Full text of "History of Minnehaha Co." Chapter 6
This file contains the full text of Bailey's History (1899),
Chapter 6, pages 145 to 168.
Scan and OCR by Joy Fisher, http://www.rootsweb.com/~archreg/vols/00001.html#0000031
This file may be freely copied by individuals and non-profit
organizations for their private use.
Any other use, including publication, storage in a retrieval
system, or transmission by electronic, mechanical, or other
means requires the written approval of the file's author.
This file is part of the SDGENWEB Archives. If you arrived here inside
a frame or from a link from somewhere else, our front door is at
http://www.usgwarchives.net/sd/sdfiles.htm
CHAPTER VI.
RAILROADS AND MOTOR LINES.
RAILROAD MEETINGS -- WORTHINGTON AND SIOUX FALLS R. R. --
CHICAGO, MILWAUKEE AND ST. PAUL R. R.-BUKLINGTON, CEDAR
RAPIDS AND NORTHERN R. R.-ILLINOIS CENTRAL R. R. -
WILLMAR AND SIOUX FALLS R. R.-SOUTH SIOUX FALLS
RAILROAD AND RAPID TRANSIT-SOUTH DAKOTA
RAPID TRANSIT AND RAILWAY Co.-SIOUX FALLS,
YANKTON AND SOUTHWESTERN RAILWAY-
SCHEDULE OF DISTANCES FROM SIOUX
FALLS TO RAILROAD STATIONS IN
THIS COUNTY AND OTHER
IMPORTANT POINTS-
ALTITUDES.
Early in the history of the settlement of Minnehaha county, her
enterprising citizens, especially those residing at Sioux Falls, were engaged in
projects to obtain railroad connections with the outside world.
The people of the little village of Sioux Falls recognized the advantages
of its location and were filled with great expectations that at some time in the
near future a prosperous city would rapidly spring up on the banks of the Sioux.
To hasten the time when this should be accomplished, nothing" promised greater
results than securing railroad connections.
On Monday evening, August 20, 1874, with only a few hours notice, a large
assembly convened at Allen's hall in Sioux Falls to consider the question of
offering some inducement for the building of a railroad into town. Right here,
at the first railroad meeting ever held within the boundaries of Minnehaha
county the people were told that if Sioux Falls was ever to be anything but a
village, railroad facilities must be secured; and this statement has been made
with great earnestness at every railroad meeting held since then, whenever steps
were being taken to secure a new line of road. Meetings of this character
usually result in passing a resolution at least, and this meeting resolved as
follows: "That the town of Sioux Falls and Minnehaha county will donate to the
first railroad that is completed to this place fifty thousand dollars, provided
said road reaches Sioux Falls by the first day of November, 1876." From
information received in reference to this meeting we know that some of those
present thought that November 1, 1876, was the latest day Sioux Falls could get
along without a railroad, and others thought that it was as early a date as the
funds could be secured.
From this time on, the people never let the railroad question rest, and
all sorts of projects and schemes were devised to get a railroad; and the town
was exceedingly fortunate in having among its early settlers some of the most
energetic, enterprising and capable men that ever settled in a new country.
On the 2d day of November, 1875, a large and enthusiastic crowd of people
gathered at Allen's hall to consider an offer that had been made to the people
of Minnehaha county by the Sioux City and Pembina railroad company to build a
railroad to Sioux Falls and have it in operation by the 1st day of November,
1876, upon the condition that Minnehaha county would raise $10O,000 in aid of
the project.
Resolutions were passed to the effect that the interest of Minnehaha
county demanded a railroad, and that the citizens would do all in their power to
aid any company to build a road to Sioux Falls; also that immediate steps be
taken to organize a local company, survey a route, open stock books and solicit
subscriptions along the line of survey. A committee was appointed to institute
the necessary proceedings to this end, consisting of M. L. Wood, E. A. Sherman,
Joseph Roberts, Newton Clark, R. F. Pettigrew, J. D. Cameron and Melvin Grigsby.
The committee met the day following, and after reviewing the situation it was
decided "to organize a railroad company to be known as the Sioux Falls Railroad
Company," having for its object the building of a railroad, with one of its
termini at Yankton and the other at a point on the eastern boundary of Dakota in
the town of Valley Springs. M. Grigsby was appointed to draft the articles of
incorporation, and on November 10, the organization was perfected. The company
consisted of M. Grigsby, E. A. Sherman, R. F. Pettigrew, A. F. Shaw, Joseph
Roberts, M. L. Wood and J. D. Cameron, who at once caused a survey to be made of
the line.
Another railroad meeting of the citizens of Minnehaha county was held in
Sioux Falls on the 22d day of January, 1876, and although the expression was
unanimous in favor of aiding any railroad company in building into Sioux Falls,
still, the general opinion was that S50.000 would-be as much as the county could
afford to donate. During the month of March, 1876, the Worthington and Sioux
Falls railroad company was organized at St. Paul, with the view of making a
connection with the road to be built by the Sioux Falls company, and this
company proceeded to build a railroad from Worthington in the direction of Sioux
Falls, completing its line to Luverne during the fall of 1877.
At a citizen's meeting held September 5, 1877, in Sioux Falls, some of the
officials of the Sioux City and St. Paul and St. Paul and Sioux City Railroad
company made the following proposition: "If the citizens of Minnehaha county
will vote us aid to the amount of $25,OOU, and the village of Sioux Falls will
vote us an additional amount of S10,000, we will build and equip a railroad to
Sioux Falls on or before October 1, 1878." On the 28th day of September, 1877,
Horace Thompson of St. Paul, president of the Worthington and Sioux Falls
Railroad Co., addressed a letter to the commissioners of Minnehaha county,
proposing to build that line of road into Sioux Falls by the first day of
October, 1878, if certain conditions contained in the letter were complied with.
He required that the County of Minnehaha should raise S25,000 in aid of the
road, and said in this communication that he made this proposition with the
expectation that Sioux Falls would raise an additional sum of $10,000, and that
the company controlling the charter to the Minnesota line would turn over to the
Worthington and Sioux Falls company its charters, surveys, right of way, deeds,
or releases of the whole line, including land at terminus in Sioux Falls for
depot and side tracks, free from all expense. This communication was received by
the county board on October 1, and on that day the board decided to submit to
the election of the county the question of bonding the county in the sum of
$25,000 in aid of the road, as proposed, the bonds to run twenty years, with
interest at ten per cent., and not to be issued by the board until Sioux Falls
had raised $S10,000 for the same purpose. The question was submitted at the
general election in November, and resulted adversely to the issuance of the
bonds, the vote standing 304 for, and 492 against.
After this defeat, the proposition made by the Worthington and Sioux Falls
company was modified, and a proposition was submitted to the people of Sioux
Falls, offering to build a road into Sioux Falls before the 1st day of November,
1878, provided they would raise $20,000 in aid of the road, and comply with the
conditions first proposed in reference to the right of way and depot grounds.
The citizens of Sioux Falls by this time were determined that the road being
built west from Worthington and then completed and in operation to Luverne,
should be extended with the greatest possible dispatch to Sioux Falls. Fifty-two
citizens of Sioux Falls petitioned the board of trustees of the village to
submit the question of bonding the village for this purpose, in the sum of
S20,000, to the electors of the village, and a meeting of the village council
was called for December 15, to consider the propriety of so doing.
