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DAILY NEBRASKA STATE JOURNAL, LINCOLN, SUNDAY 5 JUNE
1887 p 9
EDUCATIONAL.
Nebraska's Admirable Advantages in This
Line.
Her Unexcelled Common School System - The Sold Financial
Basis Upon Which It Is Established - The Teachers' Institutes and
Similar Organizations - The University and Normal School - The
Numerous Private and Denominational Institutions of the
State.
The
supreme concern with which the people of Nebraska view the
question of education furnishes one of the most encouraging signs
of the times. It is unnecessary in this age to multiply arguments
to prove that as the degree of general education and intelligence
rises, in like proportion the retarding influences in society
disappear, the value of property is enhanced, the results of
industry are made more secure and the perpetuity and future
prosperity of the commonwealth becomes assured. Nebraska early
placed her educational system upon a basis which experience had
demonstrated to be solid and efficient. By the provisions of the
organic act one-eighth of the lands of the state were set aside as
an endowment of the public schools. The management of this
magnificent gift, aggregating 3,746,080 acres, has been marked by
wisdom and forethought. This fact has been most aptly referred to
by a writer on educational topics "as most gratifying, not only
from an economic standpoint, but also from its nice consistency
with the character of the people of the state" which, of all
states in the union, shows the smallest percentage of illiteracy.
Of the original land grants 115,978 acres up to the present time
have been deeded, leaving 2,773,859 still owned by the state.
There is now under lease 912,147 acres, and under contract of sale
498,945. By proper management the means now in operation may be
made to furnish a good common school education to every child in
Nebraska without expense to parents or guardians, and that if they
receive proper management, the ability and character of the men
who have the trust in charge makes their education practically
assured.
The revenues of the state devoted
to educational purposes is classified under two heads, the
permanent fund and the temporary fund.
The permanent fund is derived
from several sources, primarily the sale of the school lands and a
per cent of the income on the balance. This fund is increasing
very rapidly, in fact so rapidly that difficulty is found to get
suitable securities in which to invest it.
From the report of the
superintendent of public instruction for 1886 this fund is found
to be distributed as follows:
|
Cash
|
$244,081.24
|
|
U. S. bonds
|
15,000.00
|
|
County bonds
|
915,600.00
|
|
State funding bonds
|
326,367.35
|
|
Balance due on sale school lands
|
3,397,680.87
|
|
Total common school fund
|
$4,898,729.46
|
Adding to this the university,
agricultural college and normal school funds, amounting to
$471,223.99 gives a grand total of $5,369,953.45 as the available
educational fund of the state. It has been estimated that under
the present law it may reach $20,000,000. The above total shows an
increase of $92,602.40 within the last two years. By the
provisions of the constitution the income only of this fund can be
used and that only to pay the teachers and running expenses of the
schools.
This income, together with the
rents on the unsold portion of the school lands, all grants and
gifts and moneys coming from such other sources as the legislature
may direct, constitute the temporary school fund. It is
apportioned to the districts semi-annually on the basis of the
number of children of school age, and it is a gratifying fact to
know that while our increase in population has been most
remarkable, the growth of this fund has nearly kept pace with it,
so that the rate per pupil has only very slightly decreased.
During the past year $1,365,214
was paid to the teachers of the state. The state apportionment of
that year was $466,941 or about one-third of the amount of the
teachers' wages. The total amount expended for school purposes was
$2,462,884, of which a large portion was raised by fines and
licenses.
There has been, according to the
report of 1886, expended in the state for school property
$3,821,317, which is an increase of over $1,000,000 in two years.
