History of Lincoln County, Washington, 1887-1896

This chapter, drawn from a historical account of Lincoln County, Washington between 1887 and 1896, details the rapid development and challenges faced by the region during this period of westward expansion. The arrival of the railroad, particularly the Central Washington Railway, serves as the central theme, ushering in a wave of settlers and transforming the landscape from a sparsely populated prairie to a bustling agricultural center. However, this progress was not without its setbacks. The source highlights the fierce competition between railway companies, the devastating impact of natural disasters like harsh winters and squirrel infestations, and social conflicts such as the county seat war and labor strikes. Ultimately, the source paints a vivid picture of a region grappling with the growing pains of progress.

Technological Advancements and Railroad Expansion (1887-1889)

Rather too sanguine hopes were awakened in the minds of Davenport residents in January, 1887, by unfounded railroad enthusiasm. The moving spring of this unwarranted excitement was the survey of the “Sprague & Big Bend Railroad” from the town of Sprague to “Wild Goose Bill’s,” a distance of forty-two miles. It was the claim of the engineer at that time that this road could be built for $7,000 a mile. It was also the recommendation of Major Sears that a branch road be built to tap the Mondovi, Fairview & Davenport countries, leaving the main line at Minnie Falls Mills, on Crab Creek. This line he estimated could be constructed for $4,000 per mile. But nothing eventuated from either of these schemes and gradually the well-advertised details of the enterprise faded from memory.

October 3, 1887, a number of towns in Lincoln county were placed in telephonic communication with Spokane. W. S. Norman, a well-known telephone expert and manager, of the latter city, purchased from the United States government the telegraph line between Fort Spokane and the “Falls,” which he at once transformed into a telephone line. Offices were established at Deep Creek, Mondovi, Davenport, Egypt Post Office, and at the Post, which was the terminus of the line. This was known as the Spokane, Big Bend & Fort Spokane Telephone Company. It was of incalculable benefit to towns within the system, and the enterprise displayed by Mr. Norman was duly appreciated.

The year 1887 was one punctuated with railroad projects. In December, Northern Pacific surveyors invaded Lincoln county and ran lines for a contemplated railroad. They were under the direction of H. S. Hudson, chief civil engineer of the Northern Pacific Railroad Company, and Major J. I. Jamison.

April 27, 1888, word was received that the contract for grading the first sixty miles of the Seattle, Lake Shore & Eastern Railroad from Spokane Falls westward into the Big Bend country, had been let to the firm of Burns & Chapman, the prominent contractors. The closing of this contract was the occasion of mutual congratulations among Davenport citizens. Spokane Falls had been asked to subscribe for $175,000 worth of stock. This had been done, the entire amount being raised within four days from the time of opening the stock books. One of the provisions of this subscription was that forty miles of the road should be equipped in time to transport the season’s crop.

May 17, 1888, the following correspondence from Cheney, Spokane county, appeared in the Portland Oregonian:

“The presence of Engineer Jamison, of the Northern Pacific Railway Company, in this place, and the fact that he has been quietly purchasing rights of way for the much talked of railroad from Cheney to Medical Lake and thence to the Big Bend country, has again excited the hopes of the people to a high pitch, although they have been unable to learn anything official about the future. That which apparently gives point to the action of Mr. Jamison in the eyes of the people here is that he should appear promptly after work had been actually begun on the Spokane end of the Seattle, Lake Shore & Eastern railway, and the definite location of its line, a distance of forty miles in the direction of the Big Bend country. Appearances indicate that either a big game of bluff is being played by somebody, or there is going to be some lively work done by these rival roads, and that, too, in the near future, while, as has been already stated, there are some circumstances which the people here think are full of suggestion.”

About this time Paul F. Mohr, chief engineer of the Seattle, Lake Shore & Eastern Railroad, said in an interview:

“Work on the line is progressing fairly well. The contract has been let to Ryan & McDonald, of New York, and Smith & Burns, of Baltimore, to build the entire uncompleted portion of the line from Squak, forty-two miles east of Seattle, to Davenport, in Lincoln county, which is the terminus of the fifty-mile portion now under construction westward from Spokane Falls. The distance is 340 miles, and this part of the road must be finished within two years. Chapman & Burns are building that portion of the line westward from Spokane Falls to Davenport, and will finish it about September 1st.”

Mr. Mohr gave the following as the course of the road east of the Cascades:

“It will pass at, or near, Ellensburg, but, possibly, not through it. From Snoqualmie Pass to Ellensburg, the Seattle, Lake Shore & Eastern will parallel the Northern Pacific. Thence it will run southeastwardly to near Priest Rapids, the head of navigation on the Columbia River, thence northeasterly to Davenport; thence easterly to Spokane Falls.”

Such was the condition of Lincoln county railway affairs in August, 1888. On the 27th instant Frank M. Gray, of Davenport, received the following wire from D. F. Percival, Cheney:

“Grading forces commenced here on Big Bend road (Central Washington) this morning under Contractor Hunt. Large force of men at work; more will be put on. Work will be pushed as fast as possible to Davenport.”

Within a few days after the reception of this cheerful message about four hundred graders were throwing dirt at different points between Cheney and Davenport, and on October 26th Mr. Percival again wired Mr. Gray from Cheney:

“Track layers on the Cheney & Davenport (Central Washington) road commenced this morning from here. Look out for the keers when the bell rings.”

Tuesday, November 27th the first train on the Seattle, Lake Shore & Eastern Railroad made its appearance at Medical Lake, Spokane county. At that time Wheatdale was its terminal point toward which it was building at the rate of two miles a day. It was the plan of the projectors of this road to complete forty-five miles to Wheatdale, near Davenport, by December 1, 1888, and then cease work for the winter, going forward to the mouth of the Wenatchee River, on the Columbia, the following season. At the same period the plan of the projectors of the Central Washington road was to “construct a railroad from a point on the main line of the Northern Pacific, at or near the town of Cheney, in Spokane county, extending thence in a general northwesterly direction to a point at, or near the town of Davenport, in Lincoln county; thence in a general northwesterly direction to the west side of what is known as the middle crossing of the Grand Coulee, in Douglas county, in the Big Bend country, and thence in a general westerly and southwesterly direction to an eligible point on the Columbia, near the mouth of the Wenatchee River, in the county of Douglas, all in the Territory of Washington.”

Thus it will be readily perceived that these two companies had thrown out surveys over practically the same routes. But the first train to arrive “at or near Davenport” was a construction train of the Seattle, Lake Shore & Eastern Railway Company. This was on December 3, 1888, and yet this terminus was then several miles south of town. From this point, freight and passengers were conveyed to Davenport by teams. At this period travel was brisk and many hack and freight wagons were in active commission caring for the large volume of trade. At one time it was seriously considered by the company to build a rival town at the terminal point. Still, Davenport possessed so many advantages in the way of location and eligibility that this idea was abandoned.

January 1, 1889, the Central Washington was graded into Davenport and track-laying was proceeding as fast as practicable. February 14th, this road had come within the corporate limits of Davenport; the town now had its first direct rail communication with the outside world. Heretofore the work of track-laying in the eastern portion of Lincoln county had been seriously hampered by snow and severe weather. Consequently, the date of the arrival of the initial train was somewhat later than had been anticipated. Tuesday, February 12th, the working crew, the steam track-layer and the train accompanying with material had swung into sight around the bend, a mile or more to the east. All day Wednesday the crew worked steadily onward toward the depot grounds, arriving in town that evening, the finishing touches being given to the road on the day following. The scene of operations was visited Wednesday by crowds of people anxious to witness the automatic working of the patent track-layer. Each face was wreathed with a smile of satisfaction, and it was the universal opinion that this grand entree of a railroad was destined to ensure a rapid growth of the town and increased prosperity. It was, in fact, a gratifying realization of one of those crowning events in the annals of a community that invariably meets hearty approval, and often enthusiastic commendation. Small wonder that upon this consummation of their hopes the citizens congratulated each other.

The construction of the Central Washington railway was conducted with no grand flourish of trumpets or noisy demonstration. The company had decided to build into the Big Bend, and proceeded to carry out the plan without ostentation. No subsidy was voted, nor was the progress of the line advertised abroad. It was a business proposition, pure and simple, and as such it was carried out to a successful conclusion. The steady progress of the road was only anxiously watched by that section of country ready to reap the benefits of such a line. The construction was done under the direct supervision of Engineer C. F. Reardan, and in every respect, the work was first-class. Inclement weather occasionally checked work for a day or two, but the means employed for laying track were the most perfect that the ingenuity of man had, so far, produced, and with it Mr. Reardan pushed forward to his objective point.

