E. M. Hill of Evans Creek has returned from the railroad front, where he has been for some time past.
    John Devlin of Ashland precinct made the Times office a pleasant visit Wednesday. He reports the C.P. surveyors busily engaged in the Siskiyou Mountains.
    H. C. Dollarhide of the Siskiyou Mountain toll house was in town Tuesday. He informed us that the C.P. Co.'s surveying party were in his vicinity at last accounts.
"Here and There," Democratic Times, Jacksonville, January 7, 1887, page 3


    It is impossible to conceive the amount of work now going on in building the C.&O. railroad without traveling along from the front and witnessing the vast amount of material being conveyed there and the number of men employed on it. The short time I stopped at Edson's while the driver watered the horses and time taken in passing the vicinity, the road bed seemed to rise like magic, and the workmen, from a distance, look like a flock of ants, so thick and numerous were they packed.
    Everywhere was bustle and activity, and Chief of Construction Strobridge and his aides were rushing about in every direction. It is now five miles above Edson's, and no doubt headquarters will soon be moved from Edgewood there, and the latter place will be the depot for the passenger travel which will remain for the winter at Edgewood, the 100-mile station from Redding.
    Although there have been slides, there has not yet occurred any accident, as Fogarty and his men are always on the alert, and every precaution is taken to avoid delay and casualties.
    Fourteen carloads of fine beef cattle were loaded at Sisson's last Tuesday for conveyance to San Francisco. They were from Scott's Valley.
    My trip down was during daylight, and I could look out and witness the difference between the barren country I passed over in '82-3 and the evidences of thrift and improvement which now appeared in every nook and corner where the spade, plow and ax could be brought into action; Copley especially surprised me.
REDDING, Jan. 5, 1887.
Republican Free Press, Redding, California, January 8, 1887, page 2


    As an evidence of the unusually mild season, we note that the road over the Siskiyou Mountains is clear of snow at this time (January 6th). Considering that the summit has an altitude of about 4000 feet above sea level, the fact that the road over it is a mass of soft mud, instead of several feet of snow, is remarkable; and taken in connection with the severe weather prevailing in the East leads us to account for the fact as follows: The cold currents coming from the north on the Atlantic Coast cause a contrary current west of the Rocky Mountains. And this wind from the south, which has prevailed since October, is doubtless the cause of the mild weather experienced on the Pacific Slope during the past two months. As a rule, severe weather on either coast begets the contrary on the other, and naturally from the causes stated above.
    The unusually high temperature at this season has been proportionate all over the Pacific Coast. At San Diego, the weather in the latter part of December approached nearly to the summer conditions of that part of California, although in October the thermometer there sank unusually low for a few weeks. During that few weeks, snow fell and lay on the Siskiyou Range to the depth of about a foot; but it has now disappeared and left the mud on the slopes in a liquefied state.
Rogue River Courier, Grants Pass, January 14, 1887, page 1




    As soon as construction trains can be run closer to this place, we may expect to see railroad teams hauling cement through town for the Klamath River section, to commence the masonry work on bridges, in order to have a road with some bottom to haul over.
    Three or four railroad bridges over Willow Creek will be as large as the bridge over Klamath River. The bridge over Klamath will be 550 feet long, and three bridges over Willow Creek will each be about 500 feet in length, more or less. Scobie will continue getting out stone from the quarry, near Mrs. Herr's place on Willow Creek, until cement can be hauled to start the masonry work.
    Twelve more carloads of rails are on the way to Edson's if not already there, having passed Los Angeles a few days since. Other carloads are to follow immediately, all coming by way of the Southern Pacific road from the East.
    In about a week or ten days more the passenger trains are expected to run to Edson's, and in two weeks may probably run up as far as Julian's, within 10 miles of Yreka.
    Rails have been laid some distance this side of Starveout, and very little grading is needed the balance of the distance to Shasta River, which will be performed by those connected with the construction trains following along as the track is put down. The grading from Shasta River to Klamath River is being hurried along as rapidly as possible, as timber, cement and other materials are required before any progress can be made in building the bridges at Shasta River, Willow Creek and Klamath River. The late rain storms have softened the ground to render slow work in the grading, especially in the adobe region between Willow Creek and Klamath River.
Ashland Tidings, January 14, 1887, page 3


    Much speculation has been indulged in recently regarding the effect that will be produced upon Yreka by the railway now being constructed to pass the town on a line a few miles distant. We have before us many examples of towns being passed by railway lines in this way, and as an illustration, we will take Visalia, the county seat of Tulare County. Visalia is nine miles from the main through line of the San Joaquin Valley and has a branch line for that distance. A similar anxiety was manifested by the property owners and business men of Visalia, when it became known that the railroad company had decided to give them the go-by, to that now being manifested in Yreka; but the fears of the future prosperity of the former town proved to be groundless, as the increase of buildings and population became very much greater in proportion after the railroad was completed than before. The citizens immediately constructed a branch line and it was found that the extra freight was so insignificant that goods could be sold equally as cheap in Visalia as in Tulare the railroad town. Besides Visalia had the advantage of natural position in the fertility of the land around it, more abundant water and the timber supply, and other advantages that "tell" in the growth of towns. Visalia retained the county business and is still the county seat: it has expanded to a large business center and has blocks of buildings recently erected that would ornament any city. Yreka is similarly situated in all the above respects and the through railway line, being situated but a few miles distant, will give all the advantages of communication that it would have done were it to have passed through the town. That there will be a "railway town" on the point of the line nearest to Yreka is certain; but that it will be any more than a railway town is very unlikely. As a general thing a line of railway passed through a long-established town does not add to its business; unless it is in some way terminal at that town in regard to other points.
Ashland Tidings, January 14, 1887, page 4


    It is now said that the Oregon & California road will soon come into the possession of the Southern Pacific. The road's being in the hands of a receiver has delayed the transfer, but successful negotiations have been had to the end.
    Late arrivals from California by the overland route report that the stage route from the end of the track to Ashland is in terrible condition and especially on the south side of the Siskiyou Mountains. The stage company has put an additional span of horses to each stage and is able to cover the gap in two days.
"Local Brevities," Roseburg Review, January 14, 1887, page 3


    Owing to the unusual mild weather prevailing at this season throughout the Pacific Slope, and the absence of frost and snow in the Shasta Valley and adjoining country, the extension of work on the portion of the Oregon & California Railroad line now under construction is progressing with a speed and with a vigor that is very little interrupted by winter conditions. The track laying is finished to Edson, 17 miles southwest of Yreka, and the grading is being pushed forward on the portions of the new line where it is free from "adobe" soil. A force of several hundred Chinese graders are at work on the cuttings within three miles south of the upper ferry of the Klamath River, and blasting of rock is continuous in that vicinity. The building of the bridge across the Klamath is not yet commenced, but Mr. Scobie, the contractor for the stone mason work, is engaged in the preparation of the necessary material. The river is somewhat narrow at this portion of its course, and, although the current is impetuous, the structure will not be of very large size and consequently a comparatively short period will suffice for its construction. This bridge will be the only one of any considerable size in all the 67 miles of the track yet to be laid, but trestle works will necessarily be numerous along the greater part of this distance--especially from the east end of the Shasta Valley to Ashland, about 40 miles, as this portion of the route is very hilly and broken up by watercourses and gulches. At last accounts the boring of the tunnel through the Siskiyou Range was temporarily suspended, but this gigantic work will be finished by the time that the grading reaches it, and no delay will be caused by this part of the construction. All work on this line, from its southern terminus to the temporary terminus at Edson, is of the most substantial kind, and it is a noteworthy fact that the mason work employed is more abundant on this line than any other in the United States, while the appearance of durability is of the most substantial kind. Every culvert has either stone facings or stone arches, and all bridges have either stone piers or stone foundations, according to the needs of the structures.
    The portion of the line above Delta is only recently constructed, and the embankments and slopes of the cuttings, being new and not yet solidly settled, are still subject to landslides in wet weather, but one or two seasons will entirely remedy this unavoidable defect, and render those slopes and banks permanently fixed. Through the upper portion of the Sacramento River canyon, where the track is laid, the bed is of solid rock and the sides are chiefly of the same adamantine material. Consequently the portions of the line subject to landslides are limited in number and are also restricted in area. During the present winter there has been no frost to speak of in the Sacramento Canyon, but the weather has been unusually wet, and consequently landslides of small size have been numerous, necessitating vexatious delays in the trains and involving stoppages overnight on the upper part of the line. These stoppages have caused the irregularities in communication since the middle of December, but the present season will probably end all causes of this nature. As the track leaves Sacramento Canyon it ascends steep grade and crosses several very high and long trestles to McCloud, which station is yet the point at which heavy freight is delivered and taken further by teams. Passengers go fourteen miles further to Butteville, and the construction train goes with supplies another ten miles to Edson--this latter portion of the line not having yet been accepted by the government. It is estimated, by those best informed, that the whole extension through to Ashland will be finished by the 1st of July next, and when it is considered that this line has been made through the mountains at a average cost of about $80,000 per mile, the magnitude of the undertaking may be imagined. When finished and in full working order, the Oregon & California railroad will doubtless develop a wonderful increase in Oregon commerce and give a stimulus to travel in this district that in extent can only yet be conjectured.
Eugene City Guard, Eugene, Oregon, January 15, 1887, page 1


    CONTEMPLATED RAILROAD.--A Southern Oregon paper says that a party of Southern Pacific railroad engineers are running lines on the north side of the Siskiyou Mountains to ascertain whether the line can be run on the west side of the valley from Ashland and avoid the Buck Rock tunnel loop. There are also rumors of railroad lines being run up the Klamath to Lost River gap and thence northward toward Pendleton, with a view to connect with other roads to Puget Sound.
Oregon Scout, Union, Oregon, January 15, 1887, page 5


    At Red Bluff, the county seat of Tehama County, Cal., we leave the region of gang plows and the extensive level country that characterizes the great Sacramento Valley. Up to this point of the California & Oregon Railroad the construction of the track is estimated to have cost only $10,000 per mile; but it enters here upon broken country, and approaches, for the first time, the upper portion of the Sacramento River. The great valley begins here to contract, and thirty miles further, to Redding, the county seat of Shasta County, the track is in no place more than a short distance from the main stream, which is now a rapid mountain torrent. About four miles above Redding the track enters the great Sacramento canyon, and at this point all cultivation of the soil is passed. A narrow canyon of rock and pine timber hems in the now turbulent stream that leaps from ledge to ledge with foaming impetuosity, or here and there rests in deep pools, where the waters assume a green hue and temporary tranquility.
    The only productive industries carried on in this canyon are mining and timber cutting, but neither of those add much in way-traffic or freight for the railroad. From Redding northward the cost of construction rises from $10,000 to $80,000 per mile, and the latter figure is not surprising when it is considered that the track had to be cut through the hard igneous rocks of which the canyon is formed, and thrown across chasms of great depth and width by bridges of iron and piers or foundations of solid masonry. We may here remark that a larger proportion of masonry enters into the construction of this track than in any other railroad line in the United States; and this characteristic of the C.&O. track is seen throughout its entire length. The best kind of stone for the purpose is found in all parts of the canyon, and consequently every culvert has a stone arch, and every bridge has stone foundations, while the facings of many of the embankments are also of the same material. The bridges over the river, which the track crosses at various points, are of iron; and in many places where this material is not used, a temporary wooden trestle serves until an iron structure is ready to take its place. When this road is fully completed, it will be of the most permanent and solid construction, as it is the intention to have as few perishable materials in the composition of the roadway as possible. The older-formed part of the road reaches to Delta, the old temporary terminus, forty miles above Redding; and to this point the road is not subject to landslides and casualties resulting from unsettled conditions of embankments. Since the rains of a month ago, trains bound north remain at Delta during the night for fear of landslides, and they travel slowly next morning on the more newly formed track. This is a wise precaution, as small landslides have been numerous during the past month; and although these slides are restricted in size, owing to the rocky nature of the sides of the track, yet were they to fall upon a train in a narrow part, where the slopes are steep down to the river, the catastrophe might prove very disastrous. In another season, however, the new roadway will settle and become permanently fixed; so that the danger from slides will be reduced to a minimum. Level patches in this canyon are seldom of sufficient size for railroad towns, but Delta is on one of these patches, and the town at present comprises one hotel and post office, two saloons, a restaurant, and a general store running a stock of the value of about $6000. This town is supported by the miners of the vicinity, of whom there are about 100, and by such travelers as need supplies or refreshments, as stores or refreshment places on the line are many miles apart. About thirty miles above Delta the track crosses from the right to the left bank of the river, and leaves the Sacramento canyon by ascending steep grades over a very winding track, and over high and long trestles to McCloud, from which station heavy freight is carried farther by teams. In the seventy miles from Redding, over which the track is laid in the Sacramento canyon, tunnels are numerous, and the line passes from one side to the other of the river quite frequently. It is, however, mostly on the right bank of the stream, and on that bank the stations are placed. From the high and precipitous sides of the canyon, streams of water frequently pour down in graceful cascades, and fountains of smaller volume flow by the sides of the track. It is not always prudent, however, to drink of these waters, as some of them are highly charged with copper from the ores embedded in parts over which these fountains run from their source. Gold, silver, copper, tin and iron are the metals found in the canyon and adjoining gulches; but gold is the only one sought after at present. The timber industry is not developed, and the business of ranching is very limited and unprofitable in such inaccessible country. Apples, pears, plums and peaches are, however, said to thrive well, and also ground fruits of all kinds. These facts point to a future industry of some promise; but for many years these mountain fastnesses must remain the haunts of bear, deer, and mountain lions; all of which are at present numerous and troublesome. At McCloud we are out of the Sacramento canyon, and where there is much comparatively level land; but all the area is thickly timbered with various species of pine and cedar. There are three temporary and miserable-looking restaurants near the station; but the latter is the only permanent building of McCloud. Two miles farther on is Strawberry Valley, in which Sisson's hotel is situated. This is a good hostelry, and well managed by the proprietor and his brother, who are both deservedly popular. They are two elderly gentlemen, who owned the land they occupy long before the railway through their state was thought of. A few miles to the east of Sisson's hotel rises the huge form of Mount Shasta, clad from crown to base in its wintry covering; but revealing to the observer at this point the greater part of its majestic outline. Fourteen miles further north is Butteville, the present terminus of the line of passengers. Between Butteville and Ashland, the southern terminus of the line in Oregon, is seventy-six miles, and this is the distance over which the stage runs at present (January.) The track is, however, laid to Edson, eight miles nearer to Yreka; but as this part of the road has not yet been accepted by the government, construction trains can only go so far. The track passes Yreka, six miles distant from that town; but grading in this locality has been partially suspended since the wet weather set in owing to the roll in Big Shasta Valley, from Edson and forty miles northward, being of that "adobe" composition which is too sticky when wet to work with sufficient advantage. However, on the parts of the new track where the conditions of soil are most favorable, and where there is cutting among the hills, the work of grading is carried on vigorously, and there are large detachments of men employed in blasting and grading within three miles of the Klamath River. The bridge over this stream is not yet commenced, but the stone material for its foundation is being got ready by Mr. Scobie, the contractor for the masonry. The exact location of the bridge is kept rather quiet; but the narrower portion of the river above the upper ferry will probably be its site, as the track points in that direction. It is well known that the line will pass to the east of Cottonwood, and probably a railroad town will be placed on the Klamath River at or near the point where the bridge will cross. At this point the Klamath River is 12 miles north of Yreka, 8 from Cottonwood, and 17 miles from Siskiyou summit. Until the range is reached there are no great engineering difficulties to surmount in the construction of the road; and, with the exception of the tunnel through, the down grade on the north side is even less difficult, so that when the tracks get laid as far as the Klamath the chief difficulties will be over. The Siskiyou tunnel is already bored about two-thirds through, but the work is temporarily suspended because of the heavy nature of the road rendering hauling to it at present inadvisable. As the spring approaches, and the soil becomes in a better condition for grading and truck-laying, the present force of graders and other workmen on the new track will be very largely increased and it has been learned that it is the intention of the railroad syndicate to push the road to completion by the 1st of July. At present there is every prospect that the remaining work on the 67 miles of track, from Edson to Ashland, can be finished within the time stated, and the energy that has been displayed in pushing the work during the late unfavorable weather gives evidence that every effort will be made to push the work speedily toward completion. The way traffic that this railroad will have is insignificant, and it is chiefly in the through passenger-traffic that the shareholders of the road can look for dividends upon the immense capital of $80,000 per mile which it will take to construct the road from Redding to Ashland, about 180 miles by the track.
    The construction trains are now running up to Starveout, but the work progresses slowly of late, owing to the slowness of getting rails and material from below. What little arrives each day is soon put down, the track-layers and others of the construction forces working only about half the time.
    About 70 or more Chinamen are now at work grading through Julien's field, and other large camps of Chinese workers are grading near the Salt Works and also at Willow Creek and Laird's, so that in a short time the rails can be speedily laid all the way to Willow Creek.
    The last rumor current is that the S.P. Co., in taking the Oregon road, intend running a new tunnel much lower down the Siskiyou Mountain than the one now half finished by the Oregon Co. This tunnel will be about a mile long, affording a much easier grade, and obviate the necessity of the Buck Rock tunnel on the north side of that high mountain at the Oregon boundary line.
    The cold weather at present has hardened the roads by freezing, so as to make easier hauling, and arrangements are in progress for hauling cement from the end of the track for bridges at Willow Creek and Klamath River, north of town, the teams to come by stage road through Yreka in preference to the hard pulling through the soft soil and sticky adobe along the railroad survey.
    The railroad grading all through Shasta Valley appears to be of no permanent character, and if the road bed is not badly sluiced out by the first floods in Shasta River, Parks Creek and other streams, our people will certainly be disappointed in their belief.
    The latest report is that several carloads of rails arrived last week, and the track is laid to Julien's, nine miles south of Yreka, to which point the iron horse hauls the construction trains, and will soon be able to reach Shasta River at the Salt Works.--Yreka Journal.
Democratic Times, Jacksonville, January 21, 1887, page 1


    Mr. Scobie, the masonwork contractor, received word by telegraph on Thursday that railroad work would be shut down, and not to do any stone work beyond Laird's. He received a dispatch a few days before, to continue all his operations south of Laird's. The trouble seems to be undoubtedly a disagreement of Stanford, Huntington and others, of the Southern Pacific, in coming to terms with the Villard company, concerning the purchase of the Oregon branch. The Villard company want pay for their work in building the Siskiyou Mountain tunnel, now over half finished, while the Southern Pacific don't want to get so high up, and desire to build a lower and longer tunnel, by which they can save considerable distance with an easy grade. It is not known yet whether the rails will be continued any further than already laid to Julien's, but it is supposed that the road will be extended as far as Laird's, on account of so much being dug already ready to finish. When they stopped work at Delta, however, they did not complete any unfinished work beyond, and may follow the same rule here. Possibly the matter may be settled soon, although there must be a very serious disagreement when orders to stop work are given. These forces will probably be taken down to work on the road from Colusa to Mendocino County, where the Southern Pacific Company have commenced a branch to tap the redwood country of the coast. If no arrangements can be effected to get the Oregon road, the Southern Pacific may run their line up through Eastern Oregon to reach the Columbia River and Puget Sound. If the Northern Pacific and other Oregon lines are behind the Villard line, as backers, Villard may extend his line from Ashland to San Francisco, by running down the Klamath, as the Northern Pacific will probably desire to run down to the southern limits of the state, while the Southern Pacific builds northward.--Yreka Journal, Jan. 13th.
Democratic Times, Jacksonville, January 21, 1887, page 2


    The construction trains on the C.&O. are running up to a point about nine miles south of Yreka. Engineers for that company are now trying to find a shorter route for a tunnel through the Siskiyous and believe they can by tunneling about a mile.
Rogue River Courier, Grants Pass, January 21, 1887, page 2


