THE ELLSWORTH & PACIFIC RAILROAD. SOME FACTS AND INFORMATION AS TO THE OF THE Ellsworth. & ^Pacific Railroad, AND THE COUNTRY THROUGH WHICH IT WOULD PASS ; TOGETHER WITH A REVIEW OF REPORTS & SURVEYS ROUTES MADE OF THE REGION WEST OF KANSAS ; ALSO, A MEMORIAL TO THE CONGRESS OF UNITED STATES BY THE CITIZENS OF ELLSWORTH, KANSAS, IN RELATION TO A CHANGE OP ROUTE OF TIIE UNION PACIFIC R. R., E. D. LEAVENWORTH: FRINTED AT THE BULLETIN OFFICE, LEAVENWORTH, ICS, p-im TO THE ZPTTBLIO. Office of the Ellsworth & Pacific Eailway Co., | Ellsworth, Kansas, Jan. 26, 1868. j In presenting our claims to a discerning public, we do so in view of the importance of bringing distant portions of our extended country into close proximity, by means of what is now an estab¬ lished necessity—the railway. We refer with pride to the opinions and facts as set forth in our hastily proposed pamphlet; hoping that the important interests of this interesting section of our common country will not be over¬ looked by Congress, or fail to receive the sympathy and support of all who favor the development of our extended territories in all directions, thereby making a great, united, and happy people, which in no way can be so well promoted as by bringing far dis¬ tant localities nearer together, by the proposed means as above indicated. * 2 . 53^3 Digitized by the Internet Archive in 2017 with funding from University of Illinois Urbana-Champaign Alternates https://archive.org/details/ellsworthpacificOOunse THE ELLSWORTH AND PACIFIC RAIL ROAD. 5 LETTER From the ST. LOUIS DEMOCRAT. ELLSWORTH—CLIMATE—ON RETRENCHING POST EX¬ PENSES—PROPRIETY OF ADHERING TO THE SMOKY HILL ROUTE—ZARAH—THE INDIAN PEACE. Ellsworth, Kan., Nov. 18,1867. Editors Missouri Democrat: I write from our new and enterprising town, which has not yet a place or name on the map, and which the press has hardly men¬ tioned except to condemn its too many vices, which, in justice to our citizens, I am compelled to say have been largely exaggerated by our “ Bohemian friends/’ We are now enjoying reasonable quiet and prosperity, with the nucleus for the largest town in the State west of the Missouri river, which fact could be elucidated had I time and you the room to spare in your crowded columns. We date our business career from the 15th of July last, since which over $300,000 have been remitted East from here through the express companies, and at least $100,000 more by private hands, in shape principally of quartermaster’s drafts, which compose a large item of our currency from the various military posts on this frontier. Our climate excels any I have experienced. As I write to-day the air is clear, soft and balmy as June, with the thermometer at 75°, and this is but a fair sample of the entire season. An atmos¬ phere dry and pure, good health are the rule and not the exception. Allow me to say something upon your article of the 15th inst., headed “ Retrenchment.” Fully agreeing as I do with yourselves, and General Grant (who is my candidate for the next President) in the necessity of reducing the expenses, not only at our Western military posts, but in every department of the government; fully agreeing with you that there are certain posts named that have 6 THE ELLSWORTH AND PACIFIC RAILROAD. become miserably useless either for defense or supply, there are others that must for a long time to come be important points in carrying forward the operations of the government with the In¬ dians, who are not a myth, but a gigantic reality, as we ought by this time to realize. Your conclusions are sound, as far as relates to posts, until you reach Harker, w T hen I desire to enter my protest, and ask of you, if a map can be found laying down correctly the posts south and west of it, to examine the same as to the importance of Harker as a great receiving and distributing point for Zarah, Larned, Dodge, Lyon, Union, and many other posts of less importance, via, the “ Santa Fe trail.” These must continue, or a portion of them, for an indefinite period, unless the Union Pacific Railway, Eastern Di¬ vision, decide to strike out from here with their main line through Hew Mexico and Arizona, to the Pacific, combining, as it would, larger accommodations for the uses of the government, as well as opening up a rich mineral and agricultural country, free from ob¬ structions by snow, with a good supply of wood and water, to¬ gether with coal and all the metals known. It behooves Congress before granting any further subsides to be well informed as to their utility in developing the country, and at the same time dispensing its favors as to cheapen its own transpor¬ tation, and develop this most interesting portion of our acquired possessions. Why not abandon the Smoky Hill route from this point westward, as it is in truth, as the geographer Morse has it, (i the Great American Desert,” fit only for the range of the buffa¬ loes and other wild animals, and entirely unfitted for the agricul¬ turist, with no mineral wealth; and judging from the strong appeals made by nearly all the chiefs in the recent councils, the favorite hunt¬ ing ground of the Indians ? Why not take up the rail already laid down and swing it round toward Santa Fe and the Pacific ocean? Why not abandon the country as worthless to us, as it really is, but valuable to the Indian, and go through what may be made to us an Eldorado, most ^of which has yet to be explored by our go-ahead, enterprising people. I can readily understand that objection will be made by many of our Eastern friends to the change proposed. In addition to what I have already said, let me ask, in all candor, can our government in its present financial condition afford to construct two lines of railway to Denver when one will meet all the requirements of that country. A few words as to Zarah, of which you speak so disparagingly. Look at the map, and you will find it what military men of judg- THE ELLSWORTH AND PACIFIC RAIL ROAD. 7 ment and exprerience have pronounced it to be, thestragetic point of an entire line of Posts on the Arkansas; and particularly if, as is generally believed, those treaties only last until “ grass grows/’ this becomes the key to the whole southern Indian country, and as such should be strengthened and held for the wise purpose, if neces¬ sary of either attack or defense. Frontier. GENERAL WRIGHT’S SURVEY. IMPORTANT DISCOVERY OF COAL. [From the Philadelphia Press.] The very important fact is now clearly ascertained and estab¬ lished, that mineral coal in vast and perfectly inexhaustible quan¬ tities, exist along the eastern slope of the Rocky Mountains, from the head waters of the Missouri to the Rio Grande, and beyond it —from Montana