Impact of the Railroads (1889)

The Central Washington railroad began running regular trains to Davenport. The freight business of the Seattle, Lake Shore & Eastern railway dwindled away to absolutely nothing, temporarily, and much of the passenger traffic was also lost. But the latter road effected a coup. It arranged to deliver freight into Davenport at the same rates charged by the Central Washington, and, for a while, so successfully did it carry out this plan that the contractor plying between the terminus of the road and Davenport had more business than he could conveniently handle.

An immediate result of the construction of a railway through a portion of Lincoln county was a large influx of settlers, especially during the spring of 1889, and considerable land was purchased, pre-empted and homesteaded. June 14, 1889, General Tyner published the following concerning the wonderful change recently effected in Lincoln county:

“Think of the short time ago when Lincoln county was an unknown quantity, as much so almost as Central Africa, and then think what three or four years have done. From an unoccupied prairie country given up to the reverberating echoes of the howling coyote, or the paths of roaming Indians, now the railroad track has absorbed the Indian trail; the locomotive the coyote’s yelp; new depots and elevators, steam elevators, which although but recently completed, handled over 100,000 bushels of unsold wheat. Now the live newspaper publishes the events of the world which the cowboy formerly peddled to straggling camps. Now families are breaking up sod on great farms over which restless herds of stock grazed at will but a few moons ago.”

It may prove of interest to learn that in 1888, less than 10 years ago, there were in Lincoln county only 97 persons and firms who paid taxes on over $4,000 worth of property. The names of these and the amounts upon which they paid taxes at that period were:

During the late 80s and early 90s, the discoveries of rich silver mines in the Salmon River district, Okanogan, were causes of considerable travel through Lincoln county. All those going into the mines from the east traversed the county, and there were numbers of them. The route from Spokane was by way of Deep Creek Falls and Mondovi to Davenport. Leaving Davenport, the course was northwesterly, passing Brown’s and “Wild Goose Bill’s” ranches where now stands the town of Wilbur, thence on through Keller, to “Wild Goose Bill’s” ferry on the Columbia River. The distance from Davenport to Keller was about forty miles, and from Keller to the ferry forty miles farther. Crossing the Columbia River was effected by means of a steel wire ferry, carrying a large boat. From this point, the trail ran in a northwesterly direction over the Colville Indian reservation, the Okanogan River being crossed at Jones’ Ferry. Through stages ran from Spokane Falls to Ruby and Salmon City, (the latter being afterwards called Conconully) and the trip required three days’ time.

In July, 1889, work was commenced on the extension of the Central Washington from Davenport westward. To Contractor Kirkindall was awarded the contract to push the road through to a point on the western boundary of the county known as Almira. July 26th, the Times published the following:

“The meeting of the committee from this town (Davenport) and the officials of the Seattle, Lake Shore & Eastern Railway Company was held at Spokane Falls Monday, July 21st. The result of this conference was that Mr. Mohr offered to have his road built into Davenport in thirty days provided he received $15,000 and right of way. A representative meeting was held here Tuesday evening last (July 22d), when the foregoing proposition was presented, and the unanimous conclusion arrived at that the money should be raised and the right of way given. A committee consisting of Messrs. Nicholls, Ratcliffe, Newman, McAvinney, Luce, May, Finney, Edwards, Simmons, Ramm, McMillan, O’Connor, Essig, Drumheller, and Forrest was appointed to solicit subscriptions.”

August 16th the Times added the following anent the same matter:

“A very enthusiastic meeting of the citizens of Davenport was held at the offices of the Big Bend National Bank on Monday last (August 11th) to hear the result of Mr. David Wilson’s conference with the Seattle Company’s officials regarding the construction of the road to this point. Both business and property interests were well represented on the occasion and the unanimous opinion of the meeting was that trains would be running into town not later than October 1st, next.

“Mr. Wilson stated that he had met Mr. Paul F. Mohr, vice president of the Seattle Company at Tacoma, and had submitted a proposition to him to the effect that the people here would give the company the right of way from present end of track to Davenport; would grade the road-bed, build culverts, leave the track ready for the ties and donate the necessary depot grounds provided his company would furnish a competent constructing engineer, survey the road and supply all the rails, ties, fastenings, switch-stands, buildings and all other necessary materials and appliances to complete the road. This proposition was made by Mr. Wilson in lieu of that made by the Seattle Company a short time ago, in which the residents of this section were asked to subscribe $15,000 to the stock of the road, which is just about double the amount that will now be required to carry out the desired object. Mr. Wilson read a letter from Mr. Mohr stating that his company would accept the proposal made.

“A committee was appointed to solicit subscriptions and a list was immediately made headed as follows: David Wilson, $1,000; May & Luce, $500; John H. Nicholls, $250.”

October 11, 1889, the Seattle, Lake Shore & Eastern railway was completed into Davenport. But this had not been accomplished without a struggle. Of this battle between giants the Times said:

“The road bed of the Seattle, Lake Shore & Eastern is graded into town, and by Tuesday, October 8th, the iron was laid to the Northern Pacific crossing, only a short distance south of the schoolhouse and within the town limits, and the cars would today be running into the depot yards at the head of Morgan street were it not for an impediment that the new arrival ran into. It was nothing less than the opposition of the Northern Pacific people who are barring the crossing with a locomotive. From an employee of the road we learn that the Seattle officials picked up a frog at Medical Lake that was the property of the Northern Pacific and had it on the ground here ready to put in Tuesday. When Superintendent Riordan, of the Central Washington, was notified of this fact he ran an engine down to the crossing with a force of men, loaded the frog on board and carried it off. He then had an engine stationed across the track and there it has remained up to the present time, night and day. Both parties are watching each other, the Seattle men to get across, and the Northern Pacific men to prevent it. Of course the crossing will eventually be made, but the hitch is putting the Seattle outfit to considerable expense, besides it is the source of great annoyance to the people of Davenport who are anxious to see the new road in operation. Wednesday the Seattle passenger train arrived at the crossing, and the iron could be laid to the end of the grade in a few hours if the impediment were out of the way. So far the proceedings have been conducted without any violence. Further work will be tied up until the strong arm of the law makes the Northern Pacific officials give way.”

It is sufficient to say that this annoyance was of short duration, and when the Seattle Company had provided its own frog, it was put in without further objection on the part of the Central Washington people.

Sunday night, August 18, 1889, at 10:30 o’clock, fire broke out in the government saw mill at Fort Spokane, and within a short period everything was consumed with the exception of the engine and boiler. These latter were slightly damaged, but not sufficiently to disable them. The fire originated in the engine room and the damage, including the loss of lumber, was estimated at $5,000.

The Crop Failure of 1889 and Other Challenges (1889-1891)

The year 1889 will be remembered by residents of Lincoln county as “the year of the crop failure”—an event so unusual that it is well worth recording. It is not often that the fertile soil of the Big Bend proves recreant to the trust reposed in it. The season was a promise and a disappointment. In the spring, everything bore a most propitious aspect. The broad acres of Lincoln county were beautiful carpets of rich verdure. The grain was healthy, vigorous and heavy, and the harvest bade fair to be the largest ever garnered. But Providence willed otherwise. When the prospects appeared the brightest, the withering blight of steady and excessively hot winds came sweeping over the country, and with it perished the hopes of the husbandman. There followed a long siege of dry, hot weather, and it is astonishing that there was anything of a crop at all left. The farmer, however, cut half a crop, but to the many who had sowed their fields for the first time, this misfortune was more than usually severe. The consequences of this partial crop failure—for partial it was—was to create a financial stringency in the Big Bend which was severely felt.

A serious wreck occurred on the Central Washington railroad, six miles west of Wilbur, Wednesday morning, January 8, 1890. The road had been blocked with snow for a long time and the first train out consisted of engines Nos. 100 and 447, one box car and two way cars. This train left Wilbur about 10:30 o’clock a.m., for Almira, to clear the track. West of town, a cut of eight feet deep was encountered, full of solidly drifted snow. The two engines made a run for the cut, but the hard condition of the drifted snow caused both locomotives to jump the track. The engines rolled over and fatally injured the engineer and fireman of 447, Messrs. Melcher and Burroughs. Tim Raridon, the old-time conductor, who was on the head engine, jumped through the cab window before the engine fell over, escaping with a severe shaking up and a few bruises. Engineer F. Gorman, of No. 100, and his fireman, McClellan, had a very close call, but escaped with a slight scalding. Engineer Melcher was the most severely injured and died in a few days. His injuries were internal, caused by being jammed in the debris, and also from inhaling steam. His fireman, James Burroughs, suffered terribly, being held against the boiler-head among the burning coals which had been thrown from the fire-box, and the escaping steam from the burst pipes. Help was immediately summoned from Wilbur and all that was possible was done to relieve the sufferers. The cut where this accident occurred is about 150 feet long and the head engine, 447, had not advanced within more than 75 feet before it left the rails, running on the ties about fifty feet more, when the pilot appears to have struck some obstacle, doubled up, or buckled, torn off the front trucks and shot the engine over on the right side at right angles to, and almost clear, of the track. The second engine was keeled over on its left side and imbedded in the side of the cut.”