    It was reported last week that orders had come from San Francisco to stop all work on the extension of the California & Oregon line now being built northward, but there would seem to have been an error in the report, as there is still a force of men at Laird's. Some of the men at work were sent south to work on another piece of road now being built by the company, and it has been such bad weather that very little progress could be made during the past week, but the whole work is not stopped yet. A San Francisco dispatch of the 18th says: R. H. Pratt, of the Southern Pacific, returned from his tour of inspection over the California & Oregon. He succeeded in traveling in his car eighteen miles above Edgewood, within five miles distance of a point opposite Yreka. Though the grade has been pushed on with considerable rapidity, no track has been laid during the week, owing to the fact that the reserve stock of the Southern Pacific is utterly exhausted. Heavy supplies are expected to be on hand shortly, and the track will then be laid to Montague station, opposite Yreka, possibly within the next ten days.
Ashland Tidings, January 21, 1887, page 3


Written specially for the Statesman.
    The writer of the following remarks walked over the track now being constructed between Butteville and the Klamath River, about forty miles, a few days ago; and is consequently posted regarding the present rate of progress made in the construction of the new track of the C.&O.R.R., and the other particulars which he gives.
    Soon after leaving Redding, the county seat of Shasta County, California, the C.&O.R.R. track enters the narrow and rocky canyon through which flows the impetuous current of the Upper Sacramento River; and winding by the rocky cliffs, or cutting through mountain slopes the older portion of the track reaches to Delta, forty miles from Redding. Above Delta the more newly constructed portion of the track is met resting chiefly on the solid rock of igneous formation, and ballasted by broken masses of the same material. The masonry employed in the culverts and bridges is, from the abundance of suitable stone found here, of the most suitable kind and enters largely into the construction of all these works. Indeed the masonry employed in the formation of this track is a very noticeable feature, and Mr. Scobie, the contractor for stonework on the line, deserves credit for the excellent workmanship throughout. On this new part of the line above Delta, there are here and there alluvial slopes through which the track is cut, and these during the present wet season have been subject to numerous landslips that have been the cause of delay in the trains. However, these alluvial areas are neither numerous or extensive; and the present season will probably afford sufficient time for them to settle and become permanently fixed. At present the up train arrives at Delta in the evening, and since the recent wet weather set in about Christmas, remains over all night and proceeds at daybreak next morning. This is a wise precaution, because although no slide of serious moment has yet taken place, one is liable to fall at any moment, and were the train to leave the track it would necessarily roll over and down the steep embankment into the river. This canyon is very narrow and densely wooded, and the mountains rise abruptly from the edge of the river. In the upper part of the Sacramento canyon and the adjoining country there has been a few inches of snow on the ground since Christmas, but little or no frost. The melting of the snow and the frequent falls of sleet which have succeeded have kept the ground unusually wet, and this condition has given rise to the landslides. Above Delta about thirty-five miles is Upper Soda Springs; and at this point the line leaves the Sacramento canyon, rising and winding by steep grades over high and long trestles, at places, until it reaches McCloud. At this station the heavy freight is carried farther by teams, and the country around opens into more level land with Mt. Shasta rising a few miles to the east. The famed Strawberry Valley is here, and the country is comparatively settled by farmers and timbermen, there being several saw mills. The Sacramento canyon, through which we have passed, is almost worthless for purposes other than mining and timber cutting; but apples and other northern fruits are grown here of the very best quality nevertheless. There are mines of various kinds in the vicinity of all the railroad stations and by the miners the business places in the canyon are chiefly supported.
    From McCloud to Butteville is sixteen miles and at the latter station we enter Big Shasta Valley. Passengers going northward take stage here, although the construction train goes ten miles farther to Edson. From Butteville to Yreka is twenty-six miles, and from the latter to Ashland is fifty--thus making seventy-six miles of staging at present, although the track to Edson is finished but not accepted by government. When this part of the line is accepted there will be only sixty-seven miles of staging, but the acceptance is not likely to take place until the wet weather ends, as the "adobe" grading of this portion of the line is not yet in satisfactory condition.
    On the extension from Edson to the Klamath River graders are at work on all parts of the line free from "adobe" soil and the track is being laid along the mountains in the vicinity of the river. The detonations of blasting rock are heard here continuously, and at one point about three miles south of the Klamath there are about 600 Chinese graders, having towns of tents through which the stage road passes. The bridge over the Klamath is not yet begun; but it will be located a little above the upper ferry, and as the river narrows at this point it will not be an undertaking that will cause delay. The next work of magnitude is the Siskiyou tunnel which has been partly bored through already, but the works of this tunnel are at present suspended through the winter condition of its approaches. Through all the sixty-seven miles of track yet to be constructed the roads are at present more than usually heavy; and on the southern slopes of the Siskiyou Range the highway is nearly impassable by reason of the deep and sticky mud. There is, however, no snow on the summit of the range at present, as all that the recent snow storm left has since melted and run down the mountain sides until checked by the mud which it has helped to liquefy.
    From present appearances it is estimated by the contractors and others best informed at the works on the line that the whole track will be finished through to Ashland by the 1st of July next, and that the formal opening of the road will take place on the "glorious fourth." Of course these calculations are based upon the condition of no unforeseen "hitch" taking place, but if matters continue to progress as they do now the 4th of July will see trains running through between Portland and San Francisco.
Oregon Statesman, Salem, January 21, 1887, page 2


    Mr. Scobie, the masonry work contractor, received word by telegraph on Thursday that railroad work would be shut down, and not to do any stone work beyond Laird's. He received a dispatch a few days before to confine all his operations south of Laird's. The trouble seems to be undoubtedly a disagreement of Huntington, Stanford and others, of the Southern Pacific, in coming to terms with the Villard company concerning the purchase of the Oregon branch. The Villard company want pay for their work in building the Siskiyou Mountain tunnel, now over half finished, while the Southern Pacific don't want to get so high up, and desire to build a lower and larger tunnel by which they can save considerable distance with an easy grade. It is not known yet whether the rails will be continued any further than already laid to Julien's, but it is supposed that the road will be extended as far as Laird's, on account of so much being done already to finish. When the company stopped work at Delta, however, they did not complete any unfinished work beyond, and may follow the same rule here. Possibly the matter may be settled soon, although there must be a very serious disagreement when orders to stop work are given. These forces will probably be taken down to work on the road from Colusa to Mendocino County, where the Southern Pacific Company have commenced a line to tap the redwood country of the coast. If no arrangements can be effected to get the Oregon road, the Southern Pacific may run their line up through Eastern Oregon to reach the Columbia River and Puget Sound. If the Northern Pacific and other Oregon lines are behind the Villard line as backers, Villard may extend his line from Ashland to San Francisco, by running down the Klamath, as the Northern Pacific will probably desire to run to the southern limits of the state, while the Southern Pacific builds northward.--Journal.
Republican Free Press, Redding, California, January 22, 1887, page 1


    A party here has been instructed to engage 400 Chinamen to work for Sisson & Wallace, contractors on the California & Oregon railroad. He has interviewed the principal contractors for Chinese labor here and finds that it is almost impossible to secure the number of laborers wanted. There are well on toward a thousand Chinese laborers employed on the Cascade division of the Northern Pacific endeavoring to help Tacoma to become a terminus. They are not steadily employed and will probably be quitting soon; but as the work at the canneries will soon begin but few of the men care to go down to the rough work on the C.&O.R.R. They will not engage to go unless they know just how long work will be furnished, what wages will be paid and the price at which rice and other provisions will be furnished them. Somehow, Oregon appears to suit these fellows too well, and they do not appear to have any realizing sense of the governor's message or the outcome of the Munger committee.--[Oregonian.
Democratic Times, Jacksonville, January 28, 1887, page 3


    Late arrivals from California by the overland route report that the stage road from the end of the track to Ashland is in terrible condition and especially on the south side of the Siskiyou Mountains. The stage company has put an additional span of horses to each stage and is able to cover the gap in two days.
    The C.P.R.R. Co.'s surveying party is still in the Siskiyou Mountain endeavoring to find a way by which it can be descended without taking in the Buck Rock tunnel. The only manner in which this can be done is by coming down on a heavy grade of about 175 feet to the mile.
    It looks as if the rumors of a suspension of railroad work as soon as Laird's was reached are premature. Owing to the inclement weather not so much is being done at the front as formerly; but when spring opens we expect to see operations commenced with renewed vigor.
"Here and There," Democratic Times, Jacksonville, January 28, 1887, page 3


    Negotiation for the sale of the property of the Oregon & California Railroad company to the C. P. Huntington interest, which has been pending for three years, has at last been brought to an end by the conclusion of a definite contract between Andrew Haes, of the firm of Haes & Son, acting for the London committee of bondholders, and Mr. Huntington, acting for the Southern Pacific Company and the Pacific Improvement Company.
    The terms of the agreement are substantially as follows: Oregon & California first mortgage bondholders are to receive at the rate of 110 in exchange for their present bonds new forty-year gold 5 percent bonds, guaranteed, both principal and interest, by the Southern Pacific Company, together with £4 in cash for each old bond. These new bonds, to be issued at the rate of $30,000 per mile, are to be secured by a new mortgage, equivalent, in point of lien and priority, to the existing first mortgage of the Oregon & California, and will bear interest from July 1, 1886. Oregon & California preferred stockholders will secure one share of Central Pacific, together with four shillings sterling for each preferred share, and the common stockholders will get one Central Pacific share for every four of their own shares, together with three shillings sterling for each common share.
    The purchase of the property by the Huntington interest will result within eighteen months in the completion of the Oregon & California road to a junction with the Central Pacific system at the California boundary, thus opening through lines between San Francisco and Portland.
Ashland Tidings, January 28, 1887, page 1


    Col. C. F. Crocker states that the directors of the Southern Pacific and share holders of the Oregon & California have come to an understanding regarding the terms for the transfer of the latter road to the Southern Pacific system. Whether any papers had been signed making the sale absolute he was not certain of, but believed the transaction will be satisfactorily concluded within the next few days. The completion of the California & Oregon to Ashland depends entirely upon this successful termination, and should they fail, the complete construction gang at work on the California railway will immediately be taken off and the completion of the road delayed for an indefinite period. About fifty-one and one-half miles of road yet remain to be constructed before connection can be made with the Oregon & California, the present end of the track being about twenty-five miles from the boundary line.
Ashland Tidings, January 28, 1887, page 3


    Graham's party of S.P.R.R. surveyors is still at work at Barron's and Neil Creek, but has not yet succeeded in running a satisfactory line across the Neil Creek canyon. But slow progress can be made at this time through the snow and in the storms.
"Brevities," Ashland Tidings, February 4, 1887, page 3


    Oregonian, Jan. 30: A party in Portland has been instructed to engage 400 Chinamen to work for Sisson & Wallace, constructors on the California & Oregon railroad. He has interviewed the principal contractors for Chinese labor here and finds that it is almost impossible to secure the number of laborers wanted. There are well on to a thousand Chinese laborers employed on the Cascade division of the Northern Pacific, endeavoring to help Tacoma to become a terminus. They are not steadily employed and will probably be quitting soon; but as the work at the canneries will soon begin, but few of the men care to go down to the rough work on the C.&O.R.R. They will not engage to go unless they know just how long work will be furnished, what wages will be paid, and the price at which rice and other provisions will be furnished them. Somehow, Oregon appears to suit these fellows too well, and they do not appear to have any realizing sense of the governor's message or the outcome of the Munger committee.
    Oregonian, Feb. 2: Certain gentlemen interested in the prosperity of Portland wrote C. H. Huntington to ascertain whether arrangements had been consummated between his company and the O.&C.R.R. for the acquisition of the latter, and for its connection with the California system. Yesterday a letter was received from Mr. Huntington's office in reply, saying: "Notwithstanding the confident accounts put into the newspapers within the last few days, negotiations have not been closed, nor does Mr. Huntington know when they will be. They have lasted two or three years already and may last some time longer."
    The route of the railroad crosses the Klamath River about half a mile below the ferry, where solid bedrock has been found on each side to secure a firm foundation for a substantial bridge over this great stream.
    It is reported that the company intend putting on a thousand more Chinamen to work between Laird's and the Klamath River crossing, in continuation of the work progressing between Willow Creek and Laird's.
    The railroad company expect to find considerable expensive and heavy work from Klamath River to Ashland, and may probably build a new tunnel through the Siskiyou, as the one half finished by the old Oregon company is said to be very poorly timbered overhead, in addition to being too high up on the mountain. The C. P. surveyors are endeavoring to make a survey for building a long and lower tunnel, and avoid the necessity of the Buck Rock tunnel, which they feel confident can be done.
    A new batch of 700 Chinamen, also several tons of rice and other Chinese provisions, were unloaded at the Salt Works a few days ago, to take the place of Sullivan's gang removed to Willow Creek. The company are also hiring every man they can get to work, in crowding the road along to completion as rapidly as possible. Gravel trains have been filling in extensively at Shasta River bridge where the train upset last week by the track sinking, and similar work is needed near Julien's, where cars were thrown off the track by the ground settling.
Ashland Tidings, February 4, 1887, page 3


    Rails were laid across the Shasta River bridge near Salt Works last Wednesday, which was crossed by one of the construction engines. By the end of this week, it is expected construction trains will be running to Montague.
    The stormy weather lately has greatly retarded work on the railroad, especially where hauling is required in removing dirt, or in furnishing supplies. Where the construction trains are able to reach the work progresses very well.
    Sullivan's camp of railroad graders have moved their camp to Willow Creek, near school house, and are working northward towards the camp at Laird's.
    The railroad teams hauling beyond end of track at Shasta River have a rough time, and can only get along with a load by following in same rut where the wheels of the wagons strike the hardpan hub deep. The freight hauled consists chiefly of supplies for the graders, powder, hay, horse feed, cement, etc., and the roads along the route all the way to Klamath River are not likely to improve much before spring. The horses used in the carts for grading are housed in tents and blanketed, but the team horses are hitched up to wagons, making cold quarters during some of the stormy nights.
Ashland Tidings, February 4, 1887, page 4


    ROUGH STAGING.--Mr. Snow, while traveling by stage in Southern Oregon last week, encountered a snowstorm while crossing the Siskiyou Mountains, which detained the stage, containing the driver, himself, a woman, and a little girl, forty-eight hours. The two latter would have nearly perished with cold had it not been that Mr. Snow loaned them a warm buffalo robe which he had with him, to wrap them up in. During all that time none of the party had anything to eat. It must have been more sadly real than softly romantic when the snow was falling and blowing and drifting, and the driver could not see which way to go amid the bluffs and chasms.
Oregon Statesman, Salem, February 4, 1887, page 5  See the Tidings' indignant reply below.


    The Yreka people are trying to raise by subscription to a stock company a capital of $75,000 with which to build their proposed ten-mile branch railroad. They have already secured pledges for nearly $50,000, and expect to make up the required sum soon.
    Another fifteen-mile section of the California & Oregon R.R. extension is completed, and was opened for travel last Tuesday. The new terminus is Montague, the station opposite Yreka. The gap between the two railroads is now less than sixty miles, and if the weather ever grows more favorable it will not be long before another "shortening" occurs.
    The railroad company have a large force of men employed, who cannot put in full time on account of the storms lately, and the Chinamen won't work during a rain or snow storm under any consideration.
    Mr. Haskell, who came up here to see Dave Horn about right of way through his farm at Henley, has succeeded in obtaining the same on satisfactory terms, and Dave is likely to do a big business at his ferry, in ferrying for the O.P.R.R. Co., until their railroad bridge is completed.
    The advance party of locating surveyors have crossed the Klamath, and are now setting out the stakes for the graders to follow in their onward progress to Siskiyou Mountain.
    The white men employed on railroad are working steadily on the points between Willow Creek and Laird's, but the Chinamen refuse to work during snow storms or in the snow, and act a good deal like the aborigines of the Isthmus.
    The railroad company have concluded to run to Gazelle for the present, in making stage connection, which cuts off nine miles more of staging. This arrangement will continue until accommodations are built at Montague, which may take until the 1st of April.
Ashland Tidings, February 11, 1887, page 3


    The roads between the two ends of the railroad are so rough that a great portion of the mail from California is sent by Portland steamers.
    The buildings on Siskiyou Mountain, which have been vacant since the suspension of tunnel building some two years ago, are now said to be occupied.
    The President has accepted the section of the Oregon & California railroad beginning at a point forty-five miles south of Roseburg and running south 100 miles.
"Here and There," Democratic Times, Jacksonville, February 18, 1887, page 3


     J. R. Ivory, formerly of this place, is now in the employ of the superintendent of the construction department of the S.P.R.R., at the end of the track, and doing well.
"Personal Mention," Democratic Times, Jacksonville, February 18, 1887, page 3


    A DRUMMER named Snow has imposed upon a reporter of the Oregonian at Portland with a story of having been snowbound in the C.&O. stage on the Siskiyou Mountains for forty-eight hours. A woman and little girl would have perished, says this doughty Munchausen, had he had not loaned them a buffalo robe. This story is made of whole cloth. The stage has not been delayed half an hour by any snowstorm at any place in the Siskiyou Mountains.--Ashland Tidings
Democratic Times, Jacksonville, February 18, 1887, page 4


    The railroad trains will commence running to Montague as soon as communication is resumed from below, the station having been moved there from Edgewood last Tuesday. Passengers will be left at Gazelle until the stage company get a barn built at Montague, having been delayed by the storm in securing the necessary lumber from the mill at head of Shasta Valley. It will be shipped immediately by regular freight train, so that the construction of same can be commenced immediately.
    In Shasta County, the C.P. railroad assessment of 58.80 miles amounted last year to $1,835,550. When the road is finished to Oregon boundary, there will be over 70 miles in this county, which at $31,216.83 per mile, will foot up over $2,185,178.
    The railroad men at Montague are busily engaged in spreading gravel hauled by the gravel trains. The plat of the new town will soon be surveyed and ready for approval by the company. It would have been complete before now, but for the heavy rain and snow storms of the past two weeks or more. All the grading accomplished now is by two gangs of white men. The track layers have laid rails only a short distance north of Montague. A restaurant building is now being constructed at Montague, and as soon as the lumber is received, the stage company will commence putting up a barn.
Ashland Tidings, February 18, 1887, page 3


    It was learned here today from a man who has just come through from California that a freight train of eight cars is derailed the other side of the Siskiyou Mountains and that there are ten feet of snow on the summit. He also reports that all work has been stopped on the other end on account of the snow.
"Glendale Notes," Roseburg Review, February 18, 1887, page 3


    A. J. Allen, a purchasing agent of the Southern Pacific, is in Southern Oregon buying team horses weighing 1,100 pounds, to be used in hauling materials and supplies from the railroad terminus northward along the line of construction. He secured thirty-three horses at Ashland and twenty-seven at Jacksonville Saturday, averaging $100 per head. Work on the California & Oregon is progressing favorably, but will be pushed with the advent of good weather.
Daily Astorian, February 24, 1887, page 1


    Five locomotives pushing a snow plow have been laboring for some days past in opening the road from Slate Creek to Edgewood, and have eight feet of snow to contend with in Strawberry Valley.
    Nearly all the white men employed on the railroad have been taken down along the road between Edgewood and Delta, to assist in clearing away the snow, and the Chinese are idle, as it is impossible to get them to do any work in the snow, or even in the rain, no matter how light a storm.
    The railroad company directors congratulate themselves in securing a low grade all along the Sacramento River, just above high water mark, but in clearing the timber for right of way their hewers rolled entire trees and immense logs into that stream. The consequence will be that when the great quantity of snow is rushed off with spring rains and hot weather, the track is liable to be washed out for many miles. The company may experience such another disaster as the one some years ago in Southern California, where several miles of track had to be rebuilt on a higher grade.
    Scobie has a force of men at work building culverts in vicinity of Salt Works, when the weather is favorable, and also at other points between there and Klamath River.
    There remains but a few hundred yards of grading to complete the roadbed to the Klamath River, and when the three bridges across Willow Creek are finished, the rails can be laid very quickly to enable trains to run as far as the Klamath. By the first of April, the track will no doubt be completed to that stream, provided the weather is not too stormy.
    The Chinamen are now at work grading around the point at Klamath River, and the gap near Julian's place on Oregon Slough is also closed, most of the work being around hillsides, where the grading is easily performed with the assistance of an abundance of giant powder.
    The Chinese have been refusing to work since the 1st, complaining of "too muchee snow," "too muchee cold," etc., but a number of them, having been ducked in Willow Creek, got frightened into going to work, as cold baths were more dreaded than cold weather and snow.
Ashland Tidings, February 25, 1887, page 3