When the meeting convened, President Howard and Trustees Sherman, VanEps
and Phillips were present, Trustee Callender absent. A motion was made to grant
the request of the petitioners, which received an unanimous vote, and the
election was called for January 15, 1878. The result of this election was 102
votes for and three against bonding.
At a special meeting of the village board held March 29, 1878, the bonds
voted by the corporation were signed by C. K. Howard, president, and C. O.
Natesta, clerk, and put into the hands of the village treasurer to be turned
over to the Sioux Falls Railroad company at the proper time. The bonds having
been issued, the Sioux Falls company was merged into the Worthington and Sioux
Falls Railroad company, and the extension of its line secured.
Sioux Falls was now sure of a railroad, and her people watched the
approach of the iron rail with great pleasure, and every issue of the local
newspapers announced the progress that was being made. It reached Valley Springs
the first of June, and on Monday, the 4th day of June, the company opened its
office at that place for business. Brandon, the next station, was reached on the
15th day of July, although considerable grading had been done on the line west
of that place. On Thursday, August 1, 1878, the first train with passengers in
charge of Peter Becker, conductor, reached Sioux Falls between twelve and 1
o'clock in the afternoon, to be accurate, 12:40. A few gentlemen from Sioux
Falls met this train at Brandon and decorated the engine with flags and
streamers, and when the train reached its destination it was greeted by a band
of music, led by T. H. Brown, and the cheers and shouts of a large assemblage of
people.
[photo - CHICAGO, ST. PAUL,. MINNEAPOLIS AND OMAHA PASSENGER DEPOT.]
It is easy to imagine something of the feeling pervading the people on
this occasion, after having so long and so diligently labored for railroad
facilities to find at last the work had been accomplished, and their ears could
hear the whistle of a locomotive, and their eyes see a train of cars in Sioux
Falls.
The writer was in Eau Claire, Wisconsin, on the 11th day of September, 1870,
when the first railroad train came into that city. It was a great day, and the
people for miles around decided to make the most of it. Thousands of people were
in attendance, and when the train approached bands of music played, cannons
boomed, and the crowd set up a mighty shout. A few rods from the depot a large,
well-dressed woman sat in a two-seated carriage with a driver in front, and the
spirited horses attached to her carriage became frightened and commenced to run,
when she shouted "let them run, let them run, I have been in the west sixteen
years, and this is the first time I have seen the cars."
The first passenger fare established to St. Paul was $9.75, to Sioux City
via Worthington, $6.20. Freight rates to St. Paul were as follows:
First-class $1.00 per hundred pounds
Second-class 90 per hundred pounds
Third-class 70 per hundred pounds
Fourth-class 60 per hundred pounds
Lumber $60 per car
Wheat 30 cents per bushel
Trains from St. Paul arrived at 11:45 A. M., and departed at 1:15 P. M.
During August and September following, the company erected depot buildings,
engine house, and an elevator with a capacity of 60,000 bushels.
The Worthington and Sioux Falls line was extended to Salem in McCook
county during the fall of 1879, and was eventually absorbed by the Chicago, St.
Paul, Minneapolis and Omaha Railroad Company.
THE CHICAGO, MILWAUKEE AND ST. PAUL RAILROAD.
Having secured one railroad, the enterprising business men of Sioux Falls
set about the securing" of other lines into the city.
During the latter part of the year 1878, the Sioux City and Pembina
railroad had completed its line to Beloit, and, like all railroad corporations,
wanted a donation from the people residing along the line as it proceeded to
build. It proposed to build to Sioux Falls during the year 1879, provided an
appropriation should be made by her people for that purpose. At this time the
Chicago, Milwaukee and St. Paul company was building west from McGregor, and was
getting its line within hailing distance, and although the proposed route
entered Dakota south of Minnehaha county, it was thought advisable to make the
attempt to divert it from its course and secure its extension to Sioux Falls.
A railroad company was organized at Sioux Falls called the Sioux Falls and
Red River company, and had for its initial object the securing of the Chicago,
Milwaukee and St. Paul line of road. This corporation consisted of B. F.
Campbell, M. Grigsby, Wm. VanEps, C. K. Howard, J. M. Washburn, A. Gale, E. W.
Caldwell, H. Callender, N. E. Phillips and T. H. Brown of Sioux Falls, and W. J.
Sibbison and R. S. Alexander of Dell Rapids.
As soon as incorporated, the company conferred with the management of the
C., M. and St. P. R. R. Co., in reference to securing that line of road, but
after brief negotiations it was found impossible to divert it from its proposed
route, or to secure any assurance that it would build a branch line to Sioux
Falls.
During the early part of 1879, the Pembina company manifested a
disposition to build to Sioux Falls, but at the same time it wanted a donation,
and submitted to the people at different times, propositions for extending its
line to Sioux Falls, and promised to have the road in operation before January
1, 1880.
On the 26th day of July, it finally proposed that it would do so if Sioux
Falls would donate depot grounds and secure the right of way from Canton. This
offer was promptly accepted and the right of way secured, and on the 18th day of
December, 1879, the first train over this road arrived in Sioux Falls. During
the month of October, 1879, the Sioux City and Pembina, and Dakota Southern
railroad companies consolidated, and on the first day of April, 1880, the
Chicago, Milwaukee and St. Paul company absorbed it into its railroad system.
[photo - CHICAGO, MILWAUKEE AND ST. PAUL PASSENGEK DKPOT.]
Another road, the Southern Minnesota, during 1879 was rapidly coming west
through southern Minnesota and it was thought desirable that this road should
build down the valley of the Sioux to Sioux Falls. It was not very greedy in its
demand for a donation for building to Sioux Falls, but asked that depot grounds
in the village and the right of way for ten miles north of the corporation
limits be given. This proposition was accepted, and the road secured and
completed, into Sioux Falls in 1881, and was soon absorbed by the Chicago,
Milwaukee and St. Paul Railroad Company.
BURLINGTON, CEDAR RAPIDS AND NORTHERN RAILROAD.
As early as the 13th day of August, 1884, P. P. Peck, then one of the
aldermen of Sioux Falls, asked the city council, "to appropriate S500 to make a
permanent survey of a line of railroad from Sioux Falls east to a point in
Osceola or Lyon counties, Iowa, to intersect with the Burlington, Cedar Rapids
and Northern railroad." This was done by an unanimous vote, and a warrant
ordered drawn in the sum of S100, "to pay the incidental expenses of such
survey." A few months later a warrant was drawn for S400 to defray the expenses
of the survey that had been made.
The foregoing is the first record the writer has been able to find of any
attempt made to get the Burlington line of road into Sioux Falls.
During 1885 the subject was discussed, but no definite action taken.
At a railroad meeting held in Sioux Falls January 2, 1886, the Burlington,
Cedar Rapids and Northern Railroad Company made a proposition to extend its line
to Sioux Falls during the year 1886. To do this it required that a fund of
S80,000 be raised by the people residing along the proposed route from Ellsworth
to Sioux Falls, and that the right of way and depot grounds he donated. Previous
to this, the Sioux Falls, Iowa and Northern Railroad Company had been formed,
and the final result of this meeting was to pass a resolution as follows:
"Resolved, that it is taken to be the sense of the meeting that the officers of
the Sioux Falls, Iowa and Northern railroad be requested to draw a guarantee of
the proposition here submitted by President Ives, and present the same to the
people of Sioux Falls for their signature, and that the chairman of this meeting
appoint a committee of five for that purpose." This meeting was well attended
and those present were in a mood to promise almost anything to secure this road,
in fact, some of them said, "Sioux Falls could not prosper without it." An
agreement was drawn up and signed by the committee on the part of Sioux Falls,
and by President Ives on the part of the railroad company to carry into effect
the proposition as first made. It was estimated that Sioux Falls would have to
raise $50,000 of the $80,000 asked for, and the contract was made accordingly.
