Image provided by: Crook County Historical Society/Bowman Museum; Prineville, OR
About Crook County journal. (Prineville, Or.) 189?-1921 | View Entire Issue (May 26, 1921)
Fg I CROOK OOVNTV JOVRXAL THl'RHDAr, MY JM, llttt MIC ic M U jj c n I WAY For many years In the tint period ot Prineville'i history, the only pub lic transportation system connecting Prlneville with the nearest railroad point waa by stage coach. The Dallea waa the nearest point, 140 miles from Prineville. The coaches were of the thorough-brace type, drawn by from tour to eight horses, and the trip lasted from St to TI hours, depending on the condition of the roads and the luck encoun tered ou the way. Until the year. 1899 The Dalles was the nearest railroad outlet tor Central Oregon. In that year a rail road was constructed to Shaniko, connecting with the main line ot the O. W. R. R. A N. Co. at Biggs, Ok. Shaniko is only 64 miles from Prlne- rtlle. The stage journey to rail con nection was thus shortened by one half. When this change occurred It was considered almost as good as ac tual railroad connection. In 1911 two railroads, The Ore gon Trunk and the Deschutes Ball roads were constructed up the Des chutes River canyon to Madras, 14 miles from Prineville. Madras then became Prineville' railroad outlet. Auto stages having been Inaugu rated a tew years previously, a 90 minutea' ride would take the Prlne ville traveller to one ot the Madras depots. In the following year the two roads mentioned were extended to Redmond and on to Bend. Red mond then became the Prlneville shipping point, being only 18. S miles distant. Numerous flurries of railroad ex citement from time to time stirred the citizens of Prineville during all these years. The first being a ru mor that the Corvallis 4 Eastern was building east across the Cas cades to Prineville. This was in the late '80s, and a survey was actually made from Its Willamette Valley terminus to Sisters, situated on the east slope of the Cascades. Owing to financial difficulties, nothing fur ther was accomplished on this road. After the completion of the two roads up the Deschutes canyon. 1 Prineville was twice approached by promotors with the project of con structing a railroad connecting this city with Metolius on the main lines. Both projects were received with en thusiasm, and our citiieus showed their willingness to give financial aid. Our more conservative citlsena, upon Investigation, discovered that one project was purely a promotion scheme, proper financial backing be ing ' lacking and public interest in this project quickly waned. The second promotor seemed more pow erful financially and our cltiiens or ganized a railroad association tor the purpose ot raialng funds tor right of way and assisting in the construction ot the road. T. M. Baldwin, now deceased, was elected president ot the association, assess ments were levied and a greater part ot the right of way was actually purchased. It appeared that Prlne ville was at last to have rail connec tion with the outer world. This hope, however, was blasted when the pro motor quietly disappeared, not, however, having profited at the ex pense ot our citiiens. Through the good judgment ot the association's president, the funds and deeds to the right ot way were kept in the name ot the association. After this fiasco, hope of rail con nection tor Prineville seemed des tined to oblivion. No substantial railroad Interests seemed attracted to this field, and It appeared that Prineville must be content with be ing an isolated interior town. This Idea was so abhorrent that in November, 1916, the city council determined to take the Initiative, and resolved that it was the pur pose ot the city government to con struct a railroad connecting Prine ville with the main lines st some point between Redmond and Terre bonne. An election was ordered for the purpose of bonding the city for $100,000 tor the construction of this road. The election was held and the bonds carried with only one dissent ing vote. After the preliminary arrange OMAR WILSON Coetractor and Builder Modern ments were completed construction was begun in February, 1917, under the supervision ot the Mayor, D. F. Stewart, and City Engineer H. A. Kelley, who had immediate charge of the work. Before the time that this $100,000 was expended, prices ot labor and ot material had advanced enormously owing to the World War, and It be came evident that another bond election would be necessary. This was held and met with the same en thusiastic support ot the cltiiens had the first one. Prices kept soar ing, more money waa needed, and in all four bonds Issues .amounting to $385,000, were authorised by the people of Prlneville tor the con struction ot this road. The citlsena ot Prineville had set their minds upon the completion ot the road and it had to be done. As the road neared completion the subect of future management and operation came up tor consideration. The city vu fortunate In having a council composed ot tar-sighted' in dividuals. It was evident that the management ot such an enterprise must necessarily be placed In charge ot a permanent group whose person nel would not be changed with each political upheaval In the city govern ment. It was decided that this group should be composed ot three mem bers and should be known as the City of Prineville Railway Com mission, the tenure ot office to be permanent unless ended by resigna tion, death or removal tor cause. As members of this commission, the council appointed the following: T. M. Baldwin, president ot the First National bank; E. J. Wilson, cash ier ot the Crook County bank, and Dr. Charles S. Edwards. Upon or ganization this commission resolved Itself Into the following positions: E. J. Wilson, manager; T. M. Bald win, treasurer, and Charles 8. Ed wards, secretary. The city was for tunate in having the services of E. J. Wilson