A few miscellaneous statistics regarding the common schools,
which, in this connection, may not prove interesting, are given in
the following table:
|
School districts in state
|
4,667
|
|
Number of school houses in state
|
4,267
|
|
Value of all houses
|
$3,139,210.00
|
|
Value of sites
|
$559,432.00
|
|
Value of books and apparatus, etc.
|
$122,675.00
|
|
Teachers
|
8,489
|
|
Pupils
|
252,006
|
|
Average amount wages, males
|
$42.68
|
|
Average amount wages, females
|
$34.70
|
|
Total amount paid to teachers
|
$1,324,297.24
|
Recognizing the truism that capable
teachers are a fundamental necessity to an efficient system of
education, and as an assistant in this important feature of common
school work, the state normal school at Peru, Neb., was
established. That the state is alive to the importance of this
department of educational work with demonstrated by the vigorous
discussion the subject received at the late session of the
legislature and that additional normals would undoubtably have
been established had not local considerations gotten the better of
the general demands. Without his common schools an American would
not today be able to point with pride to the progress of a century
without a parallel in the annals of the world. This fact is no
more patent than that the hope of the future lies in the same
institution. By the character of the common schools is the coming
generation to be moulded (sic), and no more important subject can
engage the attention of the thoughtful legislator.
The Peru normal is doing a grand work,
and the period of its usefulness has but just begun. But there is
ample room for others. The history of education in the older
states fails to afford an instance where this class of work has
been carried to the extreme or teachers too well educated.
The last report shows that four hundred
and seventy-six persons, during the past year, availed themselves
of the advantages offered by the Peru school, and an examination
of its workings shows that it is surpassed by few institutions of
its kind. A more exhaustive discussion will be found in connection
with the review of the town in which it is located.
Supplemental to the work of the state
normal is that of the teachers' institute, the phenomenal success
of which illustrates the zeal with which the educational
fraternity engage in their work. These institutes are held under
the supervision of the county superintendent, he having the power
to revoke a certificate for refusal to attend. Their object is
mutual conference over the work in hand, discussion of the most
approved methods and all the multitude questions arising regarding
school management and educational methods. The institutes are
several days or even weeks in length, and are conducted by the
leading educators of the land. The reports show that, during the
past year sixty-six were held; only two counties that were really
able to do so have failed. There are 5,359 teachers
enrolled, being 89 per cent of all the counties. The total expense
was $11,947, of which the county commissioners paid $2,840, the
average cost to each teacher $1.70. The value derived is, however,
inestimable, while the work is yearly made more valuable by
efficient management and improved courses of study.
There is also a state association
of teachers, four successful conventions of which have been held
at Lincoln. The attendance has been in every case large, many
distinguished educators from abroad being present. The value of
this organization in unifying the educational interests of the
state is incalculable, while the opportunities of becoming
acquainted with every section, and the discussion of the living
issues of the day, make the conventions an occasion which teachers
and school officers can ill afford to miss.
At the head of the educational
system of the state stands the State university, an institution
which takes rank among the leading in the country. It numbers
among its corps of professors men who are recognized as authority
in their several lines. To this great advantage the university
adds the most approved appointments and facilities for educational
work to which additions are being rapidly made. A more thorough
review of the institution will be found under the head of the
state institutions located at Lincoln.
A number of the public schools of
the state have by a system of classification and grading been so
ranked that students graduated by them are given advanced standing
in the State university, thus connecting the common schools with
the advantage of higher education. The plan has proved very
beneficial to the schools to which such privileges have been
granted, as well as materially assisting in the preparatory work
of the University.
Besides the above mentioned
institutions directly under the supervision of the state, there
are no less than sixteen colleges and private schools. These,
almost without exception, are in a flourishing condition and doing
a work which is a credit to those having their management and an
honor to those through whose instrumentality they were founded.
Nebraska is yet a young state, and the phenomenal increase in her
material resources almost staggers belief, but the high grade and
perfection of her educational advantages are no less wonderful. It
is probably safe to say that no state in the union offers better
facilities at so small an expense either to the student or the
taxpayer.
DAILY NEBRASKA STATE JOURNAL, LINCOLN, SUNDAY 5 JUNE
1887 p17
RAILROADS.
Nebraska's Great Highways of Commerce.
Unparalleled Activity in Railroad Circles - Lines Being
Pushed Into Every Quarter of the State - A Review of Nebraska's
Leading Corporations - The Union Pacific, The Pioneer Railroad -
The Great Burlington & Missouri System - New Lines Entering
the State and Numerous Extensions of the Old - A General Summary
of the Railroad Business of the State.
No question is this country is
now attracting more attention than that of railroad management.
