TRANSPORTATION IN KANSAS
=The Beginning of Railroads in the United States.= About the time
Kansas was becoming the highway for the Santa Fe trade, experiments
were being made in England with a new invention, the steam locomotive.
By 1825 a fair degree of success had been attained. During the next
half dozen years experiments were carried on in the United States, and
by 1831 several short railroad lines were in use. By 1850 one could
travel by rail between the chief cities of the East and as far west as
St. Louis, but a decade more passed before any railroads were built in
Kansas.
=Kansas Settlers Desire Railroads.= The agitation for railroads in
this part of the country began even before the organization of the
Kansas Territory. The settlers knew the difficulty of building up the
State without the aid of the railway. They had crept across the
prairies in their canvas-covered wagons, or had toiled up the shallow,
sluggish waterways, and they foresaw that they would be unable to
market their crops or their stock because of the lack of adequate
means of transportation. Their great desire for railroads is made
evident by the large number of railway charters granted to different
companies by the Territorial Legislatures. On account of the immense
cost of railroad construction, however, work was slow to begin.
=Early Stage Lines.= While the West was waiting for its railroads a
number of stage routes for carrying mail and passengers were
established. The first one was over the Santa Fe Trail. Stages made
the trip from Kansas City to Santa Fe in about fifteen days. For many
years stage lines were operated between the different towns of the
Territory. Later, lines were established to Denver, to Salt Lake, and
even to San Francisco.
[Illustration: STAGE COACH.]
=The Pony Express, 1859-’61.= The trip to San Francisco, a distance of
about 2000 miles, occupied nearly a month, and the people of
California were very anxious that a quicker way of getting their mails
be devised. To meet this demand the Pony Express was established in
1859. The line extended from St. Joseph to San Francisco, a long,
lonely way across plains and deserts and over mountains, sometimes in
a straight line but often winding through dark cañons or along the
edge of mountain precipices. The Pony Express required one hundred and
ninety stations, nearly five hundred horses, and eighty riders. The
stations averaged about ten miles apart. The horses were selected for
their speed and endurance, and the distance from one station to
another was covered in the shortest possible time. At each station a
fresh horse was waiting, and the only delay was in changing the mail
pouch from one horse to another. The pouch contained only letters, and
they were written on the thinnest of paper to avoid surplus weight.
Five dollars was charged for the carrying of each letter. The first
trip was made in ten days, the shortest one in seven days and
seventeen hours. Many stories of adventure are related of the two
years in which the Pony Express was in operation. In 1861 a telegraph
line was constructed across the continent, which made it possible to
flash news from ocean to ocean in a few seconds, and the Pony Express
went out of existence.
=The First Railroad in Kansas, 1860.= By this time railroad building
had begun in Kansas. The first road was laid in the spring of 1860,
while Kansas was still a Territory, between Elwood, opposite St.
Joseph, Missouri, and Marysville. When the first five miles of rail
had been laid, a little old locomotive that had done service on many
eastern roads was brought into the State and a celebration was held in
honor of the first trip. Though the engine was old and drew only a few
flat cars over the rough and crooked track, it was an important event,
for it marked the beginning of railroad building in Kansas.
=The Union Pacific Railroad, 1862-’69.= There had long been talk of a
railroad to the Pacific coast, and in 1862, while the Civil War was
still in progress, Congress granted a charter for such a line. This
was the beginning of the Union Pacific Railroad. It was to be built as
soon as possible by working from both ends. From the east the road was
to pass through Nebraska and on toward Salt Lake, and from the west it
was to be built from San Francisco eastward until the two lines met.
This road did not pass through Kansas, but while it was being
constructed a line that later became a part of the Union Pacific[18]
system was built from Kansas City westward, along the Kansas River,
through Manhattan, Junction City, and Salina, and on west through
Denver to join the main line at Cheyenne.[19]
[Illustration: THE INDIAN, THE SOLDIER, AND THE BUILDER.]
During the seven years spent in building this railroad many
difficulties were met and conquered. Most of the country along the
line was without timber, fuel, or any of the necessary supplies. The
materials for construction were brought up the Missouri River by
steamboat to Kansas City. From this point they were hauled by train
over the new railroad as far as it was completed. The Indians opposed
the work because it meant the westward movement of civilization and
the settling of their hunting grounds. They were a constant source of
danger to the whole frontier, but especially to the railroad builders.
The men usually went to their work armed, and stacked their guns ready
for instant use. Sometimes it was even necessary to guard the men with
troops while they worked. History gives many accounts of Indian
massacres committed along the line of the Union Pacific Railroad. The
entire line was finished in 1869.
[Illustration: EARLY DAYS ON THE UNION PACIFIC.]
=The Atchison, Topeka & Santa Fe, Completed in 1872.= In the meantime
other lines had been chartered through Kansas, the principal one being
the Atchison, Topeka & Santa Fe. This railroad was begun at Topeka in
1868 and completed to the western boundary of the State in a little
more than four years. The line between Topeka and Atchison was also
completed within this period. The Atchison, Topeka & Santa Fe has
since been extended westward to the coast and eastward to Chicago, and
many branches have been added. This railroad follows the general
direction of the Santa Fe Trail across the eastern half of the State.