to the western border of New Mexico. The main sources of mineral fuel on this line are two: First, the great beds of tertiary coal which occur around the western end of the Raton Mountains and the neighboring foot hills of the Rocky Mountains j Second, the beds of early cretaceous coal of the Rio Grande valley. The first coal basin consists of an immense thickness of coarse sandstones, first manifesting themselves in some of the ravines of the Raton, about twenty miles east of Raton Pass, but soon be¬ coming visible on the flanks of the mountain, continuing through the pass, and to an unknown distance west of it. This formation lies nearly horizontally against the base of the Raton and Rocky Mountains, extending along the latter from the Arkansas river at Canon City to the valley of the Little Cimarron on the south. In the Raton Pass the coal beds, which are quite thin in the Manco del Burro Pass, begin to assume importance. About six miles from Trinidad, a locality on the side bank of a small stream, was ex¬ amined, and sections drawn, which exhibit a total thickness of about five feet of good coal separated into four beds, placed near together. Other beds were found above the one examined, but no thorough exploration of them could be made. Near the top of the pass are 8 THE ELLSWORTH AND PACIFIC RAILROAD. also beds of about the same thickness, but near the southern exit of the pass, in canons connected with the upper waters of the Canadian, here called Red River, these beds occur in still greater magnitude, being eight feet thick. All these are, however, of trifling nature compared with the great beds found in the canons of the Vermejo valley, which showed in one locality ten feet of coal in two beds, separated by ten inches of slate; the same strata were found on the other side of the canon one half mile distant, and in other canons several miles farther west. I was afterwards informed by Mr. Maxwell, the owner of the tract upon which these valuable mines are situated, that he had seen the same or similar beds a long distance above the point to which we traced them. Further south, other thinner beds were seen in the canons between Yermejo and Maxwell’s, of the thickness of three or four feet of good coal. Beyond the Ponejo, near Maxwell’s, the high table lands containing the coal beds disappear entirely, and the only sedimentary rocks in view are the early cretaceous and sandstone, capped in places with middle cretaneous limestone. The thick bed of coal which is profitably mined at Canon City, was not visited, but the extension of the high table land of tertiary sandstone in that direction could be plainly seen ; it is therefore probable that if the future necessities of the region require, similar beds may be found north of the Raton to those that are known south of it. The Raton Mountain lies partly in Colorado and partly in New Mexico. The 37th parallel runs directly through it. It is on the line of the Union Pacific Railway, E. D,, about midway between Pond Creek on the Smoky Hill River, and Albuquerque on the Rio Grande. It is a broad and irregular mass of volcanic matter, run¬ ning mainly from northwest to southeast, some fifty or sixty miles. Although near to, it does not properly belong to the Rocky Moun¬ tain system. There are several passes through it, one of which, the Trinchera, is suitable for a railroad, or the road may be carried , around its eastern base. The Purgatorie river drains the northern slope of this mountain, and flows northeastwardly to the Arkansas. The Yermejo and Little Cimmaron, on which the greatest of these coal beds are found, drain the eastern portion of the Rocky Mountains south of the Raton, and unite in the Canadian river, the great southern branch of the Arkansas. The second coal basin is found in numerous exposures of some¬ what inclined strata of early cretaceous age, on both sides of the Rio Grande. The beds of coal are from five to five and a half feet thick, excluding the contained slates. South of Santa Fe, near the Placer Mountain, one of these beds has been overflowed by a stream THE ELLSWOTH AND PACIFIC RAIL ROAD. 9 of gray trachyte, and baked into an anthracite, presenting all the appearance of Pennsylvania anthracite, but somewhat less dense. These cretaceous and tertiary coals are commonly spoken of as bituminous. They are not so in reality, not softening at all when burning, and showing no disposition to coke. They burn easily, with much flame, exhaling a peculiar odor, and leaving a greater or less quantity of ash, according to the purity of the specimen. The ash is frequently quite light, resembling the ashes of wood. By slight variations in the form of the furnaces from those used in the Eastern States, these coals can be used for all metal- lurgic or manufacturing purposes. In fact, coal of similar age ; and frequently of far inferior quality, is extensively used in Germany. The importance of these beds of mineral fuel in the supply of our continental railroads, and in the development of the mineral wealth of The interior of the continent, cannot be over estimated. Without them, the operating of a railroad would be almost, if not quite impracticable. With them, good and sufficient supplies of fuel can be obtained at distances which will divide nearly equally the spaces to be passed, so that not more than one hundred to one hundred and fifty miles of transportation will at any place be required. Dr. LeConte’s remarks were illustrated by specimens from the different coal mines mentioned. He also stated that in the vicinity of several of the mines he examined, valuable deposits of iron ore existed. One of the beds he had visited was vertical, and sixteen feet thick. Another, horizontal one, was eleven feet thick of good solid coal. The specimens exhibited by Dr. LeConte, taken from heavier veins, very much resembled the bituminous coal of Western Penn¬ sylvania, being compact, black and lustrous. But they are very different, and were formed at later periods. They are not lignites, neither are they bituminous. When first ignited, they give out a clear, bright flame, but not much smoke. They do not melt at all, and therefore cannot be converted into coke ; and when the vola¬ tile matter is consumed or expelled, the remainder continues to burn as anthracite or charcoal burns, until all the combustible mat¬ ter is consumed, and a small remainder of earthy matter in the form of ashes is left. Messrs. Williams & Moss, analytical chem¬ ists, of this city, made a careful analysis of a specimen of Raton Mountain coal with the following result: 10 THE ELLSWORTH AND PACIFIC RAIL ROAD. Moisture at 212 Fahrenheit Sulphur - . Volatile matter Fixed carbon - Ash - 100.00 This coal, it will be perceived, is remarkably free from sulphur; it is, therefore, admirably adapted to the smelting and working of iron, with extensive mines of which in New Mexico, and also in Northern Colorado, it is in immediate contiguity. But of the coal in the latter locality we have seen no analysis. For the smelting of iron ore it must be used in a raw state, as is largely and suc¬ cessfully done with the semi-bituminous coal of the Shenango and Mahoning valleys in Western Pennsylvania and Eastern Ohio. Ihis New Mexican coal, although not even semi-bituminous, is shown by the above analysis to contain all the constituents of a first rate fuel. 4.74 .16 37.20 53.90 4.00 • 0 - RESOXJRCES OF NEW MEXICO AND ARIZONA. The character and resources of these great territories are but little known. The mineral wealth lying hidden in the New Mexi¬ can mountains is unbounded. The agricultural and pastoral character of the territory is already established. Let us examine for one moment its condition, as exhibited by the census of 1860. The total white population then was 82,979. The Puebla (civil¬ ized) Indians numbered 10,452, and their 85 negroes, making a total of 93,516, to which must be added about 19,910 Indians, maintaining their tribal relations, and presumably under the care of the Indian Bureau. This will give a total population of 113,426, Since 1860, the territorial boundaries have been changed by the organization of Arizona, but the population of the older territory cannot now be loss than 120,000, and is probably nearer 150,000. The population between 1850 and 1860 increased from 61,000 to 93,00 so that our estimates are not extravagant. The subjoined table will give some idea of the material and social condition of New Mexico, as shown by the census of 1860: THE ELLSWORTH AND PACIFIC RAIL ROAD. 11 Occupied lands, acres,. 1,326,470 Improved, acres,.149,415 Unimproved, acres,.- 1,177,055 Farm implements, value,.$194,005 Horses and mules, number,.11,255 Milk cows, number,. 34,461 Oxen, number,.26,104 Other cattle, number,. 29,228 Sheep, number, ....... 836,459 Wool, product, lbs,. 479,245 Wine, product, gals,.8,201 Flour and meal, value, ..... $374,190 Copper, zinc and nickle,.$415,000 Capital invested,.$2,081,900 Assessed value of real and personal property - $20,838,780 It will be seen upon a comparison of these statistics with those of other Territories and States, that New Mexico was in advance of some States long settled and highly civilized. The number of sheep in that Territory exceeded the number in any State of the Republic, excepting only the States of California, Indiana, Ken- tucky, Michigan, Missouri, New York, Ohio, Pennsylvania and Virginia ) and the whole product was greater than in any one of fifteen northern States. These statistics reveal the important fact that New Mexico, un¬ like regions in the same longitude but of higher latitude, is already an agricultural and grazing country of no small importance. They show, moreover, that its inhabitants mainly comprise a fixed population engaged in agricultural pursuits. If the growth of the Territory, since it became an American possession, has not been so rapid as some others, it has been at the same time more healthy. The agricultural resources of the Territory have greatly increased since 1860. A large proportion of the mining population to the north and west of it, in Colorado and Arizona, have been fed from the flour of Mexican wheat. It is considered a fine fruit growing region, and' probably the oldest wine-producing district in America is that in the valley of the Rio Grande, where the Pueblo Indians made the El Pa^o wine for many years by the most primitive process. This wine has a certain excellence, and finds a ready market. In the Dei Norte Valley, New Mexico, there are 400 square miles, or 256,000 acres under grape culture, and it is estimated that 58,- 000,000 gallons of wine are made there annually. With regard to its marvelous mineral wealth, there can be but little doubt. We have collected some of the facts bearing on this, and herewith present them. Col. Doniphan’s expedition, twenty- five years ago, reported that gold was found to a large extent in 12 THE ELLSWORTH AND PACIFIC RAIL ROAD. huntermilef 118 “7 ^ Pe ’ S0Uth to a di9 ‘ aa00 of about on< hundred miles, or as far as Gran Quivera, and north for about on, oatthl a u W “ ty mile9 ’ t0 th ° riv6r San S re de Cristo. Through out this whole region gold dust was then abundantly found by £ CsW fT ° f f7 C r Wh ° ° CC "P- d themseies wlt^ti: ng of this metal in the mountain streams, while at the Placer r ,m s *“ was worked. These statements are confirmed by a message m discovery ot th’ ^ ellV ®^ ed “ DeO0 mber, 1866, who also reports the . 7 t- lrty ° des of gold-bearing quartz at Pinos Altos p, ling from forty to two hundred dollars per ton ; of quartz veins at San Jose, in the Sierra Madre, intersecting each other in all directions for a mile in width and three miles in length • of a 1 iLSrSTta? T ““ ; " d - p'““, sizrrrr *** d ~~. « **. L r,™ the most abundant mineral of the Territory. Lodes of silver with the 77 C0 7T tl0ne ' are ver ^ ^"merous. He thinks it will be ats7 Pr t , 6 h ° f mining “ that re S ion i and enumer- ates as prominently argentiferous, the districts of the Placer moun- andtheT 77 ^ 0rSaD m0U “ tains Dear tbe M 0 siU a valley, ities t ^ l “ ear P “ 0S - The fir9t and la9t of local dies, are, as we have seen, gold producing, also. In the Organ mountains over fifty silver mines have been discovered. There is a belt, or series of veins, containing six principal veins and many in7idth one r7 T larger veiDS varying from two t0 me ™ son” mine. ° ^ aigeSt ° f th6Se V6mS “ the ce!ebrat0d “Stephen- . T be country bordering on the north portion of Chihuahua is a Jic si vei istriet. Immediately adjoining the new Mexican boundary are the mines of “ Corralitos,” the most successful silver inTre“ 6 7° ° f Cbihuahua ' ba ™S been mined for forty years m a region most exposed to Indian hostility. believed to d b AriZ ° na ’7 WlliCh W&S firSt applied to this S00 tion) is leaZ ” witVT ? , “ Indianword i tiffing “ silver Colorado The 7 * “ 7 ^ Ei ° 6rande > the Gila a “ d tb0 Coloracio. The last named is undoubtedly navigable for many hundred miles. The valley of the Gila was, a century since the seal 0 a large number of Jesuit missions and the center of an active S-aZn o° ApaCh0 IndiaM haV ° deatr °P 0 d much of this civihza.,ion On a map prepared in 1757 over forty towns are shown. these were on the upper and lower Gila, the San Pedro Salinas, and other streams. A dozen and more large and wealthy THE ELLSWORTH AND ‘PACIFIC RAIL