The solution of intricate problems arising therefrom is engaging
the attention of some of the ablest intellects of the age. But
whatever may be the difference of opinion regarding rates and
management, no intelligent person questions for a moment the
inestimable benefit these iron highways have been to this western
country. They have been the making of it. They spread their steel
net work over these broad prairies and made it possible to build
up an empire destined to take a front rank among the commonwealth
of the union, in a place once believed to be a hopeless desert. To
the development of a great agricultural country means of easy and
rapid transportation are not only a convenience, but an absolute
necessity. Generations could not accomplish what with our
facilities a few years has made possible. Yet, with as just pride
as all contemplate past achievements we have hardly passed the
threshold. If the past teaches any lessons, if accumulated wealth
is power, if energy, push and enterprise, with limitless resources
upon which to work, are factor in the success of states and
individuals, the future of Nebraska is very bright. No state in
the union is today the scene of greater activity in the extension
and construction of railroads. The rapidity with which these great
corporations are pushing their lines into every part of the state
is evidence of the confidence they have in the resources and
future of the state. To give a hasty review of the leading railway
systems of the state and the extensions which the present year
will see, is the burden of this article.
UNION PACIFIC
The subject of a transcontinental
railroad was discussed for a number of years before any definite
steps were taken for it undertaking. The honor of having
originated the idea of such an enterprise has numerous claimants,
but this feature of the question receives little attention in this
bustling age, the fact that the project was undertaken and
accomplished being regarded as all sufficient. The first
experimental steps taken was the surveying of nine test lines in
1853-54, under the supervision of Jefferson Davis, then secretary
of state. Agitation and speculation upon the subject continued
until January, 1866 when the first fifty miles of road were
completed. From this time dates the railroads in Nebraska. There
was then no rail communication between Des Moines, Ia., and Omaha
and everything had to be transferred on freight wagons or brought
up the Missouri river. The account of the working out of this
enterprise and marvelous transformation that it wrought would, had
not familiarity and association dulled the interest, read like a
romance. Not a few were found who croaked their disapproval of
such a foolhardy innovation. Nevertheless it was completed, and
the change it wrought in the "Great American Desert," rivals the
transformations of the magician.
To aid in the construction of the
Union Pacific road the general government gave a magnificent land
grand amounting to 13,375,200 acres, a domain equal in extent to
the combined area of Massachusetts, Rhode Island and Vermont. The
projectors of the road were also subsequently given a subsidy of
$16,000 per mile from the Missouri river to the base of the
Rockies; $43,000 per mile from one hundred and fifty miles across
the mountains. Thirty-two thousand dollars per mile for the
distance on the Sierra Navada (sic) mountain and $48.000 per mile
for the line across that range. Stimulated by this most liberal
assistance the project was rapidly pushed and the road completed
within four years from the time of its commencement, a marvel of
energy and push without a parallel. The busy practical minded
inhabitants of this western country seldom stop to contemplate the
influence this enterprise has had upon the commercial, social and
intellectual interests of the world. In fact, it is questionable
if the average intellect is able to comprehend the mag- nitude and
universality of the results which followed.
Of the magnificent gift of land
given the Union Pacific by the general government, the last report
of the board of transportation shows that 12,260,163.64 acres have
been sold. The company realized from these sales, above taxes and
expenses of management, $16,056,464.33, or an average of about
$2.54 per acre.