Fourteen years prior to the important decision of the federal supreme court in the case of the Northern Securities Company’s “merger,” Lincoln county found herself with something in the nature of a “merger” on her own hands. This was in July, 1890, and of it the Times said:

“Rumors have been in circulation here for some days to the effect that the Seattle, Lake Shore & Eastern Railway Company had fallen into the hands of the Northern Pacific. The following telegram from President Oakes, of the Northern Pacific Railway Company to the Spokane Falls Globe confirms the report:

“‘The Northern Pacific Company has purchased a little more than a majority of the capital stock of the Seattle, Lake Shore & Eastern—that is, about $3,000,000 out of $5,000,000—and has leased the remainder of the property upon the basis of six and three-quarter per cent interest on the outstanding bonds, and the further issue of bonds to complete the line to the International Boundary, a total of about $5,000,000. The annual rental will be about $8,000,000, but inasmuch as the Seattle Company has thus far earned its interest, the Northern Pacific is not likely to be called upon to make good any deficit. The Northern Pacific will enter upon the operation of the Seattle road on the 25th of July.'”

This virtual consolidation of the two lines was particularly unsatisfactory to both Davenport and Spokane. The former town had expended several thousand dollars for the purpose of securing a competing line into the Big Bend Country, while Spokane had subscribed $175,000 in stock to the Seattle, Lake Shore & Eastern road.

Early in January, 1890, Lincoln county, in common with all of eastern Washington, was visited by perhaps the worst snow storm in its history. For more than a week the settlers of the county were without communication with the outside world. Railroads were blockaded and many passengers on the various trains were snowbound in different towns. The worst feature of the storm was the loss of stock occasioned by its severity. All feed was covered by snow, and so heavy were some of the drifts that many cattle perished in them. It was, in fact, next to impossible for stockmen to ride around and drive in range cattle. However, this loss was nothing to what would have resulted in such a storm several years previous. Settlement of the country had curtailed the range and there were comparatively few head of stock running at large. Farmers had learned wisdom by experience, and in the main, they had prepared for such an emergency by keeping up their stock and winter-feeding them. Still, the losses from this source were quite severe.

The drifting snow blockaded the railroads as effectively as though a deluge had obliterated the tracks and it was only by persistent labor that the wheels were again set in motion. The wind began blowing January 1st and whirled the light snow across the country. Every cut, no matter how deep, was piled level full, placing an impregnable face to the locomotive. Trains on the Central Washington and Seattle, Lake Shore & Eastern roads arrived in Davenport from Spokane Falls, Wednesday night, January 1, and from that time until the 6th no train was able to make its way through. January 3rd, the powerful snow plow of the Central Washington left Davenport, urged on by three engines, and a passenger train followed in its wake. At Reardan, the monster plow plunged into a cut and there stuck fast. Two other engines were almost pulled to pieces and considerably damaged in an endeavor to extricate or force on the plow. This condition of affairs continued until Sunday, the 5th, when a rotary snow plow began work out of Cheney. This monster corkscrew worked a clearing until it reached a point a few miles east of Reardan when it, too, was disabled and taken back for repairs. Returning on Monday, it had a track open and traffic was resumed east of Davenport. The western end of the route was then attacked and opened in the course of a few days. The rival road, Seattle, Lake Shore & Eastern, was not so successful in opening its track, having no snow-plow, and spring had opened before it was in running order. The town of Wilbur was cut off from all outside communication for 31 days.

Following this severe storm of January, the weather continued cold until March, there being another storm the latter part of February. This, too, added to the woes of the stockman and the railroads. This latter storm was particularly severe on stock, and that which was running at large was almost completely wiped out, while even where animals were fed there was considerable loss. During the period of the February storm, cattle that had escaped the January attack were emaciated and in no condition to withstand further cold weather. Settlers who had been feeding ran out of hay, and the snow remaining long into the usual springtime, much of the stock which had heretofore enjoyed the advantage of care succumbed. In summing up this disaster, the Lincoln County Times of March 7th said:

“Continual storms and severe weather have put an end to all hopes of cattlemen, and the loss among range cattle and horses amounts almost to annihilation. A loss of eighty or even ninety per cent is not too high an estimate. No portion of this section has escaped. Even where the farmers prepared to feed their stock through the winter they did not calculate on so prolonged a season, and feed has failed. We hear the most distressing accounts of the losses and men who last fall were considered well-to-do are today bankrupt. Each day we hear the names of old settlers mentioned who have lost about all their stock. One instance is told of a cattleman whose feed was exhausted before the last big storm. He could not witness the sufferings of the animals. They were all driven into a canyon and there left to perish. The country west of Davenport is strewn with dead animals, and their bleaching bones will long remain sad reminders of this terrible winter. The effect of the season on cattle has conclusively proved one thing, and that is that the range in this section has become too limited for large bands of stock.”

During the spring succeeding the memorable “hard winter” of 1889-90, travelers throughout the country reported that dead cattle and horses were scattered everywhere. As a rule, these dead animals would be found in bunches of half a dozen or more, as if the poor creatures had crowded close together for warmth. The atmosphere of some sections was permeated by a dreadful stench from these decaying carcasses. There were far too many of them to be buried, and in a number of instances, giant powder was used to blow the bodies to atoms. A gentleman thoroughly familiar with the sheep industry informed the editor of the Sprague Herald that before winter had closed in, there were 40,800 sheep within the boundaries of Lincoln county, and that 10,875 perished in these two storms.

By the older citizens of Lincoln county, the spring of 1890 will be remembered as the “hard times” period. Property was cheap; business stagnant. Each community in the county suffered from the baleful effects of short crops and an unusually severe winter. But sanguine hopes arose above this depression. It was the belief of nearly all that it was but temporary, and that with the customary “bumper crop” for which the county has almost universally been noted, financial affairs would resolve themselves into more favorable conditions.

The Ground Squirrel Plague (1890-1893)

In 1890, according to the government census, Lincoln county was accredited with a population of 9,312. And this wonderful increase had nearly all accumulated since the era of railway construction through the county. While the subject of squirrels may appear a rather unique one to occupy a place in the history of any county, old residents of the Big Bend country will agree with us that for several years, beginning with the spring of 1890, the squirrel question assumed large and ominous proportions. While these pests did not make their first appearance this year, it was at this particular time, however, that they came in hordes. They were, indeed, prominent. In political conventions, platforms were framed containing “squirrel planks,” and the issue appeared momentous. Columns after columns were, in the daily and weekly press, devoted to the treatment of the squirrel evil. Patent exterminators as numerous and varied as the hues of Joseph’s coat were put on the market, but each in turn was cast aside and the scourge was only eliminated by the death of the pests from natural causes. A correspondent of the Farmington Journal wrote:

“The squirrel which proved such a pest to the farmers of Lincoln county for several years was an animal indigenous to the great basin lying between the Rocky Mountains and the Cascades and Sierra Nevadas, and is described by naturalists under the name of the ‘whistling marmot of the great plains of the Columbia.’ In habit it was a hibernating animal and made its first appearance in this latitude about the middle of March, and in fact its habits were so regular that they have been known to burrow through snow-drifts of from two to three feet deep, and it returned to its burrow about the middle of August or first of September. It got in its worst destructive work in July and August, when preparing for its winter rest, and the damage was done by cutting down the grain and stripping it of the leaves, as it laid up no winter store at all. At the approach of the autumn season, the marmot would retire to his burrow and close the mouth of it with earth and then roll himself in a ball of dried grass and lie dormant until the next spring, when he would again emerge and enjoy life for a brief period.”

Those farms in the western portion of Lincoln county appeared to be more seriously affected by the inroads of the pestilent ground squirrels. There the country appeared to be literally alive with them. In some instances, farmers dug deep trenches around their fields in an effort to keep off the squirrels. Mr. Geer, of Geer post office, killed 1,100 squirrels within the space of four days, and a farmer near Wilbur succeeded in making away with 10,000 during the summer. And although this slaughter continued, there appeared to be no diminution in the exasperating number of squirrels. Bounties and free poison ran the county in debt $40,000. Squirrel scalp bounties were offered by the county commissioners. Commenting upon this, the Times said: “It is astonishing the number of squirrels that have fallen victims this spring, and it would seem that the ranks of the pests must be almost annihilated by the war that has been waged against them this spring. The first week the commissioners were in session upward of 30,000 scalps were cashed in and full returns have not yet been received. Yet while this number appears large, the mortality has made no perceptible reduction in the squirrel population.”