On the 11th day of January, 1886, the city council convened in special
session to consider a petition that had been circulated and largely signed,
asking the council to levy a tax on all the taxable property in the city,
sufficiently large to raise $50,000, or else submit to the people the question
of bonding the city in that sum to secure the building of this road to Sioux
Falls.
The council referred the petition to the finance committee, with
instruction to report at the next meeting, and then adjourned until the next
day. On the 12th day of January the committee reported, recommending the council
to submit the question of bonding the city in the sum of $50,000 in aid of the
road, to the electors of Sioux Falls, and that the election be held on the 9th
of February, 1886.
The council at once passed a resolution calling the election, as
recommended by the committee. Within a day or two after this action had been
taken, it was discovered that $50,000 would not be sufficient to meet the
obligations assumed by the citizens committee, and a public meeting was held to
take the subject into consideration.
At this meeting it was thought advisable to raise $60,000, as it would
require at least $10,000 to get the right of way and depot grounds in Minnehaha
county. A resolution was passed, requesting the city council to submit the
question of bonding the city in the sum of $60,000 to a vote of the people. In a
called session on the 20th day of January, the city council rescinded its former
action in the matter, and ordered the question submitted to a vote of the people
on the 16th day of February, 1886, in accordance with the terms of the
resolution adopted at the citizens' meeting.
The election was held and resulted in there being 709 votes cast, of which
671 were in favor of issuing bonds, and 38 against.
On the 26th day of February the vote was canvassed and the bonds ordered
issued-120 in number, of $500 each, at 7 per cent. interest, to become due in
twenty years. On the 12th day of May the city council directed the mayor and
clerk to sign the bonds and deposit them in the Minnehaha National Bank. This
issue of bonds was at a later date destroyed, owing to some informalities, and
on the 9th day of March, 1887, a new issue of bonds was made in the same amount,
to run for twenty years from date.
[photo - BURLINGTON, CEDAR RAPIDS AND NORTHERN PASSENGER DEPOT.]
The road was completed into Sioux Falls on the 26th day of October, 1886,
J. W. Boyce driving the last spike at 11 o'clock A. M., and the ringing of
church bells and blowing of steam whistles announced to the people that the B.,
C. R & N. railroad was completed. A freight train arrived that day over the
road, and the following day, at 3 o'clock P. M. a passenger train left for
Ellsworth, to connect with the through train from Watertown, and on the 1st day
of November, 1886, regular passenger trains commenced running.
In securing the right of way through the county, and in getting the other
towns along the line to Ellsworth to donate their proportionate share, required
not a little work on the part of Sioux Falls. Thomas H. Brown did a good deal of
this work, and is entitled to a large share of the credit in obtaining this line
of road.
ILLINOIS CENTRAL RAILROAD.
On the 26th day of April, 1887, a public meeting was held at Cherokee,
Iowa, to take action in the matter of inducing the Illinois Central Railroad
Company to build a branch to Sioux Falls. It was a well-attended meeting of the
business men of Cherokee, and they were alive to the advantages the city would
secure by the building of this road. A committee was appointed to confer with
the officials of the road, and to set before them the advantages that Cherokee
had over all other towns on the line as a terminus of a branch road to Sioux
Falls. The committee had also instruction to confer with the people of Sioux
Falls, and get them interested in the enterprise.
This may be said to be the initial step that culminated in securing to
Sioux Falls a connection with the Illinois Central, although the citizens of
Sioux Falls had before this taken some action in the same direction.
About four o'clock in the afternoon of Thursday, May 12, 1887, a
delegation of twenty-two gentlemen arrived in Sioux Falls in the interest of the
proposed railroad from Cherokee. This delegation was made up of business men
from Cherokee, Primgar, Sheldon and Rock Rapids. They were expected to arrive
the next day, but the citizens were ready for them, and dodgers were at once
circulated, calling the business men to assemble at the Cataract house that
evening to confer with the delegation regarding the projected railroad
connection.
Representatives of all the various interests in the city responded to the
call, and the visitors were assured that nothing would please the people of
Sioux Falls more, than to secure the railroad connection they desired.
Just prior to this time, it had been intimated in railroad circles that
the Illinois Central had a project to extend its road from Fort Dodge to Sioux
Falls, and from whatever point this road commenced to build through northwestern
Iowa, the people of Sioux Falls were determined to offer such inducements as to
secure the connection. R. F. Pettigrew, A. Beveridge, C. E. McKinney, E. A.
Sherman and Major E. G. Smith were appointed on the part of Sioux Falls to act
with the delegations present from the several localities, with instructions to
do everything possible to secure the road.
The delegations returned home the next day, and reported they had been
enthusiastically received all along the line, and that the people were alive to
the importance of energetic, concerted action, if they were to secure the road
from Cherokee to Sioux Falls.
Sioux Falls had been fixed upon by the Central, as the ultimate terminus
of the proposed branch, and whether it was to commence at Fort Dodge, Tara,
Manson, or Cherokee, (although her citizens preferred it should be at Cherokee)
she was reasonably certain of the connection.
On the 22d day of May, 1887, the officials of the Illinois Central visited
Cherokee, and the advantages and feasibility of the route from Cherokee to Sioux
Falls were so strongly presented to them by the people of that enterprising
city, that they secured an order directing Division Superintendent Gilleas to
make a survey of the route at once.
On Wednesday, June 1, 1887, D. C. Rice of Sioux Falls, who had been
summoned to Cherokee, returned home and reported that the route had been divided
into three surveying districts-one from Cherokee to Sheldon, one from Sheldon
west, and one from Sioux Falls east; that he had charge of the one from Sioux
Falls, and had received instructions to push his work with all possible vigor,
and that he would commence the next day.
June 2, 1887, Superintendent Gilleas was in Sioux Falls, and he said the
survey would be completed over the entire route within two weeks. On Wednesday,
July 11, he again visited Sioux Falls, accompanied by Wm. J. Knight, attorney of
the Illinois Central railroad, and it was soon known that they came with
authority to contract for the building of the road from Cherokee to Sioux Falls
before January 1, 1888. As usual on occasions like this, a meeting was held at
the Cataract house in the evening. It was largely attended by representative
business men, and without any delay Mr. Knight made the following proposition:
"The Illinois Central will at once commence grading and have its line from
Cherokee to Sioux Falls in operation by January 1, 1888, if the city of Sioux
Falls will secure it depot grounds and the right of way thereto from the
corporation limits." The proposition was accompanied with a statement that the
depot grounds wanted by the company was a strip of land 300 feet wide and about
2,000 feet long, on the east side of the river north of Eighth street, between
the river bank and the Omaha track, and that the company desired the right of
way to the packing house, polishing works and quarries, and sufficient ground
for stock yard and roundhouse purposes.