The first branch of the Union
Pacific built in Nebraska was the line known as the Omaha &
Republican Valley. It leaves the main line at Valley station, and
running south, through the capital of the state, connects with the
Kansas division at Manhattan. From Valparaiso a branch runs to
Stromsburg, which is being pushed rapidly south and east by a
large force. To the north and west runs the Black Hills branch,
which leaves the main line at Columbus. The points now reached are
Norfolk, Albion and Cedar Rapids. Work upon the extension from
Albion is now progressing rapidly and the road will soon reach
into the extreme northwest. From Grand Island, the Loup City
branch leaves the main line. This branch is also being pushed into
the northwest on two divisions. An important adjunct of the Union
Pacific system is
THE ST. JOSEPH & GRAND ISLAND
which came under their control in 1879. This road connects with
the main line at Grand Island. From there it bears due south to
Hastings, thence in a southeasterly direction through the counties
of Clay, Nuckolls, Thayer and Jefferson, touching the leading
towns in the South Platte country, and at St. Joseph, forming an
important outlet to St. Louis and points in the southwest. The
extensions laid out from this line for the coming season are of
considerable magnitude and importance. From Fairfield to Sutton,
running through Clay Centre, a branch is now constructed and in
operation. It is being pushed as rapidly as possible on to
Lushton, a new town, thence to York and Stromsburg. From McCool
Junction, nine miles south of York, a line will run south through
Fairmont, Tobias and several new towns to Fairbury. The western
line will start from Fairfield and run almost due west to Minden,
thence southwest to Alma. This is the programme laid out for the
present season. It is not understood that the line stopping at
Alma will never be extended. In fact, its extension is regarded as
one of the events of the near future. There are also indications
of a northwestern addition from Minden. It might also be added
that voices from North Platte are to the effect that the Union
Pacific has secured right of way and is now grading a line from
that place to the northwest.
In the following table is given a
summary of the number of miles operated by the Union Pacific
company in Nebraska:
|
|
Miles
|
|
Mainline from Omaha to Pine Bluff
|
473
|
|
Omaha & Republican Valley branch
|
222
|
|
Omaha, Niobrara and Black Hills branch
|
124
|
|
Grand Island and North Loup branch
|
61
|
|
St. Paul and Loup City branch
|
40
|
|
Total
|
920
|
It should be also stated in this
connection that this division of the Union Pacific operates over
2,500 miles of road, while, with the Kansas and other divisions
the entire system comprises a grand total of not less than 4,000
mile in active operation.
FROM
Of the great lines of
railroad that enter the state none are of more importance or
contribute more to its welfare than the Burlington & Missouri
(,) the western extension of the Chicago, Burlington and Quincy
system. This road with its branches occupies a major part of the
celebrated Republican valley, a tract of country of inexhaustible
fertility and destined to be one of the most thickly settled and
productive agricultural regions on the globe. The policy of this
great corporation has been marked throughout with more than
ordinary interest in the welfare of the country through which
their lines run. The company's headquarters are located at
Lincoln, where they have a substantial three story stone and brick
building fitted up with the most approved appointments for the
work to which it is devoted.
The company received from the
government a grant of 2,382,208 acres of land, to which the state
ordered a donation of 50,000 acres. Besides this, with the Omaha
& Western, which became a part of this system, they got
190,000 acres. Of this immense tract of land the last report of
the board of transportation shows that up to June 30, 1886
2,280,577.88 acres had been sold. From these sales the company has
realised (sic) $7,408,126.70 or an average of about $4.89 per
acre. The company has paid into the state treasury as taxes upon
its lands $1,130,855.55. August 1, 1879, the company owned and
operated in the state 443 miles of road. That number has now been
increased to nearly 1,500 miles, which will be augmented by a
number of extensions during the present season.
The Burlington & Missouri
enters the state at Plattsmouth, where it crosses the Missouri
river on a splendid steel bridge three hundred and fifty feet in
length. This bridge was erected at an enormous expense. The piers
upon which it stands rest upon the bed rock fifty feet below the
low water mark; the bridge hanging fifty feet above the highwater
mark. From Oreapolis a branch runs to the city of Omaha. From
Lincoln the main line runs almost due west to Kearney Junction, a
distance of 136 miles. Through passengers and freight leave this
line at Kenesaw and proceed by way of Holdrege, Oxford and McCook
to Denver. From Holdrege a branch runs due west which is now
operated as far as Curtis and it is understood will ere long be
extended to Ogallala and on into the northwest. Running due south
from Hastings is the middle division, which, including the western
section to Oxford is 106 miles in length. A branch which is
destined to prove of no small importance is that leaving the
Republican valley at Republican and now operated as far as
Oberlin, Kas. This line enters a splendid section of country which
is now time of remarkable activity in the line of settlement and
development. Another branch, which is making discoveries in the
state of Kansas, extends southwest from Odell, Neb., and is now
operated as far as Concordia, Kas. From Orleans, in Harlan county,
a line known as the Pueblo branch leaves the main road and will
run to the south and west through Furnas and possibly the southern
por- tion of Red Willow counties, into Kansas.
