1889 HISTORY OF LINCOLN, NEBRASKA

      (200) As a railroad center all must concede that Lincoln stands at the head among Western cities. Her great lines of road reach out, in every direction, controlling for her the trade of a territory vast in extent, unlimited in resources, and wonderful in its possibilities. The showing which can be made demonstrates conclusively that Lincoln is the heart of the most complete system of railroads over which commerce passes to and from any trans-Mississippi city, and the best distributing point in the western half of the United States. That such is the fact makes it of interest to consider in detail the lines of road over which our commerce passes, when they were built, how they came to be built, the inducements offered them to come, and the other facts in connection therewith which suggest themselves to the inquiring mind.

     First, let attention be called to Lincoln's Eastern connections. Three great trunk lines from the East operate their own tracks into the city: the Chicago, Burlington and Quincy, the Fremont Elkhorn and Missouri Valley, (Northwestern,) and the Missouri Pacific. Lincoln is the terminus of the Missouri Pacific's northwestern line, which gives the city an outlet direct to the Gulf and the Atlantic. In addition to these the Omaha & Republican Valley branch of the Union Pacific is virtually an extension of the Rock Island and Milwaukee roads, and it may be considered a certainty that the Rock Island will come into Lincoln soon over its own track. Thus it will be seen that this is virtually the terminal distributing point for seven great railroads. There is no distributing point west of Lincoln in all the vast region that lies between the Missouri and the Rocky mountains, and Lincoln and the cities on the Missouri reach too easily into the territory of Denver on the west to leave a field for the growth of any new city of importance in the intervening territory.

     (201) Prior to 1869 the sound of the locomotive engine was unheard on the prairies of Lancaster, nor had its shrill notes echoed through the streets of Lincoln. But at that time a change was accomplished. The Legislator of 1869 started the building of four roads by appropriating 2,000 acres of land to each mile of road constructed in the State within two years. These four roads started from points on the Missouri river and headed for Lincoln. The first was the Burlington & Missouri River Railroad in Nebraska, which started from Plattsmouth; the second, the Atchison & Nebraska, from Atchison; the third, the Midland Pacific, from Nebraska City, and the fourth, the Omaha & Southwestern, from Omaha. To-day these all belong to the same system; but they started as competitors, and the race was to get for each as much as possible of the 250 miles that would exhaust the 500,000 acre appropriation.

     The B. & M. had a further inducement to come in the shape of bonds voted by the county to the amount of $50,000.

     Then the Atchison & Nebraska was voted county bonds, to the extent of $120,000, and the Midland Pacific was tempted by a bonus of $150,000.

     The Midland Pacific gave promise, in consideration of so large a bonus, to locate large car shops in Lincoln, but the promise was never carried out. The road was, however, extended to York, and the $150,000 has proved to be a good investment.

     When these lines had been completed into the city from the east and southeast and the B. & M. had been extended west to Kearney, the people began to realize that the city was already a prominent railroad center and could be made the hub of the State by a continuation of the efforts to attract new roads. Great enterprise was shown in this direction, and the reward came in due season. For several years hard times and poor crops interfered with railroad building seriously, and no change was made in the map until 1879. In that year the city gave $25,000 in bonds to aid the Lincoln & Northwestern in starting its line to Columbus, and when that road was under way the Union Pacific retaliated by sending a branch of its own down from Valparaiso, and extending it to Beatrice a few years later. An extra inducement in the shape of a bonus was given by the city for the Valparaiso line.

     When the revival of business and restoration of confidence came, (202) between 1876 and 1878, the B. & M. began a movement that made it the greatest system in the State. The Nebraska railway was leased, and important extensions were projected. Among the first was a line from Hastings to the Republican Valley, which in time developed into a great through road to Denver.

     The Lincoln & Northwestern, a northern branch of the A. & N., was built from Lincoln to Columbus, in 1879, and in the following year the B. & M. secured possession of the entire property. This was not regarded as favorable to the city at that time, but later events have: shown that it considerably increased the importance of Lincoln, considered from a railway standpoint. The city became the hub of the B. & M. system, -- six lines belonging to that company running out in all directions. The operating head-quarters were located here, and in time the offices of the general superintendent, the superintendent of telegraph, the general baggage agent, the chief engineer, the stationer, the car accountant, and other officers, whose duties extend over the entire B. & M. system, were removed from Omaha and Plattsmouth and permanently located in the fine building erected in 1880 for a passenger depot and head-quarters building.