Before this, the people of Sioux Falls had agreed with the towns east,
through which the road was to be built, that Sioux Falls would secure the right
of way in Minnehaha county. After the proposition had been submitted by Mr.
Knight, it was discussed fully by those present and finally submitted to a vote,
and it was unanimously decided to accept the proposition. A committee was then
appointed, consisting of R. F. Pettigrew, C. E. McKinney, E. G. Smith, E. A.
Sherman and C. O. Bailey, to obtain a guaranty that the agreement would be
carried out, and to arrange with the company in reference to all matters
contained in its proposition.
Although this project of building the road from Cherokee to Sioux Falls
was being carried on by the Illinois Central company, still it could not do it
directly, as its charter obtained from the State of Illinois did not permit it
to construct any railroad lines outside of the state, but it could acquire
possession of railroads by purchase or consolidation. To avoid this inhibition,
the Cherokee and Dakota, a construction company, was incorporated, composed of
prominent officials of the Illinois Central.
On Tuesday, July 12, 1887, a large delegation came over from Rock Rapids
for the purpose of seeing what could be done in reference to the right of way
nine miles in length, in Minnesota. This delegation wanted Sioux Falls to take
care of it, as they had all they could do at Rock Rapids, having to procure
thirty-two miles of right of way in Lyon county besides depot grounds. The
result of this conference was an agreement that Sioux Falls should obtain the
right of way in Minnesota.
The following Thursday prominent officials of the Illinois Central came to
Sioux Falls and informed the people just what was wanted to settle the question
whether the road would be built or not. Some of the requirements it was
impossible to perform, and soon after, E. A. Sherman and R. F. Pettigrew went to
Dubuque to confer further with the railroad officials, and obtain, if possible,
such modifications of the contract as would enable the people of Sioux Falls to
enter into it, feeling assured that they could perform the obligations assumed.
In this mission they were successful, and Mr. Sherman returned to Sioux
Falls. On Tuesday, July 26, 1887, he started out with a contract of guaranty, to
obtain the signatures of the business men of the city, and the amount they would
be individually responsible for if the road was built in 1887. The city had
bonded for $60,000 in building the B., C. R. and N. railroad, and had promised
the Willmar and Sioux Falls company $60,000 more, and it looked like a big job
to secure $40,000 for this road, and it was probable that it could not be
obtained for a less sum.
Mr. Sherman put in a good day's work, and at night had $30,000 subscribed.
Thirteen men had subscribed $1,000 each, and thirty-four men $500 each. The next
day he increased the guaranty to $42,250, and then telegraphed the officials of
the Illinois Central that the guaranty was completed in accordance with the
Dubuque agreement. Thursday evening a public meeting was held, but it was only
necessary as a ratification meeting, and it is safe to say that a Sioux Falls
audience was never in a happier mood. A committee was appointed to secure the
right of way, consisting of E. A. Sherman, R. F. Pettigrew, C. E. McKinney, H.
M. Avery and R. G. Parmley.
On Saturday, July 30, 1887, the guaranty was accepted by the railroad
officials, and the grading of the road let, to be completed within sixty days,
and the people of Sioux Falls retired that night assured of another connection
with a great railroad system.
E. A. Sherman, R. F. Pettigrew and R. G. Parmley went into Minnesota to
secure the right of way, in fact, all along the line as far as Sioux Falls was
to obtain it, and one of the committee reported that when they were all together
they could always secure it. Pettigrew and Sherman would get the men into their
barns and Parmley would go into their houses and by his bland smiles, winning
deportment and entertaining songs would so please the ladies that when they came
to the point of contracting for the amount that should be paid, they always
found the wives more liberal than the husbands. On the 12th day of August, 1887,
this commitee reported that they had secured the right of way through Minnesota,
except for a short distance over the property of two nonresidents, and that in
so doing, had contracted to pay $6,400.
The first iron rail laid on this road was on Monday, September 26, 1887,
at Cherokee, Iowa.
Monday, December 19, 1887, was a cold day, but nearly five hundred men
with two hundred teams were approaching the terminus of the Illinois Central-in
the city of Sioux Falls, laying the iron rail as they advanced, and the whole
city was ready for a burst of enthusiasm when the last spike should be driven.
At just 11:30 o'clock, P. M., everything was ready, when Mayor Norton, wielding
the sledge with a few well directed blows, sent the last spike home, and the
whole city was soon made aware by the great commotion that followed that Sioux
Falls had an air line railroad connection with Chicago.
[photo - ILLINOIS CENTRAL PASSENGER DEPOT.]
It had been previously arranged that a banquet should be given the
officiate of the Illinois Central when the road was completed, and the evening
of the 19th day of December had been fixed upon as the time, and as Governor L.
K. Church was to be in the city on that day, it was made a dual affair in honor
of the officials and his excellency.
At midnight Mayor Norton appeared at the banquet room with the railroad
officials, and as the governor and other invited guests were present all sat
down to one of the most elegant spreads Sioux Palls had ever given. E. W.
Caldwell was toastmaster, and called on Governor Church to welcome the Central
to Dakota, which he did in a splendid speech. This was followed by speeches from
D. R. Bailey and Major E. G. Smith on the part of Sioux Falls. General Manager
Jeffries then made the speech of the occasion, and eloquently asserted that
notwithstanding a majority of the stock and bonds of his company was held by
foreigners it was American to the core. Speeches from F. R. Aikens, C. H. Winsor
and E. G. Wright followed, and the gathering dispersed after having given three
cheers and a tiger for the Queen City.
On Thursday, December 22, $30,000 was paid out in Sioux Falls to the
laborers on the new line of road.
Freight trains commenced running on this road in January, 1888. A Cherokee
accommodation train was put on April 2, and a regular passenger train June 3,
1888.
It only remains to add that Sioux Falls fulfilled all the obligations
entered into by her citizens to secure this road, and that the city council
issued the warrants of the city in the sum of $43,329.52, to pay for the right
of way and depot grounds.
WILLMAR AND SIOUX FALLS RAILROAD.
On the 18th day of February, 1886, several business men of Pipestone
visited Sioux Falls to work up the interest among her people in building a
railroad to be known as the Willmar and Sioux Falls railroad. They registered at
the Cataract House and then called upon some of the most prominent business men
in the city, extolling the enterprise they had in hand as only men can do who
want a railroad. In the evening a meeting was held in one of the sample rooms at
the Cataract House and the project discussed in all its phases. M A. Sherman was
chairman of the meeting, and before it adjourned it was decided unanimously to
make a move to obtain the road, and Andrew Beveridge, C. L. Norton and Cyrus
Walts were appointed a committee to act for the city. A day or two after this
meeting a local company was organized as the Willmar and Sioux Falls Railroad
Company, with $2,000,000 capital to build the line, and among the directors
elected were E. A. Sherman and H. T. Corson of Sioux Falls. On March 11, 1886,
articles of incorporation were filed with the secretary of state of Minnesota,
and on April 6, the local company ordered a preliminary survey to be made.
On Tuesday, July 20, 1886, a mass meeting was held in Sioux Falls to get
an expression of the citizens and to see what could be done to secure the road.
The meeting was quite largely attended, and resulted in passing a resolution
guaranteeing 50,000 and the right of way for the line in Minnehaha county to
the Manitoba Railway Company, if the company would build the road into Sioux
Falls.