From the Oregon Sentinel:
    The railroad surveyors of the Central Pacific have reached Barron's on this side of the Siskiyou Mountains. They will survey five miles from that point which will bring them near Ashland. The grade from the tunnel down the mountain is 170 feet to the mile. It is reported that they will use this tunnel for the present, but will at some time in the near future run another tunnel lower down and connect with the road they will build at this time. Mr. George Stephenson, who is here buying horses for the company, says that the work is going right along without any interruption, the same as it has been through California. This would indicate that they either had the road or had sufficient assurance that they would get the road, to warrant them in pushing the work along as rapidly as possible.
Rogue River Courier, Grants Pass, February 25, 1887, page 3


    Johnny Sheridan returned last Saturday by the overland route. He walked over the Siskiyou Mountains in snow about five feet deep. In answer to a Review reporter as to where his wife was he said, "I left here in Yreka until spring." He said Geo. Kimball would return in about a week.
"Local Brevities," Roseburg Review, March 4, 1887, page 3


    The managers of the O.&C.R.R. have made a change in the running divisions of the road north of Roseburg. Formerly the running division of the passenger trains was from Portland to Roseburg, with three engineers with a layoff every third day. They have now divided it into two divisions and put on four engineers, running from Portland to Junction and from Junction to Roseburg.
"Brevities," Ashland Tidings, March 18, 1887, page 3


    Work has been commenced on the Klamath River bridge, by digging down to bedrock at banks, so that Scobie's men can commence laying the abutments on each side.
    The railroad graders are crossing the river to commence work on north side, and will proceed through Dave Horn's ranch, there being no chance to get around to advantage.
    An open cut 40 feet deep is to be made through Bailey Hill, near the Oregon line, in place of the tunnel heretofore proposed.
    We learn that the railroad surveyors will soon commence running a survey from Edgewood up into Eastern Oregon, in order to tap that country before a line can be built down from the Northern Pacific. It is the general belief that Edgewood is a better point to build from than up the Klamath, by reason of being a higher country, requiring less grade in its construction.
    A correspondent, writing from Camp 4, Scobie's camp, on Klamath River, says under date of March 8th: "Scobie's force numbers about 600, when all at work, comprising 12 gangs of Chinamen and one of white men, taking the entire country from Laird's to the crossing of Klamath River. This is the head camp, as none of the construction forces have yet crossed the Klamath River to commence grading. All other camps in charge of Fogarty, Sullivan, Mike Mangan and Col. Morris, are behind us. It looks from the general view of things that the company intend to complete and lay track to the crossing before making any attempt to move their forces to the north side of the river, as the present condition of the wagon roads will not permit the hauling of heavy machinery. In a few more weeks, rails will be laid to this crossing, and the distance will then be short for teams to reach Siskiyou Mountain from end of track, as it is reported that the company intend to run on the old Oregon survey from Ashland. If this report is true there will be about seven tunnels along the unfinished portion of the road between Ashland and the California boundary line. It is said they will be bored by machinery, and require some eight or ten months work, in which your humble servant expects to be employed in operating the drilling machines. The grading can be carried on at same time as the tunnel work, and several camps will be moved to the north side of Siskiyou Mountain, so that the work can be carried on at both ends and brought to a close during the coming summer. Right of way men, under the supervision of Mr. Flanders, are expected here in a few days, some 200 having left San Francisco last week to clear the timber on survey between Klamath River and Ashland. There will also be a large additional force in the grading department, mostly white men, if the company can get them. Carpenters and bridge builders are now engaged on the various bridges over Willow Creek, where they are placed on their bearings as fast as Col. Scobie can construct the masonry work. Owing to bad weather, the Colonel cannot make good headway, but in a few more weeks and moderation of the weather, he will put on a large force of men and get ahead with masonry work in a more rapid manner."
    Sullivan's camp of graders was expected to cross the Klamath River today, and are to be set at work on the open cut through Bailey Hill, near the Oregon boundary line.
    The track is now laid as far as Cooley's about 12 miles north of this place, the good weather prevailing lately having permitted the graders and tracklayers to rush along very rapidly.
    The track is now clear of slides between here and Redding, the first freight train for four days having arrived last Saturday with a large amount of freight.
Ashland Tidings, March 18, 1887, page 3


    "We are now pushing work as fast as possible, but have a gap of forty-five miles to close. This is in the Siskiyou Mountains, and will be the heaviest work on the entire line. At the present time we have about 4,000 men employed, and are increasing the force as fast as possible. If we have an open fall we expect to complete the road and have it open by December next. Early rains, however, have delayed work slightly."
C. F. Crocker, quoted in "The Oregon & California Railroad," Daily Astorian, March 22, 1887, page 1


    THE ROAD THROUGH THE SISKIYOUS.--There is considerable speculation and anxiety among residents at the extreme south of the state as to what route the Southern Pacific Company will follow in constructing the railroad from the state line to Ashland. The distance in an air line is only about fifteen miles and by the stage route it is only about twenty. But it is considerably farther by the old line surveyed for the railroad, and there are no less than eight tunnels to be constructed, most of them, however, short. The main tunnel through the summit is 3012 feet in length, and of this 2000 feet is completed. The next largest tunnel is at Buck Rock, and of this 400 feet is done. But this old route is so circuitous that in one place nine miles of road must be built to gain two and a quarter miles, and an effort is being made to find a more direct route, even if a heavier grade and longer tunnel is necessary. Owing to the peculiar formation of the Siskiyou Range it is uncertain whether this is practicable or not. If the road is built over the old route it will furnish some fine scenery, embracing views of the whole Rogue River country, and from the south end of the big tunnel a view of the Salmon and Scott mountain ranges, and Mount Shasta, looming up 14,451 feet, can be seen for 100 miles.
    Negotiations for the transfer of the Oregon & California Railroad to the Southern Pacific, which has just been completed, have been going on for over three years. The contract was made by C. P. Huntington, acting for the Southern Pacific, and Andrew Haes, of the firm of Haes & Sons, acting for the London committee of bondholders. The Pacific Improvement Co., also interested in the deal, was represented by C. P. Huntington. The terms of the agreement are that O.&C. bondholders are to receive at the rate of 110 in exchange for their present bonds, 5 percent of their bonds guaranteed, principal and interest, by the Southern Pacific Co., together with four pounds sterling in cash for each old bond. These new bonds are now to be issued at the rate of $30,000 per mile, and are to be secured by a new mortgage, equivalent in point of lien and priority to existing first mortgage of the Oregon & California, and will bear interest from July 1, 1887. The O.&C. preferred stockholders will receive one share of S.P. stock for every two shares of their own stock, together with four shillings sterling for each preferred share, and common stockholders will get one share for every four of their shares, together with three shillings for each common share.
Democratic Times, Jacksonville, March 25, 1887, page 3


    Graham's surveying party has moved back to the toll house. They are still upon a preliminary survey, endeavoring to run a line down from the Siskiyou tunnel without going around by Buck Rock.
"Here and There," Democratic Times, Jacksonville, March 25, 1887, page 3


    E. J. Jeffery of Portland, who had the contract for digging the Siskiyou tunnel when work was suspended a few years ago, was at the scene of operations last week. His visit is ominous, although he divulged nothing.
"Personal Mention," Democratic Times, Jacksonville, March 25, 1887, page 3


    How soon will railroad work begin this side of the Siskiyous is the interesting question here.
"Brevities," Ashland Tidings, March 25, 1887, page 3


    The following San Francisco dispatches are of local interest:
    SAN FRANCISCO, March 18.--It is stated on good authority that the transfer to the Southern Pacific Company of the Oregon & California Railroad, running from the southern border line of Oregon to Portland, Or., has been consummated today.
    SAN FRANCISCO, March 20.--Negotiations for the transfer of the Oregon & California Railroad to the Southern Pacific, which have just been completed, have been going on for over three years. The contract was made by C. P. Huntington, acting for the Southern Pacific, and Andrew Haes, of the firm of Haes & Sons, acting for the London committee of bondholders. The Pacific Improvement Company, also interested in the deal, was represented by C. P. Huntington. The terms of the agreement entered into are that Oregon & California bondholders are to receive at the rate of 110 in exchange for their present bonds, 5 percent of the bonds guaranteed, both principal and interest, by the Southern Pacific Company, together with four pounds sterling in cash for each old bond. These new bonds are now to be issued at the rate of $30,000 per mile, and are to be secured by a new mortgage, equivalent in point of lien and priority to existing first mortgage of the Oregon & California, and will bear interest from July 1, 1886. The Oregon & California preferred stockholders will receive one share of Central Pacific stock for every two shares of their own stock, together with four shillings sterling for each preferred share, and common stockholders will get one Central Pacific share for every four of their shares, together with three shillings for each common share.
    Mr. Louis M. Clement, an experienced engineer in the service of the Southern Pacific Company, and Mr. G. L. Lansing, assistant comptroller of the company, arrived here Monday of last week and are still in the city. The object of their visit was to make a preliminary examination of the property of the Oregon & California Railroad Company, preparatory to the Southern Pacific taking charge of it. They have accomplished their mission and will probably leave for home tomorrow. Yesterday an Oregonian man sought an interview with Mr. Clement at the Esmond, which was granted. Answering an inquiry as to the probable date of the transfer, Mr. Clement said he could not speak by card, but he thought the Southern Pacific would take charge on July 1. Such was the company's desire. He had learned from last Saturday's Oregonian, that negotiations had been concluded, and he was of the opinion that the conditions of the sale could be complied with in three months. The transfer was a "bulky" affair and as everything would have to be done by mail and the matter covered transactions extending from San Francisco to Frankfort, it may take longer.
    "Will the O.&C. be operated as a division of the Southern Pacific?" asked the reporter.
    "I think not," said Mr. Clement. "It will, no doubt, be operated as a part of the main line. Unlike most large railway corporations, the Southern Pacific's owners are its managers. That is to say, the stock is owned principally by the managing directors. They divide the work among themselves, each director superintending the affairs of a certain district. It may be one of the directors will have charge of the northern district, with headquarters at Portland. There will be a general freight agent and a general ticket agent here."
    Mr. Clement referred to the fact that some people here seem to have the idea that the Southern Pacific will try to divert what trade it could from Oregon to San Francisco. He believed such opinions erroneous. The Southern Pacific had recognized all trade centers. Sacramento, Marysville and Los Angeles were so recognized. Whenever the company takes control of the O.&C., Portland will be the terminus of the main line, and it will naturally be to the interest of the company to build up Portland and the entire state.
    Concerning the local management of the O.&C. after it shall have passed into the hands of the Southern Pacific, there is an impression that Hon. R. P. Earhart will be connected with it in some important capacity. This was spoken of when negotiations looking toward a sale were first begun.
    The resignation of Mr. Prescott and Mr. Row from the O.R.&N., in the light of news in the last three days, is regarded by some as significant.
Ashland Tidings, March 25, 1887, page 3


    Budd & Witherell, employment agents here, have received an order for 500 Chinese for work on the California & Oregon extension. None are to be had in San Francisco, and the company need all the men they can get for pushing the road to a connection with the Oregon & California this year. Nor are the Chinese to be had in Portland, and if the order is filled the Chinese will have to be drawn from farms in the neighborhood of this city. The price offered by the railroad is $1, and as the Chinese are receiving only 60 to 70 cents a day on farms, the chances are they will drop the ax and mattock for the pick and shovel.--[Oregonian, 21st.
Ashland Tidings, March 25, 1887, page 3


    The track will be laid to Klamath River by tomorrow night, it is expected, and work on the bridge will be pushed as rapidly as possible. The stage terminus will remain at Montague for some time yet, however.
    Chief Engineer Hood's party of the survey for the S.P.R.R., moved camp up to Cole's place last Wednesday, and keep busy at work setting grade stakes toward the summit.
    Graham's party moved from Dollarhide's down to the Tolman place this week.
    The grading is about completed to the Klamath River, and the construction trains will run regularly to that point after the first of next week.
    Very heavy blasting is being done at the Bailey Hill this week. It can be heard from the hills about Ashland.
    A large force of men is at work on the north side of Klamath River, from the river to Bailey Hill, over two thousand, it is said. An extensive railroad town is already in existence at Bailey Hill.
    Parties who have been up in the Siskiyou say the line run by Mr. Graham's party, to find a substitute for the Buck Rock route from the Siskiyou tunnel down, makes a long loop above and west of the toll house, the track coming somewhere near the toll house in two places--above and below. From below the toll house it makes a detour out around by Oviatt's gap, and thence swings back to somewhere near the old line of the O.&C. above Maj. Barron's.
    Says the Journal of 23rd: We learn that Mr. J. M. Bassett, formerly of this place, will be here in June, to make a tour of observation in Eastern Oregon, for the S.P.R.R. Co., the company intending to build a line to that section either from this county, Pit River or Redding in the near future. The company will probably run two lines of survey to Eastern Oregon from this county, one from Cooley's up to the Klamath River, in direction of Linkville, and another from Edgewood, in order to ascertain which is the best and cheapest route. These surveys will no doubt be carried on during the summer, so that the forces at work on Oregon road can be transferred to the new road as soon as the connection with the Oregon road is effected.
    The graders' camps are moving daily. Mangan's camp of white men went to Bailey Hill today, Sullivan's graders to a point a little south of Bailey Hill, and Fogarty moved his camp last Sunday, 13th inst., to a point between Henley and the ferry.
    Business will be somewhat lively at Henley and vicinity for a few months to come. As most of the foremen are Sons of Temperance, and a temperance lodge exists at Henley, they will be apt to visit on Saturday evenings.
    Strobridge's camp will move about 3 miles above Henley in a few days, weather permitting.
    The entire country between Klamath River and Bailey Hill will then be covered with men, horses, carts.
    The tunnel workers will be started as soon as the roads will permit hauling supplies to the Siskiyou Mountains.
Ashland Tidings, March 25, 1887, page 3


    EDITOR TIDINGS:--The following is submitted as a matter of general and local interest:
    In pursuance of the advice, and at the earnest solicitation of Gen. John F. Miller, of Klamath County, who has been recognized as a wise counselor upon public affairs in Oregon for the last thirty years, Hon. E. L. Applegate has tendered his services to the governor of the state as a commissioner of railroads. This is done under the apprehension that it is the purpose of the governor to appoint one of the commissioners in Southern Oregon, a purpose which would be gratefully appreciated and unanimously endorsed by the people of all parties in this section of the state. This move on the part of Applegate is seconded on the part of the people here in the following recommendation:
    To His Excellency, Sylvester Pennoyer, Governor of Oregon:
    Understanding that it is your intention to appoint one of the railroad commissioners from Southern Oregon, a purpose we greatly approve, we, the undersigned, citizens of Ashland and vicinity, would most respectfully recommend Hon. E. L. Applegate as a person eminently qualified for that office.
    This document is signed by about one hundred and fifty citizens of this city and vicinity, representing every business and industrial enterprise and occupation in this country, carrying practically with these names every store, mill, office, shop and manufacturing establishment in and about this city. His endorsement here for that important position is essentially unanimous.
    The fact is the General is popular in this country, both with the Republicans and Democrats. A couple of years ago, for instance, when he ran for prosecuting attorney in this district, this county and Josephine gave him a handsome majority notwithstanding the usually relied upon Democratic majorities of two or three hundred. But we are told that this popularity is founded far back upon an old tradition among the old pioneers, to the days when the General was a soldier in the service of the United States, having volunteered into the service to come to the defense of this country. That one awful stormy night, of rain, wind and lightning, the worst ever experienced in this country in the memory of white people, he performed a brave and heroic service that may have averted a great disaster to the army upon which the safety of the settlements wholly depended. There has been for years a standing promise on the part of the General that at some pioneer reunion he would get up and narrate this traditional episode for the entertainment of those who take an interest in pioneer reminiscences. But the incident was appreciated by the officers at the time; and by the instance of Gen. Lane, who was then the Delegate to Congress from Oregon, seconded by the sanction of Maj. Alvord and Col. Hooker of the U.S. Army, Applegate was tendered a commission in the army, as his reward. Yet, let this be as it may, over and above it all, there is a firm conviction upon the part of the people that by natural ability and acquired knowledge Gen. Applegate is just the man for a railroad commissioner.
Ashland Tidings, March 25, 1887, page 3  If anyone out there knows what Lish did that "awful stormy night," please let me know.


    Mr. Estes is in receipt of a letter dated March 20th, written from the end of the O.&C. track, which reads as follows: The track is laid close up to the Klamath River. The graders are about seven miles from the foot of the Siskiyou Mountains.
"Local and Personal," Rogue River Courier, Grants Pass, March 25, 1887, page 3


    THE ROAD THROUGH THE SISKIYOUS.--There is considerable speculation and anxiety among residents at the extreme south of the state as to what route the Southern Pacific Company will follow in constructing the railroad from the state line to Ashland. The distance in an air line is only about fifteen miles and by the stage route it is only about twenty. But it is considerable farther by the old line surveyed for the railroad, and there are no less than eight tunnels to be constructed, most of them, however, short. The main tunnel through the summit is 3012 feet in length, and of this 2000 feet is completed. The next largest tunnel is at Buck Rock, and of this 400 feet is done. But this old route is so circuitous that in one place nine miles of road must be built to gain two and a quarter miles, and an effort is being made to find a more direct route, even if a heavier grade and longer tunnel is necessary. Owing to the peculiar formation of the Siskiyou Range it is uncertain whether this is practicable or not. If the road is built over the old route it will furnish some fine scenery, embracing views of the whole Rogue River country, and from the south end of the big tunnel a view of the Salmon and Scott mountain ranges, and Mount Shasta, looming up 14,451 feet, can be seen for 100 miles.
Roseburg Review, March 25, 1887, page 3


    The O. and C. R.R. has been purchased by the Southern Pacific Railroad Co., and the possession of the road will be given on or before July 1, 1887. The new managers say that the gap between the two roads will be completed by December 1st. It is also stated that the Southern Pacific is trying to purchase the narrow system in the Willamette Valley.
    E. J. Jeffery, of Portland, one of the contractors who excavated the Siskiyou tunnel, says the Ashland Tidings, arrived in town on Wednesday morning's train, and made a trip up to the tunnel. His arrival naturally awakened the query: "Any railroad news?" but Mr. Jeffery couldn't or didn't give any news--merely said it was the impression that the O. and C. would change hands "about the first of the month."
"Brevities," Eugene City Guard, Eugene, Oregon, March 26, 1887, page 5


    Another week will nearly finish the rock cut at Bailey Hill, it is said.
    The Union says: Over five hundred men are employed in the timber regions of Strawberry Valley getting out ties, telegraph poles and bridge timbers for the railroad company.
    Thirteen carloads of carts for the grading forces arrived at the front the first of last week.
    Graham's surveying party ran their preliminary lines down to Ashland and connected with the O.&C. one of the lines, running to the end of the track and the other running somewhat lower, through Mark's place, and connecting at the depot. Yesterday the party moved camp back to the toll house, to begin other trial lines.
    Rapid work is being done by the grading forces north of Klamath River, and the force is to be increased by the addition of as many Chinese as can be procured in Portland.
    The railroad will probably run between Rufus Cole's house and barn--closer to the buildings than Mr. C. likes, but there is not much room for choice of routes through there.
    The report that the track would reach Klamath River last Saturday was hurrying the matter too much. The roadbed is about ready for the track now, however, to that point, and it is likely that by the first of next week the cars will be running to the river. The work this side is being rapidly done, and large forces are employed all the way to Rufus Cole's. The graders are a short distance below that point, and the right-of-way forces are at work clearing between Rufus and Byron Cole's places. In about two weeks the Klamath River bridge will be done, and construction work so well advanced this side that the track may soon be extended well up toward the summit.
    It is rumored that work will be resumed at the tunnel soon, but nothing definite is known about it.
Ashland Tidings, April 1, 1887, page 3