ROAD. 13 missions were in existence. More than a hundred gold and silver nines were worked by the Jesuits and Spaniards. The cruelties und slavery practiced by the Spaniards against the Indians, finally caused the destruction of all this wealth and prosperity, and made the region what it now is. With regard to the capacities of this region to sustain a large population—agriculture being aided by irrigation—there is indubi¬ table evidence. Hon. J. R. Bartlett, the head of the Mexican Boundary Commission, says of the “Salinas,” one of the northern branches of the Gila, that it alone will supply food for a great State. Captain Whipple, in his Pacific Railroad exploration report, de¬ clares that the region watered by the Rio Yerde and Salinas (both of which are in Hew Mexico) “bears every indication of being able to support a large agricultural and pastoral region.” The great wealth of this whole region must, however, continue in its vast mineral resources, of which, what is known, is but a forerunning shadow of what will be known when railroads, numbers, activity and enterprise open all this vast region to the vigorous Anglo- Americans. We have spoken somewhat of the mineral wealth of Chihuahua, and now refer to the resources of Sonora. This Mexican State, for the most part, is mountainous, watered by several rivers, and abundant in mineral wealth. There is a sufficiency of agricultural land to feed a large population, but its riches consist in the gold and silver mines and its facilities for stock raising. In spite of all disadvantages, Sonora, even now, exports several millions in the shape of silver bars and gold dust, large quantities of stock to Ari¬ zona and California, and flour to Cinaloa. Gold quartz and dust, silver ores, copper, iron, lead, and a score of other metals, are found abundantly in Sonora. In a mineral point of view it equals the richest of countries. The climate is good. Two crops are raised off the same land each year. Wheat, maize, beans, peas, &c., are generally cultivated. Sugar cane of good quality is also planted, and makes excellent returns. Cotton is sown in several districts. This State has, by its remoteness and other causes, suffered less than the lower States of Mexico. This is the case also with Chihuahua. The great results to be achieved by any enterprise which shall open up the vast natural wealth of Northern and Central Mexico, can be estimated when it is remembered that in 1803, Humboldt estimated the returns of the Mexican silver mines, from the time of the Spanish conquest to that date, to have amounted to the enor¬ mous sum of $2,027,855,000, or more than twobillions of dollars. 14 THE ELLSWORTH AND PACIFIC RAIL ROAD. A French savant connected with the Imperial Mexican army of occupation, declared, after a thorough examination of three mining districts in Chihuahua, that the district spoken of was full of vast deposits of silver ore; that there was a mother mountain in them fi om which the metal radiated in all directions, growing less rich according to its distance from the center. One district in Chihua¬ hua was worked as early as 1705. Its produce up to 1737 was $55,959,750. From that time up to 1791 it exceeded forty-four millions—a total of one hundred millions in eighty-six years. The district possessed at the last date, a population of six thousand, with one hundred and eighty smelting furnaces, and seventy-three haciendos for reducing metal. Among the ores found in the Sierra Madre and on the Pacific coast, may be enumerated gold, silver, copper, antimony, manganese, lead, iron, arsenic, tin, zinc, bismuth, molybdenum, chromium tellurium, mercury, nickel, and cobalt. Of the non-metalic minerals, are marble, alabaster, sulphate of lime, carbonate of lime, kaolin, pipe clay, fuller's earth, sulphur, borax, fire clay, soapstone, asbestos, petroleum, asphaltum, salt, alum, emery, coal, and plumbago, while an abundance of building mate¬ rial is of course found everywhere. All varieties of the richest and most valuable precious stones are, it is known, to be found in all this region, through which the new and old Mexican portions of the projected road will pass. Before entering the Territory of the Mexican Republic, the projected road will undoubtedly open up that portion of the Territories of Hew Mexico and Arizona, of which the larger portion is commonly known as the " Gadsden Purchase." MEMORIAL. To the Honorable Members of the Senate and House of Representatives in Congress assembled, Washington, D. C.: The undersigned, citizens of the town of Ellsworth and vicinity, State of Kansas, respectfully present for your consideration, and solicit your earnest attention to the following facts and observa¬ tions in relation to the proposed change of route of the Union Pacific Railway, Eastern Division, through Hew Mexico to the Pacific ocean. That the consideration of the question of making a change in the route of the road above mentioned, from the line adopted under the last act of Congress, passed July, 1866, will come prom¬ inently before Congress at the present session, we take for granted. And in view of this question and the developments of the last two THE ELLSWORTH AND PACIFIC RAIL ROAD. 16 seasons, as effecting the progress of the two lines of railway across the plains, the wisdom of making the Union Pacific Eail- way, E. D., an independent central Pacific railway across the con¬ tinent by way of New Mexico, seems clearly to have been estab¬ lished, under these convictions we would respectfully call your at¬ tention to a few of the most prominent facts. The Union Pacific Eailroad, running from Omaha up the Platte Valley, is now built and running a long distance west of the west¬ ern terminus of the Union Pacific Eailway, E. D., and it does not seem advisable to continue the present line of the Kansas branch to the vicinity of Denver, and thence go northward to connect with the Platte Valley road, on the meridian established by the last act of Congress regulating the question. And again, in con¬ sideration of the facts to which your attention will be hereinafter called, it seems still less advisable to continue the line towards Denver, if the proposed change of route towards New Mexico is to be finally made. The wisdom of which course, we trust, will be clearly apparent, from the following statements. We thoroughly believe, from the information we have been able to gather from an extended and long study of the subject, and as we believe the reports of surveys and maps on file in Washington will demonstrate, that a route to the Pacific by way of New Mexi¬ co is far more feasible and practicable than one more northerly; that it can be built cheaper, in