Continued County Division Efforts (1890-1891)

During the autumn of 1890, the Central Washington railway was completed to Coulee City, in Douglas county. The preceding year, it had reached Almira. Some inside history concerning the building of this road was contributed by Mr. C. P. Chamberlin, who became its receiver. In his report published in February 1896, he said:

“In 1887 a Mr. Jamieson made a survey and located a line for the building of the Central Washington railroad from Cheney, in Spokane county, to a point a few miles west of Coulee City, in Douglas county, Washington, a distance of one hundred and seventeen and thirty-seven one-hundredths miles. The construction of the Central Washington railroad was begun at Cheney on July 17, 1888, and completed to Coulee City in 1890. The road is completed one mile and forty feet beyond Coulee City, and grade built for about eight miles beyond the end of the track, or nearly to the top of Grand Coulee, on the west side.

“Starting at Cheney, the road, as built, follows the Jamieson survey to a point about two miles west of Medical Lake, a distance of about twelve miles west of Cheney. At this point the road, as built, leaves the Jamieson survey and runs almost due north for about two miles, following down the stream known as Deep Creek for about three miles, crossing the stream on a 44-span trestle bridge, 703 feet long and 40 feet high, built on an eight-degree curve. The road then runs west about one mile, thence north two miles, thence southwesterly, thence northwesterly and westerly to point of intersection, west of Reardan, with the Jamieson survey, being a distance of eighteen miles from where the constructed line left the Jamieson survey, to point of intersecting it again. This change necessitated the making of sharp curves, deep cuts, high trestles, sags and increase of grades and lengthened the road about four and four-tenths miles in the eighteen miles, whereas the Jamieson survey from section 1, township 24, west, range 40 east, ran nearly on a tangent in a west-northwesterly direction, all the way to where the constructed line intersects west of Reardan, making scarcely any cuts, a much easier grade and distance shorter by four and four-tenths miles. Nearly all the grade was built and right of way secured on the line of the Jamieson survey before the change was made to where the road is now built.

“At a point about one mile west of Davenport the road, as built, turns south and southwest, thence west to Rocklyn, thence northwest to Creston, a distance of about twenty-two miles. Some ten miles of this distance the road, as built, passes through a belt of scab land, composed of basaltic rock, necessitating numerous rock cuts, making this ten miles the most expensive piece of road to build between Cheney and Coulee City. The Jamieson survey, in covering this distance, runs west-northwest from Davenport until nearing the scab land, that the road, as built, passes through, when it runs south avoiding the scab land and rock, crossing back to where the road is now built between Wilbur and Govan, making a much shorter route. The advantage of the Jamieson survey over that of the road as built for above distance was a saving in distance, grades, curves, and avoiding the rock cuts. At about the 86th mile post, near Almira, the road as built again leaves the Jamieson survey, runs northwest for about two and one-half miles and thence southwesterly for about fourteen and one-half miles, intersecting the Jamieson survey again at about mile post 104.

“On the Jamieson survey the grade is descending the whole distance, while on the road as built it rises to an elevation of 2,108 feet, three and one-half miles west of mile post 86, making this difference: Jamieson survey, length, 16 miles; road as built, length, 18 miles; Jamieson survey, grades not exceeding 7 per cent.; road as built, six miles, .8 to 1.5 per cent.; twelve miles, .4 to .8 per cent. grades. About the only explanation that is given for this change of the construction of the road is that about the time of the beginning of the construction of the Central Washington railroad there was a townsite company formed and composed almost entirely of the Northern Pacific officials, who were either in charge of the construction of the Central Washington railway or occupying positions that gave them prominence in controlling and directing the affairs of the Northern Pacific Railway Company. It is a matter of regret both to the owners and to the patrons of the Central Washington railway that this townsite company could not have secured as favorable terms for their purpose along the line of the Jamieson survey as where the road was built.”

The story of the county seat contest of 1890 between Davenport and Sprague is one replete with dramatic, even sensational interest. It is a recognized truth that the residents of the northern and western portions of Lincoln county never considered the county seat as permanently located at Sprague. It had always been regarded as a matter of course that at some future day the question of relocation would again be submitted to the arbitrament of the ballot. Firm in this belief, the voters time and again elected county commissioners with the distinct ante-election understanding that they should swing their official influence to prevent the construction of any expensive county buildings.

The summer of 1890 appeared to be an auspicious time in which to reopen the burning question of county capital removal. Construction of the Central Washington and Seattle, Lake Shore & Eastern railroads through the northern part of the county had caused a rapid settlement of that portion of the Big Bend. New towns had sprung up and each had acquired quite a formidable voting strength. Agricultural and industrial conditions surrounding the two towns of Davenport and Sprague were radically different from what they were during the memorable contest of 1884, six years previous. At that period the central and northern portions were little more than rolling bunch-grass prairies. Settlements were few and far between. Now the aspect was decidedly changed. Nearly every district surrounding Davenport and trending to the southward was occupied by thrifty farmers. It was proposed by the citizens of Davenport to build free of cost to the county a courthouse building the expense of which should be not less than $10,000. Three-fifths of all ballots cast were necessary to remove the county seat, all of which votes must be in favor of one particular place of removal.

Fully 1,200 voters signed the petition to the county commissioners, which was presented August 5th, and permission was granted by them for an election to be held in November. Thus the 1890 campaign for county seat honors was fairly on, and exceedingly warm. It was the ardent, and natural desire of Sprague citizens to investigate the exact condition of the promised $10,000 for courthouse purposes. Davenport realized the fairness of this proposition and that amount was promptly deposited in the Big Bend National Bank. Mr. C. C. May, cashier, made affidavit to the following statement:

“Davenport, Lincoln County, Wash., October 6, 1890.—This is to certify that there has been deposited in the Big Bend National Bank of Davenport, Washington, the sum of ten thousand dollars for the purpose of erecting county buildings at Davenport, Washington, if the county seat shall be removed from Sprague to Davenport as a result of the election to be held the fourth day of November, 1890. In case the county seat be so removed the Big Bend National Bank will pay into the county treasury the sum of ten thousand dollars on the 4th day of March, 1891, for the purpose of erecting such buildings.

“The Big Bend National Bank.

“C. C. May, Cashier.”

Saturday evening, October 18, 1890, a meeting of Wilbur business men was held in Mr. Benson’s office for the purpose of discussing the county seat question as it affected Wilbur, and arriving at some positive conclusion as to which point—Davenport or Sprague—offered the least obstacle to the division of the county on a north and a south line. The meeting was called at the solicitation of Davenport gentlemen who had passed the four preceding days canvassing the town, and who personally gave notice to all whom they desired to attend the meeting. The deliberations were of a very informal character, and it soon became apparent that Sprague was regarded as being in a better position to meet the wishes of the people of Wilbur than was Davenport. Upon an expression of the meeting being taken it was found that an unanimous feeling prevailed to assist Sprague in the contest.

The vote of Wilbur was an important factor in this contest and to secure it Sprague put forth strenuous efforts. On the other hand Wilbur citizens were extremely anxious that a county division should be effected whereby a new county should be formed of which she might become the capital. The Wilbur Register joined forces with Sprague in this movement and Davenport was defeated by the following vote by precincts:

Sprague received a majority over the two-fifths vote required and the county seat remained with her.

During the winter of 1890-91, residents of Lincoln county were seriously affected by an annoying wheat blockade. It appeared impossible to secure transportation for the farmers’ grain; there was a car-famine with consequent inactivity of the market. Many buyers had advanced money on wheat upon which they could not realize. This condition of the local wheat market continued until after Christmas when plenty of cars were received and the congestion removed.