    Oliver Richardson, a boss carpenter, who has been employed by the C.P.R.R. Co. for ten years or more in bridge work, met his death last Sunday morning at the bridge across Willow Creek, about two miles south of the Klamath River. In stepping backward on the timbers of the bridge he missed his footing and fell a distance of fourteen feet, striking the back of his head on a rock. The base of the skull was badly fractured, and death resulted in about an hour from brain concussion. Deceased was about 50 years of age and was a skillful mechanic and a man held in high esteem by all who knew him.
Ashland Tidings, April 1, 1887, page 3


    A rough character known along the railroad as "Texas" was shot by Martin, engineer of the C.&O.R.R. construction train, in the canyon near Laird's last Saturday. Texas had been put off the train by Martin several days before, and flourished a knife and pistol at that time, making threats that he would kill Martin. On Saturday when the train approached the place of shooting, "Texas," who was apparently waiting there for that purpose, drew his pistol and began shooting at Martin. Martin also drew his pistol and returned the fire. When both had emptied their "guns" it was found that "Texas" had caught three bullets in different parts of his person, while Martin was not hit at all. One bullet went through one of "Texas'" lungs, but his surgeon says he will recover.
Ashland Tidings, April 1, 1887, page 3


    It now seems to be a certainty that the S.P.R.R. Co. has become possessed of the O.&C.R.R., and there will therefore be no cessation of work in Siskiyou County, California. No doubt the extension to the state line will be prosecuted with all vigor, and we also look for the resumption of work on the uncompleted portion of the O.&C.R.R. Unlike the company which has had control of the Oregon end for the past two years, the Southern Pacific Company is possessed of ample capital, coupled with enterprise and energy ; hence we may reasonably expect California and our own state to he joined by rail in about a year. Work on the Siskiyou tunnel must he commenced soon, however, to make the connection in that time, unless the work already done is taken advantage of. The news of this transfer of railroad property will please none more than the people of Southern Oregon. Our present railroad facilities are not much letter than none at all, for they afford but a poor market. Connection with California will give every industry here a new impetus, as it will guarantee better prices and markets, and consequently more remuneration. Southern Oregon will surely then be a favored section and second to none on the northwest coast. She has all the elements of a great territory, and has only lacked the opportunity to become such.--Jacksonville Times.
Weekly Butte Record, Chico, California, April 2, 1887, page 1


    It was stated here on reliable authority yesterday that the transfer of the Oregon & California road to the Southern Pacific would take place May 1. On that day the bondholders and stockholders, most of whom reside abroad, will deliver their bonds and stocks to the Union Trust Company of New York, and receive their pay therefor as provided by the agreement published recently in the Oregonian. After May 1 the Southern Pacific will be entitled to the earnings of the road. The legal process of foreclosing the mortgage on the O.&C., and taking the road out of the receiver's hand, will be short. It is thought that the Southern Pacific will not operate the O.&C. as a branch of their great system until rail connection is made with the California & Oregon. Present officers will, no doubt, be retained until that time. The Southern will, of course, send a manager to Portland soon to familiarize himself with this state and the road's traffic; but there will be no sudden or sweeping change in officials, nor in the policy of the road, and so far as local traffic is concerned, the public will not feel the new ownership.
    Through rail connection will probably be made within six months. The gap between Montague and Ashland is now a little less than fifty miles, and construction is being pushed vigorously northward. Sixteen hundred white men and 2400 Chinese are at work. An agent for Sisson, Crocker & Co., the contractors, is now in Portland, anxious to secure all the laborers, white and Chinese, that he can get. Just what line the road proposes to take over the Siskiyous is not known here, but temporarily the long tunnel, half completed by the O.&C., will be used. Ultimately the road will follow a lower pass than the O.&C. line, but this will necessitate a very long tunnel, perhaps two miles, which will require two years or more to construct. However, it will enable the road to go over the mountains on a grade not to exceed 120 or 125 feet to the mile. To get up to the O.&C. tunnel from the south will require a grade of 160 to 170 feet. The company have already cleared the debris from the old tunnel and are getting ready to finish the bore. The tunnel is 3050 feet long, and the O.&C., three years ago, cut 1750 feet, leaving 1300 feet to be done now. Work was pushed from each end, twelve feet being an average day's progress. At that rate the tunnel can be finished in less than four months. The distance from Ashland to the northern entrance of the tunnel is about thirteen miles. One and a half miles of track has been laid south of Ashland, leaving a gap on this side of the summit of eleven and one-half miles, most of it hard work.
    The weather in Northern California for the past month has been very favorable to railroad construction, and the grading between Montague and the Klamath River, a distance of twenty-two miles, is well in hand. An iron bridge will be built across the Klamath and will be finished about the middle of next month; not later than June 1 at the furthest. By that time the track will have reached the Klamath, and the road will then be opened for traffic to a point near Cole's, leaving a gap of twenty-two miles to be covered by stages. This will not take to exceed four hours. The California & Oregon will not move the terminus from Montague until the Klamath is crossed.
    Mr. J. Brandt, superintendent of the O.&C., received a telegram that a special stage made the trip yesterday from Montague to Ashland in six hours and 15 minutes. The road is in fine order. There is no reason why the trip could not be made every day in eight or nine hours. The present schedule time between Ashland and Montague is twenty hours. Both the California and the Oregon road are anxious to secure through travel, and something must be done to shorten the time. Trains of both roads are run to accommodate the local travel and this cannot be disturbed simply for the benefit of through passengers. If the O.&C. would leave Portland at 6 p.m. instead of 8 a.m., and stop only at principal stations, passengers could be landed in San Francisco in about forty-two hours. It would also give passengers a daylight ride through Cow Creek canyon and the Siskiyous. But there will not be enough business to pay for running a train for through passengers alone, and the Willamette Valley must have day trains. The situation of the California & Oregon relative to local traffic is exactly the same as the O.&C.'s. Probably the matter will be arranged by starting a train on about the time of the Albany express, doing an accommodation business as far as Albany and thence running as a through train.


    It was stated here on reliable authority yesterday that the transfer of the Oregon & California road to the Southern Pacific would take place May 1. On that day the bondholders and stockholders, most of whom reside abroad, will deliver their bonds and stocks to the Union Trust Company, of New York, and receive their pay therefor as provided by the agreement published recently in the Oregonian. After May 1 the Southern Pacific will be entitled to the earnings of the road. The legal process of foreclosing the mortgage on the O.&C., and taking the road out of the receiver's hand, will be short. It is thought that the Southern Pacific will not operate the O.&C. as a branch of their great system until rail connection is made with the California & Oregon. Present officers will, no doubt, be retained until that time. The Southern will, of course, send a manager to Portland soon to familiarize himself with the state and the road's traffic; but there will be no sudden or sweeping change in officials, nor in the policy of the road, and so far as local traffic is concerned, the public will not feel the new ownership.
    Through rail connection will probably be made within six months. The gap between Montague and Ashland is now a little less than 50 miles, and construction is being pushed vigorously northward. Sixteen hundred white men and 2,400 Chinamen are at work. An agent for Sisson, Crocker & Co., the contractors, is now in Portland, anxious to secure all the laborers, white and Chinese, that he can get. Just what line the road proposes to take over the Siskiyous is not known here, but temporarily the long tunnel, half completed by the O.&C., will be used. Ultimately the road will follow a lower pass than the O.&C. line, but this will necessitate a very long tunnel, perhaps two miles, which will require two years or more to construct. However, it will enable the road to go over the mountains on a grade not to exceed 120 or 125 feet to the mile. To get up to the O.&C. tunnel from the south will require a grade of 160 to 170 feet. The company have already cleared the debris from the old tunnel and are getting ready to finish the bore. The tunnel is 3,050 feet long, and the O.&C., three years ago, cut 1,750 feet, leaving 1,300 to be done now. Work was pushed from each end, twelve feet being an average day's progress. At that rate the tunnel can be finished in less than four months. The distance from Ashland to the northern entrance of the tunnel is about thirteen miles. One and a half miles of track has been laid south of Ashland, leaving a gap on this side of the summit of eleven and one-half miles, most of it hard work.
    The weather in Northern California for the past month has been very favorable to railroad construction, and the grading between Montague and the Klamath River, a distance of twenty-two miles, is well in hand. An iron bridge will be built across the Klamath and will be finished about the middle of next month; not later than June 1 at the furthest. By that time the track will have reached the Klamath, and the road will then be opened for traffic to a point near Cole's, leaving a gap of twenty-two miles to be covered by stages. This will not take to exceed four hours. The California & Oregon will not move the terminus from Montague until the Klamath is crossed.--Oregonian.
Daily Astorian, April 6, 1887, page 1


    YREKA, April 6.--At daylight, three hundred yards south of the summit of Siskiyou Mountain, a four-horse livery team from Ashland, with [the] Stuttz theatrical troupe of fifteen persons, ran away, the stage upsetting and throwing all over the grade. Driver Jasper Cunningham has been unconscious since the accident. He is supposed to be fatally injured. Two ladies and a little girl are badly hurt, and the others but slightly. It is not known what frightened the horses.
    SAN FRANCISCO, April 6.--The latest from the accident on Siskiyou Mountain this morning reports Jasper Cunningham, the driver of the stage, dangerously injured internally; Juliet Hazel, head badly cut; Mrs. Lecomte, collarbone fractured, and Ivy Stuttz, the little girl who was thrown out before the stage capsized, badly cut. The accident was caused by the breaking of a brake. The wounded are comfortably cared for in the old railroad house near the summit. All of the company were more or less injured.
Los Angeles Daily Herald, April 7, 1887, page 1


    One of Thompson & Stephenson's four-horse teams which were conveying the Stuttz troupe to Yreka last Wednesday morning became fractious and indulged in what at first promised to be a serious runaway.
    While on the summit of the Siskiyou Mountains one of the wheelhorses commenced kicking and jumping, which caused the others to act badly also, and they started down the mountain at a rapid rate. They were fortunately stopped before going very far, but not until the party, including the driver, were thrown out, and the wagon and harness considerably damaged. One of the ladies had a collarbone broken and another received an ugly gash in her forehead, while the balance of the occupants of the wagon were more or less bruised. Fortunately none were dangerously injured, though it was a narrow escape. The company is still stopping at a house in the vicinity of the accident, but will soon be able to proceed.
"Runaways," Democratic Times, Jacksonville, April 8, 1887, page 3


    Messrs. Hays and Reynolds left Big Butte precinct this week for the railroad front.
    A number of parties have left this section for the railroad front, which is not far off at present.
    How soon will railroad work begin this side of the Siskiyous is the interesting question here.
    The county commissioners this week granted liquor licenses to J. B. Riddle and E. J. Curtis, who will immediately open saloons on the Siskiyou Mountains.
    The railroad horse-buyers left about $8,000 behind them, which sum will come very handy these hard times. It is evident that it pays to raise good horses.
    The "cowboy," Tom Moran, shot and severely wounded by engineer Martin at the railroad front, is now at the Yreka hospital, getting along comfortably, though not fully out of danger yet.
    A number of the leading officials of the Southern Pacific R.R. Co. are at present in Oregon, looking, no doubt, to the arrangement of the affairs of the O.&C.R.R., when it shall pass fully into their hands.
    The blasting now going on at Bailey Hill is continuous, both day and night, and a deep cut will be made there instead of running a tunnel. That the S.P.R.R. Co. understands its business is again thoroughly elucidated here. The explosions can be distinctly heard at Ashland and resembles the cannonading of opposing armies.
"Here and There," Democratic Times, Jacksonville, April 8, 1887, page 3


    J. A. McDougall with a force of half a dozen carpenters went up to the Siskiyou tunnel Monday to fix up the machinery sheds and other buildings which needed repairs. He was employed by E. J. Jeffery, one of the contractors who excavated the tunnel, and the owner of the machinery. It has been reported here that Mr. Jeffery has the contract to complete the tunnel, but the report is learned to be premature, at least Mr. Jeffery said a day or two ago that he had not then secured the contract.
    The locating surveyors moved camp up to near the southeast entrance of the tunnel a few days ago, and have set the grade stakes across the boundary line of California, and for some distance in Oregon territory. Chief Engineer Hood is in the field superintending the location. The right-of-way men have been at work near the tunnel.
Ashland Tidings, April 8, 1887, page 3


    The Stuttz Dramatic Company had the misfortune to meet with a serious accident on the Siskiyou Mountain last Wednesday morning. After playing "Under Two Flags" in Ashland Tuesday evening, the company started for Yreka at one o'clock p.m. [sic], in order to meet their engagement for Wednesday evening at the latter place. In one four-horse coach (thoroughbrace) from the Ashland livery stables were the following named members of the company: Mr. J. G. Stuttz, Mrs. E. Alma Stuttz, little Ivy Stuttz, H. L. Weidner and wife, Miss Julia Hazel, Miss Jessie Booth and Mrs. LeComte, with Jasper Cunningham, of this place, as driver. The coach passed over the summit about daybreak and in the descent the brake gave way in some manner and crowded the coach upon the horses so that they were soon in a run and entirely beyond the control of the driver. The road is steep and straight at that point, and as the horses dashed down the grade at a terrible speed, the coach swayed and tossed like a reed in the wind until it was finally overturned near the old hotel and saloon building of J. B. Riddle. Just before the coach turned over Mr. Stuttz, who had his little daughter in his arms, seeing what must inevitably occur, attempted to throw her into a camp of bushes on the road side. The little girl fell upon rocks or hard ground instead of the bushes, and was badly bruised, but not seriously hurt. Of the others the driver is believed to have received the most serious injuries, being hurt internally, but just how badly it was not determined at last report. Mrs. LeComte, who is an old lady of nearly 60 years, had her collar bone broken, besides being painfully bruised; Miss Julia Hazel received a bad cut in the head, the wound extending from above the eye over the forehead. The others were all more or less hurt by contusions, scratches, etc., but none of them seriously. The injured were made as comfortable as possible in the hotel building near, and a messenger came to Ashland immediately for assistance. Doctors Parson and Songer went over and gave such surgical attention as was needed. The company will be obliged, of course, to cancel engagements made ahead, and will have to remain where they are for several days. The first reports received of the accident represented the injuries to be greater than they were found to be, though they are bad enough at best. The coach is said to be almost a total wreck, and it is a wonder that the party escaped without worse results. The driver has had long experience and is considered one of the most careful and cautious.
Ashland Tidings, April 8, 1887, page 3


    It was stated here on reliable authority yesterday that the transfer of the Oregon & California road to the Southern Pacific would take place May 1. On that day the bondholders and stockholders, most of whom reside abroad, will deliver their bonds and stock to the Union Trust Company of New York, and receive their pay therefor as provided by the agreement published recently in the Oregonian. After May 1 the Southern Pacific will be entitled to the earnings of the road. The legal process of foreclosing the mortgage on the O.&C., and taking the road out of the receiver's hand will be short. It is thought that the Southern Pacific will not operate the O.&C. as a branch of their great system until rail connection is made with the California & Oregon. Present officers will, no doubt, be retained until that time. The Southern will, of course, send a manager to Portland soon to familiarize himself with this state and the road's traffic; but there will be no sudden or sweeping change in officials, nor in the policy of the road, so far as local traffic is concerned, the public will not feel the new ownership.
    Through rail connection will probably be made within six months. The gap between Montague and Ashland is new a little less than fifty miles, and construction is being pushed vigorously northward. Sixteen hundred white men and 2400 Chinese are at work. An agent for Sisson, Crocker & Co., the contractors, is now in Portland, anxious to secure all the laborers, white and Chinese, that he can get. Just what line the road proposes to take over the Siskiyous is not known here, but temporarily the long tunnel, half completed by the O.&C., will be used. Ultimately the road will follow a lower pass than the O.&C. line, but this will necessitate a very long tunnel, perhaps two miles, which will require two years or more to construct. However, it will enable the road to go over the mountains on a grade not to exceed 120 or 125 feet to the mile. To get up to the O.&C. tunnel from the south will require a grade of 160 to 170 feet. The company have already cleared the debris from the old tunnel and are getting ready to finish the bore. The tunnel is 3050 feet long, and the O.&C., three years ago, cut 1750 feet, leaving 1300 feet to be done now. Work was pushed from each end, twelve feet being an average day's progress. At that rate the tunnel can be finished in less than four months. The distance from Ashland to the northern entrance of the tunnel is about thirteen miles. One and a half miles have been laid south of Ashland, leaving a gap on this side of the summit of eleven and one-half miles, most of it hard work.
    The weather in Northern California for the past month has been very favorable to railroad construction, and the grading between Montague and the Klamath River, a distance of twenty-two miles, is well in hand. An iron bridge will be built across the Klamath River and will be finished about the middle of next month; not later than June 1 at the furthest. By that time the track will have reached the Klamath, and the road will be open for traffic to a point near Cole's leaving a gap of twenty-two miles to be covered by stages. This will not take to exceed four hours. The California & Oregon will not move the terminus from Montague until the Klamath is crossed.
    Mr. J. Brandt, superintendent of the O.&C., received a telegram that a special stage made the trip yesterday from Montague to Ashland in six hours and 15 minutes. The road is in fine order. There is no reason why the trip could not be made every day in eight or nine hours. The present schedule time between Ashland and Montague is 20 hours. Both the California and the Oregon road are anxious to secure through travel, and something must be done to shorten the time. Trains of both roads are run to accommodate the local travel and this cannot be disturbed simply for the benefit of through passengers. If the O.&C. would leave Portland at 6 p.m., and stop only at principal stations, passengers could be landed in San Francisco in about forty-two hours. It also gives passengers a daylight ride through Cow Creek canyon and the Siskiyous. But there will not be enough business to pay for running a train for through passengers alone, and the Willamette Valley must have through trains. The status of the California & Oregon relative to local traffic is exactly the same as the O.&C.'s. Probably the matter will be arranged by starting a train, on about the time of the Albany express, doing an accommodation business as far as Albany and thence running as a through train.
Ashland Tidings, April 8, 1887, page 3


    On Friday last Col. Allen and Geo. Stephenson bought twenty-five horses in Ashland, and started them for Cole's Saturday morning. Saturday and Monday they bought eighteen more here, and on Tuesday they bought twenty-two head at Medford. On Wednesday they bought fourteen head in Jacksonville, which were sent over the mountains yesterday morning. How many they bought at Grants Pass yesterday is not reported yet. The prices paid range from $80 to $150 per head, and a fine lot of work horses was obtained. Many of them will be put in the shafts of dump carts in the grading, but some will be used in teaming. Al. Helms sold one pair of greys for $300, and L. W. Rogers sold his pair of blacks for $275.
Ashland Tidings, April 8, 1887, page 3


    J. A. McDougall with a force of half-dozen carpenters went up to the Siskiyou tunnel Monday to fix up the machinery sheds and other buildings which needed repairs. He was employed by E. J. Jeffery, one of the contractors who excavated the tunnel, and the owner of the machinery. It has been reported here that Mr. Jeffery has the contract to complete the tunnel, but the report is learned to be premature, at least Mr. Jeffery said a day or two ago that he had not then secured the contract.
    The locating surveyors moved camp up to near the southeast entrance of the tunnel a few days ago, and have set the grade stakes across the boundary line of California, and for some distance in Oregon territory. Chief Engineer Hood is in the field superintending the location. The right-of-way men have been at work near the tunnel.
Ashland Tidings, April 8, 1887, page 3


    Everything is a rush and bustle at the railroad front.
"Local and Personal," Rogue River Courier, Grants Pass, April 8, 1887, page 3


    Blasts on the railroad on the south side of Siskiyou can be plainly heard at Linkville, a distance of over forty miles.
"Oregon News," Eugene City Guard, Eugene, Oregon, April 9, 1887, page 7