a briefer period of time, and can be more continuously used throughout the entire year, than the route to be built by way of the Black Hills and Bridgets Pass, or any other route across the Eocky Mountains; but whether this be so or not, the topographical surveys and reports show that a Jine of railway via New Mexico is a practicable and direct one, and that it is a more central line of communication between the At¬ lantic States and the Pacific ocean than any other. But to look no further than the establishment of a railroad con¬ nection with New Mexico, the change of route would, as we be¬ lieve, be a wise and profitable one. The Union Pacific Eailway, E. D., has, so far as completed, we believe, already paid the com¬ pany in a very encouraging manner, and has, as we have been in¬ formed, more than paid the interest on the Government bonds, and this, notwithstanding it is continually reaching farther and farther into an arid, desert country. In view, therefore, of the foregoing, and in consideration of other facts worthy of your serious attention, we would state that Ellsworth is on the very western verge of the arable region of lands in the present direction of the Union Pacific Eailway, E. D.; 16 THE ELLSWORTH AND PACIFIC RAIL ROAD. towards Denver, a short distance west of this place, the country is entirely unfit for agricultural purposes, and deficient in capacity for supporting a population and offers little or no inducements to settlers. There is no valley, properly speaking, to the Smoky Hill Fork as is the case on the Arkansas river, which rises in the mountains and is a much more considerable stream. Up the line of the Smoky Hill River the true “Great American Desert ” be¬ comes no mere figure of speech, but an active reality. The coun¬ try for fifty (50) or eighty (80) miles is composed of a hard baked loam, caused by the dry and continuous winds and the periodical fires that for a thousand seasons have swept over its surface; be¬ yond this a tract of some two hundred miles of veritable desert, an immense area of sand, barren of timber, and almost so of water; which, drifting and changing, in the almost unceasing wind, makes changes in the surface of the country almost as great as those that are related of the Saharah. As an instance, we mention the well known fact that on the site of the famous Sand Creek massacre, between the Smoky Hill and the Arkansas rivers, some two hun¬ dred miles west of this, no trace can now be found of the battle there fought, or of the camp. In fact, the exact spot can no longer be identified, the site being now entirely covered from view by the waves of sand which have settled over it. The region of country mentioned is nearly devoid of timber and verdure, except in isolated, low places, and any object, like a railway track, that is fixed forms a nucleus for the sand to gather about until it becomes a mound. The cost of the one item of keeping the track clear of the drifting sand in that region of country, will of itself be no inconsiderable item of expense. This state of things is worse on the route that has been discussed, from Pond Creek to the Arkansas, than elsewhere, but if to avoid this sandy desert the line of railway is continued up the Smoky Hill Yalley, or as at present located, on the dividing ridge between the Smoky Hill and Saline rivers which, at Pond Creek, is about twenty-eight miles north of the Smoky Hill, it would necessarily have to be extended to the table lands between the Smoky Hill and the streams which run westwardly to the Platte, Cherry Creek and others, thence to the Arkansas., to reach which, a detour of nearly one hundred miles would be necessary. The object, therefore, of this memorial is to propose a route that will avoid the difficulties mentioned, and we ask your attention to the following facts, trusting they will be of sufficient importance for your valuable consideration. Unlike the Smoky Hill, the Arkansas river has a broad and fertile valley, true there is the same scarcity of rain as on the Smoky Hill, THE ELLSWORTH AND PACIFIC RAIL ROAD. 17 but the'feasibility of making lands productive by a system of irri¬ gation has so far proved successful that advantages have been taken of the same, so that on the upper portion of the Arkansas there can be seen hundreds of fertile and productive farms, reach¬ ing from the vicinity of Fort Lyon to the mountainous districts. This we mention to show the character of the country through which the line of railway would pass, if built on th e route to be hereinafter mentioned. Again, the scarcity of wood on the Smoky Hill, (and this is no unimportant item) is an established fact, it has but few and inconsiderable streams as tributares ; west of Fort Hays it is but a sandy run, while on the other hand, the Arkansas for near its entire length has more or less timber, the upper portion being very heavily timbered, it is somewhat similar to the Platte ? both having their sources in the mountains. The tributaries of the Arkansas are numerous and most of them are heavily timbered— sufficiently so to furnish crossties and wood for the building and consumption of a road, these tributaries have fine and fertile valleys and would afford homes for a large and numerous population, which would ultimately prove a source of revenue to a road built through the country. We would, therefore, ask that in the event of the proposed change of route of the Union Pacific Pailway, Eastern Division, southwesterly byway of Santa Fe, Hew Mexico, to the Pacific ocean, that the initiatory point of divergement be from Ellsworth^ this being the most southerly point on the line of the road; it is but three and one half miles from Fort Harker, the most import¬ ant military post on the western frontier. The distance from Ellsworth to Zarah, at present an important post, is but forty miles, a line of railway thence up the valley of the Arkansas to Fort Lyon, would afford communication for the supply of Forts Larned, Dodge, Lyon, Union and a large number of important posts south of the Arkansas in the Indian Territory. A line of road diverging at Pond Creek or further west, would not only be more circuitous, but more expensive to build, and would cut off the more important military posts of the frontier. We also conclude that under recent treaty stipulations with the Kiowas and Coman¬ che Indians, the Government will place these tribes upon reserva¬ tions south of the Arkansas river, and it is to be hoped that still other tribes will eventually be induced to settle upon reservations selected by them for the Government, south of the river. The Government would, under the above mentioned circum¬ stances, have always