Near Great Bend the track runs on the exact course of the old highway,
and from this point on through the rest of the State they are never
far apart and often coincide. When, in 1872, the “Santa Fe,” as it is
generally called, was completed through Kansas, the last caravan of
wagons had wound its way over the old Trail. The trains of cars
rushing over the new iron trail marked another advance in the westward
march of civilization.
[Illustration: THE “IRON TRAIL” ACROSS THE PRAIRIES.]
=Railroad Companies Receive Land Grants.= The immense cost of railroad
construction, the sparsely settled country, and the limited amount of
traffic, made the early building of railroads a risky undertaking. But
railroads were needed in order to unite the West to the East as well
as for the development of the new country, and in order to encourage
their building Congress adopted the policy of making liberal land
grants to railroad companies. The Union Pacific through Kansas was
given land amounting to a strip ten miles wide on each side of its
line. Several other companies, including the Atchison, Topeka & Santa
Fe, received grants amounting to five miles on each side. This policy
brought about the rapid building of railroads, but when the State
became fairly well supplied the land grants were discontinued. Much of
the land was later forfeited by the companies through failure to meet
the conditions of their grants.
=Railroad Companies Interested in Settlement.= When the early
railroads were first built across Kansas there were but few people
living in the western part of the State. Since population was
necessary to the prosperity of the railroad companies, these companies
gave much attention to the matter of increasing the settlements along
their lines. They sent land agents throughout the United States and
Europe, they invited people of prominence to join excursions through
Kansas, and they filled the newspapers with descriptions of the great
West. Kansas was widely and favorably advertised. Interest was
everywhere aroused and many people were attracted to the State.
=Mennonite Settlements.= The railroad companies succeeded in planting
a number of colonies of foreigners on their lands. Among them were the
settlements of Mennonites in Reno, Harvey, Marion, and McPherson
counties. These people came from Russia for religious freedom. “They
came simultaneously with the grasshoppers but outstayed them.” The
first party, in 1874, numbered 1900 people, and many more followed
rapidly until there are now many thousands of these people in Kansas.
They brought a considerable amount of money with them and were able to
purchase their land. The Mennonites were farmers, a thrifty,
industrious people who have contributed much toward making Kansas a
great agricultural State.
=Swedish Settlements.= Swedes had been coming to Kansas since
Territorial days. In 1871 the Union Pacific sold a large tract of land
in Saline County for a Swedish settlement. This settlement has
increased and others have been formed until there are now many people
of this nationality in Kansas. Lindsborg, almost entirely Swedish, is
their religious and social center. It is noted for its school of
music. Most of these people came in poverty, but they have converted
the bare prairies into fine agricultural districts and have become
prosperous citizens. They are an industrious, intelligent,
progressive, and law-abiding people.
Other colonies have settled in various parts of the State; among
these, German-Russians in Russell, Rush, and Ellis counties, Scotch in
Republic County, English in Clay County, and Bohemians in Ellsworth
County. There are, at present, people of many nationalities in Kansas.
=Relation of Railroads to State’s Industries.= Not only did the early
building of railroads do much to bring about the rapid settlement of
Kansas, but it hastened the development of practically all of the
State’s industries. For instance, the railroads have made it possible
for the farmer to market his live stock and his crops. Out of these
better market facilities have grown the great meat-packing centers and
the flouring mills. On the other hand, the growth of settlements and
industries has brought prosperity to the railroads and they have
increased in wealth, equipment, and mileage. Thus the relation between
the railroads and the State’s progress is very close.
There are at present nearly 10,000 miles of railroad in Kansas, most
of it belonging to the four great companies, the Atchison, Topeka &
Santa Fe, the Missouri Pacific, the Union Pacific, and the Chicago,
Rock Island & Pacific.
[Illustration: A MODERN LOCOMOTIVE AND ONE OF 1880.]
=Railroad Regulation.= There has been but little railroad building in
Kansas for a number of years for the State is now fairly well
supplied. Almost every county now has one or more railroads. In the
earlier years the important thing was to get the railroads. Having
secured them, the matter of chief concern has been to regulate them.
During the late ’70’s much dissatisfaction arose because railroad
rates were high, and several attempts were made to place the matter of
rate regulation under the control of the State. In 1883 a law was
passed creating a Railroad Commission of three members. This
Commission was given a great deal of power, especially in regard to
revising and establishing rates, and in adjusting disputes between the
railroads and their patrons. Within a few years, through the efforts
of the Commission together with the increase in business resulting
from a growing population, rates were reduced almost half. Since its
work proved to be of great service to the people the Commission was
continued. In 1911 the Railroad Commission became the Public Utilities
Commission, which was given control over all such corporations as
railroads, electric lines, and telegraph and telephone systems, in
matters that are of interest only to this particular State. In matters
that concern more than one state the Interstate Commerce Commission
may act.