     After the Union Pacific had been secured and had been extended south to Beatrice, and into Kansas, there were still a number of roads that the city greatly desired. The roads were willing to be courted, and the wooing went on for several years. The Missouri Pacific was the first to capitulate, building a line from Weeping Water to the city in 1886, after receiving a donation from the city of $70,000. But a few months later the Fremont, Elkhorn & Missouri Valley was also completed to the city, coming from Fremont, and receiving a bonus from the city of $50,000. The effect of the building of these roads was tremendous. The following spring saw the greatest activity in real estate the city has ever known.

     Lincoln is particularly interested only in that portion of the B.& M. system west of the Missouri river. The total length of the various B. & M. lines is 2,753 miles, and it is practically traversed by traveling men representing Lincoln jobbing houses. On only a few miles of road southwest of Omaha a few miles west of Atchison, and a short stretch of road east of Denver, are the jobbers of Lincoln unable to do a profitable business.

Image of B & M Depot

     (204) The impregnable position held by Lincoln as the distributing center of all the vast territory covered by this system, can be better understood by studying a Burlington map than by reading pages of argument. It will show that the main C. B. & Q. line from Chicago enters Nebraska at Plattsmouth, twenty mules south of Omaha, comes directly to Lincoln and west to Denver. Lincoln is situated almost midway between these great cities, being 555 miles from Chicago and 484 miles from Denver. From this city four additional trunk lines extend in as many directions. These, as well as the main line, cover a large territory with their branches. Taken in the order of their importance to the city, the Wyoming branch ought to be considered first. This is an extension of the old Midland Pacific from York through Aurora and Grand Island, up into Custer county, and on to the new city of Alliance, in Box Butte county, 360 miles from Lincoln. From Alliance, a branch is now being constructed to the Black Hills, in Wyoming, 168 miles to the northwest. Another line will, without doubt, be pushed west from Alliance, perhaps to the Yellowstone region, and on to a connection with the Northern Pacific. This road traverses a very promising region. Between Lincoln and Broken Bow the country is famous for its fertility. Between Broken Bow and Alliance the live stock industry will always thrive. The Box Butte region is excellent for agricultural products again, and Wyoming is rich in minerals and has inexhaustible beds of coal. Lincoln is the terminus of this road. All trains are made up here, and the entire line is managed from this city. Two passenger trains each way as far as Ravenna and one the remainder of the distance to Alliance, enable the people along the line to communicate easily with Lincoln. Freight trains are obliged to make an early start in the morning for the northwest, and in the shipment of goods on this line the Lincoln jobber is from twenty-four to forty-eight hours ahead of all competition. The entire road looks naturally, to Lincoln for supplies.

     Another long line on which the city finds a ready market., reaches to Cheyenne, Wyoming, a distance of 488 miles. The natural course of traffic on this line is west to Crete, twenty miles on the main line, south to De Witt, thirty miles, thence west through Strang, Edgar, Blue Hill, and Holdredge, all junction points for north and south branches of the same system, and into Colorado and Wyoming, where (205) Cheyenne is the present terminus. The country traversed is exceptionally fertile, and the towns are thriving. Lincoln jobbers sell goods on the entire road.

     The main line west ought to be mentioned as the road upon which the best cities of the western part of the State are situated. It runs to Denver, 484 miles, and the Lincoln jobber is able to cover 400 miles of it with profit to himself and his customer.

     It will thus be seen that the B. & M. has three great lines running west out of Lincoln, which extend the entire distance across the State, which are connected by branches at frequent intervals.

     The Burlington is moving toward northern Nebraska. Branches have been extended from Central City in three parallel lines, and it is probable that the road now in operation from Lincoln to Columbus will also be pushed into the North Platte region.

     The southern and southeastern portions of the State are gridironed with B. & M. lines, and as all roads once led to Rome, so they now lead to Lincoln. Nebraska City, fifty-five miles east, on the Missouri river, has the original Midland Pacific branch, which is now connected with the "Q" system in lowa by means of a magnificent steel bridge opened in the past year. This gives Lincoln another connection with Chicago.