at its disposal a line of railway for the trans¬ mission of munitions of war, mails and troops, and the large 2 18 THE ELLSWORTH AND PACIFIC RAIL ROAD. amount of supplies required for the keeping up of a line of fron¬ tier posts, and also for forwarding the tools, utensils and machinery with the annuities of the several tribes with whom we are at peace. Again, the building of a line of railway up the Valley of the Arkansas, thence through the Raton Pass to Santa Fe, would not only develop and throw into market a large and fertile portion of the country which, in productiveness and climate, would invite a large and thrifty population, thus forming a frontier protection from the ravages of hostile and depredating bands of Indians, but it would also develop the vast mineral resources of a portion of country hitherto but little known. It has been proven by the pre¬ liminary surveys lately made in this direction, under the auspices of the Union Pacific Railway Company, E. D., that the entire country almost, abounds in mineral—copper, silver, gold, iron, coal and gypsum being found in unlimited quantities. The timber also is described as being far more valuable. In order, therefore, to reach this section of country, which affords so great a field for the employment of capital, the shortest and most direct route should be pursued, provided, always, that such route be found practicable. On the other hand, if a road should diverge at Pond Creek or at some point west of it, the line will have to pass through a sterile, desert plain of some ninety miles, devoid of timber, verdure or water, unfit for agricultural purposes, or even for grazing—having nothing in fact to invite settlement, which would not only make this section of country unproductive pecuniarily to a road, but tend to embarrass it, to an extent not appreciated. Besides this, the line from Ellsworth, that being the most southerly point on the line already completed, would be comparatively free from the stoppages and delays incident to a more northerly route, during the winter season, from snow ; and this of itself should be a con¬ sideration of the utmost importance to Government, having so wide and extended a frontier to protect, requiring a line of commu¬ nication that is practicable at all seasons of the year. Subjoined, we furnish an outline map, showing the line as now built, as proposed from Pond Creek, and as proposed from Ells¬ worth. A survey is now being made from Ellsworth to Zarah, showing the feasibility of crossing the divide between the Smoky Hill and the Arkansas, no survey being necessary up the Arkansas to Lyon, the vallej^ of that river being almost a dead level. Copies of the survey, with notes, profiles and plats, we hope soon to have the honor of placing before you. Trusting that in the consideration of this most import ant subject THE ELLSWORTH AND PACIFIC RAIL ROAD. 19 the few ideas and views which we have expressed in this memorial, will receive a careful investigation at your hands, we would, in brief, sum up as follows: First, the object of the Government in extending aid to an enter¬ prise so great in its conception, should be to benefit nqt only one section, but the entire country, and this can only be done by the selection of a route w T hich will afford the quickest and most reliable line of communication, and one that will open up and develop the most valuable portions of its territory. Second, to protect itself from a useless expenditure of money by aiding only such lines or routes which will afford to the Govern¬ ment the greatest facilities for the transportation of its stores and materials necessary in the protection of its frontier. The vast number of trains, connected with and used by the Quartermaster’s Department, necessary in the moving of such supplies and the great expense necessarily contingent to this mode of transportation being one of the most important items of expenditure, by the War Department. Any plan which would reduce the amount of this portion of the Government expense should meet with ready en¬ couragement. Third, the distance saved by a line of road on the route as pro¬ posed, from Ellsworth to the Arkansas river, thence up the valley of the same to Fort Lyon, and thence by way of the Eaton Pass to Santa Fe, would be in the item of freight charges alone no in¬ considerable amount to the Government. Fourth, the valley of the Arkansas running as it does for over two hundred miles in the direction of the proposed route, with a grade almost level; a climate unsurpassed in salubrity ; a soil, the richness of which is beyond a doubt, affording pasturage for thou- ands of cattle and homes for a large and thrifty population which must, in a short time, people it, we therefore hold that it is the duty of the Government to afford all reasonable protection to the hardy pioneer who, leaving behind him the comforts of civilization, at the risk of life ventures into the heart of a comparatively unknown country, and by his toil and honest industry opens up new fields of labor and new sources of wealth and revenue to the Government. Fifth, the practicability of a line of railway by the route above mentioned can be, and, in our opinion, is so clearly shown, and being one that from its southerly position, that it can be used at all sea¬ sons of the year, makes it a line of communication of so much importance that it should receive at the hands of the Government, the necessary aid to construct it. The recent addition of teritory on the Pacific coast renders it an all-important and vital question, 20 THE ELLSWORTH AND PACIFIC RAIL ROAD. that a line of intercommunication be established between the At¬ lantic and Pacific coast at the earliest practicable moment. Taking for our guidance in the future the history of the past, we know not how soon the use of such a road may be required by the Government. During the war when Rosecranz was almost sur¬ rounded, when Bragg was reinforced by Longstreet and the people almost dreaded to hear from Tennessee, the utility of railway over all other modes of transportation was made manifest by the move¬ ment in an almost incredible space of time, of two entire army corps ** under Hooker and Howard, from the army of the Potomac to that of the Cumberland. We argue that if in no other way, a line of road could be built, that the Government should, at its own ex¬ pense, build and equip one as a military necessity. Trusting, therefore, that our memorial will receive at your hands that degree of consideration which is due to a subject of so much and so great importance. We have the honor to be, your most obedient servants and pe- pitioners. Note.