In 1876, the Burlington &
Missouri company came into possession of the old Nebraska railway
which then oper- ated a line from Nebraska City northwest through
Otoe and Lancaster counties and into Seward as far as the county
seat. Since that time this line has been extended through York and
Hamilton counties to Grand Island and on into the North Platte
country at present as far as Lee (?), and the near future will see
it still further in the northwest, being headed, as its title
indicates for the great coal fields of Wyoming. That this line
supplies an important place in the railway service of the state,
it is only necessary to call attention to the counties through
which it passes, which are among the richest in the state.
Of the many lines of railway
radiating from Lincoln, few furnish a more important line of
transportation than the Atchison & Nebraska, one of the leased
lines of the Burlington & Missouri system. Running in a
southeasterly direction it passes through the rich grain growing
counties of Lancaster, Gage, Johnson, Pawnee and Richardson, in
Nebraska, south into Kansas a distance of 148 miles to Atchison,
where it forms connections which gives it a route for shipment of
produce to St. Louis and advantages that no competing line can
wrest from it. North from Lincoln an extension connects with the
Union Pacific system at Columbus.
It is not necessary to give an
extended review of all the branches of this system in the South
Platte country. A glance at the map will show that very few
counties of this district but are visited. Its combined lines make
four great parallels traversing the whole length of the district,
while branches are built and are being built in every direction
that the trade demands.
But north of the Platte river
there is also an empire, that conquest of which is rapidly going
on and the Burlington & Missouri company by their actions show
that they propose to have their share of the spoils. One step in
the occupation of this country is the line now constructed and in
operation from Ashland, through Wahoo to Schuyler, on the Union
Pacific. It is not, however, to stop here, but will proceed on
into the northwest. Norfolk being named as a point in the articles
of incorporation. From Central City, also an extension four
hundred miles in length will run into the best of the great
northwest territory. A large force are now at work on the line and
it is expected that by the 4th of July trains will be running as
far at least as St. Paul, the county seat of Howard county. It is
estimated by those situated to know that the B&M will this
year build not less than 500 miles of road.
MISSOURI
PACIFIC
The history of this
great system of railroads in this state covers
comparatively but a short time. Four years ago it made
its introduction into the state with a line from the
south through the river tier of counties to Omaha.
Then a branch was built from Weeping Water to
Lincoln that they might receive a share of the large
railroad business centering at that place.
The facilities offered
by this road of a quick and easy route to the sea-board
need not be explained at length. They are fami- liar to
everyone. These reasons alone make it of inestimable
value to the shipping and jobbing interests of the state.
The policy of the management of the company and the plans
for the future so far as known indicate that Nebraska is
to be the scene of important movements, which it goes
with- out saying, will redoubt greatly to the benefit of
the state. The company is at present surveying a
line, which it is expected will be completed in time to
move the year's crop and which will run from Warwich,
Kas., north through Nickolls (sic) county to Hastings.
Extensive preparations are also under way for lines
from the eastern to the western portions of the
state.
The exact plan to be
carried out is not at present known outside the
management, but it is safe to say that the Missouri
Pacific company will build not less than 200 miles of
road in Nebraska during the current season. The irons are
now being put upon a line running from Nebraska City to
Auburn. It is confidently affirmed that a line is
to be run from Talmage in Otoe county, about due west to
Crete and Beaver Crossing. Here this line will be
met by an extension of the Lincoln line which will be
continued to Hastings. Some portions of this line are now
being graded.
|
p22
Mo. Pacific
Railway
Shortest, Quickest and Best
Route
TO
Atchinson, St. Joseph, Leavenworth, Kansas City,
St. Louis and all Points South and East.
Favorite Route to Los
Angeles
AND ALL CALIFORNIA POINTS.
Two Trains Daily
Between Lincoln and St. Louis. The chair car route
to Omaha. Reclining Chair Cars on all through trains
free. For Folders, Circulars and other information
apply to
R. P. R. MILLAR,
General Agent, Lincoln, Neb.