When the United States entered the World War it became evident that
one of the big problems to be met was that of transportation, within
our own country, of men and supplies. The solution decided upon was
that of government control of the railroads, which was secured by
placing a director-general in charge of all the railroads of the
United States. It was provided that this control might be continued
for a period of twenty-one months after the close of the war.
=Interurban Lines.= Within recent years our means of transportation
have been increased by the building of electric railway lines. They
usually extend from one city to another, and are therefore called
interurban lines. Most of those already built are in the southeastern
part of the State. Plans were under way for a number of additional
lines, but the coming of the War checked practically all of this work.
The return of normal conditions will doubtless see a large increase in
interurban mileage.
=Road Improvement.= The building of railroads did not make wagon roads
less important, but more so, for there must be plenty of good roads if
the people are to make full use of the railroads. The development of
roads in this State has been going forward since the earliest days.
Time, money, and effort are required to build roads in a new country,
and during the years that Kansas has been engaged in this great task
many different plans have been tried out and many road laws have been
passed from time to time, but it was not until after Congress passed
an act providing federal aid in road making that a unified plan for
the whole State became a fact. This act was passed in 1916, and Kansas
accepted its provisions in 1917. Since that time remarkable progress
has been made. A system of State highways forming a network over the
entire State has been selected, thousands of miles of which are
“federal-aid roads”; a complete system of connecting county roads has
been designated; information has been compiled and distributed
concerning the making of different kinds of roads, as earth, oiled
earth, gravel, water-bound macadam, bituminous macadam, asphaltic
concrete, concrete, and brick; bridge and culvert building have been
standardized; and many miles of hard-surfaced roads have already been
built or are in process of construction. Road building in Kansas is
now progressing at a rate far beyond that of any time in the past.
=Motor Truck Service.= Much of the attention now being given to road
improvement has been brought about by the rapidly increasing use of
the automobile. During the earlier years of the automobile it was used
chiefly for the transportation of passengers, but the development of
the motor truck is making it an important factor in freight
transportation. Many lines of motor truck service already have been
established in the State, but on account of the uncertain condition of
most of the roads the service is necessarily irregular. With the
building of hard-surfaced roads the motor truck will no doubt soon
become a fully established part of our transportation system.
SUMMARY
Railroad construction was begun in the United States about
1830. By 1850 railroads reached as far west as St. Louis.
Many stage lines were established in early Kansas. The first
railroad was built in Kansas in 1860; the line extended from
Elwood to Marysville. The Union Pacific was built through
Kansas between 1862 and 1869. The Atchison, Topeka & Santa
Fe Railway was completed in 1872. In the meantime a number
of other roads were built. The railroads received large
grants of land, which they sold to settlers, thereby raising
money and increasing business. They advertised Kansas
widely. The people soon found it necessary to regulate the
railroads, and created for this purpose the Railroad
Commission, now the Public Utilities Commission. Besides the
various railroad systems of the State, there are many
interurban lines and a rapidly growing motor truck service.
Great progress in road improvement is being made.
REFERENCES
Arnold, Civics and Citizenship, pp. 97-108.
Maps and Folders, published by the railroad companies.
Blackmar, Kansas, vol. II, pp. 533-548.
Elson, History of the United States, pp. 475, 618, 818.
Prentis, History of Kansas, pp. 168-170, 184-186, 191-194.
Historical Collections, vol. VIII, p. 384; vol. XI, p. 529; vol.
XII, pp. 37, 47, 383; vol. IX, p. 467; vol. VI, p. 357.
Reports of Interstate Commerce Commission and Public Utilities
Commission.
Andreas, History of Kansas, pp. 241-252.
Inman, The Old Santa Fe Trail.
Root and Connelley, The Overland Stage Route to California.
Spring, Kansas, pp. 306-313.
QUESTIONS
1. Give an account of the beginning of railway transportation in
the United States. What were the conditions by 1850?
2. What were the early methods of travel in Kansas?
3. Why were the early settlers anxious for railroads? What did
they do to secure railroads?
4. Discuss the stage lines; the Pony Express.
5. When and where was the first railroad built in Kansas?
6. Tell something of the building of the main line of the Union
Pacific.
7. Give an account of the building of the Union Pacific through
Kansas. What were some of the difficulties that had to be
overcome?
8. When was the Atchison, Topeka & Santa Fe built? Give its
route.
9. Name other railroads in Kansas.
10. Why were land grants made to the railroad companies? How did
the railroad companies use this land?
11. Why did the railroad companies advertise Kansas? What was the
effect on the State?
12. Locate settlements of foreigners in Kansas.
13. Show why there is a close relation between the people and the
railroads.
14. Why has regulation of the railroads been found necessary? How
has it been accomplished?
15. What is, approximately, the railroad mileage of the State?
16. What lines of railroad in your community?
17. Are there any interurban lines near you? Are any such lines
being discussed?
18. What motor truck service is being carried on in your
community?
19. Locate the state highways and the county roads of your
county.
20. Describe recent improvement of roads in your community.