stores, two lumber yards, two restaurants, cMie billiard hall, one harness shop, one barljer shop, two blacksmith shops, one grocery store, two meat markets, one photograph gallery, one livery stable, two physicians, one millinery and dressmaking establishment, and a fine hotel building just finished. The Gird Brothers have the material on liand, and will soon issue the first number of a paper to be called Tlic Stella Tribune. The new station is kept by Mr. J. S. Mason, formerly of Missouri. Mr. Mason is well liked by the business men of Stella, being pleasant and accommodating. Stella in time will be one of the most important .shipping stations between Falls City and Omaha. - Falls City News. (21;)

The automobile as a means of transportation came I)ut slowly into use in Richardson county and until tlie last year or two has remained principally as a \ehicle of pleasure.

The first automobile to make its appearance in the west end of the county was at Humboldt and appeared in 1898 or 1899 and was owned by Louis Slama. a Bohemian jeweler, who at the time had a shop in the city and gave his principal attention to the sale and repair of watches. He was one of the first to adopt the "safety" bicycle and being of an inventive turn became at once interested in power vehicles or "horseless carriages'' as they were sometimes called in those days.

Slama built the engine which he used in his first automobile, using steam as a driving power, and made the entire equipment for his machine with the exception of the wheels and tires, which he ordered from an Eastern firm. He worked at spare moments for some months in assembling and perfecting the entire machine, but when completed it was found to be practical and he was able to go about the country and negotiated some of the steepest hills and grades. As compared to some of the gas machines which made their appearance at about the same period his machine was really superior, as the gas engine at the time had not been so far perfected as now and was not so generally understood when applied as a power for driving an autmobile. It is needless to say that his machine, which in general appearance was very much like the single-seated gas cars comnK)n in tliose days, made a commotion in the community, ^^^^enever and wherever he appeared he was tlie cynosure of all eyes and he never lacked for company on his rides about the countryside.

The next machine to make its appearance in Humboldt was owned by F. \y. Samuel'^on, president of the First National Bank, and was a singleseated gas-driven auto (single-cylinder type") of the Olds manufacture. The Tittle machine in appearance looked fine, liut gave Mr. Samuelson more trouble than anvthing he had probalily ever tried to operate. As measured by the more recent tvpes of machines it lacked much that goes to make a practical machine f^r country roads, but he had lots of sport witli it and was able to get about the country to some extent.

Frank Xims and Frank Blakeney, now residents of b~alls City, but in former times resident of farms in the west end of the county, were the next to berrme interested in autos. were pioneer owners of machines and contril> uted mucii in the introduction of antomoliiies in the count}'. The latter re-

Daniel Blakeney, die father of Frank Blakeney mentioned al)Ove, was one of the first to conceive tlie idea of the commercial value of the auto for use on the country roads, estahlished the first auto livery in the county at Falls City and equipped himself with a number of machines. Being faster than horses he thought to use them on tlie country roads for hauling passengers about the county and solicited the trade ni die traveling salesmen whose business took them to the smaller towns. The business at that time was not a success for many reasons, among which principall}- was the imperfection of the early machines and the lack of good roads. After operating for some time under these and other disadvantages the business was discontinued. It must be rememl)ered that this kind of business was undertaken by Mr. Blakeney in the very early stages of the introduction of the automobile in Richardson county, and die machines he used were the first to make their appearance here.

The first auto ever to travel the streets of Falls City under its own power was brought here by a circus and was listed as one of the big exhibits of the show. The first machine ever owned in Falls City was, like the one mentioned above, made by a mechanic, ]\I. N. Bair, residing there, and was as successfully used and proved as much of a curiosity as the one abo\e referred to.

The ne.xt to own a machine at b'alls City was .\lbert ^laust, wiio liad his machine in 1905-06 and was much envied 1j\- his friends as he was seen going about the town. Mr. Maust was engaged in the business of bu\ing of grain and live stock from the farmers adjacent to the city and soon incurred the enmity of many of his patrons, from the fact that their teams took fright as they saw this machine on the countr\- roads. This [jliase of the matter came to such a pass that there were many who were heard to advocate the passage of some kind of a law barring the autos from the use of the pul)lic highways.

Looking backward from the present it seems amusing to remember iiow greatly wrought up tlie people of those times l)ecanie toward the owners of autos. From this feeling expression was given in the passage of laws governing machines on the public highway.

The first machines were hard to sell, as the prices asked for them seemed highly exorbitant to the farmers and citizens who were accustomed to the use of horses and like all new things were regarded seriously as impractical.

Tliose who first engaged in the business had trying times in making sales and were obhged to do a great deal of "demonstrating" to the prospective purchasers, which process resulted in the use of much "gas" of both the vocal and fluid sort.

The first regular agency for the sale of automobiles in Falls City was opened by Guy Crook and Peter Frederick, Jr.. who entered the business in 1908, and remained in the business for a year or two. selling many of the first machines used on the roads in the east part of the county. Their first sale of a touring car was made to Charles Harkendorf, a farmer, residing northeast of Falls City. The next machine was sold to Roy Heacock. residing in Falls City. The physicians of the city who had a large country practice and had been obliged to keep horses for this purpose, were among the first to see the convenience, economy and saving of time that would result if the machines were found able to do their work and each in turn provided himself with one. It is related of one of the leading physicians who had been slow to believe in the practicability of the auto tliat, upon being interviewed by one of the above salesmen, he proposed that a "try-out" be made on one of his worst trips, whicli took him some twenty-five miles from the city and over the worst roads in the county. If this was done and the machine found to be reasonably satisfactory he could be regarded as a "prospect." The trip was made in record time, with the expectation that on the return to town the sale would be completed, but the Doctor was not yet convinced, or at least not in so far as tliat machine was concerned, but did soon procure a machine from other parties.

Automobiles are now owned 1)\ tlie hundreds in all parts of the county and principally by the farmers, who have found them more useful than they had dreamed, and their coming and adoption have, as a consequence, awakened a live interest in the good-roads movement and resulted in great betterment of the highwavs throughout the county. No machine used by man has been so universally accepted in so short a time; where a dozen years ago there were not a half dozen machines in Richardson county, it now ranks third in tlie state in the number of machines owned per capita.

When in the early stages of the introduction of the automobile it was seen that the auto had met witli almost instant and universal favor there were those who believed their purchase on so large a scale would bankrupt the county, but, in so far as we have been able to learn, there has never lieen a foreclosure of a mortgage in Richardson county on real estate that might be traced directly to the purchase of automobiles, notwithstanding the fact that so manv are owned here. As a matter of fact the farmers of

Richardson county are prosperous to a degree not known in many sections of the country and are amply able to bu)- and pay outright for whatever number of machines they may find necessary to use in their business.

The introduction of the auto-truck is now fast finding its way into the country districts of Richardson county and is being used for all kinds of hauling and is greatly appreciated. The same is true in the cities and villages, where most of tlie horse-drawn dray lines have substituted the autotruck and found it much more satisfactory. The stage line has gone and with it the horse-drawn omnibus, which has given way to the auto-bus now used in all the towns and most of the villages, much t(i the satisfacti<ni of the patrons of the same.