In January 1891, there occurred an Indian “scare” on the Colville Reservation and in central Okanogan county. A brief outline of this event may not be out of place here. Cole, a freighter plying between Wilbur and the north country, was murdered by an Indian boy named Stephen, or such, at least, was the supposition. The latter was arrested and lodged in jail at Conconully, the county seat of Okanogan county. A party of citizens from Alma, and other sections of the county went to the jail, removed Stephen and hanged him from a tree a short distance below Conconully. This act greatly angered the Indians on the reservation, who at once threatened to go on the warpath and exterminate all the white settlers in the country. At this period the Dakota Indians afflicted with their historical Messiah craze were on the warpath, and in consequence, anxiety was felt in many sections of eastern Washington. The citizens of the upper country petitioned the governor of the state for troops and arms with which to defend themselves. Guns and ammunition were at once forwarded, but the hostile Indians were finally induced to remain quiet without further bloodshed. It was subsequently confessed that the danger was more fancied than real, and certain newspapers went to the extent of hinting that, after all, Stephen was not the actual murderer of the freighter Cole. While no portion of Lincoln county was directly threatened, considerable excitement was manifested by settlers in the northern portion, especially along the Columbia River opposite the Colville Reservation.

The following from the Wilbur Register under date January 23, 1891, explains the nature of the scare in so far as it affected Lincoln county:

“Mr. Al Stevens, a prosperous horseman from Grand Coulee, came in from that place Monday last (January 19) with the startling information that the Indians were crossing the river in large numbers and that the settlers in that vicinity were becoming considerably alarmed. He imparted the news to Mayor Hay and at the same time requested him to use his influence in obtaining guns and ammunition for their use. The request was immediately complied with and the arms will, probably, arrive to-night. Mr. Stevens says that the Indians are acting in a very mysterious manner. They cross to this side of the river and then suddenly disappear, no one knows where. Some of the more timid are of the opinion that the Indians are gathering in some of the canyons along the river and some dark night will break out and massacre the whole settlement. This is hardly probable, however, as the Indians in this part of the country are at present so few in numbers that they would hardly dare attack settlers this side of the river. If there is any outbreak it will more than likely be in the neighborhood of Ruby City, where the trouble originated. It is all very well to be prepared, though, for it is hard to tell what the red devils would not do, and a few hundred rifles distributed among the settlers along the river would be a great ‘inducement’ for the Indians to stay at home.”

Following the temporary settlement of the county seat question resulting in a victory for Sprague, the matter of county division was taken up at the earnest demand of the people of Wilbur. Objection was made by Davenport to any division having a north and south line of demarcation, but the town was apparently willing to allow the division quorum to proceed provided an east and west line was adopted, thus separating Sprague from Davenport. It was hoped that by this means the latter town would eventually secure the county seat. To this proposition, however, the consent of Sprague could not be obtained. In the legislature, two bills for county division were introduced, one by Representative Isaac M. Cushman providing for a north and south line a few miles west of Davenport, designating Wilbur as the new county seat and christening the proposed new political division as “Big Bend County.” A second bill provided for division on an east and west line, but nothing tangible resulted from either of these two measures. Another plan which received some consideration but did not materialize was in the nature of a compromise whereby the county was to be segregated into three divisions: Big Bend to be designated as the western county, Grant that of the east, and Sprague to remain the county seat of Lincoln County. But it was destined that the county should not only remain intact, but that Davenport should eventually secure the capital. The following summary of the complication was published March 6, 1891, by the Lincoln County Times.

At the opening of the campaign last fall, the relocation of the county seat was the all-important question of the hour. It was believed that a more central location was generally desired, and that its removal to Davenport would result to the financial advantage of the taxpayers of the county. Davenport was regarded as well situated and therefore designated as a contestant for county seat honors. Sprague, realizing that to rely upon her merits as compared with Davenport was likely to result disastrously to her, formed an alliance with Wilbur whereby that town was to throw her vote and influence in the balance with Sprague, in consideration of which the latter would secure such a division of the county as that Wilbur would be the county seat of the new division. The improbability and impracticability of the proposition was apparent to everybody except the Wilbur people themselves. They eagerly caught at this offer and labored hard and faithfully in the interest of Sprague, and by her efforts barely succeeded in retaining that town as the county seat of Lincoln County for another term of years.

Having faithfully fulfilled her promises, she confidently expected that Sprague would redeem her pledges by aiding the north and south division over the Rocky Canyon. Very naturally, Sprague could not afford to aid such a division as it would have left her in a helpless condition to contend with an adversary in the event of another contest. It was but natural that she should try to protect herself, and if by a reiteration of her goodwill she can succeed in bringing Wilbur to her support again when she needs her, why, she will do it.

Lincoln County at the Tacoma Grain Exposition (1891)

It was in the latter part of September 1891, that Lincoln County, in company with the Big Bend, achieved distinction at the Tacoma Grain Exposition and this too in a manner that accorded her high standing among the grain-growing sections of the coast as a cereal-producing country. The managers of the exposition placed Lincoln as the first county in the state in a showing of wheat, oats, and barley; Walla Walla County the first in fruits and Yakima County the first in hops. Each county in the state was represented by the most attractive displays, and a strong effort was made by Whitman to carry away the laurels in the cereal exhibit, but the honor was accorded to Lincoln County.

In March, 1892, the formal transfer of the Seattle, Lake Shore & Eastern Railway was made to the Northern Pacific Company. Still, the road had been under the practical control of the latter company for nearly a year previous.

The Big Bend Chief tells an interesting tale of the discovery of the Great Northern route down Crab Creek by the Urquhart Brothers, the well-known stockmen. President James J. Hill had surveyors out trying to locate an eligible route down to the Columbia River, but the grades were all steep. The Urquhart Brothers, who were watching with decided interest the movements of the company, became acquainted with the difficulty experienced by Mr. Hill. Mr. Donald Urquhart, therefore, wrote the Napoleonic railroader a personal letter agreeing to find him a route devoid of “toboggan slides.” At first nothing was heard from Mr. Hill, but one evening, some weeks later, a party drove up to Mr. Urquhart’s home and desired to remain overnight. The following morning they stated that their errand was to find the route of which Mr. Urquhart had written to Mr. Hill. Accordingly, Donald hitched up a team and after a month or two spent in running surveys proved the correctness of his statement made in the letter. The engineer who made the survey met the party at Rock Island and could hardly believe the evidence of the field notes. More especially was he hard to convince as he had made several investments along the northern route for himself and friends with almost a certainty that the road would be constructed along that survey. The only error made by Mr. Urquhart was at Trinidad, where the loop is now made to avoid crossing the canyon at that point. He still maintains that the canyon can be bridged with safety. Within a year from the time that the letter was written to Mr. Hill, the whistle of the locomotive might have been heard in the Crab Creek valley.

The Great Northern Railway was built through Lincoln County in 1892. Preliminary surveys were made all over eastern Washington and many rumors were afloat as to the probable course through Lincoln County. For a period it appeared reasonable that some of the towns in the northern portion of the county would be on the line as it was thought that the crossing of Grand Coulee would be made at Coulee City. In fact, the Great Northern Company filed their map in the Waterville land office showing this route. On September 30, 1892, the Great Northern was completed to the Columbia River.

Local Conflicts and Tensions (1892-1894)

For many years, non-resident stockmen were in the habit of driving their herds to Lincoln County each successive summer. Early in the year 1892, a mass meeting of Lincoln stock-raisers was held at Fellows Station, on the Central Washington Railway, and organized the Lincoln County Stock Protective Association. The following resolution was then adopted: “Resolved that we will no longer suffer such grievance, and we hereby give notice to non-resident stockmen that any further attempt to encroach on our ranges will encounter the united and determined opposition of this organization. A word to the wise is sufficient.”

In the spring of 1892, the two companies of soldiers then stationed at Fort Spokane were called to the Coeur d’Alene mines where they took an active part in the labor troubles at that point. They remained during the summer, returning to the fort on November 17th.

In March, 1893, the squirrel pest reappeared, but it was ardently anticipated that it marked the beginning of the end of the trouble. This, however, was an error. It was reported that these animals were emerging from their winter quarters in large numbers and were starving at a rate threatening total extermination. Thousands of them were observed scurrying across the snow in vain search of something to eat. The Lincoln County Times commented on the phenomenon as follows:

“There is at least one advantage of a backward spring that is likely to prove of untold value to the grain producers of the county. The little rodents who prey upon green wheat fields and who scamper over a thousand hills in countless numbers long before this time most years, are making a desperate and unsuccessful struggle for existence this season. It is more than a month since they began to peep forth and though they are great rustlers in dry weather they have a great aversion for snow and cold, consequently many of them are passing to their reward and if the balance are properly looked after will soon join them.”