H. C. TOWNSEND
G. P. and T. A., St. Louis,
Mo.
|
CHICAGO & ROCK ISLAND
In July 1886, this great company
commenced the construction of a line under the name of Chicago,
Kansas and Nebraska railway, which, in January of the present
year, was completed to Fairbury, in Jefferson county. From here
the main line will continue to Denver. It is also confidently
stated that a branch will run from here into the northwest, the
exact route of which is not yet established. There is little
doubt, however, the Rock Island will hardly forego the opportunity
of securing a portion of the patronage which is destined to come
from that section of the state.
THE CHICAGO, ST. PAUL & OMAHA
enters the state at Sioux City, and runs thence south to Omaha.
At Emerson a branch runs to Norfolk. This line is important as
furnishing easy access to the milling interests of Minnesota and
the vast lumber regions of Wisconsin, and the northwest. The
general officers of the company are located at St. Paul.
FREMONT, ELKHORN & MISSOURI VALLEY
What today constitutes the
Fremont, Elkhorn & Missouri Valley railroad commenced some
fifteen or sixteen year ago as a very small affair. With the
exception of quite a settlement at West Point there was very
little occupation in the country above Fremont. The Union Pacific
had been pushed through the previous decade and induced
settlements along the Platte river for some considerable distance
out into the state, but aside from that there was but little
settlement except in the eastern border counties.
The Elkhorn road was extended to
West Point and settlement followed as did the grasshopper season,
which discouraged proposed or expected immigration and in fact
many of those who had at that time ventured into the new country
became discouraged and bankrupt and left, the impression obtaining
that grasshoppers were to be a yearly visitation. It took some
years to restore confidence in that country.
Then the road was extended to
Wisner where it remained for some years, still a feeble plant and
but for the fact that it was owned by men of ample means and who
had been accustomed to making investments in the west, banking on
its future developments, it is doubtful whether it would have
retained that vital spark of existence but the men behind the
enterprise were the class of men who do not fail, and in due
course of time settlements began to spread out through the valleys
and back onto the table lands on every side. Grasshoppers ceased
to be a dread, and the line was extended to Battle Creek, then to
Oakdale, to Neligh and Long Pine and Valentine, with a branch from
Norfolk through Pierce into Knox county.
The impression obtained with very
many people, and to a large extent too with the owners of this
property, even at this late day, that the lands of northern
Nebraska, which were then occupied as great cattle ranges, by
immense herds which spread over the entire North Platte country to
the Dakota border would never be occupied by any other industry or
interest, but the extension of this line, as above, developed
directly the reverse of this as the truth. The company never
having asked, nor received a land grant, were building the line
with their own private funds, and this left the country adjacent
to it open to settlement by homesteading and pre-emption at the
will of any citizen of the United States who chose to come, occupy
and improve. The inspiring announcement that here were offered
"free homes for the millions" touched a sympathetic cord in the
minds of the masses in Iowa, Illinois and Wisconsin, where
settlements had become so thick that range was limited; and in
fact values high and families growing up needing and requiring
more room for enlarged interests. The sturdy farmer who had when a
young man emigrated to Iowa when it was as free from population as
the district than was, found himself possessed of a good farm of
160 to 320 acres, but with a grown family of boys as well, who in
turn desired more land and homes for themselves. The land in Iowa
having become valuable and high priced, these boys had to seek
other places to obtain their homes, and it is out of just such
material as that that now Nebraska and along the line of the
Elkhorn road responded to the above announcement by coming from
Iowa and other adjacent states, where their sturdy thrift had made
valuable homes, and now these boys, accepting the government's
free gift of ?? acres in northern Nebraska, planted themselves, as
their fathers had done. Very soon it became known definitely that
this whole territory was admirably adapted for all agricultural
purposes. Good soil, good water and an unequaled climate tell
their own story, and thousands upon thousands located there to
take homesteads and pre-empting. Thousands of old soldiers, who
had rights in advance of others, laid their claims in the country.