    Spring fights have commenced in the newly located town known as Helltown, at Bailey Hill. Several of the boys showed black eyes and scratched cheeks as the result of one day's fun, but no deaths occurred.
    All started to work this morning, 28th, feeling brave and happy.
    Things are not yet fully organized, neither is the business systematized or up to that scale of perfection, to enable the boys to spread themselves.
    The new gangs from San Francisco have arrived at Sullivan's camp, but feel a little bashful yet, for fear of the law officers. When they find how things are conducted in a newly settled town in the mountains, then look out for the man that hit Maginnis.
    Fogarty's camp moved to Houghton Creek, about one and a half miles south of Bailey Hill, on opposite side of stage road to Col. Morris' camp. Had the pleasure of a short interview with Fogarty in passing this camp. The old gentleman looks healthy and rugged after the hard winter he and his foreman have experienced. He seems highly delighted with this part of the country, for the purity of the water, good climate and beautiful scenery. Some Siskiyou boys, Wm. Tonkin and James O'Brien, are acting as foremen under him, also his son, James Washington Moore Fogarty, a young man of 22, pleasing and entertaining in his manners, who gives the boys tunes on the windjammer these spring evenings, to pass away the time. Several others belonging to this camp, who are scattered at other points, since being separated last fall.
    All grading has been completed to Strobridge's camp, three and a half miles north of Klamath River, and is now ready for the rails. His gangs will continue to work northward towards Fogarty's camp, so as to complete everything to Bailey Hill as soon as possible, this being a very favorable time of the year for executing work of this kind, the material being in good condition to handle.--Journal.
Republican Free Press, Redding, California, April 9, 1887, page 1


    The railroad paymaster went up the road this week, paying off the employees.
    Wm. Angle of Medford has been at the railroad front with a load of produce.
    Jas. Moore has been granted a license by the county commissioners to sell liquor on the Siskiyou Mountains.
    Chief Engineer Hood is personally superintending the location of the railroad line in the Siskiyou Mountains.
    Another party consisting of A. Chale, S. Higgins, Al Eaton, Gus Weydeman, P. McKenzie and O. Beavenue started for the railroad front on Monday last.
    About 150 Chinese went through the valley on the regular freight train this week, en route to the railroad front, from Portland, where they will engage in the work of extension. Quite a number have already preceded them.
    The members of the Stuttz dramatic company, who were so seriously injured by a runaway on the Siskiyou Mountains not long since, have been removed to Yreka and are not as badly injured as at first reported. The driver, however, J. Cunningham of Ashland, is still in a critical condition.
"Here and There," Democratic Times, Jacksonville, April 15, 1887, page 3


     A. A. Fink, Burb. Brockaway and J. B. Cannon were on the freight train this week. The former was on his way to Klamath County, while the two latter were en route to the railroad front.
"Personal Mention," Democratic Times, Jacksonville, April 15, 1887, page 3


    C. P. Huntington, vice president of the Southern Pacific railroad, is expected here early in June, says the Portland News. Col. Charles F. Crocker, third vice president, and Timothy Hopkins, treasurer, of the same company, will probably be here about the end of April or early in May. Their visit is for the purpose of looking over the Oregon & California, and to look into the Southern Pacific Company's interests here generally. Col. Geo. P. Bissell, of Hartford, Conn., vice president of the Portland & Willamette Valley Railroad, will stop a few days here in June, on his return home from Japan.
Ashland Tidings, April 15, 1887, page 2


    At a large mass meeting held at Yreka last Thursday evening it was decided to build a branch railroad to connect with the California & Oregon road, ten miles south, at Juliens. Seventy thousand dollars already has been subscribed. The estimates furnished by W. S. Palmer, a surveyor and railroad contractor, places the cost of the road at $78,000. A committee to procure the right of way was appointed, and a survey is now being made.
Ashland Tidings, April 15, 1887, page 2


    As soon as the California and Oregon road is open for traffic to a point this side of the Klamath River, both the California and the O.&C. will make a strong bid for the travel between San Francisco and Portland. It is thought that the Klamath will be bridged and the gap reduced to about 25 miles (say four hours staging) by the 20th of May. As soon as the connection is as close as this, the O.&C. will put on a Sunday train.--[Oregonian.
Ashland Tidings, April 15, 1887, page 3


    Seventy-five Chinese came up Saturday night on the passenger, and 162 on the freight Wednesday, bound for the railroad front. When they bore that through the Siskiyous and let the hot air into this valley it won't be so cool here at night as we have had it a few times recently.
"Local and Personal," Rogue River Courier, Grants Pass, April 15, 1887, page 3


    Licenses to retail spirituous liquors were granted to E. J. Curtiz, James Moore and J. B. Riddle, respectively, to sell at the tunnel on Siskiyou Mountain.
"County Commissioners' Court," Democratic Times, Jacksonville, April 15, 1887, page 3


    An Albany, Or., dispatch dated April 11th says: A force of 140 Chinamen, employed on the Oregon Pacific loading cars with gravel for ballasting the road east of the city, have struck for an advance of twenty cents per day. They had been receiving eighty cents and demanded one dollar. The cars are half loaded and stand on the track. Over half of the Chinese left today to work on the O.&C. extension.
"Railroad Items," Democratic Times, Jacksonville, April 15, 1887, page 4


    We learn that preparations are in progress for commencing work on the Oregon end, and that a large number of Chinamen are congregating there for that purpose.--Journal.
    There seems to be no doubt but what the S.P.R.R. Co. will rush their overland road to completion as rapidly as possible. Thousands of men are now at work grading between Cottonwood Creek and Rufus Cole's station, and it will not be long until the Oregon boundary line is reached. All the work is being done on the California end, and it is thought that operations will not be resumed on the Oregon side at all, but that connection will be made alone by the force now in Siskiyou County. The locating party of surveyors is now in the Siskiyou Mountains, having set their stakes almost up to the summit, while the right of way has been cleared to nearly the same point. A force of carpenters are now engaged in placing the buildings at the long tunnel in repair. The Buck Rock tunnel will be abandoned entirely, the S.P. Co. preferring to go up the mountain on a heavier grade at present and construct a much longer tunnel lower down at their leisure at some future time. From present appearances it is believed that trains will be running between Portland and San Francisco before the beginning of 1888.
"Railroad Items," Democratic Times, Jacksonville, April 15, 1887, page 4


    D. P. Thompson of Portland, one of the owners of the tunnel machinery in the Siskiyous, met J. T. Trowbridge, superintendent of construction of the S.P. Co., at the summit Wednesday, to consult regarding the completion of the tunnel. Mr. Thompson offers to either sell the machinery or complete the tunnel under contract, and says it will probably be known within a week whether or not he will have the contract.
    The right of way gang have almost finished clearing to the south end of the Siskiyou tunnel. A deal of work will have to be done in the tunnel before the work of excavation can be resumed, as the walls, where not timbered, have crumbled and left the place in bad shape. The removal of the debris will be in itself no small job. The tunnel will have to be timbered and lined throughout, as the rock slakes like lime when exposed to the air.
    Three carloads of Chinese who had been working on the Oregon Pacific R.R. came out from Albany on the freight which arrived Wednesday evening, to join the throng of laborers on the other side of the Siskiyous.
    A commission consisting of Theodore Cook, of Cincinnati, Thaddeus C. Pound, of Chippewa Falls, Wis., and ex-Governor George Stoneman, of California, was appointed recently by President Cleveland to examine the extension of the California & Oregon Railroad from Delta to Edgewood. The gentlemen will leave San Francisco for this section of the road today or tomorrow.
    The Journal says: A station is to be established at Ager's, or the old Hi Richardson place, north of Cooley's, where Ager intends putting up a fine hotel. He gave the company some 25 acres for a station, where side tracks and a depot will be erected.
Ashland Tidings, April 15, 1887, page 3


    The O.&C. and C.&O. are putting in a switchback on the Siskiyou Mountains and are rushing work to make the connection at a "rapid rate of speed."
    Hon. D. P. Thompson, of Portland, was on Tuesday's southbound train en route to the Siskiyou tunnel, in the construction of which he is interested.
    The town was flooded with Chinamen Tuesday evening who came up on the freight train on their way to Ashland to work on the railroad extension. There is only about 25 miles now to complete the connection of the O.&C. with the C.&O. and the work will be pushed forward until completed.
"Local Brevities," Roseburg Review, April 15, 1887, page 3


    THE SISKIYOU ACCIDENT.--The members of the Stuttz company who were injured by the runaway and upsetting of a stage last week are housed in a tumbledown cabin, near the summit of the mountain, about twelve miles from Ashland. Their condition is one of great misery. The cabin in which they are staying is unfurnished and does not begin to afford accommodations for the company. Little Ivy Stuttz and Jasper Cunningham, the driver, were injured internally, and are not expected to live. To add to the misery and discomfort, the weather for the past four days has been terrible--snow, hail, and heavy rain. The roads, which a week ago were in fine condition, are now almost impassable, the stage sinking hub-deep in mud at almost every turn in the road. The man who owned the stage which upset left Ashland Sunday with provisions for the sufferers, and this is believed to be the first relief they have had from the outside.
Roseburg Review, April 15, 1887, page 3  Ivy not only survived, she was back on stage within a few weeks. I found no further mentions of Cunningham's life or death.


    The actual gap in the railroad to California is now reduced to thirty miles of staging over the Siskiyou Mountains.
"State and Territorial News," Willamette Farmer, Salem, April 15, 1887, page 5


    PERRY MERWIN and his partner, George Sears, had an altercation recently at the railroad camp at Bailey Hill. Merwin shot Sears with a rifle, the ball passing through the body; and also beat him over the head with a rifle. Sears is not expected to live. Merwin was placed under arrest by the sheriff of Siskiyou County.
Democratic Times, Jacksonville, April 22, 1887, page 2


    J. B. Riddle will soon open a store and saloon on the Siskiyou Mountain.
"Medford Squibs," Democratic Times, Jacksonville, April 22, 1887, page 2


    In passing through Helltown, recently constructed on the south side of Bailey Hill, we found a great many business houses, but very little business doing. On each side of the stage road there are about twenty business houses, comprised of lager beer stands, eating-houses and a large dance hall; but all seem to be anxious for customers. The little town is surrounded by the camps of Sullivan and Mangan principally, with Fogarty's camp close by. These camps contain a large number of white men altogether. Sullivan has nearly 150, and Fogarty has only one gang of about 70.
    Work in the vicinity of Bailey Hill will be completed, weather permitting, in two weeks.
    Camps are moving daily towards the old Siskiyou Mountain. Col. Scobie has three camps engaged on culvert work from Houghton Creek, three miles north. At the crossing of Houghton Creek there is a gigantic culvert, one of the largest yet constructed. The length of the base is 175 feet and is 45 feet high. The excavation for the mason work is 105 feet in width. North from Bailey Hill to Cole's, there are some 21 culverts, some of which are box culverts, but this light work in masonry can be dispatched with great speed, as Scobie's men are experienced hands at such work.
    On the 11th inst., the camp of Col. Morris moved across the line into Oregon, to commence work in potholing the points at the base of the Siskiyou Mountain. This is the first gang of the grading department reaching into Oregon.--Yreka Journal.
Democratic Times, Jacksonville, April 22, 1887, page 2


    A. J. Allen, the horse buyer of the S.P.R.R. Co., was ordered last week to buy 80 to 100 head more work horses for use in the construction work in the Siskiyou Mountains. He sent word to Geo. W. Stephenson, who started Sunday evening for Roseburg to advertise for and begin buying horses there. On Tuesday Mr. Allen went through here from San Francisco to join him in Roseburg. They have bought about all the available horses for sale in Rogue River Valley.
Ashland Tidings, April 22, 1887, page 3


    Two partners in a saloon at Bailey Hill, Perry Merwin and George Sears, got into a fight last Sunday, and Merwin shot Sears with a rifle, after which he struck him on the head with the butt of the gun, inflicting a more dangerous wound than the gunshot. The bullet struck Sears in the body somewhere, but is not a necessarily fatal wound. The man was still alive at last report, but it was thought likely the blow on the head would result fatally. Merwin is in jail at Yreka. He claims that the gun went off accidentally in a scuffle between the men, and that as Sears followed him up afterward he struck him with the stock of the gun.
Ashland Tidings, April 22, 1887, page 3


    A card from the members of the Stuttz Dramatic Company, who were injured in the accident of April 6th, 1887:
    To the Public: Some person, or persons, are circulating the report that during our confinement in the improvised hospital on the mountains, near the scene of the accident, we suffered for the want of beds, bed-clothing, and the necessaries of life, causing the friends of Messrs. Stephenson and Thompson (who furnished us with transportation) to censure them for leaving us in a helpless condition.
    Resolved, That we, the undersigned, members of the Stuttz N.Y. Co. who were injured by the accident, and were quartered at said hospital, take this method of contradicting all such reports, and to make a true statement as to the cause of the accident, and to the care and attention we received at the hands of Mr. and Mrs. Ayche, Mr. and Mrs. Thompson, and Mr. Stephenson.
    We left Ashland after the performance Tuesday night, April 5th, and arrived on the summit of the Siskiyou Mountains about 6 p.m. of the 6th. As we began the descent, one of the wheel horses became frightened, and began kicking. The horse soon kicked the footboard off the wagon, thus depriving the driver of all power of holding on the brake. As the descent was very steep, it threw the wagon onto the horses, and they soon became unmanageable, causing the results already known. As soon as possible we were removed to the house of Mr. Ayche, and aid summoned from Ashland. They gave us entire possession of the house, and did everything in their power to make us comfortable. As soon as horses could bring him, Mr. Thompson was on the grounds and, taking a list of what we needed, returned to Ashland. At the time of the accident Mr. Stuttz had upon his person over $7000.00 and insisted upon paying for what we wanted, but Mr. Thompson would not listen to him, but paid the entire expense himself. On the following morning Mr. and Mrs. Thompson returned, bringing with them extra bedclothing, canned fruit, oranges, lemons, dressed chickens, eggs, apples, crackers, and everything in fact that we could wish for, and informed us that if there was anything we wanted, to ask for it, and they would send it to us immediately. Mr. Stuttz' comrades of the G.A.R. of Ashland also offered their assistance, but were informed that we were comfortable, and did not need it.
    Hoping this will show to all, the kindness, care and attention we have received at the hands of Mr. Stephenson, Mr. and Mrs. Thompson and Mr. Ayche and family, and taking this opportunity of returning our heartfelt thanks to one and all, we remain,
    Respectfully,
Ashland Tidings, April 22, 1887, page 3


    Isaac Woolf, of Medford, took a load of produce over the Siskiyous to the railroad front the first of the week.
    J. B. Riddle went up to the Siskiyous Wednesday with a saloon outfit, to open in his hotel building near the south end of the tunnel.
"Brevities," Ashland Tidings, April 22, 1887, page 3


    Graham's surveying party, engaged all winter in preliminary survey of the line from Siskiyou tunnel to Ashland, was ordered to Tulare County, Cal., last week, to do some work for the company on a branch line. This indicates that they ran a line which was considered practicable, and satisfactory enough to require only such minor alterations as are ordinarily made in the final, locating survey. The locating surveyors will have reached the summit within a few days, and will then, no doubt, keep right on setting the grade stakes toward Ashland.
    Chinese laborers are arriving almost every day from Portland, to join the forces at work across the Siskiyous. Three hundred of the Celestials who have been at work at the Northern Pacific front in Washington Territory arrived in Portland last Monday, having quit because of the snows and storms and danger from falling trees. Those will all be at work soon for the C.&O.R.R.
    The construction of the iron bridge at Klamath River has been delayed by the lack of a certain portion of the structure, supposed to have been lost somewhere on the voyage from Philadelphia to San Francisco. The falsework of the bridge can be used in the crossing of trains, if desired, before the missing portion arrives from the East.
    As far as they have come the C.&O.R.R. builders have been using redwood ties, but they have just contracted with Dollarhide & Co., of the Siskiyou saw mill, for 500,000 sawed ties, and also with other parties for 500,000 hewed ties.
    The railroad builders are making a splendid wagon road in the vicinity of Laird's, some distance off from track, so that animals will not get frightened by the passage of trains.--[Journal.
    A correspondent of the Journal says: On Monday, 11th inst., the camp of Col. Morris moved across the line into Oregon, to commence work in potholing the points at the base of the Siskiyou Mountain. This is the first gang of the grading department reaching into Oregon.
Ashland Tidings, April 22, 1887, page 3


    The accident which the Stuttz Company met with on the Siskiyou Mountain last week was not exaggerated by the first reports as were published in our last issue. The accident was due to a vicious horse which began kicking, frightening the other horses and causing them to run away down a steep incline, overturning the coach. The occupants of the stage were J. G. Stuttz, wife and daughter, Mrs. LeCompte, H. L. Weidner and wife, Miss Julia Hazel and Miss Jessie Booth, the other members of the company being in another stage. Mr. Stuttz aimed to save his little girl by throwing her on a clump of bushes, but she fell short and struck on a pile of rocks, receiving painful injuries. Sunday she was able to walk with the aid of crutches. Mrs. LeCompte, mother of Mrs. Stuttz, had her collarbone broken. Miss Hazel, the pianist, received an ugly wound on the forehead. Mrs. Weidner was also severely injured, and none of the occupants escaped without injury more or less severe. The stage was completely wrecked and one horse killed. The driver, Jasper Cunningham, is still in a very critical condition. A portion of the injured actors reached Yreka Tuesday evening, and the others are expected today. They are all recovering, and the company will positively appear at Kessler's Opera House Monday, Tuesday and Wednesday evenings, April 18th, 19th and 20th. Monday evening in "Under Two Flags" and Tuesday evening in The Pearl of Savoy." If the condition of little Ivy will permit, "A Celebrated Case" will be presented on Wednesday. In this play she carries a prominent part.--[Yreka Union.
Rogue River Courier, Grants Pass, April 22, 1887, page 1


    YREKA, Cal., April 18.--In a row at the railroad front last evening, near Bailey Hill, a man named Sykes shot and killed another man named Wisster. Sykes received several dangerous knife wounds, but will probably recover.
Oregon Statesman, Salem, April 22, 1887, page 1


    Isaac Woolf is hauling large numbers of eggs and poultry to the railroad front.
"Medford Squibs," Democratic Times, Jacksonville, April 29, 1887, page 2


    Prospects are favorable for the speedy completion of the extension of the Oregon & California railroad. The contract for the Siskiyou tunnel and a few miles of the approaches has been let to Messrs. Hale & Smith, who are well known in connection with contracts on the Cascade division of the Northern Pacific. These gentlemen, who are now in this city, will leave for the front in a day or two. They have purchased the air drills and other machinery used by the former contractors, and will push the work ahead with all possible dispatch. Three shifts of men will be kept employed, and the work will go ahead night and day. The tunnel is 3070 feet long, and 900 feet at each end was completed several years since. Seid Back will send forward 200 Chinese for the work this week, and more when needed. At the rate the tunnel is being bored on the Northern Pacific, 18 feet per day, the remaining 1300 feet of the Siskiyou tunnel should be completed inside of four months; but as the work is more difficult in the Siskiyou tunnel it is not likely that more than 12 feet per day can be made. The work will be completed inside of five months, by which time the road will be completed up to each end of the tunnel and through connection will be established with California.--Oregonian.
Democratic Times, Jacksonville, April 29, 1887, page 3  Seid Back was a Portland merchant and labor broker.


