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History of the United States by Charles A. Beard and Mary R. Beard
» PART VI. NATIONAL GROWTH AND WORLD POLITICS
» CHAPTER XVIII

«·THE DEVELOPMENT OF THE GREAT WEST · The Evolution of Grazing and Agriculture·»


The Railways As Trail Blazers

Opening Railways to the Pacific.—A decade before the Civil War the importance of rail connection between the East and the Pacific Coast had been recognized. Pressure had already been brought to bear on Congress to authorize the construction of a line and to grant land and money in its aid. Both the Democrats and Republicans approved the idea, but it was involved in the slavery controversy. Indeed it was submerged in it. Southern statesmen wanted connections between the Gulf and the Pacific through Texas, while Northerners stood out for a central route.

The North had its way during the war. Congress, by legislation initiated in 1862, provided for the immediate organization of companies to build a line from the Missouri River to California and made grants of land and loans of money to aid in the enterprise. The Western end, the Central Pacific, was laid out under the supervision of Leland Stanford. It was heavily financed by the Mormons of Utah and also by the state government, the ranchmen, miners, and business men of California; and it was built principally by Chinese labor. The Eastern end, the Union Pacific, starting at Omaha, was constructed mainly by veterans of the Civil War and immigrants from Ireland and Germany. In 1869 the two companies met near Ogden in Utah and the driving of the last spike, uniting the Atlantic and the Pacific, was the occasion of a great demonstration.

Other lines to the Pacific were projected at the same time; but the panic of 1873 checked railway enterprise for a while. With the revival of prosperity at the end of that decade, construction was renewed with vigor and the year 1883 marked a series of railway triumphs. In February trains were running from New Orleans through Houston, San Antonio, and Yuma to San Francisco, as a result of a union of the Texas Pacific with the Southern Pacific and its subsidiary corporations. In September the last spike was driven in the Northern Pacific at Helena, Montana. Lake Superior was connected with Puget Sound. The waters explored by Joliet and Marquette were joined to the waters plowed by Sir Francis Drake while he was searching for a route around the world. That same year also a third line was opened to the Pacific by way of the Atchison, Topeka and Santa Fé, making connections through Albuquerque and Needles with San Francisco. The fondest hopes of railway promoters seemed to be realized.

United States in 1870

Western Railways Precede Settlement.—In the Old World and on our Atlantic seaboard, railways followed population and markets. In the Far West, railways usually preceded the people. Railway builders planned cities on paper before they laid tracks connecting them. They sent missionaries to spread the gospel of “Western opportunity” to people in the Middle West, in the Eastern cities, and in Southern states. Then they carried their enthusiastic converts bag and baggage in long trains to the distant Dakotas and still farther afield. So the development of the Far West was not left to the tedious processes of time. It was pushed by men of imagination—adventurers who made a romance of money-making and who had dreams of empire unequaled by many kings of the past.

These empire builders bought railway lands in huge tracts; they got more from the government; they overcame every obstacle of cañon, mountain, and stream with the aid of science; they built cities according to the plans made by the engineers. Having the towns ready and railway and steamboat connections formed with the rest of the world, they carried out the people to use the railways, the steamships, the houses, and the land. It was in this way that “the frontier speculator paved the way for the frontier agriculturalist who had to be near a market before he could farm.” The spirit of this imaginative enterprise, which laid out railways and towns in advance of the people, is seen in an advertisement of that day: “This extension will run 42 miles from York, northeast through the Island Lake country, and will have five good North Dakota towns. The stations on the line will be well equipped with elevators and will be constructed and ready for operation at the commencement of the grain season. Prospective merchants have been active in securing desirable locations at the different towns on the line. There are still opportunities for hotels, general merchandise, hardware, furniture, and drug stores, etc.”

Copyright by Underwood and Underwood, N.Y.
A Town on the Prairie

Among the railway promoters and builders in the West, James J. Hill, of the Great Northern and allied lines, was one of the most forceful figures. He knew that tracks and trains were useless without passengers and freight; without a population of farmers and town dwellers. He therefore organized publicity in the Virginias, Iowa, Ohio, Indiana, Illinois, Wisconsin, and Nebraska especially. He sent out agents to tell the story of Western opportunity in this vein: “You see your children come out of school with no chance to get farms of their own because the cost of land in your older part of the country is so high that you can’t afford to buy land to start your sons out in life around you. They have to go to the cities to make a living or become laborers in the mills or hire out as farm hands. There is no future for them there. If you are doing well where you are and can safeguard the future of your children and see them prosper around you, don’t leave here. But if you want independence, if you are renting your land, if the money-lender is carrying you along and you are running behind year after year, you can do no worse by moving.... You farmers talk of free trade and protection and what this or that political party will do for you. Why don’t you vote a homestead for yourself? That is the only thing Uncle Sam will ever give you. Jim Hill hasn’t an acre of land to sell you. We are not in the real estate business. We don’t want you to go out West and make a failure of it because the rates at which we haul you and your goods make the first transaction a loss.... We must have landless men for a manless land.”

Unlike steamship companies stimulating immigration to get the fares, Hill was seeking permanent settlers who would produce, manufacture, and use the railways as the means of exchange. Consequently he fixed low rates and let his passengers take a good deal of live stock and household furniture free. By doing this he made an appeal that was answered by eager families. In 1894 the vanguard of home seekers left Indiana in fourteen passenger coaches, filled with men, women, and children, and forty-eight freight cars carrying their household goods and live stock. In the ten years that followed, 100,000 people from the Middle West and the South, responding to his call, went to the Western country where they brought eight million acres of prairie land under cultivation.

When Hill got his people on the land, he took an interest in everything that increased the productivity of their labor. Was the output of food for his freight cars limited by bad drainage on the farms? Hill then interested himself in practical ways of ditching and tiling. Were farmers hampered in hauling their goods to his trains by bad roads? In that case, he urged upon the states the improvement of highways. Did the traffic slacken because the food shipped was not of the best quality? Then live stock must be improved and scientific farming promoted. Did the farmers need credit? Banks must be established close at hand to advance it. In all conferences on scientific farm management, conservation of natural resources, banking and credit in relation to agriculture and industry, Hill was an active participant. His was the long vision, seeing in conservation and permanent improvements the foundation of prosperity for the railways and the people.

Indeed, he neglected no opportunity to increase the traffic on the lines. He wanted no empty cars running in either direction and no wheat stored in warehouses for the lack of markets. So he looked to the Orient as well as to Europe as an outlet for the surplus of the farms. He sent agents to China and Japan to discover what American goods and produce those countries would consume and what manufactures they had to offer to Americans in exchange. To open the Pacific trade he bought two ocean monsters, the Minnesota and the Dakota, thus preparing for emergencies West as well as East. When some Japanese came to the United States on their way to Europe to buy steel rails, Hill showed them how easy it was for them to make their purchase in this country and ship by way of American railways and American vessels. So the railway builder and promoter, who helped to break the virgin soil of the prairies, lived through the pioneer epoch and into the age of great finance. Before he died he saw the wheat fields of North Dakota linked with the spinning jennies of Manchester and the docks of Yokohama.


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