After this time, during the year 1886, conferences were held in St. Paul
with the Manitoba management by prominent citizens of Sioux Falls for the
purpose of obtaining, if possible, the assurance that the road would come to
Sioux Falls. Nothing of a definite character was accomplished, although the
people at this end of the line were doing everything they could to aid in the
project.
On the 8th day of January, 1887, it was reported that the surveying party
was west of Willmar, and coming west, and on the 7th day of March, that the
survey had been completed to Pipestone. March 24, the surveyors arrived in Sioux
Falls, having completed the survey of the entire line.
April 28, 1887, a meeting was held in the court house by the citizens of
Sioux Falls, for the purpose of considering a proposition that had been made by
President J. M. Spicer, which contemplated the building of the road to Sioux
Falls. It was largely attended, and the utmost enthusiasm prevailed; and when it
was known that the conditions of securing the road were a donation of $50,000,
and the right of way in Minnehaha county, it was so good a thing that no
discussion took place and the proposition was accepted by a unanimous vote. A
petition to the city council was then and there signed by upwards of fifty
taxpayers, asking the council to levy a direct tax in aid of the road, and
pledging the signers to use their best endeavors to secure the name of every
taxpayer in the city. William Van Eps, W. H. Corson, P. P. Peck, N. K.
Phillips and John Sundback were appointed a committee to wait upon the county
commissioners at once, and urge them to call a special election, and submit the
question of levying a direct tax in aid of the road to the electors of the
county. A committee, consisting of M. Grigsby, C. E. McKinney, R. F. Pettigrew,
M. Germ and J. T. Gilbert, was appointed to draw up and circulate for signatures
a guaranty to the company in sufficient amount to secure the immediate
commencement of work on the line. May 8, 1887, this committee reported that
there had been secured S48,000 upon the guaranty. A meeting was held in Palisade
township on the same day, which was largely attended, and W. W. Coon, E. Millard
and Ezra Royce were appointed a committee to aid in securing the right of way
through the township.
June 18, 1887, President Spicer came to Sioux Falls, and upon his arrival
a meeting of the citizens was called for the evening. It was a representative
gathering of the people, and when convened E. A. Sherman stated that the people
had come together to hear a report of the meeting of the directors of the
Willmar and Sioux Falls Railroad Company held at Pipestone the day before. He
said it had been determined at that meeting that the road could not be built to
Sioux Falls during the year 1887, as it was impossible to secure the necessary
ties, but that the management of the road through its president was ready to
submit a proposition to the people, which would, if accepted, secure the road.
President Spicer then came forward and submitted the following proposition:
The Willmar and Sioux Falls Railway Company being desirous of obtaining
from the City of .Sioux Falls, County of Minnehaha, Territory of Dakota, a bonus
from said city in aid of the construction of the line of railway of said company
from Willmar, Kandiyohi county, Minnesota, to Sioux Falls, Dakota, hereby makes
to said City of Sioux Falls, the following definite proposition as heretofore
mutually agreed upon:
First. The amount of such aid is $50,000, and the right of way through
Minnehaha county Dakota, to the City of Sioux Falls.
Second. The said amount of aid to be paid as follows: At the time of the
acceptance of this proposition the citizens of Sioux Falls shall execute an
indemnity bond to said railway company in the amount of $50,000. Said bond to be
approved by the president of said railway company anid conditioned upon the
construction of said railway line as herein proposed and the payment of the said
aid as follows: At the time of the completion of said line of railway to Sioux
Falls, $50,000 in cash, with the option on the part of the city to make said
payment as follows: $20,000 January 1, 1889; $15,000 January 1, 1890, and
$15,000 January 1, 1891, with interest thereon at the rate of 6 per cent. per
annum from the time when said railway company shall have cars running to the
said City of Sioux Falls. Said right of way through Minnehaha county to the City
of Sioux Falls to be obtained at the expense ot the citizens of Sioux Falls, or
of Minnehaha county, Dakota, and deeds to be placed in the hands of the said
railway company on or before September 1, 1887, and it is hereby understood and
agreed that the citizens of Sioux Falls shall fully protect and indemnify said
railway company against any cost or expense in obtaining the right of way
through Minnehaha county, Dakota, to the City of Sioux Falls.
Third. The said railway company proposes and agrees, in consideration of
said bonus, to cause to be constructed its line of railway from Willmar,
Kandiyohi county, Minnesota, to Sioux Falls, Minnehaha county, Dakota, and to
complete its line of railway and have cars running thereon to Sioux Falls,
Dakota, on or before the 1st day of January, 1889, and to grade said railway
through Minnehaha county to Sioux Falls on or before January 1, 1888.
In witness whereof said Willmar and Sioux Falls Railway Company has on
this 18th day of June, 1887, caused this proposition to be signed by John M.
Spicer, its president, and Charles C. Goodnow, its secretary, and sealed with
its corporate seal.
THE WILLMAR AND SIOUX FALLS RAILWAY COMPANY.
(Seal.) By JOHN M. SPICER, President.
CHARLES C. GOODNOW, Secretary.
He said that all the counties along the proposed route in Minnesota had
voted a tax and secured the right of way, except Pipestone county, and that the
people of that county would vote on the question the following Monday. He urged
the people to take prompt action in the matter, as Sioux City on the one side,
and towns west of Sioux Falls would pay liberal bonuses to divert the road from
Sioux Falls, and that Sioux City had already offered $300,000 for the road.
Other remarks were made, when R. F. Pettigrew made a motion that the proposition
submitted be accepted and the bond given. It received a unanimous vote. A
committee to secure the guaranty was appointed, composed of John Norton, Andrew
Beveridge, C. E. Mc-Kinney, M. Gerin and J. T. Gilbert.
During the summer a good deal of speculation was engaged in, in reference
to the commencement of the work here, the location of the depot and other
matters pertaining to the road.
August 1, 1887, a large crew of men and several hundred teams camped on
the Willmar and Sioux Falls line at a point about equidistant from Willmar and
Granite Falls, and by the 5th of September there were about one hundred camps of
graders between Willmar and Sioux Falls. September 12, it was learned that a
large force of graders had been laid off, and that there was trouble somewhere.
E. A. Sherman and R. F. Pettigrew visited St. Paul at once and saw James J.
Hill, and were not long in finding the cause of the trouble. The Manitoba wanted
depot grounds near the Omaha depot south of Eighth street, but expected to get
what land the company wanted for $25,000, but had been asked $50,000, which sum
was considered exorbitant. The result of the interview was an order by Mr. Hill
that the grading should go on, and that the matter of depot grounds should rest
until the spring of 1888, when, if necessary, condemnation proceedings would be
instituted to obtain them, At the conclusion of the interview Mr. Hill said: "I
have agreed to put my line through to Sioux Falls, and it is going there." This
statement was a great relief to the people of Minnehaha county, for it must be
admitted that the boomers at Sioux City had not only kept them guessing, but had
given them a great amount of hard work, and sharp work to thwart their schemes
to divert the road from its original destination.
September 20, 1887, a meeting of the directors of the Willmar and Sioux
Falls Railway Company was called at St. Paul. At this meeting all the directors
resigned and an election was held for a new board. It was the intention to elect
a director from each of the principal towns along the road, but it resulted in
retaining only President Spicer and Vice President Sherman, the balance being
made up of prominent officials of the Manitoba.