Then this line began to attract the attention of other capitalists
and the Chicago and Northwestern Rail- road company purchased the
property by taking into their company, not only the property, but
the original owners of the property, who became a solid and
wealthy force in the Northwestern company and remain so to this
day. Under this new impetus the line was extended from Valentine
to Chadron, the unoccupied tract west of Brown county was
organized into new counties with district boundaries, and Cherry,
Sheridan, Dawes and Sioux were the offspring of this legislative
division and as the line has been completed to Chadron, and the
Black Hills in Fall River county, Da- kota, where it crossed the
Cheyenne river and thence skirted along the eastern slope of the
Black Hills to Rapid City, the county seat of Pennington county,
Dakota, and here it rests at present, but construction will be
extended beyond Rapid City this year up the Spring Creek valley to
Sturgis and beyond. Then renewing the work west on the main line
in order to reach nearer the immense cattle ranges and herds in
central Wyoming, it was extended through the north and west
counties of Nebraska to old Fort Fetterman, or what is now the
city of Douglas on the north bank of the North Platte river and in
all Albany county, Wyoming. Some sixty additional miles reaching
to old Fort Casper in Carbon county, Wyoming have been graded and
during the present season will be ironed and open for operation.
Strange as it may seem, settlements followed the various
extensions, and today in the heart of Sheridan, Dawes and Sioux
counties a thick population have planted themselves and are
developing marvelous agricultural results.
On the Black Hills line the
immigration followed into Dakota clear to Rapid City and beyond.
Towns have sprung up. Trade has prospered, and the Black Hills
have been immensely increased in population in consequence of the
new facilities fro getting to and from. These Black Hills
constitute today the richest mining camp in the world. Gold,
silver, tin, copper, marble, gypsum, and fire clay, both in
quality and quantity, unequaled and unfound anywhere else. All
these are as yet in the infancy of development, but attracting
capital and brains to a marvelous extent. There, too are what has
been, as long back as tradition can give us information, the
celebrated hot springs. These springs have been used by the
Indians as their medicine waters with marvelous results, and their
possession involved perhaps the most wondrous of Indians wars
recorded. The Cheyenne, who possessed them, only yielded them to
the much more power- ful Sioux nation after almost extermination
in battle. These springs today have no superiour, probably, in
this or any other country in sanitary benefits for various
diseases.
Returning to the mainline,
westward from Chadron twenty-eight miles we find Old Fort
Robinson, established years ago and one of the best as well as one
of the most memorable and important of western military posts
established by the government. Passing over into Wyoming and into
the heart of the cattle ranges we find precious metals existing in
every mountain, on the entire course. Old Fort Fetterman,
abandoned some years since as a military post, has a history in
Indian warfare which is known and taught in every school and has
been for a generation. Through these canyons and along the Platte
river the old hero, Fremont, wended his way on his voyage of
discovery man years ago. Some distance beyond are boiling springs
which break out of the precipitous rocks which form a bank of the
river. In the mountain around Douglass is found coal, not yet
thoroughly developed, but ample of an accommodation of all demands
as are known and probably in unlimited quantities. Beyond this is
the Poison Spider valley and at the base of oil (?) mountains is a
range of country about one hundred and fifty miles in extent east
and west by seventy-five north and south; which constitutes the
oil belt in the heart of the continent. Here is oil on every
stream, oil oozing out of every rock, and oil covering the surface
of the ground. Companies have been formed and development will
follow now that railroad communication solves the problem of
transportation. The line having been extended up the beautiful
Elkhorn valley to its source, and thence across the Long Pine and
Plum Creek canyons into the Niobrara river valley, follows the
course of the latter stream to its source in Wyoming, traversing
the counties of Dodge, Cuming, Stanton, Madison, Pierce, Knox,
Antelope, Holt, Brown, Cherry, Sheridan, Dawes and Sioux, in
Nebraska. Their necessities demanding convenient access to the
capital of the state, a line was then constructed from Fremont
directly to the city of Lincoln through the counties of Dodge,
Saunders and Lancaster. Another line was also constructed from a
point on the main line a mile above Scibner through that portion
of Dodge and through Colfax and Platte counties and now com-
pleted to Albion, in Boone county. This line will be extended this
year north from Albion to an intersection with the main line at
Oakdale in Antelope county. In recognition also of the importance
of reaching Nebraska's most populous city a line is being
constructed and will be completed before September 1, from
Arlington, in Washington county, directly to Omaha. Another line
leaving the Lincoln line just south of the Platte river is now in
process of construction southwestward to Seward, Neb. Another line
through Butler, Polk, York and Hamilton counties to Hastings,
Neb., both of which will be completed during the current year, and
adding some three hundred or four hundred miles to the system
during the year. The developments and settlements and thrift found
along this entire line through northern Nebraska, where are
several millions of acres of free government land which is
available to the settler, have been phenomenal. The country is
rich. The climate is marvelously good, and being on an altitude
some two or three thousand feet above sea level, this whole
section is free from malarial disease which are as common in new
countries elsewhere. The building of so many new towns has
furnished a demand for mechanics and laborers. Money has been
fairly abundant and the best class of citizens occupy that country
that we have ever known settled in a new country. The construction
of these various lines, together with the connections which they
have been able to arrange makes this Fremont, Elkhorn &
Missouri Valley road and its connections equal to any line from
Lincoln to any point in the east, north or northwest. It has
developed interests to the state of Nebraska unsurpassed by any
other section of the state, and a few years hence the demands upon
the jobbing interest in all departments of trade in this section
of country will tax the jobbing cities of the east portion of the
state quite as much as any other section or territory within the
state. The products of the country tributary to the line and
opened by it will enrich the markets of Lincoln, Omaha, and other
trade centers.