    Geo. Stephenson and A. J. Allen bought 106 head of horses on their last trip for the C.&O.R.R., and paid out for the same about $11,000.  They have been engaged in purchasing more quite recently.
    A great deal of bacon, hams and lard are being shipped to the railroad front, which will account for the raise in the price of these commodities. Poultry and eggs are being taken there in large quantities.
    When the new railroad timetable is in force, a traveler can leave here in the morning, and reach San Francisco before noon next day, have four or five hours' time in that city, and get back next evening.
    Money seems to be becoming more plentiful, owing to the shipment of stock and farm produce from the county, and we may expect times to be comparatively good inside of a year, when the overland railroad system will be completed and immigration begins to flow in.
    By November Oregon will have still another through rail connection, the California road. This once would have been regarded as a connection of much greater importance than now; and yet, though coming late, it will not be the least important of our railway lines.
"Here and There," Democratic Times, Jacksonville, April 29, 1887, page 3


    The Stuttz troupe publish a card in the Ashland Tidings, contradicting rumors about their suffering from want of beds, bedclothing, necessaries, medical attention, etc., while quartered on Siskiyou Mountain, after the accident to them. They extend their sincere thanks to Mr. Stephenson, Mr. and Mrs. Thompson, Mr. and Mrs. Aytch and all others who showed so much kindness to them, and say that everything possible for their comfort was freely extended, without allowing Mr. Stuttz to expend a single dollar, although having $7,000 with him. Thompson & Stephenson paid all bills. The Times printed the only correct account of the accident.
Democratic Times, Jacksonville, April 29, 1887, page 3


    Tunnel contract let at last.
    On and after Sunday next the C.&O. stages will arrive in Ashland from the California & Oregon terminus at 4 o'clock p.m., and the stages will leave here at 10 a.m. on and after Monday next.
"Brevities," Ashland Tidings, April 29, 1887, page 3


From the Ashland Tidings:
    As far as they have come the C.&O.R.R. builders have been using redwood ties, but they have just contracted with Dollarhide & Co. of the Siskiyou saw mill for 500,000 sawed ties, and also with other parties for 500,000 hewed ties.
Rogue River Courier, Grants Pass, April 29, 1887, page 3


    CONTRACT LET.--Prospects are favorable for the speedy completion of the extension of the O.&C. railroad. The contract for the Siskiyou tunnel and a few miles of the approaches has been let to Messrs. Hale & Smith, who are well known in connection with contracts on the Cascades division of the Northern Pacific. These gentlemen, who are now in Portland, will leave for the front in a day or two. The work on the tunnel will be pushed forward to completion, and the time occupied will be about five months. The tunnel is 3070 feet long, and 900 feet at each end have already been completed.
Oregon Statesman, Salem, April 29, 1887, page 5


    YREKA, May 1.--The same team which upset the Stuttz troupe on the Siskiyou Mountains ran away at the same place yesterday and badly injured two persons. Byron Cole, of Siskiyou Mountain, was also dangerously injured, being thrown from the wagon.
Daily Astorian, May 3, 1887, page 1


    S. A. Strowbridge's camp find work for at least two weeks more, and by that time the construction will be close behind him. He has not yet delayed the track-layers, and generally gets away when the engine makes her appearance. In this instance, however, there may be a delay of a few days, but by May 10th the cars will be able to reach the lower Cole's.
    The line has been changed somewhat on the northern side of Siskiyou Mountain. It is the opinion now that the Buck Rock tunnel will be thrown out, with several small tunnels, and that a 1400-foot tunnel will be made just southwest of the toll house.
    The railroad terminus was moved on the 1st of May to a new station on Dave Horn's ranch, about three-quarters of a mile from Henley, to be called Hornbrook, in honor of Horn, from whom the land was purchased.
    The track is now laid beyond Henley, and in a few days Sisson & Crocker's construction train will be moved north to Hornbrook from Klamath River.
    The C.&O.R.R. builders are now using ties made at Strawberry Valley. They have also contracted with Dollarhide & Co. of Siskiyou Mountain for 500,000 sawed ties, and with others for the same number of hewn ties.
    Jeffrey & Co. have had a force at work repairing building, machinery, etc., at the big tunnel, which certainly indicates that they mean business.
    Jos. Hood's locating surveyors have a busy time in keeping ahead of the graders in locating, and the section men are moving close behind.
    It is now the opinion that the Buck Rock tunnels north of Siskiyou Mountain can be avoided by constructing a 1100-foot tunnel near the Toll House, and one or two smaller ones further down the valley, and the distance will be considerably shortened by the change of route.
    On May 1st the bridge over the Klamath River on the California and Oregon road was completed and seven miles of track on the other side of the river has been laid. This will shorten the staging over to Ashland, Oregon, the terminus of the Oregon and California road running from Portland, to twenty-nine miles. On the same day the Southern Pacific began to run through trains to Portland. The schedule time will be forty hours and the fare will be $30. Trains will leave San Francisco at 4 p.m. daily, arriving at Portland at 10 a. m. of the second day. At Portland connection can be made by rail to Tacoma at 7:15 p.m. daily, and from the latter place steamer connection can be made for Puget Sound, Seattle, Port Townsend and Victoria. The distance from San Francisco to Portland is 730 miles and to Tacoma 884 miles.
    On Siskiyou Mountain large forces are getting out timbers for the tunnel.
    The construction train will be running to the Oregon State line by May 12th.
    Sisson & Crocker's cars, now at Klamath River, will be moved to Cole's at the Oregon line, in a few days.
    Col. Scobie, the masonry contractor, is still quartered with his forces near Laird's, but will move to Cole's in ten days.
Democratic Times, Jacksonville, May 6, 1887, page 1


    The grade through the mountains from Hornbrook to Ashland will average 176 feet to the mile. There is no other grade so heavy as this in any part of California. The Graham surveying party, who have been engaged throughout the winter in a preliminary survey of the line from the Siskiyou tunnel to Ashland, have completed their work, and the final location has been made, and stake-driving will commence in a few days. The Graham party will, it is said, commence very shortly on a preliminary survey for a line to run east from Edgewood to Eastern Oregon.
Democratic Times, Jacksonville, May 6, 1887, page 2


    A large number of Chinese arrived Saturday to work at the tunnels.
    A portion of the rock cutting and grading forces will be at work north of the Siskiyou summit before long.
    The machinery at the Siskiyou tunnel was found to be badly out of repair, and a large force of machinists has been engaged in putting it in order. Boring with hand drills was begun Wednesday at the south end of the tunnel. Such new pieces of machinery as were required arrived at Hornbrook Wednesday, and it is expected that boring with the Burleigh drills will be in full blast at both ends of the tunnel by the middle of next week.
    Mr. Hall, supt. of the tunnel work in the Siskiyous, informed us that work upon the approaches of the 1400-ft. tunnel, two miles north of the long Siskiyou tunnel, will probably begin today. The tunnel contractors have had difficulty in finding men, and still want more white men and more Chinese.
Ashland Tidings, May 6, 1887, page 3


    Surveyor Palmer completed the survey of the branch railroad last week, and will complete the maps and details of building within another week, to be sent here from below. The distance has been reduced to 9½ miles, with almost a straight route from Yreka to a point above Julien's residence, and the expense will be less than first estimated. It has also been discovered that a saving of nearly $5,000 can be effected by purchasing the rails in the East, although four months' time will be required for them to reach San Francisco via Cape Horn by sailing vessel. The company can be organized in the meantime, and the assessments levied at different periods to make the burden easier on all subscribers, so that when the rails arrive everything can be ready to have the road in operation within a month afterwards.
Ashland Tidings, May 6, 1887, page 3


    Byron Cole was badly hurt at Kingsbury's last Saturday. He was on his way home from Ashland on the C.&O. stage, and just before the stage started out from under the shed he climbed to the top seat. The cross beam of the shed is too low to permit persons to ride under it on top the coach, and Mr. Cole was struck by the beam as the stage passed under. He was knocked backward upon the top of the stage, but rode on up to Barron's before realizing that he was seriously injured. He stopped at Barron's, and a messenger was dispatched to Ashland for Dr. Parson. The doctor found upon examination that Mr. Cole had four or five ribs broken close to the breast bone, his collar bone broken near the shoulder, and the breast bone depressed upon one side. Up to the last report he was doing well, however, and it appears probable that the fractures of the bones are the most serious injury. If this be the case, recovery is but a question of time.
Ashland Tidings, May 6, 1887, page 3


    On Saturday last another four-horse team and thoroughbrace belonging to Thompson & Stephenson met with an accident on the Siskiyous which was almost a counterpart of the unfortunate one in which the Stuttz company was hurt last month, except that no one was injured seriously this time. The wagon contained five employees of the W.U. Tel. Co., belonging to the repair corps. They were on their way with their baggage to Cole's, in charge of a new driver, who was recommended as experienced and thoroughly competent and reliable. On the descent of the mountain, the wagon pitched heavily upon the horses at a steep place, and gained velocity till the team was soon in a run. In making a sharp turn the wagon was upset and three of the men bruised considerably, but none hurt so but that they could walk to their camp and attend to their work thereafter. The wagon was badly wrecked and one horse had an ugly snag run into the muscles of his foreleg, but will probably get well.
    Some papers have stated that the team was the same that was used to take the Stuttz company over, and that the driver took the same steep cutoff. This is not true. Not a single horse in the team was in the other accident, and the wagon, harness, driver, and in short the whole outfit, was an entirely different one.
    Messrs. Thompson & Stephenson are unfortunate in their experience in these cases, in spite of every precaution that could be suggested. They requested before the team left the stables that the men should get out and walk down the steep incline to prevent any possibility of a recurrence of the Stuttz accident, but the men chose to remain in the wagon.
Ashland Tidings, May 6, 1887, page 3


    Engineer D. McCarthy met with a painful accident at Grants Pass last Saturday. As his engine was being turned around he caught hs foot between the end of the solid rail and that of the turntable as they came together, and a part of his heel was pinched off. He was able to resume his place on the engine again Wednesday.
    Able-bodied men have no excuse for begging or loafing here now. Work may be had at the railroad front by all who want it.
    Two sixteen-passenger coaches are running each way daily now between Ashland and Henley. Under the new schedule the first express train north left Ashland Sunday evening at five o'clock last Sunday afternoon; and the first southbound train left Portland at 4 p.m. the same day. The trains arrive here now at 9 a.m ., and the stages leave for the California railroad at 10 o'clock, giving just an hour to make up the mails and express matter.
    Hereafter livestock will be transported over the O.&C.R.R. only on freight trains. Hitherto shippers have been allowed to attach cars to the express trains. As the freight trains require three days to make the trip from Ashland to Portland, the business of shipping livestock from this valley to Portland will probably be seriously affected. Douglas County shippers are kicking vigorously at the new arrangement, and our valley is worse off yet, being one day further from Portland by the freight train.
"Brevities," Ashland Tidings, May 6, 1887, page 3


    Twenty-two Chinamen came from Waldo Wednesday bound for the railroad front.
    A private letter from Geo. W. Wimer of Waldo expresses regrets that Campbell Hendrix, formerly in his employ, has left that place. He says that H. Gasquet has added more Chinamen on the wagon road, and he also says that all the Chinamen have gone from that section to the railroad and wagon road.
"Local and Personal," Rogue River Courier, Grants Pass, May 6, 1887, page 3


From the Ashland Tidings:
    Byron Cole, who was in town yesterday, says the track will cut off the corner of his house--a trifle too close to suit him. He will probably have a pretty good bill of damages for the road to settle.
    Besides the regular daily coaches between Ashland and Montague, an extra is run twice a week each way. With the increase of travel sure to follow the decrease in time and the shorter staging gap, it will no doubt be necessary to run two or three coaches a day before the summer is over.
    The contract for completing the Siskiyou tunnel has been let to Hale & Smith, of San Francisco, a firm that has done a large amount of this kind of work on the Northern Pacific R.R. The contractors have bought the machinery at the tunnel of Jeffrey & Co., and are putting it in order for work as rapidly as possible, hoping to be able to begin boring within a week. They also have a contract to excavate a tunnel 1400 feet long southwest of the toll house, it is said, and will use there the machinery now at Buck Rock tunnel.
Rogue River Courier, Grants Pass, May 6, 1887, page 3


    Hale & Smith, the well-known railroad contractors, have secured the contract for boring the Siskiyou tunnel, 3070 feet in length. The work is expected to be finished in about five months.
"Union and Vicinity," Oregon Scout, Union, Oregon, May 7, 1887, page 5


    PORTLAND, Or., May 10.--In ten days the construction force of the California & Oregon Railroad will have reached Cole's station; the trains will then be run to that point. This will reduce the staging distance overland to California to twenty miles.
Daily Astorian, May 11, 1887, page 3


    The right-of-way men are clearing the track north of the Siskiyou tunnel.
    Work is under way upon the approach at either end of the 1200-foot tunnel near Barron's.
    It is expected that trains will run to Cole's, eight miles north of Henley, by next Monday, and that the track will be laid across the state line by the first of June.
    A man was hurt by the premature explosion of a giant powder blast on the south side of the Siskiyou Mountain a day or two ago. He was taken on the cars to the railroad hospital at Sacramento.
    Jos. Hood's party of locating engineers have set the grade stakes for the road for some distance down the northern slope. They first located the 1200-ft. tunnel near Barron's, and then began the line at north end of Siskiyou tunnel, working northward. It is probable that very few changes will be made in the line as run by Graham, but as to whether the upper or lower line run by him just south of Ashland will be adopted some owners along the route are anxiously wanting to know, "you know."
    It having been stated that iron for the extension north of the Siskiyous would be shipped around by way of Portland, Vice President Crocker, of the S.P., said the other day in San Francisco that this will not be done, but that all the rails will be shipped over the California & Oregon, and be laid from that end. None but steel rails will be used.
    A San Francisco dispatch of May 8th says: T. H. Goodman, general passenger agent of the Southern Pacific, being asked for certain information in his department relating to the railroads between here and Portland, stated several facts that will be of interest. Beginning this week, probably in the first part thereof, second-class rate tickets will be put on sale between here and Portland. The price of these will be $20 each. There will be no reduction to passengers wishing to stop at Eugene, Albany, Salem, etc., the price being the same to these points as to Portland. Tickets at the same rate will also be sold at Portland for San Francisco.
    Mr. Goodman stated that it has not yet been decided whether, on the completion of the roads, first and second class rates will be made lower than under the present schedule, that is $30 and $20. This may depend on whether the C.&O. and the O.&C. are operated as one through line, or as two separate roads. An effort is making, however, to reduce the price of the sleeping car service. The price from here to Redding is now $2.50, and from Ashland to Portland $3.50. It is thought that this service on the O.&C. will, if it has not already been done within the past day or two, be reduced to $2.50.
    Beginning some time this week a buffet service will be inaugurated on the California line, and it is hoped by officials here that the same service will soon be placed on the Oregon line. This will enable passengers to obtain lunches without leaving the train. Although not so complete as the dining car service, it is thought this will be considered preferable to the hasty meals to be had at way stations. Since staging has been so materially reduced, the company have decided to take baggage on the through trip.
    A Journal correspondent says: "There is some extensive culvert work ahead on the south side of Siskiyou Mountain, and Col. Scobie is making preparations, as one of his camps moved ahead today to quarry and cut suitable stone for the purpose. Fogarty, Mangan and Col. Morris have some heavy work between Lower and Upper Cole's consisting of heavy cutting and deep fills of 6 to 45 feet, principally rock of a hard character. This kind of work to handle will keep at least four camps located south of the tunnel for at least six weeks from this date, or to about middle of June.
    The Southern Pacific railroad has purchased the Portland and Willamette Valley narrow gauge road, which connects Portland with the O.R.&N. lines at Dundee.
Ashland Tidings, May 13, 1887, page 3


    A reporter interviewed Col. Crocker, Vice President of the Southern Pacific, at San Francisco the other day on railroad matters. Replying to the question of what effect, judged from his standpoint, the connection of the California & Oregon and Oregon & California roads at Ashland will have on Western Oregon, he said he was unable to see how it could prove otherwise than a great benefit to that section; that from all he can learn the country is ripe for an improvement of this kind, an improvement that they have been hoping and looking for for years. The benefits to be derived from a wider market for products, the interchange of many staple articles, and rapid transit on a through line for freight and passengers are such as will necessarily make the country more prosperous and wealthy.
    In his opinion there will be a considerable rise in the price of land, consequent on completion of the road. As the gap grows shorter overland travel increases. When the connection is made two sleepers will be put on through trains. It was also asked whether passenger rates will be lowered when the roads are joined, and whether an emigrant rate will be given. In answer it was stated that the general passenger agent now has that subject under consideration; that he is outlining a plan with a view to this end, and that soon he will submit it to the directors of the road for their consideration. It is not certain that an emigrant rate will be adopted, but from what can be learned the probabilities are that this will be done.
Ashland Tidings, May 13, 1887, page 3


    W. J. Cunningham, who was so badly hurt in the Stuttz runaway accident, is able to be about town again, and continues to improve, but has not fully recovered the use of his left arm.
"Personal," Ashland Tidings, May 13, 1887, page 3




From the Yreka Union:
    Another accident occurred on Siskiyou Mountain last Saturday resulting in three persons being badly injured. A stage from Stephenson's Ashland stable carrying several Western [Union] line repairers was upset by the horses running away on the south side of the summit, where the Stuttz theatrical people were wrecked. The coach was totally demolished. This is the same team that ran away before.
Rogue River Courier, Grants Pass, May 13, 1887, page 1


    The Yreka Journal says: "Tunnel" work was started this week on south side of Siskiyou Mountain, and I learn that contractors will work it by hand drilling for some time, or until the north end is cleaned out, so as to commence operations at both ends with machinery at same time. The contractors have performed considerable grading outside of the two tunnels. About half a mile is completed from south end, and about two miles between the two tunnels.   A large force of Chinamen has been shipped from Portland to work in the tunnels and on the grade. White men will be hired to run the drills and oversee the grading and tunneling, the entire line will be completed to Ashland in about four or five months.
    There is some extensive culvert work ahead on the south side of Siskiyou Mountain, and Col. Scobie is making preparations, as one of his camps moved ahead today to quarry and cut suitable stone for the purpose.
Rogue River Courier, Grants Pass, May 13, 1887, page 3


    W. B. Shearer, for some time past traveling agent for Castle Bros. of San Francisco, has taken a position with Sisson & Crocker at the railroad front.
    C. N. Lambert and others will soon engage in fishing on a large scale in Rogue River, near Gold Hill, and will ship the same to the scene of the railroad operations near the state line.
"Here and There," Democratic Times, Jacksonville, May 20, 1887, page 3


    The locating surveyors are still at work between the two tunnels on the north side of Siskiyou summit.
    Train time will be changed again the first of June, it is said, when the terminus of the C.&O. will be moved from Hornbrook to Cole's.
    Hale & Smith have contracted to grade one mile of track north of north end of the Siskiyou tunnel and one mile south from the south end of the other tunnel.
    Three side tracks are being graded at a point near Cole's, which will be the next terminus of the C.&O.R.R., and probably the last till connection of the two roads is made at Ashland.
    The town site on the C.&O. at Ager's place on Willow Creek has been surveyed. This will be the station for business from Linkville and Eastern Oregon, from which point a daily mail will be carried to Linkville after July 1st.
    On Saturday the annual meeting of the stockholders of the Oregon & California Railroad was adjourned to yesterday and thence to next Saturday. The road is now in the possession of the Southern Pacific, that company having the stocks and bonds. It is not known what policy the Southern Pacific will pursue. It may run its own road and the Oregon & California as two distinct roads, or as a through road. Then again, it may foreclose on the Oregon & California and sell it to the highest bidder. It is generally expected that the Southern Pacific will not show its authority until the California & Oregon and the Oregon & California are connected. No one knows what offices will be located here if any, or who will be in charge. A reporter says that ex-Secretary of State R. P. Earhart will be appointed to an important position, but Mr. Earhart denies the rumor.
    The Oregon & California Railroad will be known as the Mount Shasta route of the Southern Pacific, to offset the Yellowstone route of the Northern Pacific, the Oregon Short Line route of the Union Pacific and the Scenic Route of the Canadian Pacific are at different points along the line photographing the scenery, and writers are at work wearing out lead pencils in setting forth the scenery in most glowing terms. The Southern Pacific will advertise Oregon extensively throughout California and the East.
    The Oregon & California contemplates putting into force fishing and hunting excursion tickets to different points along the line, but no further south than Gold Hill. According to the plan outlined, this excursion train will leave East Portland at 4 p.m., on Saturdays, and reach Gold Hill at 7:40 a.m., Sunday. Returning, leave Gold Hill at 6 p.m. Sunday, and arrive in Portland at 10 o'clock Monday morning. Along the line the finest fishing can be found within two miles of the track on the east side, and within five miles on the west side. Sport that can be had in Oregon for the cost of a railroad ride cannot be obtained in New York, unless the angler belongs to some club having a lease to a trout river or creek, and in Canada a royalty of $100 to $1,000 a season payable to the government is required.
Ashland Tidings, May 20, 1887, page 3