Mr. Sherman arrived home on the 22d of September, and the next day it was
known that the road had secured depot grounds in the southwestern part of the
city, but at the same time it was known that the management still desired to
obtain land near the Omaha depot for depot grounds, if it could be obtained at a
reasonable price. This it was impossible to do, and on the 9th day of October,
1887, the depot was located where it now is.
The work of grading the road commenced early in the spring of 1888, but
was delayed by heavy rains during the latter part of the spring and early
summer, but on the first day of August a large force was put on, and from that
time the work was pushed with great vigor. The approach of the force engaged in
completing the road to Sioux Falls about October 20, 1888, astonished the
people. It looked like a small, well equipped army. Some of the boarding cars
were three stories high; and when the people saw seven hundred feet of track
laid in just eight minutes, they were all ready to vote for "Jim Hill" for
president of the United States. The line was completed to Sioux Falls at 4:30
o'clock, in the afternoon of October 25, 1888.
The first regular passenger train on the Willmar and Sioux Falls railroad
pulled out of the city of Sioux Falls at 8:30 A. M., November 1, 1888. The
bridge not being completed over the Big Sioux river near the company's depot,
temporary quarters had been provided on Eighth street, east of the Omaha depot.
E. A. Sherman secured the right of way and depot grounds for this road in
Minnehaha county, and in doing so, labored hard to have it cost the city as
little as possible, but having done the best he could the city was compelled to
pay $77,403.65.
After the completion of the road, it was considered the right thing by the
citizens of Sioux Falls, to formally express to James J. Hill its appreciation
of what he had done for the city in giving her a connection with the great
combination lines of railroads under his management, and a time had been fixed
for so doing, but had been changed, and finally Tuesday, December 11, was
settled upon for the occasion. At first the intention was to give a reception to
the railroad officials, but as time wore on the original plan was enlarged and
the business men of St. Paul, Minneapolis and towns along the line were invited
to the hospitalities of the city.
On Monday night, December 10, 1888, a train of nine sleepers and day
coaches started from St. Paul for Sioux Falls. At different points along the
line delegations got aboard the train, and when it arrived at its destination
there were 185 passengers. A few persons from adjoining towns had also been
invited, so that the guests of the city numbered more than two hundred. It was a
great disappointment to every one that James J. Hill could not be present, but a
law suit involving about two million dollars detained him.
From the arrival of the train until its departure ten hours later, nothing
was left undone by the people of Sioux Falls to make the occasion enjoyable for
her guests and memorable in the annals of the Queen City. The arrangements were
simply perfect, the banquet elegant, and the whole affair terminating in some
admirable speeches in harmony with the occasion.
SOUTH SIOUX FALLS RAILROAD AND RAPID TRANSIT.
The South Sioux Falls Railroad and Rapid Transit company was incorporated
in December, 1888.
The incorporators were R. F. Pettigrew, S. L. Tate, F. H. Gerrish, C. G.
Ferguson and F. W. Pettigrew. It was supposed at first that the company intended
to build a belt motor line around the city, the central station to he located at
South Sioux Falls.
January 4, 1889, the city council of Sioux Falls passed an ordinance
giving this company the right to build and operate a motor line within the city
limits, and the exclusive right to certain streets in the city, commencing at
the intersection of Eleventh street and Phillips avenue.
During the spring and early summer the road was graded and ironed to South
Sioux Falls. Two new passenger cars for this road arrived in the city about the
10th day of May, 1889. The 18th day of June, 1889, the first business was done
on this road, over one thousand people being conveyed from Eleventh street to
Coats' race track. A trial trip was made Tuesday, June 25, 1889, to South Sioux
Falls, and all the city officials were invited to honor the occasion with their
presence.
During the summer of that year all sort of surmises were made as to where
the western terminus would be located, but the idea prevailed quite generally
that it was the eastern end of the Midland Pacific, and would ultimately be
built to Puget Sound.
In March, 1890, the name of this company was changed to the Sioux Falls
Terminal Railroad Company.
A portion of this line between the city of Sioux Falls and South Sioux
Falls is now operated by the Great Northern Railroad Company.
SOUTH DAKOTA RAPID TRANSIT AND RAILROAD COMPANY.
In June, 1889, it was known in Sioux Falls that there was a project on
foot to construct a motor line from Sioux Falls to East Sioux Falls. The
organization was perfected about the 1st of July of that year under the name of
South Dakota Rapid Transit and Railway Company. W. R. Kingsbury, R. J. Wells, C.
C. Crandall, C. E. Johnson, A. M. Crosby, J. T. Little, Jr., and S. C. French
were elected directors, and they elected Kingsbury, president, French, vice
president, Johnson, treasurer and W. S. Welliver, secretary.
An ordinance was passed by the city council of the city of Sioux Falls on
the 1st day of July, 1889, granting the right of way for this company to build
and operate a single track of its railway along and upon certain streets in the
city, commencing at the foot of Ninth street crossing the Sioux river and thence
east to the city limits. But before anything was done at the west end of the
line, the company and the owners of property on Tenth street arranged for the
building of a viaduct on that street, east of the bridge over the tracks of the
Milwaukee, Omaha and Great Northern railroads, and the ordinance granting the
right of way, was afterwards amended so as to begin the line at the intersection
of Tenth street and Phillips avenue.
About this time the Tenth street bridge was condemned, and owing to the
fact that this line was to cross the river on Tenth street, the bridge was
rebuilt in a most substantial manner.
As soon as the right of way through the city had been secured the company
proceeded to survey the route, and when it was completed on the 1st of August,
Engineer Jackson reported that the line was just six miles in length. The
building of the bridges on the line, seven in all, was completed in November and
track laying commenced on January 27, 1890.
About February 20, 1890, the contract was let for the equipment of the
road, all except the cars, for the sum of $35,000.
The motors for the electric cars arrived April 8, and were taken to the
engine house on block one in East Park addition. The engine arrived on April 12,
and the boiler-weighing 13,000 lbs.-on April 17, 1890.
About this time in the history of the electric motor line, a disagreement
arose between the city council and the company, and during the afternoon of May
14, a special meeting of the committee on rules and ordinances met to consider
the matter.
At the time of the passage of the original ordinance number 81, the
company thought it possible that they might want to cross the river on Tenth
street, although by the terms of the ordinance it was to cross at Ninth street.
Afterwards ordinance number 102 was passed, amending ordinance 81, giving the
company the right to enter the city by way of Tenth street across the viaduct,
and the laying of a double track on the bridge, the company to keep' up the
repair of the bridge roadway between the rails. At the time this ordinance was
passed, Col. J. H. Drake appeared in opposition to it.
The meeting of the committee was called to consider an ordinance amending
ordinance number 81. Col. Drake and Wm. Van Eps were present and discussed at
length the question at issue, while the company was represented by J. W. Jones
and its president W. R. Kingsburv. This proposed amendment declared the rights
and privileges granted under ordinance 81 forfeited, unless the line of railway
should be wholly built and equipped for business and in full operation within
the limits of the city of Sioux Falls on or before the l5th day of July, 1890,
or within fifteen days after the Tenth street bridge and viaduct should be
completed and open to travel.
The hearing in this case ended with the promise of President Kingsbury
that the company would lay only one track over the bridge and viaduct, and that
it should be laid upon one of the sidewalks supported by brackets if found
practicable.