Yet in March, 1894, the ravenous rodents reappeared in large numbers in the southern and central portions of Lincoln County. They appeared, however, to be traveling northward and it was freely predicted that they would soon disappear into the Columbia River. There was observed, also, a decrease in their numbers. In certain portions of the county, many were drowned out by floods. Still, in the face of all this, the squirrels appeared as pestiferous as ever. In April, 1895, the Wilbur Register said:

“The story as told by the Register two weeks ago regarding the destruction of squirrels by small red lice has been confirmed during the last few days by men who have investigated the matter. J. F. Opitz, who lives on Lake Creek, was in town Monday and says that there is absolutely no doubt that the lice are killing the squirrels by the thousands. Where there were twenty squirrels last year there is not one now, although the lice only affect the squirrels in certain localities. Mr. Opitz says that his neighbors have caught a number of the squirrels in traps, which had been attacked by the lice, and in every instance the squirrels were nothing but skeletons. Jack Sterrett and others living out that way say that it is surely the lice that are destroying the pests, and all advise that the people living up here should try to secure some of the squirrels having the lice on them and turn them loose where they are likely to scatter the vermin.”

It is evident that these lice did some good in the way of killing the pests, but not until June, 1896, was the nuisance abated. At that period, they began to die off in large numbers from disease. On July 3rd, the faculty of the Agricultural College at Pullman said: “The disease is one affecting the throat. It shows itself in one or more abscesses, the outside of which resembles a crust, or scab. Later, this abscess may form a large, ugly-looking ulcer. The symptoms are not aggravating until toward the termination of the disease, when the affected squirrel will turn round and round in a circle, be thrown into spasms or convulsions, death following immediately.”

On July 17th, the Sprague Herald said: “The squirrels in this section have ceased to be a pest. They are all either dead or dying.”

Thus closed one of the most pestiferous afflictions which the farmers of Lincoln have ever been called upon to face.

Fort Spokane’s Potential Abandonment (1893-1894)

The proposed abandonment of Fort Spokane met with a sturdy and, temporarily, successful opposition from the citizens of Lincoln County. The question was first broached in October, 1893. At that time, General Carlin, of the Department of the Columbia, in his annual report recommended this course to the government, together with a number of other smaller forts. General Carlin also advised the establishment of a new post near the city of Spokane. This recommendation appears to have been anticipated, so far as it applied to Fort Spokane, as only a few soldiers were there in October, 1893. The Lincoln County Times was fully alive to the merits of the question, and on October 20th said:

“It is well known that the city of Spokane has had designs upon the acquisition of this military post for years past merely for the advantages that would grow out of government appropriations for the erection of necessary buildings, to the city as a whole, and the incidental advantages that would be reaped from a monthly soldierly payroll to the business community as a part. Why should the government abandon a post conceded to be the best planned in this division and upon which so much money has been expended? It is near the border line, quite accessible, and will most probably be on a line of railroad at no distant day. If local advantages are to be considered, Lincoln County protests that she has prior claims which are entitled to as much consideration as any claim that can be advanced by Spokane as a county or city.”

In November of that year, canvassers were in the field securing names of Lincoln County settlers remonstrating against abandonment. It was held by the signers of these petitions that the fort was as necessary then as it had been ten years previous. They claimed that, as the fort was between two Indian reservations, Colville and Spokane, the post served as a restraint upon such “bad Indians” as might be disposed to do mischief of any description. These Indians were always able to secure whiskey occasionally, notwithstanding a close watch kept upon them by the military, and when they did procure it they were exceedingly dangerous. Removal of Fort Spokane would render it far easier for them to procure whiskey. At that period, it was one of the best-constructed posts in the northwest and upon which considerable money had been expended by the government. For these and other reasons, the citizens of Lincoln County earnestly protested against abandonment and respectfully asked that the War Department should thoroughly investigate the matter before acting upon the recommendation of General Carlin. Nothing was done further in the matter at this time. In April, 1894, several companies of infantry and two of cavalry were added to the garrison, and not until the breaking out of the Spanish War, in 1898, was the abandonment of Fort Spokane effected. The troops then went to the front and were not subsequently returned.

In 1894, what were known as the “lieu lands” were thrown upon the market in Lincoln County. Previous to this, the question had been, particularly to people residing in the northwestern portion, vexatious and unsolved. For a number of years, these residents had been holding lieu lands by “squatters’ rights,” improving and cultivating them, yet all the time afraid to leave them, even for a day or so, through a wholesome fear that they would be “jumped.” There were several townships of these lieu lands along the Columbia River which were especially valuable. At last, through the influence of the Washington delegation in Congress, the lieu lands were placed on the market and the actual settlers on them could “quiet title” by purchase, which most of them did.

The Coxey’s Army Incident (1894)

The memorable Coxey Army movement, which took the country by storm, did not pass Lincoln County by in 1894. The “Commonwealers,” as they were called, were then traveling eastward from the Sound cities on their way to join “General” Coxey on his march to Washington, D.C. Sprague, being a railroad point of prominence, secured the majority of trouble from this source, although other towns in the county were not unmolested. On May 6th, a Sprague correspondent of the Spokane Review sent in the following:

“This morning, Sprague citizens witnessed a novel sight. During the night, freight trains from the west brought several hundred of the industrial army. The passenger train also unloaded about seventy-five riding on ‘blind baggage’ and brake-beams. After breakfast this morning, which the industrial army received through the kindness of our citizens, the army attempted to board freight train No. 58, which leaves this station at 7 a.m. The army swarmed upon the box-cars like bees. The crew made several attempts to get them off and started several times, but each time the army would climb upon the cars again. Finally, the train backed down into the yard and the officials hit upon a novel and dangerous plan. They made the train a double-header with two powerful engines, also having the switch engine as ‘pusher.’ After clearing the train of the army, it was backed down almost to the lake west of town, and then made a fast run through our city, going at the rate of fifty miles an hour.

“About one hundred of the army started out walking east and intended to board the train going up the hill, but on account of the double-header they were fooled. A livestock train eastbound was brought to a halt by an industrial who set an air-brake from the trucks of one of the cars. The officials ordered the stock unloaded and swear they will not carry the ‘Commonwealers’ if not a wheel turns for a month.”

May 8th, another dispatch was published, it appearing that a temporary check was put to the lawlessness, as follows:

“Everything is very quiet in our city today. All the industrial army took their departure during the night on the stock and freight train which left here about 3 a.m. Although about 25 Deputy United States Marshals arrived here from Spokane to escort the stock train out of town, the Coxeyites all caught on going up the grade east of town. There are six or seven Deputy United States Marshals under the command of Captain V. M. Massey stationed here to keep the Commonwealers off all trains, and some of them were more boisterous around the saloons and depot than all of the Coxeyites who have been visiting us for the last few days. There are 600 or 700 of the army strung along the railroad from Ellensburg who will arrive here within the next few days.”

The cattle train from Sprague was brought into Spokane at 6 o’clock on the morning of the 8th. The marshals found that the train was in possession of the industrials who would not move under their orders to get off the right of way, some of the army telling them that they would not dare shoot. During the excitement, one man was clubbed. As the cattle train started up, the marshals ran alongside to keep the Coxeyites off. But the latter started to rush by them for the brake-beams, and the marshals began shooting. No one was injured, but the Commonwealers discovered that the marshals meant “business.”

About a dozen of the army reached Davenport Saturday noon, May 12th. At the expense of a number of citizens of the town, they lunched at the Dale House (since destroyed by fire), and then continued on their way to Washington, D.C., rejoicing. They came over the mountains from the west and succeeded in stealing a ride over the Central Washington Railway to within a mile or two of town. They did not move forward on their march until a little recruiting had been done. The following dispatch, under the date of May 16th, was sent in to Spokane from Davenport:

“A man named Rippitos, of this place, entertained a large number of people today with a discourse upon the Coxey movement. After he had finished speaking, enlistment began and within a short time nearly one hundred men had joined the army. Quarters were offered them by Jack Redick, who allows them to use his old wagon shed, where they will spend the night. A grand demonstration took place this afternoon, the men parading, colors flying and headed by the Davenport brass band. They will remain here a few days to complete recruiting and will then depart for Washington, D.C.”

Thus ended Lincoln County’s adventure with the Coxeyites. But the same month of the same year, high water was a fruitful topic of discussion, as well as in other portions of the state. On June 7th, the floods continuing, the bridge at Fort Spokane was carried out. Under the date of June 17th, the Lincoln County Times said:

“People living along the Columbia River tell frightful tales of ruin and devastation resulting from the high waters. Houses, barns, stacks, dead horses and cattle, and even human beings have been seen floating down the river. It is related that one day when the waters had about reached their height, a man and two girls were seen strapped down to a floating raft drifting down the current. It was impossible to rescue them. The river was so swift and violent in most places that it was almost sure death to venture into the current with a boat.”