    Joseph Sartori, one of Scobie's foremen of masonry work, was stabbed by a Chinaman at his camp near Cole's last Monday night. Various articles had been pilfered from the blacksmith shop at that camp, and Monday night Sartori heard someone out about the shop. He went out and found several Chinamen there, one of whom he caught. The heathen instantly thrust a keen knife into Sartori's side and the latter fell, when the Chinese all ran off in the darkness, and there is no clue to the identity of the villain. Sartori called immediately for help and a messenger was dispatched to Yreka for Dr. Ream, also to Ashland for assistance from here. Dr. Songer went up and found Ream already there. The wound is a bad one, the knife having passed between two ribs and penetrated the stomach, leaving the unfortunate man a very slight chance of recovery. Sartori is about 44 years of age, a native of Switzerland and one of the most trusted foremen Scobie had in his employ. A brother of Sartori and his wife are living in the same camp, and will give him such attention and care as is needed.
Ashland Tidings, May 20, 1887, page 3


    Hop Wo, who has the Chinese store in Ashland, is working 150 Chinamen at the tunnel for Hale & Smith.
"Brevities," Ashland Tidings, May 20, 1887, page 3




    THE C.&O. RAILROAD.--A gentleman who arrived from Southern Oregon yesterday says railroad work is progressing rapidly. Preparations to begin work on the approaches to the 1400-foot tunnel two miles north of the long Siskiyou tunnel were completed last Friday, and the work is under way by this time. The machinery in the big tunnel is out of repair, and machinists are putting it in order. Last Wednesday a force of men began boring with hand drills at the south end of the tunnel, and by the end of this week Burleigh drills will be used.--[News.
Oregon Statesman, Salem, May 20, 1887, page 6


    TALK OF REDUCING TIME.--Officials in San Francisco are considering the advisability of reducing the time between that city and Portland to forty hours, the reduction to take effect when the California & Oregon road is open to Cole's. Should this plan be adopted, the probabilities are that northbound trains will leave San Francisco at 6 p.m. daily instead of 4 p.m. The shortening of the time will depend on whether arrangements can be made for eating stations at suitable distances apart. Such rapid progress is being made in tunneling on the south side of the Siskiyou Mountains that it is expected that the line to Ashland will be completed by the middle of September.
Eugene City Guard, Eugene, Oregon, May 21, 1887, page 4


    HENLEY, Cal., May 21.--News has just reached here that at the Siskiyou Mountain tunnel on Thursday night a large cave occurred, which caught seven Chinamen and two white men, all of whom were instantly killed.
Daily Astorian, May 22, 1887, page 3




    SAN FRANCISCO, May 20.--Your correspondent today called the attention of Vice-President Crocker of the Southern Pacific to the telegram of yesterday stating that a settlement of the Oregon and California bondholders with the Southern Pacific has been concluded by a deposit in trust with the Union Trust Company of $10,000,000 for the Oregon and California company. Mr. Crocker stated that he did not fully understand the telegram himself, as the item in the newspapers was all the information he had received on the subject. He said, however, that he supposed the telegram was substantially correct; but if so it had no special significance. A deposit of money in trust was one of the agreements of the contract entered into by the representatives of the Southern Pacific and the Oregonian & California companies. It was somewhat of a pledge that the Southern Pacific would carry out their part of the contract. The company have [line of text obscured] up the old bonds of the O.&C. and issue new ones in their stead, or whether they will continue legal proceedings looking to the foreclosure of the road.
    The directors of the Southern Pacific are now figuring on how much rolling stock will probably be needed when the two roads are joined over the Siskiyou Mountains. Already the increase in traffic between here and Portland is greater than was anticipated. This, and the flattering prospect of a large business when the roads meet, seem to warrant the company in making a large order for engines, passenger coaches, freight cars, etc., etc.
    Col. Crocker will leave here for Portland in about a week or ten days.
    General Passenger Agent Goodman, on being asked about passenger rates between here and Portland, said that, taking all things into consideration, he thinks the rates put into effect last Monday are low enough to further stimulate a travel which has already grown large. The reason the company did not make lower rates before was because satisfactory terms could not be made with the stage company operating the line over the Siskiyou Mountains.
    Within a few days the new station, Cole's, will be open, when the staging distance will be reduced to 20 miles.
    Officials here are considering the advisability of reducing the time between here and Portland to forty hours, the reduction to take effect when the California & Oregon road is opened to Cole's. Should this plan be adopted, the probabilities are that northbound trains will leave here at 6 p.m. daily instead of at 4 p.m. The shortening of the line will depend on what arrangements can be made for eating stations at suitable distances apart.
Such rapid progress is being made in tunneling on the south side of the Siskiyou Mountains that it is expected that the line to Ashland will be completed by the middle of September.
Democratic Times, Jacksonville, May 27, 1887, page 1


    The right-of-way men are clearing the track north of the Siskiyou tunnel.
    Paymaster Reed paid off the railroad employees in the valley not long since.
    Work is under way upon the approach at either end of the 1200-foot tunnel near Barron's.
    A number of the Chinese who recently came down from the vicinity of the Cascades tunnel left Portland for Southern Oregon last week to work for Sisson & Crocker on the O.&C. extension. The remainder of the gang will follow soon.
    A great deal of teaming is now being done between this valley and the railroad front. Although the S.P.R.R. Co. does not allow much money to slip through their clutches, considerable of that which does is getting into circulation north of the Siskiyou Mountains.
"Here and There," Democratic Times, Jacksonville, May 27, 1887, page 3


    Cars will run to Cole's regularly by or soon after June 1st.
    Commencing at lower Cole's, the road takes a long turn westerly, thence back towards the south end of the Siskiyou tunnel, on a 16° curve, making about 7 miles of railroad to gain 3 of the old stage road.
    The potholing forces will begin work north of the summit this week, it is said.
    The big trestle at Bailey Hill was about completed last Tuesday.
    Between Byron Cole's and the summit there are two long trestles to be built. The work of getting out the timbers for them is well under way.
    The Yreka people are unsettled yet regarding their branch railroad. The S.P.R.R. wants the branch to connect with the main line at Montague, in order to build up that town, while most of the people of Yreka would prefer to connect anywhere else, for the very reason that they are afraid to encourage the growth of Montague. It is to be hoped they will decide upon some point soon, and begin work on the road. Connection at Montague or anywhere else will be a great advantage for Yreka, and it is too good a town to be allowed to decline simply on account of lack of unity regarding a minor point in the important matter of railway connection. Money enough to build the branch road has been already subscribed.
    Under present arrangements, Hornbrook is a meal station for late dinner or early supper going south, and for breakfast going north, but there will be a new timetable on 1st of June that may change this order. Parties leaving here in the afternoon do not get anything except lunch on cars, reaching breakfast station next morning, and after taking supper in Davisville, coming north, get breakfast here next morning, or at Montague.
    It is reported that a large eating house will soon be built at Sisson's, for accommodation of travelers.
    Hornbrook will be a round house and repair station probably, and Edgewood will be another round house station, as heavy pushers will be needed for the Siskiyou grade and the grade over the summit to Strawberry Valley, Soda Springs and Dunsmuir.
Ashland Tidings, May 27, 1887, page 3


    THE SISKIYOU TUNNEL CONTRACT.--"The contract for completing the Siskiyou tunnel has been let to Hale & Smith, of San Francisco, and they also have a contract to excavate another tunnel, 1400 feet in length, situated southeast of the toll house, where they will use the machinery in the Buck Rock tunnel. They have shipped a lot of horses from the Cascade division of the N.P.R.R. The advance force of graders were blasting rocks last week within a half a mile of the south end of the tunnel"--Plaindealer. The firm of Hale & Smith, my dear Mr. Plaindealer, are from Union, Union County, Or., and are largely interested in lands, mines, and are extensive sheep owners in this county, besides being interested in the banking business here.
Oregon Scout, Union, Oregon, May 28, 1887, page 5


WANTED--100 EXPERIENCED TUNNELMEN at the Siskiyou Tunnel, O.&C.R.R. Wages $2.25 per day, eight-hour shift. HALE & SMITH, Contractors.
Seattle Post-Intelligencer, June 1, 1887, page 2


    The California and Oregon railroad is rapidly nearing completion. There are immense numbers of men engaged in the work. The present terminus of the road at Hornbrook will be abandoned in a few days for Cole's, a new station sixteen miles further on. The construction of the road through the Siskiyou is both expensive and difficult. From Hornbrook to Cole's, in the Cottonwood Valley, the distance by stage is only nine miles; by rail it will be almost sixteen. Near Bailey Hill there is an exceedingly deep, though narrow canyon, the approaches to which have made necessary an extraordinarily large cut. This canyon is crossed by a trestle bridge, the abutments to which are the most extensive of their kind ever built in America. From Cole's the line follows the Cottonwood Creek through the Siskiyou canyon to Upper Cole's, to which point it is graded. An immense sweep takes the line to the other side of the valley, up the hill to the large tunnel, and on this section of the road the graders are now at work. There are fully 5,000 workmen distributed through the different camps. An immense gang is now at work excavating a hill close to the entrance to the big tunnel, where a gigantic blast was exploded on Friday last. Three immense holes were dug in the center of the ridge, into which 1,000 pounds of giant powder were placed. The concussion which followed was tremendous, the report being like a thunderclap. The big tunnel is now very nearly completed, but another large one remains to be commenced. From the summit to Ashland by stage road is some fourteen miles, but so steep is the grade that the track, when completed, will be twenty-six miles in length, making two enormous loops in order to secure a uniform grade. Ever since the inauguration of the new timetable through travel on the road has increased, a Pullman car full of passengers invariably traveling each way daily.
Ventura Democrat, San Buenaventura, California, June 2, 1887, page 1


    Mike Mangan's camp has moved from Shattuck's to Byron Cole's. On fifteen miles of road south of the tunnel over 4000 men are massed.
    The trestlework at Bailey Hill has been completed and the track will be laid to Cole's station immediately, where side tracks will be put in for Sisson & Crocker's supply train.
    The wagon road at White Point has been changed. A cut forty or fifty feet deep is being blasted at that point.
    The Burleigh drills are running night and day at the Siskiyou tunnel and the contractors, Hale & Smith, will have the work completed on time. It is said that the work is being performed in a more thorough manner than that of the former contractors. Ten feet per day is being made on either end, and at this rate daylight will soon gleam through the largest tunnel on the line. This is remarkable headway, when it is remembered that the old contractors only made six and seven feet a day.
    Hood's camp of surveyors is at the Toll House, on the north side of the mountain, pushing work with all possible speed.
    The last of the graders have passed over into Oregon, where all the forces are, except the gravel and pile-driver crews.--Union.
Democratic Times, Jacksonville, June 3, 1887, page 2


    Philip Miller started for the railroad front yesterday.
    Progress at the Siskiyou railroad tunnel is slow, only about eight feet being bored daily.
    Boyd & Wheeler have moved their saloon from Bailey Hill to the north slope of the Siskiyou.
    H. C. Dollarhide of the Siskiyou toll house informs us that the railroad company has changed the road on the Siskiyou Mountain, and he consequently has not found it necessary to put in another toll gate as yet.
    D. W. Crosby has resigned his position at the Riddle House in Medford and has been appointed a deputy by Sheriff Dean, at the instance of the S.P.R.R. Co., with headquarters on the Siskiyou Mountain.
    The Examiner publishes the rumor current last week of several persons being killed in the Siskiyou tunnel; but we are unable to find any foundation for it, although it is stated a few Chinamen were injured to a slight extent by a cave.
"Here and There," Democratic Times, Jacksonville, June 3, 1887, page 3


    Wm. Hanley will drive 100 head of hogs to the railroad front within a few days.
    First-class beef is selling at about 4 cts. per lb. on foot in this valley now--the best price realized here for some time, owing to the demand for the railroad forces.
    The engine, boilers and air tubes used at Buck Rock tunnel in running the drills by compressed air two years ago have been hauled by teams around to the site of the shorter tunnel to be excavated by Hale & Smith.
    Logan was over at the C.&O.R.R. front last week, and secured a number of fine views of various scenes of interest, including the big trestle at Bailey Hill, the camps of various divisions of the forces, etc. He has some of the photos printed and mounted by this time.
"Brevities," Ashland Tidings, June 3, 1887, page 3


    The following brief description of the route of the C.&O.R.R. between the Klamath River and Ashland, prepared for the Sacramento Record-Union, will be of interest to some of our home readers, as well as those living at a distance:
    From Hornbrook to Cole's, in the Cottonwood Valley, the distance by stage is only nine miles; by rail it will be almost sixteen. Near Bailey Hill there is an exceedingly deep, though narrow, canyon, the approaches to which have made necessary an extraordinary large cut. This canyon is crossed by a trestle bridge, the abutments to which are the most extensive of their kind ever built in America. From Cole's the line follows the Cottonwood Creek through the Siskiyou canyon to Upper Cole's, to which point it is graded. An immense sweep takes the line to the other side of the valley, up the hill to the large tunnel, and on this section of the road the graders are now at work. There are fully 5000 workmen distributed through the different camps. An immense gang is now at work excavating a hill close to the entrance of the big tunnel, where a gigantic blast was exploded a few days ago. Three immense holes were dug in the center of the ridge, into which 1000 pounds of giant powder were placed. The concussion which followed was tremendous, the report being like a thunderclap. The big tunnel is now very near completed, but another large one remains to be commenced. From the summit to Ashland by stage road is some fourteen miles, but so steep is the grade that the track, when completed, will be twenty-six miles in length, making two enormous loops in order to secure a uniform grade.
Ashland Tidings, June 3, 1887, page 3


    The Siskiyou Mountains will soon be covered with saloons as thickly as fir trees if the rate of increase of the past two or three months continues. Wherever a camp of railroad employees is established, some "accommodating" individual opens a whiskey shop. Some have obtained license from the county, and some, it is said, are running without any license. The evil is bad enough when the "restrictions" which the friends of high license take pride in are enforced, but when a whiskey barrel is poked under the nose of every workman wherever his work happens to be, tempting him to continual excess in drinking and to neglect his own interests and those of his employer, it becomes a public shame which can have no defense and no palliation. A saloon under every fir tree is certainly "crowding the business" to such an extent that it would seem to be to the interests of those already engaged in it in this part of the county to try to put some limit or check upon it. It is strange that the license law can be violated with impunity, if it is being done as has been reported, and it would seem to be the part of good sense as well as of ordinary respect for themselves for the parties interested to take some steps toward limiting the continual increase of the saloons in this precinct.
Ashland Tidings, June 3, 1887, page 3


    Mr. S. A. Carlton, of Eagle Point, who had been up to the Siskiyou summit with a drove of beef cattle, was in town Wednesday on his return home.
    E. B. Edson, of Siskiyou County, was in town Sunday. Edson Bros., who have been doing the butchering for the railroad forces, will build a slaughter house at Dollarhide's the first of the month.
"Personal," Ashland Tidings, June 3, 1887, page 3


    Joe Sartoris, boss mason under Col. Scobie at the R.R. front, was dangerously if not fatally stabbed by a Chinaman recently, says the Union.
Rogue River Courier, Grants Pass, June 3, 1887, page 4


    Trains began running to Cole's, on the stage line between California and Oregon, June 1st. This leaves a gap of about twenty miles of staging only. Cole's is at the foot of the Siskiyou Mountains.
"Personal," Eugene City Guard, Eugene, Oregon, June 4, 1887, page 5


100 EXPERIENCED tunnel men at the Siskiyou Tunnels, O.&C.R.R. Wages, $2.25 per day, eight hours shift. HALE & SMITH, Contractors.
Tacoma Daily Ledger, June 5, 1887, page 2


    Rev. Thos. Moore, of Butte Creek, his daughter, Mrs. Vick, and her two children had a runaway accident on the south side of the Siskiyou last Monday morning. They were going down the mountain in a two-horse wagon when the brake gave way and the horses were soon in a run. At a narrow place in the road they ran into a freight wagon and narrowly escaped fatal injuries. Mr. Moore was badly hurt about the face, one eye hurt, lip cut and nose injured, also hurt in one knee. The others were not seriously injured. Dr. Parson was sent for and went up to attend the injured man. The latter, who is 71 years old, was reported as doing well yesterday.
    At Tunnel 2 Wednesday morning Thos. E. Havey, night foreman at the south end, was caught under a falling stick of heavy timber and badly injured. A caving bank or slide at the entrance of the tunnel threw the heavy timber upon him. Dr. Parson was called upon, and found the man suffering from a compound fracture of the thigh, the flesh being terribly lacerated, and also from injuries to the back and some internal injuries. He reduced the fracture, assisted by H. T. Chitwood, but it cannot be determined yet just what the man's chances are. He is especially unfortunate. While at work in a tunnel on the Northern Pacific railroad he was hurt so that he was laid up in a hospital for nine months. Having just recovered he came down here and began work at 6 o'clock Tuesday evening. At 2 o'clock Wednesday morning occurred this accident, which will, if it does not prove fatal, at least disable him for months again.
Ashland Tidings, June 10, 1887, page 3


    Wm. Lynch, the well-known barber, has gone to Siskiyou Mountain to follow his vocation.
    Mrs. F. Grob and family have gone to the Siskiyou Mountain, where Mr. G. is employed.
    J. B. Cannon of Roseburg has opened a saloon on the Siskiyou Mountain, and was in town this week to obtain a license from the county commissioners.
    Jess. Simpson, who makes regular trips between this place and the railroad front, informs us that there are now several thousand persons on the Siskiyou Mountain.
    The county commissioners' court granted several liquor licenses this week, all being issued to persons desiring to sell whiskey on the Siskiyou Mountain. There are now a dozen saloons in operation in that section.
    A heavy blast on the Siskiyou Mountain a few days ago landed a large quantity of rock onto O. H. Blount's branch store, almost annihilating it and Leslie Merrick, the clever clerk. E. J. Curtis' building, near by, was also damaged thereby.
    Photographers have been over the route of the California and Oregon railroad, taking views at various points in Northern California and Southern Oregon, both for advertising the country in the way of published engravings and stereoscopic views of scenery that cannot fail to command popular sale.
"Here and There," Democratic Times, Jacksonville, June 10, 1887, page 3


     Sheriff Dean made a trip to the Siskiyou Mountains last week, where he installed D. W. Crosby as his deputy for that section.
"Personal Mention," Democratic Times, Jacksonville, June 10, 1887, page 3