THE ELKHORN VALLEY LINE
|
Trains Leave Lincoln at 7:55 a.
m. and 3:10 p. m.
|
|
R. BUCHANAN, G. P. A., Missouri
Valley, Ia
|
L. M. Tyler,
Agent
|
|
Union--Mo. Pac.--depot. City office
115 South Tenth Street.
|
IN GENERAL.
There is in operation in the
state something over 8,500 miles of railroad. This number is being
as rapidly increased as is physically possible. The state is now
the scene of unparalleled activity in the line of railroad
extensions. It is probably safe to say that no state can show a
record in the regard that will compare with that of Nebraska since
the beginning of the year 1885.
Of the total trackage in the
state, fifty-three per cent is composed of steel rails. The
sidings foot up 367.13 miles or about twelve percent of the main
track.
The board of transportation
estimate the capital stock belonging to Nebraska roads at
$60,292,839.03, or an average of $21,733.53 per mile. The roads in
the state show an aggregate increase in their capital stock during
the year just passed, to the amount of $19,445,750, of which
$13,033,500 belongs to the Fremont, Elkhorn & Missouri Valley.
The Burlington & Missouri report a decrease in their capital
stock in the amount of $686, 501.51. The aggregate debt on the
roads of the state amounts to $83,122,823,24. The gross cost of
the roads of the state for 1886 are estimated at $15,730,747,95.
For 1885 the entire earnings were $14,149,318.75, showing an
increase of $1,571,429.25 for the year just passed. The greatest
increase was reported by the Fremont, Elkhorn & Missouri
Valley, amounting to $872,906.72. The total cost of operation was
$8,207,304.16, which leaves the net earning at $7,513,443.77. The
following is a tabulated statement of the percent of net earnings
to capital stock and debt.
|
|
Per cent.
|
|
Fremont, Elkhorn and Missouri Valley
|
4.74
|
|
Sioux City & Pacific
|
3.56
|
|
Chicago, St. Paul, Minneapolis & Omaha
|
4.01
|
|
Union Pacific
|
4.22
|
|
Omaha, Niobrara & Black Hills
|
3.11
|
|
Omaha & Republican Valley
|
1.52
|
|
St. Joseph & Grand Island
|
3.88
|
|
Missouri Pacific
|
4.35
|
|
Burlington & Missouri
|
3.04
|
The railroad companies paid into
the state treasury as taxes upon their several lines $647,204.10,
or slightly over 8 per cent on the net earnings for the year. over
12,190 persons are employed to operate the railroads of the state,
to whom was paid last year $6,745,454.25 or an average of $581.95
each. The present season will see many miles of track laid over
the projected lines, especially in the north and west, where lies
an enormous territory which all the companies show a special
anxiety to occupy. It is probably safe to say that not less than
twelve hundred miles will be added to the trackage of Nebraska
railroads during the current year.
© 1998, 1999, 2000, 2001 for NEGenWeb Project
by Ted & Carole Miller