June 22nd, the waters of the Columbia and Spokane rivers and other streams were slowly subsiding and no further mischief was feared. It was admitted, however, that these streams had never been known, by the oldest residents of the country, to rise so suddenly or to such a height. But on June 29th, Crab Creek, in the southern portion of the county, became a mighty river, carrying away bridges, fences, and grain. This was the first time this stream had ever reached any extraordinary height due to spring floods.

The Northern Pacific Railway Strike (1894)

The Northern Pacific Railway strike, in 1894, under the auspices of Eugene V. Debs and the A. R. U., which affected the entire system, played an important part in the history of Lincoln County. Directly and indirectly, it may be traced to some of the important events which transpired later—notably the removal of the county seat from Sprague to Davenport two years later. It was the cause of certain dissensions between the two ambitious towns. One Saturday in June, 1894, a number of farmers assembled in Sprague and in the name of Lincoln County, adopted certain resolutions concerning the great strike then pending. This meeting was presided over by John Cody, and A. J. Lacy, J. C. Murray, and O. T. Terwilliger drafted the following resolutions which were adopted:

Resolved, That we, citizens of Lincoln and adjoining counties in mass meeting assembled, in the city of Sprague, Washington, hereby express our emphatic condemnation of the plutocratic money powers that have so systematically done all that could be done to oppress the poor generally, and of the management of the Pullman Car Company who are the direct cause of the strike on all the sections of railroads now out, and be it further

Resolved, That we hereby extend our hearty sympathy to all the unfortunate toilers who have been reduced to enforced idleness through the iniquitous and tyrannical action of the management of the Pullman Car Company in reducing the wages of their employees to starvation prices, and especially do we extend our sympathy to and hereby declare our approval of the action of our citizens who are employees of the Northern Pacific Railroad Company in their determination to insist upon the equitable adjustment of the wages, and the restoration to their positions of the employees that have gone out, and be it further

Resolved, That we as a body assembled hereby pledge ourselves to do all in our power to alleviate any condition of suffering or want, and that we are willing to contribute everything within our power that may be needed for the purpose of the strikers or their families.

It should be remembered that this period was one of intense excitement throughout the entire country. Similar meetings and similar resolutions were held and passed in many places. Indeed, it may be truthfully asserted that these resolutions of sympathy were mild in their character compared to many others of like import. Viewed in the calm retrospection of history, they do not appear at all anarchistic or revolutionary. But conditions at that time were inflammable. It is this fact that tended to bring on a strong division of public sentiment. And to this division must be ascribed the intensifying of the bitterness which originated in 1884 between the towns of Sprague and Davenport, as well as between citizens of each town. The action of this mass meeting in Sprague was at once seized upon by certain people in Davenport to create a spirit of animosity against Sprague. The more conservative citizens of that town realized that such a condition must be palliated. A dispatch from Sprague, dated July 16th, will more fully explain their position:

This evening a large meeting of citizens and business men was held and resolutions were passed for law and order. The assemblage was resolved to protect from insult and violence all men who desire to go back to work. One hundred citizens were sworn in as deputy sheriffs. It was also resolved to enforce the ordinance keeping boys off the streets after 9 o’clock p.m. The meeting was very enthusiastic and the citizens are determined that peace shall be preserved. The following resolutions were unanimously adopted:

Whereas it has come to our attention that numerous false and misleading reports have been published and circulated with regard to the condition of affairs at Sprague and the sentiments and opinions of citizens during the strike, and

Whereas, the reports not only do Sprague and her citizens an injustice, but are calculated to do much harm, therefore be it

Resolved, by the citizens and business men of Sprague in mass meeting assembled that we denounce as false the report that Sprague is solid for the strike; that we believe that even among railroad employees there are a large number who are and have been opposed to the strike from the beginning as unjust and ill-advised; that the report that Troop A of Sprague refused to return home behind non-union men is absolutely untrue; and especially is it false that the people of Sprague—or a respectable portion of them—approved their alleged refusal to do so. On the contrary, the citizens of Sprague are loyal to the flag and to the laws, and are outspoken in their opinion that it is the duty of a soldier to obey orders under any and all circumstances, and that refusal so to do should be met with severe punishment.

We condemn the false and exaggerated reports of the disturbance Sunday night, the 8th instant, as the facts are: That beyond the throwing of rocks at a train and the burning of one small trestle and the partial burning of another, no great damage was done and there was no “howling mob” as reported. We are quite positive that had the Tekoa militia, who were aboard the train, done their duty there would have been no disturbance whatever. Had they even made a show of resistance, instead of remaining in the cars, the hoodlums who started the row would have been intimidated and there would have been no trouble at all; be it further

Resolved, that for the purpose of indicating the attitude of the business men in this matter, and in order to preserve law and order and aid the authorities in protecting the employees and property of the Northern Pacific, should such aid be necessary, we organize ourselves into a Law and Order League, the members thereof to be sworn in as deputy sheriffs.

Resolved, further, that these resolutions be given due publicity and especially be furnished to papers in Spokane, Tacoma, and Seattle for publication.

Thus much for the conflicting attitudes of the citizens of Lincoln County concerning the great strike. As for the strike per se, two companies of infantry were called from Fort Spokane Sunday night, July 8th, and early Monday morning left for Sprague by special train to report for duty. A bridge was burned down in front of them, however, before they reached there, but the train crews succeeded in patching it up and they passed over. This train was manned by amateurs, a sawmill engineer being in charge of the locomotive. These soldiers returned from Sprague July 25th, although the strike had been declared off on the 21st inst. July 13th Division Superintendent F. W. Gilbert, of the Northern Pacific, who had temporarily removed his headquarters from Sprague to Spokane, returned to Sprague and opened up his headquarters in that town, where he held himself in readiness to act upon the application of all ex-employees for reinstatement for duty.

July 13th the Lincoln County Times said:

“Locally there is some sympathy with the strikers, but sentiment is practically unanimous in favor of the preservation of laws, the restoration of order and against the destruction of property and intimidation of workmen by threats of violence by organized bodies.”

The Northern Pacific strike also affected the Central Washington railway. Monday, July 9th, a special carrying soldiers came over the line and this was the first train into Davenport since the tie-up. Mail for all parts of the county was brought to Harrington, on the Great Northern and other post offices on that road, which were not affected by the strike, and distributed to the different towns by stages. Some intended for the northern part of Lincoln County was taken to Colville, Stevens County, via the Spokane Falls & Northern line, then, as now under the management of the Great Northern officials, and then carried by stage to Fort Spokane, and thus distributed throughout the county. Saturday afternoon, July 14th, the first train on the Central Washington, in 18 days, arrived in Wilbur, Lincoln County. The citizens of that town turned out en masse to welcome the delayed transportation. The engine was guarded by three deputy marshals.

The last act in the interesting and sensational career of “Wild Goose Bill” took place in the latter part of January, 1895, resulting in his death together with that of a man named Barton Park. Concerning this double tragedy the Lincoln County Times in reporting the event said:

“The shooting affair between ‘Wild Goose Bill‘ and Barton Park, in which both were killed, occurred at the King ranch, about ten miles distant from ‘Wild Goose Bill’s’ place on the Columbia River. There were four witnesses to the deed. The whole trouble was over a woman, Millie Dunn, by name, who was married to a young man by that name in Davenport a couple of years ago, but from whom she secured a divorce several months since and for some time had been living with ‘Wild Goose Bill,’ whose proper name was Samuel Wilbur Condin.

“Condin, who had a squaw wife, induced her to leave and soon became greatly attached and very jealous of his young mistress. She, however, soon tired of him and took up with Jack Bratton at the King ranch. This preyed upon Condin’s mind and he drank heavily and is supposed to have been well under the influence of liquor when he started upon his fatal journey to the King ranch accompanied by Bert Woodin. Arriving there Condin jumped out of the wagon and went into the house and Woodin drove to the barn with the team. Entering the house, Condin shook hands with all present: Bratton, Park, and Mrs. Dunn. It is said he next asked the woman to go back and live with him and on receiving a negative answer, pulled a revolver and fired two shots at her, both taking effect in her left arm. It is believed that Park interfered here by firing a shot, and the woman states that at this interference Condin turned upon Park, shot him through the breast, and started out the door. Park, though fatally wounded, grasped a rifle within reach and fired upon the retreating Condin, killing him, and fired another shot at Bert Woodin, taking the heel off of his (Woodin’s) foot. He then dropped down and expired almost instantly. Bratton, who had been the cause of hostilities, slipped out of the door as the shooting began and lost no time in placing distance between himself and danger.