— The route as now proposed, after due examination and inquiry, and as will readily be seen by reference to any authentic map, is as fol¬ lows: From Ellsworth to Arkansas river at or near Fort Zarah, thence up the valley of that stream to the Cimmaron Crossing, twenty-seven miles above Fort Dodge, south via Camp Nichols to Fort Union and Alberquerque. ■o- EXTRACTS FROM GOY. MITCHELL'S ANNUAL MESSAGE. The Company propose to leave the Denver branch of their road at Fort Harker or Pond Creek, or some point between the two, and pass over to the Arkansas River. If it should leave the Smoky Hill river at or in the vicinity of Fort Harker, I am satisfied not only that it will very materially shorten the distance, but also that it can be built to the boundary line of this Territory, at much less cost. The ground in the Arkansas Yalley is especially favorable for its construction, and the country along that river is susceptible of greater development, than any other portion of what is known as “ the plains." THE ELLSWORTH AND PACIFIC RAIL ROAD. 21 I am informed by the Chief Engineer who made the survey from Kansas to the Kio Grande, (Gen. W. W. Wright) that he found on the surveyed route an easy grade, plenty of water, fuel, and every thing necessary to build the road and run it after completion, cheaply and successfully. The hand of divine Providence, in the formation of this country, has provided carefully for the wants of our people, and has made and pointed out this route as the best from one ocean to the other. He has given it all the natural facil¬ ities to make it the most advantageous for the Government and all concerned. From facts demonstrated by the present survey, as well as those made by the general Government, under the direction of Lieuts. Whipple, Parke and others, we have every reason to believe and to know that at a very early day, we will be united with our eastern and western neighbors by the iron bond of progress extending from the Atlantic to the Pacific oceans. • 0 = LETTER FROM GOV. CRAWFORD. State of Kansas, Executive Department, | Topeka, Nov. 27, 1867. } The projected road, of which you speak, I regard as one of great importance to the central and south-western portions of this State. That country must necessarily be settled up and developed. No part of the State is better adapted to stock growing and fruit. It contains coal, salt, gypsum, &c., in great abundance, and will, in my opinion, eventually prove excellent for producing small grain; if so, it is susceptible of sustaining an immense population, which will, of necessity, demand a road for their own accommodation. Your project fora road from Ellsworth, across to the Arkansas, and thence in a westerly direction to Santa Fe, is certainly a fea¬ sible one. Nothing would do more to open up and settle all south-western Kansas than this, besides the great advantages it would be to Ells¬ worth and the surrounding country. 22 THE ELLSWORTH AND PACIFIC RAIL ROAD. I am so overran with other business that.I may not be able to assist you in this enterprise as much as I should, but whatever I can I assure you I will do most cheerfully. Yours, very truly, S. J. Crawford. Hon. J. H. Edwards, Ellsworth, Kansas. LETTER FROM HON. E. G. ROSS, U. S. S. J. H. Edwards, Esq., Ellsworth, Kansas: The view you present, in regard to the divergence of the road, is certainly a very strong one, and if the matter should take shape so that I can, I shall certainly urge it, not only upon the company, but upon Congress, when their application for additional subsidy comes up. The supply of the Posts along the Arkansas would be a very important consideration with the Government. On the other hand, however, the fact of the company already receiving the subsidy to Wallace, would probably operate against giving it over an additional route from Ellsworth up the Arkansas. I had not thought of this project before, but will earnestly consider it, and if possible and consistent, will urge it. Yours, &c., E. G. Ross. LETTER FROM HON. SLDiNEY CLARKE, M. C. Fortieth Congress, U. S., | Washington, L. C., December 11, 1867. j Gentlemen: Your letter of the 3d inst., enclosing petition to Congress for aid THE ELLSWORTH AND PACIFIC RAIL ROAD. 23 for a railroad from Ellsworth south-west to New Mexico, came duly to hand. I regard your proposed road with great interest, as I see at once its value to the south-western portion of our State, and the direct and feasible connection it would form between Kansas and New Mexico and the Pacific. I will present the papers, and will do all I can to aid you in the enterprise. The question will be properly up when the TJ. P. R. R. Company, E. _D. present their bill for action, asking for the exten¬ sion of their road through New Mexico and Arizona to the Pacific ocean. With sentiments of high regard, I am, gentlemen, Very respectfully, your obedient servant, Sidney Clarke. To J. H. Edwards, Geo. Geiger, James Miller, Geo. W. Hill, G. W. VauguiNj and others. REPORT OF CAPT. A. C. PIERCE, ENGINEER. Ellsworth, Kansas, January 16, 1868. To Messrs. J. H. Edwards, J. W. Vaughn, James Miller, G. W. Hill, and J. E. Breitweiser, Committee on Surveys: Gentlemen :— I send you herewith, plat and profile of the portion of the Ellsworth, Santa Fe and Pacific R. R., surveyed last month by me under your direction. You will perceive that the grades are much more flattering than we were at first prepared to expect, especially when the apparent broken face of the country immedi¬ ately surrounding Ellsworth is taken into consideration. Starting from a point immediately south of the water tank of the Union Pacific Railway on the south side of the Smoky Hill River—that being, in my opinion, the best place for constructing a bridge—we ran a tangent lino south-west over an almost level bottom requiring but little grading, and striking Turkey Creek‘S about two and one-half miles from its mouth ; the grade here com- 24 THE ELLSWORTH AND PACIFIC RAIL ROAD. mences to ascend, and in order to avoid deep cutting and fills, I followed the general course of the creek. This line will necessitate the crossing of the creek several times; but from the abundance of timber and good stone suitable for culverts and abutments, I think it would be preferable to the heavy grading necessary higher up the bluffs. The line varies but little from a south-west direction, and leaves the creek about five and one-half miles distant from Ellsworth ; thence up a ravine, varying from one-half to one mile in width, to the top of the divide. The maximum grade being 75 feet to the mile, and that, only, on the last rise of about 800 feet, the grade varies from an average of 28 feet to the mile, to about 45 feet per mile ; the