on this commission, he having had many years experience In the auditing and operating depart Brick and all kinds of Concrete work. Hardwood Flooring. Estimates cheer fully given on anything in the building line. See me before you begin work Homes ments of several ot this country's large railroads. Owing to the death ot T. M. Bald win January 19, 1911, the city suf fered the loas ot his valuable as sistance and Judgment on this com mission. Paul O. Garrison, resident representative of the Rogers Lum ber company, was appointed to fill the vacancy In the commission and has proved a very useful member thereof. Upon his appointment the commission organised In the follow ing capacities: E. J. Wilson, man ager; Charles 8. Edwards, treasurer, and P. C. Garrison, secretary, which organization has remained perma nent. As the road neared completion It became evident that, owing to con stantly Increasing coats and the pa triotic demands of the American gov ernment tor financial aid from all Us citizens to finance the unparal leled expense of properly performing Its duty In the World War, the funds available for the road would be In adequate. The road bed was finished, rolling stock purchased, buildings two-thirds done and the rails were laid In a temporary manner through out the entire length, but there re mained the levelling and surfacing ot the track, completion ot the buildings and many other details In cident to the completion ot so great an undertaking. However, the work had reached such a stage that trains could be run over the road with safety. It was therefore decided that no further effort be expended on the part ot the city In Its completion and that the further operation and management be surrendered to the Railway Commission with the expec tatlon that the work ot completion be done by the commission and paid for by them out ot the earnings of the road as they accrued. As funds thus became available the buildings were completed, the depot grounds were filled and lev elled, platforms built, stock yards constructed, the track levelled and ballasted and the entire plant brought to a high state of efficiency. on Easy Among the problems which oonfrot- ed the commission waa the Instltu lion ot a system ot accounting, for mulating tariffs and arranging for freight and passenger Interchange with the main lines. Through tick- eta and throuch hlllln la mi mu. I slble from Prineville to any point In the United States west ot the Mis sissippi river, thus avoiding Irrltat ing delay at the Junction. The first freight received on this road was In August, 1(11, during the construction period, and con sisted ot a carload of farm machin ery consigned to Ouy Lafollette and was delivered at Wilton, a station five miles west of Prlneville. The City of Prineville railway Is 18.1 miles in length and connects with the main tines of the Oregon Trunk railway and the Deschutes railway at Prlneville Junction, two and one-halt miles north ot Red mond, and has ample trackage at both terminals for all present needs, Its rolling stock consists of on lo comotive, two passenger coaches, a gas motor driven paasenger car and a trailer for the earn. The freight cars are obtained from the main lines as needed. The rails sr rent ed from the msln lines. The cost ot the road, Including the amount ex pended by the commission In Its its completion, Is approximately $400,000. In 1919 the gross earnings ot the road were $33,650.11; $804 passen gers and 11,636 tons ot freight were carried. The cost of operation In that year was $23,105.(0. In 1920 the gross earnings were $48,329, 15,405 passengers snd 14, 209 tons of freight were carried. The cost of operation In the year being $37,877.99. In the cost of operation last mentioned Is Included $2000 In fuel for the locomotive carried over to 1921. Regular train service waa Insti tuted April 10, 1919, and the com mission assumed complete charge of the completion and operation ot the road April 28, 1919. lnce which time Prlneville has enoyed the ad Terms vantage ot six trains dally, making connection with all train on the main line. It train service Is nut excelled by any privately owned branch road In the United Slate. The City of Prlnevtll railway 1 a most striking vldenc of th pro gresslvenes and determination of Prlneville' citizens, and thny Justly give honor to th men who wore In struments! In Its conception and cue ceasful completion. "acs f Rsd-Hutfe. The possibility of re nestled people nelng "s separate race" was mentioned at a recent meeting ef th Royal An thropological Institute In l-ondon. Ac cording t F. Q. Parsons, th averse lumber of rari-headed people Is, rough ly. four In each 100, snd It Is quit a aristocratic color. In London Q.1 ixtr rent of th upper climes hav red lialr, as compared with 4.8 per cent ' th lower claws. Thr la, any Prof, r arsons, an abnormal amount f red hair among th beauties ef th southwest f Ireland. Quality ef Foods. Hnrrt food ar a necessary part of a hygienic Het, Th teeth need exer cise, it must b remembered. There fore, on way of keeping teeth la good condition la to eat hard fnoda, surb ss hreadcrusta, toast, hard frulta, nuts snd fibrous vegetable. Hard food causes th saliva and gastric julr I flow. If la adddltlon to being bard the food Is dry, th greater th flow f th saliva and gastric Jtilc. Burying th Hatchtt To bury th hatchet means to let bygones b bygone. Th phrase or-Iglnsti-d among th North American Indians, wh were commimrtnd by th -Orest Rplrlt," wbeo they smoked lhnlr calumet r pwsc pipe, to hury their hatchet, scalping knives, and war club in th ground, so that all hostile thoughts might disappear. It was well-kuown that the prownr ot war weapons leads (o war at time, A Ln Star Sign- ef the Time. It has Just about gntti-n so In this country that whn a nmrrlcd woman tins enndy It's a sikii hIi bought it hcpcelf. Pnllsx Ni'ws