     The Atchison & Nebraska became a part of a system connecting St Joe, Kansas City, and Atchison, with Lincoln, and also with Denver, by means of a line through the southern tier of counties of Nebraska, meeting at Oxford with the main line from this city. From this southern trunk three important feeders extend into Kansas.

     Some idea of the strategic position of the city with respect to these lines may also be gained from a visit to the offices and yards and shops. Nearly 100 trains enter the city- daily on the various lines, but not a single locomotive passes through. The train crews have their head-quarters here, and the number of employees stationed here to look after the business of the company is nearly 800. The yards are the most extensive in the entire system, forty-two miles of track being inside of the yard limits.

     The Lincoln passenger depot is the best owned by the system, and is the center of more business than any depot occupied by a single railroad in the country. Twenty-five passenger trains arrive and depart every day. One-half of the people entering the State come through the gateway called Lincoln.

     (206) As a means of showing the business done here by the B & M system and the increase of business during the past three years, the following table will be of service:

     During 1888 the average number of men employed on the B. & M. in Lincoln was 793, to whom an average monthly wage of $43,443.50 was paid. Within the city limits are forty-two miles of track, a very large showing for a city of this size.

     This road has usually been considered an Omaha road, and many are now firm in the belief that the U. P. would do nothing for Lincoln beyond that which is absolutely necessary to its own welfare; but the facts are that the Union Pacific is becoming a more important road to Lincoln every year, and the management is looking toward Lincoln with favor as time passes. The road appreciates that Lincoln is an important and growing commercial center, and is willing to give all the facilities that are afforded by its immense system of road in Nebraska and Kansas. As evidence of this, the treatment given Lincoln upon the opening of the K. C. & O. railway may be cited. This road was built to occupy vacant territory in the southwest. Extensions were made from Fairfield west to Minden, and thence southwest to Alma. At the same time the road was built east and north to a connection with the O. & R. V. at Stromsburg. During the building of this line Lincoln looked upon it with suspicion. It was to be a part of the U. P. system, and that, in the minds of many people, that its business must go either to Omaha or Kansas City. It was something of a surprise, then, when the road upon completion was operated as a line running directly out of Lincoln. Through trains were put on running from Alma to Lincoln by way of Stromsburg and Valparaiso. A car goes to Omaha, but the solid train, with this exception is run through to Lincoln. That it increases the railroad business (207) of the city not a little is shown by the fact that this train carries, according to the statements of the conductors, 150 passengers per day on an average. Equal facilities are given for reaching that line with freight, and thus it turns out that one of the most important extensions made by the Union Pacific for several years is practically a new line out of Lincoln.

     This city is situated on the branch connecting the Nebraska and Kansas divisions of the road, and is about midway between them direct connection is made with the roads traversing the northern tier of counties of the State of Kansas, and distributing rates are given that enable the Lincoln jobber to reach that territory on advantageous terms. The Union Pacific system in Nebraska includes the main line from Omaha west and a number of important branches. On all of those lines the Lincoln merchant has nearly the same facilities and rates as are enjoyed by Omaha. In connection with the Rock Island the road forms a through line to Chicago, and a good portion of the "in" business comes over this road. For "out" business this system is very important. The main line and branches traverse nearly forty Nebraska counties, nearly all of them favorably located and capable of sustaining a large population. Lincoln goods go out over the system to Wyoming, Colorado, Utah, and Idaho, according to the statements made by the jobbers and also by the agents of the company. The business of the Lincoln offices has increased steadily since the road was built into the city. When the Missouri Pacific and the Elkhorn were completed to this point, they shared with the older roads the Eastern traffic. The Union Pacific was able to give them a liberal portion of it and still receive for its own share a much larger tonnage in 1886 than in 1885, and a still greater increase in the two following years. Although the exact figures of the business cannot be given, the local agent, Mr. Miller, gives the information that the increase has been most wonderful in the past three years. This city has through trains or excellent connections on all the roads of the Union Pacific system, which includes over 1,000 miles of road in this State and fully as much in Kansas, Wyoming, Colorado, Utah, and Idaho, all regularly traveled by salesmen from Lincoln jobbing houses.