The committee reported this ordinance to the city council on May 17, with
a recommendation that it be referred to the city attorney, which was accordingly
done.
About this time one of those little affairs occurred in the city that
usually follow in building motor and street car lines where there are, or are
supposed to be, conflicting interests. Sunday morning, May 35, just after
midnight, there appeared to be an unusual activity in the vicinity of Tenth
street and Phillips avenue. It so happened that, owing to some public gatherings
in the city that were just breaking up, a good many people were on the streets,
and, as it was only a step out of the way to visit Tenth street, they did so to
verify the rumor that something unusual was taking place at that point. A crowd
soon gathered, and to their surprise found about fifty persons on Tenth street
engaged in laying a street car track. Mayor Peck soon arrived, and was horrified
at finding so many men breaking the Sabbath, and expostulated with them, using
some of the most approved scriptural quotations "in accents wild," but all to no
effect. The tall form of George Arneson was to be seen everywhere among the
Sabbath breakers urging them on. Fred Pettigrew and C. G. Ferguson appeared to
be associated with Arneson in command, and this gave the whole scheme away, for
who was there but Judge Tate, that could induce such men to work on the Sabbath.
The mayor and City Attorney Brockway took a hack for Judge Tate's home. They
found him asleep, or apparently so, but they aroused him, and then commenced one
of the most remarkable disquisitions upon the desecration of the Sabbath that
was ever delivered to a wicked man. Peck told him that the example he was
setting was not in keeping with his Presbyterian pretensions, and Brockway
reminded him that there would be a hereafter that was fearful to contemplate for
such men as would induce unreflecting persons like Arneson, Pettigrew and
Ferguson to break the Sabbath. The judge was awed, if not convinced, and with a
trembling hand he wrote a note and handed it to the mayor, which read as
follows: "To George Arneson, F. W. Pettigrew and Mr. Hyde:-Please to stop work
on Tenth street and level up the ground so that the work can be renewed Monday
morning. S. L. Tate." This note was recognized as authority by the street car
force. Of course, this movement was for the purpose of occupying the street in
advance of the motor line, and the mayor, after having stopped the street car
scheme, turned his attention to the managers of the motor line, and they agreed
to do nothing on Sunday. All day Sunday the air was full of rumors as to what
would happen on Tenth street at the beginning of the next secular day, and a
good many people took an afternoon nap on Sunday, so as to be present when the
exercises commenced. About eleven o'clock Sunday night two hundred men appeared
on Tenth street between Phillips and First avenues, armed with spokes. They were
there in the interest of the motor line. The mayor was also there with the
police force augmented by thirty specials sworn in for the occasion. The street
car managers were also present and tried to induce the mayor to disarm their
opponents, but the mayor had enlisted in the interest of peace, and while he
would not disarm any one, still, he declared he was there to see that no weapons
were used by either party in the attempt to occupy Tenth street. It was evident,
however, that he was pleased with the extensive preparations that the motor line
had made to give the public the advantage of their line upon Tenth street at as
early a date as possible. During Sunday evening the street car people had been
engaged in spiking rails onto ties and had them in readiness for laying. Just
before midnight a crowd of men started from the street car barn on Eleventh
street, with rails spiked to ties. At this demonstration large wagons of the
motor company came from Phillips avenue into Tenth street; the first was loaded
with ties, the second with rails, and the last with spikes, which were dropped
as they proceeded east on Tenth street. The motor force occupying the line, went
at the work in earnest, and in four minutes had the iron laid to First avenue,
in fifteen minutes more they had the rails spiked in place, and at 12:20 o'clock
Monday morning, the motor line was running a handcar over the line. The horse
car people carried three lengths of rails spiked to ties to First avenue, but in
attempting to lay one of them in the middle of Tenth street, it resulted in its
being dropped in the gutter on one side of the street. The collision was not
much of an affair, as the force of the motor line was so much stronger that they
had only to place themselves in the path of the street car people to prevent
them accomplishing anything. After the motor people had the track laid they
proceeded to perfect the line and put it in as good condition as possible. The
street car people after being repulsed, drew several loads of ties and rails
into Tenth street between Phillips and Main avenues, but the motor people were
prepared to prevent any further attempt on the part of the company in laying its
track.
During Sunday the motor people had prepared injunction papers against any
interference by the car company in laying its track on Tenth street, and during
Sunday evening W. R. Kingsbury, J. W. Jones, W. A. Wilkes and C. E. Johnson took
an engine, went to Canton and induced Judge Aikens to return with them, and they
arrived in the city at midnight. Judge Aikens signed the papers, and within
thirty minutes they were served on Judge Tate and the foreman of the car
company-and the war for the occupation of Tenth street was transferred to the
courts.
The cause of this little scrimmage, of course, was the desire on the part
of the street car company to prevent the motor from occupying any of the
principal streets of the city. The company had an exclusive franchise for twenty
years, and had been operating its street cars at a loss, and the managers felt
that the motor was trespassing upon its rights, and that the building of the
motor line would lessen the value of the street car property.
It is only necessary to add, that in the end the matter was amicably
adjusted.
We left the ordinance limiting the time for the completion of the motor
line, when we turned aside to chronicle the Sunday war between the two
companies, in the hands of City Attorney Brockway, who reported to the city
council on May 27, that in his opinion the ordinance ought not to pass-and the
council defeated the passage of the ordinance.
On Friday, June 13, 1890, at five o'clock in the afternoon, the first trip
over the electric motor line was made. Three trips in all were made during the
evening of that day, and as this was the first electric train that had ever been
run in the state, it was quite an event. Everything worked smoothly, and to the
entire satisfaction of the management.
On Saturday, June 21, 1890, the motor line commenced runningregular trains
to East Sioux Falls.
For two or three years there was considerable traffic over this line, and
during the summers it was largely patronized by picnic parties and pleasure
seekers, who invariably enjoyed the seven-mile trip between the two cities. But
the enterprise did not prove a good investment, and after considerable
struggling against adverse circumstances, it went into the hands of a receiver,
and during the summer of 1898 the rails were taken up, and we regret to state,
there is now nothing left but the bare roadbed to remind the people that there
was at one time a rapid transit railway line between the cities of Sioux Falls
and East Sioux Falls.
SIOUX FALLS, YANKTON AND SOUTHWESTERN RAILWAY.
This railroad, the last one to enter Sioux Falls, was opened to the
traveling public October 19, 1893. No railroad project ever conceived of by a
citizen of Sioux Falls, had been so constantly before the public, as a railroad
from Sioux Falls to Yankton. The files of the newspapers in Sioux Falls for
fifteen years, disclose the fact, that this project, though dormant at times,
was ready to come to the front whenever the slightest interest in railroad
building was manifest among her citizens. At times its construction seemed
assured, and then again, it would for months appear as remote as aerial
navigation.