“Condin had passed through many a skirmish and always come out unscathed and was a stranger to fear. But that he anticipated trouble and probably a fatal termination was evidenced by the fact that he had made a new will leaving the most of his property to his crippled half-breed child before starting out on this last journey. Those who know Condin best scarcely credit the story that he began shooting at a defenseless woman unless he intended taking his own life immediately after. The woman’s left arm was badly shattered, and it is possible that it will cost her her life. Woodin and Bratton who escaped, the Times is informed, have quit the country. The remains of young Barton Park were brought to town last Saturday and interred in the cemetery.”

Tuesday, August 13th, occurred a bad wreck on the Central Washington railroad just east of Almira, which resulted in the death of Fireman Prytz and serious injury to Engineer Hobart. The train consisted of fourteen cars of cattle belonging to W. H. Fleet, of Coulee City, en route to Chicago, and one car of horses owned by Griffith Jones, consigned to Wisconsin. The train was coming down grade at a rapid rate, and when the curve was reached, near Almira, the engine and the entire train with the exception of the horse car, a cattle car and the caboose, went over into the ditch twenty feet below, piling one car of livestock upon another making a frightful wreck. Of the 314 cattle, 150 were either killed or maimed, making their destruction necessary. Fireman Prytz fell under the boiler and was killed almost instantly by scalding water. Conductor Roberts, Brakeman Downs, W. H. Fleet and three or four others were in the caboose and escaped injury.

The Sheepmen vs. Railroads Conflict (1896)

In May, 1896, war broke out between the railroads and the sheepmen. On the 13th instant the following dispatch was sent to the Spokesman-Review, Spokane:

“Sprague, May 13. — Some time ago the Northern Pacific railroad company served notices on all the sheepmen who have been in the habit of grazing their flocks every spring within a radius of 15 miles of Sprague, in Adams, Whitman and Lincoln counties, to keep off their lands. Some of the sheepmen have formed a combination to remove, shear and ship their wool over the O. R. & N. railroad and some over the Great Northern. The Northern Pacific Company, hearing of the same, sent the following communication to the stock association:

“Sprague, Wash., May 7, 1896. — To Jack McElroy, John Graves, M. Parks, committee, and all other cattlemen, ranchers and members of the Stock Grazing and Protective Association, Gentlemen: — You are doubtless aware that the Northern Pacific Railway Company has been sustained by the United States Court, at Walla Walla, in its contention that sheep cannot graze upon railroad land without permission of the company. Of course this means that any land owned by you need not be fenced to prevent sheep from grazing upon it.

“Now the company does not propose to drive sheepmen out of the country, but it does wish to extend such protection to the cattle owners and small farmers as is possible, and at the same time treat the sheepmen fairly.

“Your association in the effort to protect yourselves from sheep depredations, might carry the thing too far. We think you all would prefer to accomplish the result by fair means in conjunction with efforts of the railroad company, rather than by putting yourselves in the attitude of lawbreakers. We believe that a reasonable arrangement can be reached, and would like to meet you all at Sprague next Monday, May 11, 1896, at 10 o’clock a.m., and talk over this whole matter. The railroad land department desires to ascertain what route can be used for the sheepmen to pass up to Sprague and shear and get back immediately after shearing, doing the least possible damage to you. I will be here to represent Thomas Cooper, the Northern Pacific Railroad Company’s land agent, of Tacoma, and it is possible that Mr. Cooper may be here himself. Therefore, in your own interests, we trust you will meet us as suggested without fail. Signed, E. F. Benson, Land Examiner for N.P. R.R. Co.

“The stock association had a meeting with Mr. Benson present, and discussed this matter and came to the following conclusion:

“Resolved, After discussing the matter of cooperating with the Northern Pacific Railroad Company in its efforts to bring the sheepmen of Adams, Whitman and Lincoln counties to Sprague to shear, it is unanimously agreed that we refuse our consent for them to come north of the line running west from the head of Walled Lake to Rock Creek, in Adams and Lincoln counties.”

The following dodger has been printed and will be scattered where it will reach all sheepmen:

“Public Notice. — To all owners and herders of sheep: You are hereby notified not to herd or graze your sheep north of a line running west from the head of Walled Lake to Cow Creek, and east from the head of Walled Lake to Rock Creek. By order of the Stock Grazing and Protective Association. Signed, Jack McElroy, John Graves, M. Parks.”

The Decline of the Seattle, Lake Shore & Eastern Railway (1896)

The prevailing sentiment existing in Lincoln County concerning the loss of the competing line of railroad, the Seattle, Lake Shore & Eastern Railway, is voiced in the following extract from the Lincoln County Times of date, July 14, 1896:

“The Seattle, Lake Shore & Eastern Railroad, a branch of which was extended from Spokane to Davenport during the winter of 1889, and for which the property holders of the town put up liberally for the purpose of inducing the management to run through, instead of around the place, has just been transferred to the committee of the mortgage bondholders and the deed placed on file in Spokane.

“This deed conveys the road, commencing in the city of Seattle and running to Sallal Prairie, 62 miles; a line commencing in Woodinville, King County, running to Sumas, 101 miles; a branch known as the Hilton branch, and 18 miles of additional branches and spurs; also the main line in the eastern division, commencing at Spokane and running west to Davenport. The transfer includes all the rights of way, franchise, rolling stock, buildings, etc., and 2,500 shares of stock in the Union Depot Company, at Spokane, and its leasehold estate for 99 years in the depot grounds; also the railroad company’s title to tide and shore lands in King County.

“The company was enjoying an era of unequaled prosperity at the time this road was built through Lincoln County, and the people and the railroads all seemed to have plenty of money. Roads were being built everywhere, and scarcely a week passed that a party of surveyors did not pass through looking up a route for some projected line. It was not hard for them to raise the necessary money to induce the Seattle road to build in, which was believed to be a necessary thing in order to build up the place so that other roads could be controlled that talked of penetrating the Big Bend. These were thrifty days when people heard little and cared less about free silver and sub-treasury schemes. All went along smoothly enough for two or three years and then a reaction set in. Railroads quit building, money began to get scarce; all sorts of political nostrums were advocated; taking short cuts to ease and fortune, and then the business failures began. No more was heard of projected railroads, and the Seattle, Lake Shore & Eastern line, after a hard struggle, finally ceased to be operated altogether between Davenport and Spokane, and now reverts to the bondholders. Railroads, as well as individuals, overestimated themselves, strained their credit and now a good many of them have valuable experience but a good deal less money.”

Suggested Further Research

1. The impact of the Seattle, Lake Shore & Eastern Railway on the development of Lincoln County: The source mentions that the Seattle, Lake Shore & Eastern Railway was built through Lincoln County in the late 1880s and early 1890s. The construction of this railway led to a large influx of settlers and considerable land purchases. Further research could explore the specific ways in which the railway impacted the county’s economy, demographics, and social structures. This research could also explore the impact the railway’s eventual transfer to the Northern Pacific Company had on the county. See:
2. The history of the ground squirrel infestation in Lincoln County: The source dedicates a significant portion of its text to describing the ground squirrel infestation that plagued Lincoln County starting in 1890. Farmers experienced significant crop loss and the county went into debt attempting to eradicate the squirrels through bounties and poison. Research could be done on the ecological conditions that led to the infestation, how widespread it was, and the long-term economic and environmental consequences for the county. See:
3. The development and use of the “lieu lands” in Lincoln County: The source mentions that in 1894, “lieu lands” were made available for purchase in Lincoln County. Prior to this, residents in the northwestern portion of the county had been occupying these lands under “squatters’ rights”. Further research could explore the concept of “lieu lands,” how they came to be occupied by squatters, and the effect that making them available for purchase had on the residents of Lincoln County. See: Forest Reserves vs Money for Schools in Columbia, The Magazine of Northwest History, Summer 2001.
4. The impact of the 1894 Northern Pacific Railway strike on Lincoln County: The source states that the 1894 Northern Pacific Railway strike had a significant impact on Lincoln County. The strike intensified animosity between Sprague and Davenport, as certain citizens in Davenport used a pro-striker resolution passed in Sprague to stir up resentment. Further research could explore the ways in which this animosity influenced the rivalry between Sprague and Davenport, especially as it pertained to the county seat war. Additionally, research could examine how the strike affected the everyday lives of Lincoln County residents, given that it disrupted transportation and mail service for weeks. See:

Original Source: Steele, Richard F; Rose, Arthur P.; An illustrated history of the Big Bend country, embracing Lincoln, Douglas, Adams, and Franklin counties, state of Washington, Spokane, Washington : Western Historical Pub. Co., 1904.

This material is primarily derived from the text of the manuscript mentioned above. However, we have significantly enhanced it by incorporating headers, links, notes, images, charts, graphs, maps, preamble, and additional elements to offer a more interactive experience compared to the original manuscript.