     When Gould built his first Nebraska extension, in 1880, he thought that Lincoln was too insignificant a city to reach with his main line, and he therefore passed it thirty miles to the east. This was a mistake, as the managers of the road soon discovered. In a few years a Lincoln branch was projected, and in 1886 it was completed to this city. This line caused not a little of the unparalleled prosperity of the last three years. By giving a direct road to St. Louis shorter than the Omaha line, it placed the jobbers at an advantage which they understood and knew how to use. Freights on all southern business are now the same as to Omaha, and as the out rate is lower than from Omaha, the Lincoln jobber is very well cared for on all goods from the southern market. The road was also important in opening up the coal field; of the south, and in bringing the yellow pine and oak and other hard woods of the Missouri and Arkansas to Lincoln. The importance of the traffic from that region is great, and it is swelling in volume from year to year. The system includes about 7,000 miles of road. Kansas City and St. Louis are reached by two daily trains. Through cars run from Lincoln to Kansas City, where close connections are made for trains to all points on the system, east, west, and South. This has become a favorite route for the traveler who does not care to pass through Chicago, but would prefer to visit the cities further south. The road has also done a large California business in Lincoln, taking the traveler over the southern route.

     The Missouri Pacific was wanted by the city because it was thought that it would be particularly valuable in bringing in coal and lumber. The books of the freight office show that it has filled every promise in this regard. Yellow pine, hard wood, coal, and southern products, form the bulk of the business. A considerable amount of miscellaneous freight is also brought from the east via St. Louis. By comparing the record of the year month by month with that of 1888, it is found that the business of the Lincoln freight office has increased fully fifty per cent for the entire year.

     Previous to 1886 the wholesale trade of the city of Lincoln was confined to the south half of the State of Nebraska. The territory occupied was known to be by far the most fertile portion, but still it was felt that (209) much advantage would result from a connection with the entire State. A line reaching the Fremont, Elkhorn & Missouri Valley was particularly desired, as that would not only give access to the entire Elkhorn system in Nebraska, but the Northwestern system reaching to Chicago and to the great lumber districts of the north. At one time a company was organized to build the Lincoln & Fremont road, in order to secure such a connection, but the enterprise failed. It is, perhaps, well that it did, for in a short time the city was able to attract a branch of the road.

     Lincoln became a city on the Northwestern lines in 1886, the Elkhorn railway building a branch from Fremont Direct connection was thus obtained with a system of road covering 7,005 miles, 1,252 miles of this belonging to the Elkhorn, over 1,000 being in Nebraska. The main line extends from Blair, on the Missouri river a short distance north of Omaha, to Fremont, on the Union Pacific in Dodge county. From that point it follows the valley of the Elkhorn river toward the northwest, and traverses the entire northern portion of the State. At Chadron, in the extreme northwest, a branch diverges to tap the Black Hills, while the main line continues until the Wyoming coal fields are reached. There are numerous feeders: one connects Lincoln with Fremont, another gives Omaha connection with the main line. It will be seen that the branch to this city is in general direction a continuation of the main line. It places Lincoln practically the same distance away from the main line as Omaha The two competing cities have the same out rates and the same train service. They are on an equality in battling for the business of Northern Nebraska.

     In the year 1885 the State Legislature of Nebraska passed a law adopting the commissioner system of railroad control, a system which so far has proved to be the best devised for regulating and controlling the operations of railroads. The State Constitution expressly forbids the creating of any new State offices, and hence to get around this constitutional impediment, the law provides that the Board of Commissioners shall consist of the Secretary of State, Auditor of Public Accounts, Attorney General, Treasurer, and Commissioner of Public Lands and Buildings, who shall appoint three secretaries, to whom the duties of the board are in a large degree delegated. Accordingly the (210) present "State Board of Transportation " is composed of Hon. G. L. Laws, T. H. Benton, William Leese, J. E. Hill, and John Steen. The secretaries are J. R. Gilkeson, L. W. Gilchrist, and W. S. Garber. The law of 1885 provided that the Auditor, Secretary of State, and Attorney General should constitute the board, but the law of 1887 added to these officers the Treasurer and Commissioner of Public Lands and Buildings.

     Taken all together Lincoln's railroad facilities are unsurpassed in the West, and the extent to which the business done by her roads has grown is the surest and best indication of the wonderful growth of the business of the city.