A bill was passed by the last territorial legislature, 1889, in aid of the
construction of railroads, that was introduced and pushed through, with nothing
behind it "out this project of Sioux Falls to build a road to Yankton. The
writer was sent to Bismarck by the Commercial Club of Sioux Falls, and spent
thirty days in getting this measure (with others of less importance) through,
and while there reported to R. F. Pettigrew, then president of the club, that it
seemed impossible to get the law enacted, and received in reply a telegram which
directed the writer to "stick, " that it must be done, and strongly intimated
that the writer's residence in Sioux Falls would not be desirable if this
measure did not become a law. The law was enacted, and before the constitution
of the state was adopted, the citizens of Sioux Falls went at this project with
a determination that it should be accomplished. E. A. Sherman in particular,
devoted a good deal of time to the matter, organizing a company and endeavoring
to enlist capital in the East, and at one time it seemed as though he would be
successful. But it was decreed otherwise, and all hope of aid through any
legislation after the adoption of the constitution was at an end. On the 27th
day of September, 1892, some of the foremost citizens of Sioux Falls met at the
request of Senator Pettigrew, "to consider a matter of public interest," and
when the meeting was organized, he stated that the time had come when a railroad
could be built to Yankton upon certain conditions. The conditions were stated,
and the meeting promptly decided that the requirements were reasonable, and
proceeded at once to pledge that the city of Sioux Falls should perform all that
was required of her people. This much having been accomplished, the Sioux Falls,
Yankton, and Southwestern Railway company was organized, with Senator Pettigrew
as president. On the 31st day of October, the Argus-Leader announced that the
grading contracts had been let by Senator Pettigrew. From this time on, the work
progressed rapidly. On August 15, 1893, the first passengers came from Lennox to
Sioux Falls on a construction train. As the road approached completion, the
Jobbers and Manufacturers Association of Sioux Falls decided that the road
should be opened in due form, and proceeded to arrange for an excursion to the
Queen City from all points on the line, and Monday, October 19, 1893, was the
day fixed upon.
The train left Yankton at 8:20 A. M., consisting of six coaches, and
arrived in Sioux Falls at 11 o'clock sharp, having made the run of sixty-two
miles in two hours and forty minutes. The train was in charge of Conductor
August Burr and Engineer C. N. Oram. Upon the arrival of the train at the corner
of Eleventh street and Phillips avenue, nearly 700 people disembarked from the
cars, and a procession, headed by the Sioux Falls band, the city council and
reception committee, was soon formed, and all falling in line marched down
Phillips avenue to Eighth street and thence up Main avenue to the council
chamber, where the visitors were received and welcomed by C. A. Jewett,
president of the Jobbers Association. Mayor Peck followed in a speech of welcome
on the part of the city. The Yankton fire department, accompanied by the K. P.
band of Yankton, were among the excursionists, having received an invitation
from the fire department of Sioux Falls to honor the occasion with their
presence.
The banquet in the evening was the finest ever given in the city. The
Press of the 20th of October said: "Germania hall shone resplendent last night.
The banquet hall with its decorations, its lights, its beauty and the attending
brains, made a gem that scintillated in the breast of the metropolis of the
Dakotas never before equalled, and long to be remembered. The management of the
celebration had turned over the entire management and arrangement of the spread
to the Ladies' Industrial Society and the St. Agnes Guild of the Episcopal
church. Royally the ladies did their duty. The two societies had for assistants
thirty-five young ladies of this city, who, under the supervision of captains,
did the service at the tables in a manner to do credit to Delmonico's finest.
Stout's orchestra occupied the stage and furnished music throughout the entire
programme. Seven tables were tastefully arranged with palms and flowers. Banquet
lamps and boundary ribbons of colors to match were used to divide the tables in
sections. Over each section a bevy of young ladies, costumed in the same colors
as the decorations, gave the guests constant attention. Everything was the
perfection of order. Every section had distinctive arrangement of plate and
decoration. Two hundred and seventy-five covers were laid. The service was solid
silver, and at each cover was a rose boutenniere." E. W. Caldwell was
toastmaster, and Captain W. H. Stoddard, William Blatt, Esq., of Yankton, W. H.
Wait of Lennox, Melvin Grigsby, E. A. Sherman, J. Tomlinson, Jr., Herbert L.
Greene, H. H. Keith of Sioux Falls and Judge George W. Roberts, Otto Peemiller
and W. B. Wilcox of Yankton responded to the toasts. The speeches were all
admirable, but the gem of the evening was the address of Mr. Wilcox. Mr.
Tomlinson in closing his response to the toast "Sioux Falls and Her Business as
a Jobbing and Manufacturing Center " said: " And further, I want to pay my
respects to one man who more than any other has made possible the occasion
tonight. A man, who day and night, can always be found pushing, working and
accomplishing for Sioux Falls, a man who differed with him in politics, but who
every man in Sioux Falls should be ready and is ready to honor as her most
energetic and worthy citizen, the Honorable R. F. Pettigrew." During the
construction of the road, Jacob Schaetzel, Jr., acted as disbursing agent, and
furnished for publication the following list of the stations and their distance
from Sioux Falls: Byron, 10 miles; Lennox, 17 miles; Davis, 26 miles; Viborg,
33;^ miles; Irene, 41 miles; Volin, 50 miles; Yankton, 62 miles. On Monday,
October 23, regular trains, both passenger and freight, commenced running over
this line under the management of the Great Northern.
Right here the subject of railroads is dismissed, and although nothing is
expected in a work like this but a record of the past, the writer cannot forego
the pleasure of predicting that in the near future other railroad enterprises
will originate in Sioux Falls, become accomplished facts, and bring additional
prosperity to the city and the country tributary thereto.
SCHEDULE OF DISTANCES FROM SIOUX PALLS TO RAILROAD STATIONS IN THIS COUNTY AND
OTHER IMPORTANT POINTS.
CHICAGO, ST. PAUL, MINNEAPOLIS AND OMAHA.
From Sioux Falls, going east, to Brandon 8.6 miles, to Valley Springs 15.1
miles, to St. Paul 240 miles; going west, to Ellis 6.6 miles, to Hartford 14.2
miles, to Humboldt 20.9 miles.
CHICAGO, MILWAUKEE AND ST. PAUL.
From Sioux Falls, going north, to Renner 6 miles, Baltic 13.6 miles. Dell
Rapids 20 miles, Egan 34.2 miles, Flandreau 40.6 miles; going south, to
Harrisburg 9 miles, Canton 20 miles, Elk Point 69.7 miles, Sioux City 91.5
miles.
ILLINOIS CENTRAL.
From Sioux Falls to East Sioux Falls 6.7 miles, Rowena 9.3 miles, Ben
Clare 13.4 miles, Chicago 547 miles.
GREAT NORTHERN.
From Sioux Falls, going north, to Corson 11 miles, Garretson 19 miles,
Sherman 22 miles, St. Paul 249 miles; going south, to Yankton 63 miles.
BURLINGTON, CEDAR RAPIDS AND NORTHERN.
From Sioux Falls to Chicago 554 miles.
ELEVATION OF STATIONS.
Sioux Falls:
Omaha depot 1,397 feet
Milwaukee depot 1,395 feet
Burlington depot 1,400 feet
Great Northern depot 1,420 feet
Brandon 1,319 feet
Corson 1,362 feet
Garretson 1,457 feet
Sherman 1,396 feet
Dell Rapids 1,485 feet
Hartford 1,564 feet
Valley Springs 1,392 feet
ELEVATION OF THE BIG SIOUX RIVER.
Low water mark near Dell Rapids 1,485 feet
Low water mark above, the falls, Sioux Falls 1,380 feet
Low water mark near Brandon 1,281 feet
Low water mark Sioux Citv 1,098 feet