only grade above that being on the four last stations. The practicability of crossing the divide between the Smoky Hill river and the Arkansas, by easy gradients, has thus far proved suc¬ cessful. The surface of the country, over which the line was run, being but little broken and the ascent gradual. The entire dis- tance from the initial point to the top of the divide being ten miles. The creek bottom is well timbered, and would furnish good material for trestle bridges, and wood for consumption. The principal rock is a brown sand stone, sufficiently firm for masonry. The soil is similar to that on the river bottom, a rich loam, producing grass in great abundance and of an excellent quality. All of which is respectfully submitted. A. C. Pierce, Civil Engineer. REPORT OF SURVEY PARTY UNDER THE DIRECTION OF THE “ELLSWORTH & PACIFIC RAILWAY” COMPANY. To the Committee on Survey of the E. & P. R. TV.: The subscribers having been requested by your committee to make a preliminary examination, or survey of the route of the THE ELLSWORTH AND PACIFIC RAIL ROAD. 25 proposed line of railway, from the terminus of the survey by Capt. A. C. Pierce at a point on the dividing ridge of the Smoky Hill and Arkansas rivers, beg leave, respectfully, to report that we commenced our observations at the last post as established by Capt. Pierce, and thence struck across towards the Arkansas in a south¬ westerly direction, crossing Plum Creek near its head, and so on to Cow Creek and thence to the bend in Walnut Creek near the new post of Fort Zarah just completed. We found no obstructions on the whole line, with a remarkable easy grade on the entire route; the whole distance from the Smoky Hill River to the point named on Walnut Creek, not ex¬ ceeding thirty-six miles, through what appeared to us a beautiful region of fine land, particularly so as we came near the bottoms of the Arkansas river and Walnut Creek. In conclusion, we would say 1 hat we are unanimous in the opinion that no better or more feasible route can be found for a railway anywhere between two streams so considerable as the Smoky Hill and Arkansas rivers. All of which is respectfully submitted. James Miller, Henry New, H. F. Hoesman. o- REVIEW OF A PUBLICATION, BY JOSIAH COPLEY, Esq. We have perused with much pleasure a work recently published entitled (l Kansas and the Country beyond, on the line of the U. P. R. W., E. D.,” by Josiah Copley, Esq, and have examined the excellent map accompanying it, drawn by Mr. Feeler, of the In¬ dian Bureau, and find that some inaccuracies occur; consequent, as we have no doubt, upon hearsay evidence, (his personal obser¬ vation extending only as far as Ellsworth) in some cases from interested parties, which are not, as we have had occasion from experience to know, of a very reliable character. 26 THE ELLSWORTH AND PACIFIC RAILROAD. On pages 29-30, are stated opinions in regard to character of soil and probable productions, so inaccurate as to require only simple facts from actual observation, to controvert them—some of which facts we propose to briefly set forth. On page 62, we find given a table of distances, so far from the truth that we should be almost inclined to suppose it a typograph¬ ical error, but for the footings. The line as being now constructed, bears considerably more northerly than is indicated on the map by Mr. Keeler, so that, at a point opposite Fort Wallace, the track is eighteen (18) miles due north from the Fort, and twenty-eight (28) miles from the Smoky Hill river; and from the end of the track to Fort Lyon, on the Arkansas river, is fully one hundred and twenty (120) miles. The distance is given by Mr. Copley as sixty-five (65) miles from Pond ^Creek to Fort Lyon. The route of road, as considered by Mr. Copley, runs over the Baton Pass, and to Santa Fe, a route less practicable, in the opin¬ ion of all practical men who have frequently traversed the country, and far less direct than the one east of and altogether avoiding the Baton Mountain, as we propose, and crossing the Rio Grande near Albuquerque. The reader can see this on examination of the map, commencing at Ellsworth, thence via Forts Zarah, Larned and Dodge, to a point on the Arkansas river, 20 miles west of the last named Fort, where the wagon road crosses the river. From this point the line bears southwardly towards Camp Nichols, and thence to Fort Union, passing not through the Raton Pass but to the east and around the base of the mountain, as before stated, and so by way of Albuquerque through New Mexico and Arizona to the Pa¬ cific ocean. A few words on another important point—the character of the country between Ellsworth and the point on the U. P. R. W., E. D., where the subsidy ends, some 190 miles west of here. At Buffalo Creek, nine miles west from Ellsworth, the general character of the country changes. Alkali appearing to predomi¬ nate more largely in the soil, and as a consequence its productive qualities are very much lessened. As an illustration of this, we refer to the fact that in the section of country east of Buffalo Creek, within an area of 15 miles square, about 7,000 tons of hay was cut and stacked the past season ; while west of it, for a distance of 180 miles, scarcely enough hay has been found to supply the Overland Stage Co. and Fort Wallace; that which was cut being obtained at great cost, and being of an inferior quality. THE ELLSWORTH AND PACIFIC RAIL ROAD. 27 Fort Hays, 68 miles west of Ellsworth, is supplied from points east, the hay being first baled, and transported by rail at great ex¬ pense, as the unfortunate contractors have learned to their cost. The country from the end of the railwaj^, across to Fort Lyon, is literally a barren desert, without timber or water, composed of sand which drifts about like snow by the force of the high winds that prevail there for a large portion of the year. On the route proposed from Ellsworth, after crossing Plum Creek some 13 miles distant, fine arable land is found, with timber on the streams, and a luxuriant growth of grass everywhere, extending to the Arkansas river. Of the valley of the Arkansas, it would seem hardly necessary to speak, in view of what is already done on its upper and more western portion. Suffice it to say, that it bears every evidence of being susceptible of a high state of cultivation, capable of sustaining a large population, which would surely follow the sound of the railway whistle. To sum up, then, the comparative advantages of the two routes to the Arkansas river, requires but few words : The one passes through a fine, productive and fertile country; the other through a region, to use the trite language of the renowned Capt. Cuttle,