     As Lincoln is well equipped with railroad lines, so is she with telegraph lines and express facilities. The Western Union is, of course, here, and has been ever since the coming of the first railroad. The Pacific Mutual, or the Postal Telegraph Cable Company, has been in operation in the city for nearly four years, and does a thriving business.

     At the time of the settlement of Lincoln, the express business of all the country west of the Missouri river was by common consent of all the other express companies, conceded to be the exclusive territory of the Wells-Fargo Express Company, with headquarters at San Francisco. That company established an office in Lincoln early in 1868, with Austin Humphrey as agent. He conducted the business in one corner of the Humphrey Brothers' hardware store, in the old frame building that stood on the northwest corner of ninth and O streets, on the ground now occupied by the five story brick block of the same firm.

     In a few years the increased business requiring the exclusive time of an agent, W. H. Wallace, an experienced expressman, was sent here to take charge of the business, opening a regular office on ninth street, between O and P, with a new wagon, and Morris Turner as clerk.

     In the summer of 1875 the Union Pacific Railroad Company decided to do the express business of its line, and as this was the only railroad upon which the Wells Fargo operated, and as the territory was isolated from the headquarters at San Francisco, and as the business of the company was greatly reduced by the grasshoppers of 1873, 1874, 1875, the company on July 1, 1875, withdrew from its business, and abandoned all its territory east of Ogden. Its place was immediately filled by the Union Pacific Express Company, on the Union (211) Pacific railroad; the American Express Company, then operating on the C. B. & Q,. system, taking the B. & M.; the United States Express Company, operating on the Chicago, Rock Island & Pacific and Kansas City & Council Bluffs, taking the Midland Pacific from Brownville to Seward, and the A. & N. from Atchison to Lincoln.

     The American Company took the office and fixtures, with the agent of the Wells-Fargo Company and the United States Company occupied a frame building on Tenth street, back of the First National Bank, with Mr. DeKay as agent. Tie frame building referred to had done duty for years on the corner now occupied by the First National Bank,

Image of The Humphrey Block

as a first class family grocery, kept by Thomas Newell. In November, 1875, J. S. Atwood having extended the Union block on O street to the alley between Tenth and Eleventh, the American Express removed its office to the room next the alley, the agent living in rooms above, stairs leading down into the office.

     On July 1, 1876, Mr. Wallace was succeeded by S. W. Chapman, who held the agency until December 1, 1880, when he was succeeded by S. J. Roberts. During this time the growth of business of the companies was more than 300 per cent. In February, 1877, Mr. DeKay, agent of the United States Company, was succeeded by (212) J. E.  R. Millar, who still holds the place; and the office was moved to the Union Block, on O street. In May, 1884, Mr. Roberts, agent of the American Company, gave place to T. L. Hopkins, who held the place until June, 1887, when he was succeeded by C. S. Potter, who was in turn succeeded in January, 1888, by C. R. Teas, who now occupies the position.

     When the Southern Pacific completed its connection with the Santa Fe at Deming, N. M., the Wells-Fargo Company began a systematic warfare to recapture the West Missouri territory abandoned by it five or six years previous. After fighting more than a year with the Adams Express Company on the Sante Fe road, the Wells-Fargo Company finally succeeded in driving its competitor out of the territory west of Kansas City, and then demanded the surrender of Nebraska. The American Company retired from the B. & M., but the United States Company for several months held on to the A. & N., it and the Wells-Fargo running opposition, with two messengers on each train, and two agents at each station. At length the United States Company grew tired, and the Union Pacific railroad being completed to Lincoln in 1880, the United States Company turned its business, with agent, office, etc., over to the Pacific Express Company, and retired from all the field west of Omaha. Early in 1886 the Missouri Pacific came into Lincoln with the Pacific Express Company, which had worked on to that line, giving the city direct communication with St. Louis and all the lines belonging to that great system. In the fall of the same year the Elkhorn line came in with the Wells-Fargo Company in connection with the American Express, opening Lincoln to the Black Hills, Minneapolis, Chicago, and all the 5,000 miles of the Chicago & Northwestern system.

     Lincoln now has in name but two express companies -- the Wells-Fargo and the Pacific -- although really with the advantage of the four; the Wells-Fargo and the American being under the control of one company, and the Pacific and United States being consolidated.

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