    Shrewd guessers say it will require five months yet to complete the railroad to Ashland.
    Morris's forces of advance graders are all at work this side the Siskiyou summit. There is heavier work on the northern slope than on the other side. The track reached upper Cole's yesterday. The grading is about completed to the tunnel at the summit, but some unfinished work near Cole's will probably delay the further extension of the track for some little time.
    Grading is being done for a side track at upper Cole's, and another at White Point, near the south end of the long tunnel. It is probable that the stage passengers will be carried by cars up to the latter place soon after the laying of the track, thus cutting off several miles more of staging.
    The San Francisco Chronicle of the 4th says: "As soon as the Southern Pacific Company shall take formal possession of the Oregon & California line, the general officers will be removed from Portland to this city."
    A San Francisco paper of last Friday had the following: "A lively rate war may yet ensue between the Southern Pacific Company and the Pacific Coast Steamship Company. The railroad has begun to poach on the steamship company's preserves, by steady extension of its lines up and down the coast. By way of retaliation the steamer line is cutting its rates to Portland and other points. A round trip rate of $30, including meals and stateroom, good for forty-five days, is announced. The railroad is taking more Portland business than formerly, but low steamer rates will no doubt have their due effect on the freight and fare schedule of the California & Oregon line. There is a wide difference between overland and water fares to Santa Barbara. The rail rate is $24.30, while the steamer rate is only $10.
    The eating house at Sisson's, on the California and Oregon road, is to be completed as soon as possible. A temporary eating house will be used until this one is completed. It is the intention to have trains leaving San Francisco in the evening for Portland stop there for breakfast, while trains going south will stop there for supper. General Passenger Agent Goodman says that this arrangement will go into effect as soon as the hotel is put up. Mr. Goodman is reported to have said that next year the company intends to build a summer resort, or hotel, on a large scale. It is to be somewhat on the same plan as Del Monte, but not quite so extensive. It will stand facing the west side of Mount Shasta, in the immediate vicinity of the railroad track. A large plat of land in that delightful vale, called Strawberry Valley, has already been selected as the site for the new building.
    It is expected in a few days that third class or emigrant cars will be attached to the trains of the C.&O.R.R., only first and second class cars being now used. This will necessitate about five or six daily stages over Siskiyou Mountain in making connection between the two railroads.
    The express train from San Francisco to Cole's averages a speed of about twenty-five miles an hour, including stoppages, or probably thirty miles an hour running time. Two coaches, one sleeper and express and baggage car are hauled on each trip, but another sleeper is needed, as several passengers, including ladies, have been unable to secure berths on many trips, especially in coming north.--Yreka Journal.
    The average time on the O.&C. between Portland and Ashland, including stoppages, is between twenty-one and twenty-two miles per hour. Much faster time may be made, however, if the train should run past the small stations without stopping, as will be done by the through trains on at least part of the road after the line is completed.
    The Portland News of the 6th has the following: There is a report abroad that the presence in this city of Charles F. Crocker, of the California and Oregon railroad, is for the purpose of making preliminary arrangements for the removal of the headquarters of the Oregon and California to San Francisco as soon as the gap now between the two roads is closed. The report gains credence by reason of the fact that the united roads will be operated by the Southern Pacific and that it is likely that the company will merge the present management of the Oregon and California into that now controlling the operation of the Southern Pacific company's lines generally, located in San Francisco. If the report is true, it will result in taking away from Portland whatever prestige attaches itself to the possession of the guiding influences of a great line of railroad. Aside from this, Portland's wants, so far as they are cared for by the California and Oregon railroad, will then have to be decided upon by men located in a rival city. The general opinion is that the report is correct, and that Mr. Crocker is carving with his own warranted little hatchet a big block from which the heads of sundry officials of the Oregon & California road will drop whenever the time comes for the transfer to be made. Mr. Crocker and Manager Koehler both refuse to say anything confirmatory of the report, but some of the officials here are as uneasy about the future as if they felt reasonably sure of what was going to occur.
    Last winter about 15,000 Eastern visitors came to California, and this season, beginning in September, according to the calculations of overland railroad managers, over 40,000 excursionists will come.
Ashland Tidings, June 10, 1887, page 2


    A narrow vein of coal and another of copper ore have been discovered by the deep cut for the railroad near White Point on the southern side of the Siskiyou Mountain.
    The rock taken from a deep cut near White Point on the Siskiyou division of the C.&O.R.R. has an interesting peculiarity. In breaking it discloses smooth surfaces upon which is the mark of some iron solution or something of the kind, in the shape of delicate figures which closely resemble landscape painting. Several pieces have been sent to town, and some of them are real curiosities.
    Small pieces of rock from a big blast completely riddled the roof of O. H. Blount's store in the Siskiyous last Monday afternoon, and one large rock entirely demolished the front porch. By the same blast a freight wagon 300 yards away on the road, heavily loaded with cement, was struck by a flying rock and knocked over off the road and down the grade. The driver had been warned, and took his eight horses away before the shot was fired.
"Brevities," Ashland Tidings, June 10, 1887, page 3


    Leslie Merrick came down from the mountain Tuesday, to spend a few days in town, Mr. Blount taking his place in the Siskiyou store.
    Dave Crosby is now employed as detective and special policeman by the S.P.R.R. Co., to patrol the line of camps between Cole's and the south end of the tunnel. He has a rough and dangerous set of men, both white and Chinese, to deal with.
"Personal," Ashland Tidings, June 10, 1887, page 3


    Work has begun on the 1400-foot tunnel on the O.&C.
"Oregon News," Oregon Scout, Union, Oregon, June 11, 1887, page 7


    E. K. Breitman is conducting a store, restaurant and saloon on the Siskiyou Mountain and is doing a good business.
    J. G. Gray of Linkville died at the Siskiyou tunnel Tuesday of pneumonia. He had gone there with a load of vegetables.
    Engel Bros. of Phoenix and Fountain & Holmes of Ashland have also established branch stores on the Siskiyou Mountain and are selling many goods.
    A man, whose name we did not learn, met with a fatal accident at the at the south end of the Siskiyou tunnel yesterday afternoon, by having a bolt run through his head while in between two of the cars which are used for hauling dirt. Death was instantaneous.
"Here and There," Democratic Times, Jacksonville, June 17, 1887, page 3


    The general impression among the officers and employees of the California & Oregon Railroad was that the vile dens of infamy and gambling that are flourishing under the loose laws of the state of California would not be tolerated under the just and stringent laws of the state of Oregon. On the summit there were seven gin mills, 60 professional Chinese gamblers who play tan, faro and other games of chance openly with their American friends, and white women of the lowest kind vie with Chinese and Indian women in their nefarious calling and for four miles south the stage road is lined with gin mills with and without license. Why don't the authorities send an officer this way occasionally?
J. Curran, "An Immigrant's View," Ashland Tidings, June 17, 1887, page 2


    Col. Charles F. Crocker was interviewed by an Oregonian reporter while in Portland last week concerning the future of the Oregon & California railroad, and talked carefully of what will likely be done in the management of the road.
    The Southern Pacific, said Col. Crocker, would not take the actual management of the property until through rail connection was made. Construction work on both slopes of the Siskiyous is very heavy, and it is impossible to fix a date when the lines will be united, but he thought the line would be completed about the middle of October. The main office of the company will, of course, be in San Francisco, and general freight and passenger office will be established in Portland, and perhaps an assistant manager. It will be the policy of the company to encourage immigration into Western Oregon, and the Southern Pacific will devote as much energy to inducing people to settle in this state, as it had used in drawing settlers to California. Several excursions will be given from San Francisco and points south, to Oregon during the summer, with the object of showing people a country in which to make their homes. The Southern Pacific holds to the idea that the way to build up a railroad is to build up the country tributary to it. Their efforts to bring Eastern people into California have been remarkably successful, and if Oregon does not enjoy a boom equal to California's it will not be the fault of the Southern Pacific.
    With reference to the report that his company would build from the O.&C., below Salem, across the Willamette to Dundee, and enter Portland from the west side of the river on the line of the narrow gauge, which would be changed to standard, Col. Crocker said that as yet the matter had not been discussed by the directors, and it was a question for the company's engineers to decide. He expects to visit Portland several times before the line is finished through and thoroughly familiarize himself with Portland and Western Oregon.
    At the adjourned annual meeting of the stockholders of the Oregon & California the following directors were elected: Leland Stanford, C. P. Huntington, Charles F. Crocker, Timothy Hopkins, W. V. Huntington, R. Koehler, George H. Andrews, Donald Maclean, John McCracken, R. P. Earhart and W. W. Bretherton. Subsequently the following officers were elected: Leland Stanford, president; C. P. Huntington, vice-president; Geo. H. Andrews, secretary and treasurer; L. E. Gates, assistant secretary.
    A San Francisco special of June 13th to the Portland News gives the following of interest concerning the O.&C.R.R.
    Col. C. F. Crocker, who returned from a trip through Oregon on Saturday last, stated to a reporter today that while in Portland he had made arrangements with the Terminal Company there by which the Southern Pacific would participate in the union depot in that city with the Oregon Railroad and Navigation Company and the Northern Pacific.
    This Terminal Company intends to construct a railroad bridge over the Willamette as well as to erect a handsome building to serve as a union depot. Col. Crocker says that the connection between the ends of the California & Oregon road will be finished during the latter part of October next. The gap is being bridged as quickly as the present force will allow and the company will, as soon as possible, send a number of additional men to work there.
    Colonel Crocker also said the equipment and rolling stock of the line from Ashland, Oregon, was in excellent condition, but that iron rails in one section of the road would be replaced with steel rails, in order to permit of fast time being made.
Ashland Tidings, June 17, 1887, page 3


    D. W. Crosby has been appointed deputy sheriff and stationed on the Siskiyou Mountain. About his first service was to arrest Will Hunter, who broke jail at Grants Pass a few days ago and tried to make his escape into California. Criminals who wish to evade the hands of justice had best try some other route, for Dave keeps one eye cocked for such fellows.
Oregon Sentinel, Jacksonville, June 23, 1887, page 3


    License to sell liquor on Siskiyou Mountains in Ashland precinct were granted to E. K. Brightman, Livingstone & Jordan, Cannon & Thomas, Walden Bros. and J. A. Grieve.
"County Court Proceedings," Oregon Sentinel, Jacksonville, June 23, 1887, page 3


Oregon Sentinel, Jacksonville, June 23, 1887, page 3




    There was a landslide in the Siskiyou tunnel last Sunday morning, which caught one of the men working in it and severely injured him.
    The railroad camps on the Siskiyou Mountains make a ready market for eggs, bacon, lard and other farm produce, which makes money more plentiful than usual in the valley.
"Here and There," Democratic Times, Jacksonville, June 24, 1887, page 3


    G. A. Hubbell has gone to the railroad front on business.
    J. A. Hanley was on the Siskiyou Mountain this week, and reports excellent progress being made in railroad work.
"Local Brevities," Democratic Times, Jacksonville, June 24, 1887, page 3


    Two deaths occurred at the railroad front last week and Dr. Pryce, county coroner, was summoned to hold inquests. One of the parties, named Farley, was crushed to death in the tunnel; and the other, one Stewart, was found dead in a car. The coroner did not deem it necessary to hold an inquest in Farley's case, but in the other empaneled a jury to ascertain the facts. It was adduced that Stewart was addicted to drink and had been on a protracted spree. A verdict of death from natural causes was consequently returned.
Democratic Times, Jacksonville, June 24, 1887, page 3


    Joseph Fairleigh, who was employed to run the dump cars at the south end of the Siskiyou tunnel, was instantly killed last Thursday. The cars are drawn by a mule and, two or more of them being coupled together, Fairleigh controlled them by ropes attached to brakes on two adjacent cars. As they were being moved at considerable speed, he dropped one of these brakes, and stooped between the two cars to pick it up. At the same time he threw the brake on the head car, causing it to check up, when the following car bumped against it suddenly and caught his head, crushing the back part and base of the skull, and causing instant death. The body was brought to Ashland and after being prepared and placed in a neat casket was interred in the cemetery south of town. Deceased was a native of Ireland, aged about 35 years, and had a sister living in Michigan, whither the sad news was sent. He was an industrious and temperate man, and well liked by his companions and acquaintances.
    On Friday morning the dead body of a man named Frank Stewart was found lying in a box car on a siding near the end of the track. The man had been dead about twenty-four hours, it was supposed, before the body was discovered. Coroner Dr. Pryce and County Judge DePeatt of this county went up to hold an inquest Saturday and the jury rendered a verdict of death from excessive drinking and exposure. The body was brought to Ashland and buried in Ashland cemetery. Stewart was about 80 years of age. He worked on the O.&C.R.R. during its construction south of Roseburg. He has no relatives in this part of the country, so far as we know.
    One of the drill men in Siskiyou tunnel was hurt by falling rock last Sunday morning and required surgical attention, but is getting along all right now.
    Two Chinese "herders" got into a dispute Tuesday, and one struck the other with an iron bar, breaking one of his fingers. He also hurled a pointed bar at him, javelin-like, and narrowly missed running him through the body, the bar passing through his clothing. A warrant is out for the arrest of the assailant.
Ashland Tidings, June 24, 1887, page 3


    Col. Scobie's masonry workers are camped at Dollarhide's, and at work near there.
    The locating surveyors in charge of Jos. Hood are camped at Mr. Dunn's place, four miles south of Ashland.
    The whole grading force of the road, numbering nearly 2500 men, is now at work between Tunnel 1 (the long tunnel at the summit) and Tunnel 2.
    Excursions are run up from San Francisco to Mt. Shasta every week, and on July 2nd a big one will start, to spend the 4th in Strawberry Valley.
    The work is all through with on the south side up to the tunnel, except trestling and tracklaying. A force of men are ballasting, etc., from Cole's up.
    We are informed that the north end of the tunnel was in something over 1300 feet last Sunday, and the south end 1235 feet. An employee said they were certain of getting through by the first of October.
    It is now proposed to raise the money for the Yreka branch railroad by a municipal tax, which is generally agreed upon as the fairest method to all concerned, and is said to be constitutional in California.
    The graders in charge of Sullivan, Mike Mangan and Morris have been on this side of the mountain for some time, and the last camp, Fogarty's, moved over last Sunday. They are now at work grading between Barron's and the big tunnel.
    A big shot of seventy fuses was fired on the railroad grade about a quarter of a mile from the toll house Wednesday afternoon. An immense stump was thrown far enough to tear through one end of Dollarhide's boarding house, fully ¼ mile distant.
    Among the men well known in this and Siskiyou counties who are employed in railroad construction are J. A. McDougall, A. M. Knighten, W. Wimer, Jno. C. and Fred Kelley, B. R. Willets, carpentering; Joel Million and W. Hovey have teams; Hubert Donegan, Nort. Hawkins, Fred Bellows and Mr. Cole, surveying; Wm. Powell and Al. Prentice, tunneling; Thos. Mayhew, fireman. Ed. Herrin is employed in the company's stables.
    A San Francisco dispatch of 21st says: Work will shortly be commenced on a road extending from Astoria, Oregon, to Forest Grove, a distance of 110 miles. The line will connect with the Oregon & California branch of the Southern Pacific railroad.
    By means of this road, connections can be maintained with the Eastern routes, and as the builders of the road intend to erect sheds and wharves, deep-water ships will be able to load at Astoria. Rails for the line are expected shortly from England. Locomotives and rolling stock are being constructed in the East.
    The cost of the road and equipment is about one million dollars, and the entire sum has been subscribed.
Ashland Tidings, June 24, 1887, page 3


    "Mac" is obliged to pull the express train between Ashland and Grants Pass now at the rate of 30 miles an hour, including stoppages. This requires a high rate of speed when under full headway, and with the engine in use it takes good management and close watching to avoid running behind time.
"Brevities," Ashland Tidings, June 24, 1887, page 3


    Daily the unspanned gap of twenty miles of the uniting California and Oregon line of railroad is being lessened. The force of men at work is as large as may well be employed, but such is the character of the work that, by the closest estimate, not before the 1st of October next will the union by rail of the two great Pacific states be complete.
    The surveying of the link of road remaining was long ago finished. The route is through a country mountainous, rugged and picturesque. The canyons are rocky and steep, and dense forests of pine and spruce cover the mountain sides. The road is completed, going north, to Lower Cole's Station, just a quarter of a mile from not only the boundary of Siskiyou County, but of California and Oregon. Ashland, twenty miles north, over the intervening Siskiyou Range, is the point to which the southbound road is finished. Between and above these points the mountain range rises nearly 3,000 feet to a total eminence of nearly 4,500 feet. The grading has been a most difficult feat of engineering. Chief Engineer Hood has been on the ground much of the time. At one point the grade to the summit tunnel is 174 feet to the mile, the greatest grade any where on the Southern Pacific. Technically, in engineering phraseology, it is known as a "three-three" grade, which signifies that there is a rise of 3.3 feet in 100 feet. The steep Tehachapi grade is much less than this, being only 116 feet rise in a mile. Lower Cole's Station is at the head of the pretty valley of the Cottonwood. The road after leaving there enters a series of canyons and then winds about the mountainside up and up for eight and a half miles when the greatest altitude is reached. Here a high, rugged ridge blocked the way. The stage road passes over it, but for the railroad it was pierced by a tunnel 3,100 feet in length. The altitude of the tunnel is 4,070 feet, while that of Lower Cole's only eight and a half miles away is 2,870 feet. The average grade between these points is 140 feet to a mile. Beyond the tunnel a gradual winding descent begins. So tortuous and curving is the railroad grade that the stage road, though it goes higher on the ridge, is shorter.
    Six-horse stage teams now carry many passengers over the picturesque road. The scenery is charming. There are glimpses of the Klamath River and Cottonwood Creek, of snow-capped Shasta, fifty miles to the southeast, the Squat Peaks to the southwest and the summits of Gooseneck and Sheep Rock between Shasta and the Klamath River. The ride over the ridge and down to Ashland only takes about five hours. The country is wild and unsettled, abounding in all kinds of game. There is little to attract settlement here. It is the middle ground between the vast fertile sections north and south.--Bulletin.
Daily Astorian, June 30, 1887, page 2


    There are quite a number of dangerous and quarrelsome Chinese on the Siskiyou Mountain, who are continually breeding discord and trouble. They made an attack on one of the white bosses a few days since, and he had a narrow escape from death. Nearly 50 of them were discharged, but they continue in their meanness, even making an attack on Deputy Sheriff Crosby, who is keeping a close watch over them. Sheriff Dean went to the scene of the trouble last Friday, and it has been resolved to disarm every Chinaman possible, especially the obstreperous ones. The railroad company has agreed to furnish the necessary assistance.
Democratic Times, Jacksonville, July 1, 1887, page 3


    Deputy Sheriff Crosby arrested a Chinaman, Ah Din, at a camp near Dollarhide's last Sunday, on charge of violating the opium law passed by the last legislature. Crosby, with assistants, entered the camp of the Chinese and compelled Din, and others, to open boxes, trunks, etc. In his trunk was found a can of opium. This was seized, with two pistols and other articles, and the Chinaman was handcuffed and next day brought to Ashland for trial before the justice of the peace of this precinct. A jury trial was demanded, and was held on Tuesday. The chief point in the case was the question as to whether or not the law contemplated making the simple possession of opium a penal offense. Judge DePeatt conducted the case as deputy district attorney, and S. B. Galey and J. T. Bowditch conducted the defense. The jury disagreed and were discharged. A second trial was had Tuesday before another jury. The case was submitted at 6 p.m., and after being out all night reported themselves unable to agree, and they also were discharged. On motion of the prosecuting attorney the case was then continued till today. What disposition will be made of it is not yet known.
    The defendant is a brother of Hop Wo Lung, the Chinaman who keeps the store and wash house here, and is well known in town as a polite, well-behaved and quiet Chinaman. He claims that he was not selling the opium, that it did not belong to him.
    The question as to the proper construction of the statute is an interesting one, and should be determined by the courts.
Ashland Tidings, July 1, 1887, page 3


    The track has been laid to White Point on the southern slope of the Siskiyou Mountain, and a short delay will be occasioned here by an unfinished piece of trestling. When this is completed, which will be within a week, it is said, tracklaying will be continued to the entrance of Siskiyou tunnel.
    Large gangs of men are busily employed every day on the gravel trains between Edgewood and Willow Creek in Shasta Valley, leveling up the ground alongside of railroad track, which will make the road enduring and permanent for all time.--[Journal.
    There have been few serious accidents on the railroad, outside of tunnel work, since the Siskiyou division was begun--fewer than would be supposed, considering the vast quantity of powder used.
    Boring is well under way at both ends of Tunnel 2. At the east end the Burleigh drills are in use and making good time. The drills at the west end are to be worked by compressed air conveyed in pipes over the ridge from the compressor at the east end--a distance of some 1700 feet--and the pipe was being laid the forepart of the week. The rock in which the drills are working now is hard granite, and it is likely that very little timbering will be required in this tunnel.
    In company with Dr. Parson last Monday, the Tidings editor made a hurried trip to the site of the second tunnel in the Siskiyou. It is high up on the mountain ridge, almost directly back of Barron's upper farm house. A good wagon road has been made from the stage road at that point up to the tunnel, as well as one from the toll house around on an approximate level with the grade. The grading forces are rapidly carving out and building up the line of road bed, and will no doubt have it ready for the track before the tunnel work is completed. Mr. Hinkle, superintendent of the tunnel work, was in charge of operations. Jack Hagerty, chief engineer, was laying the air tubes over the mountain from the east to the west end of the tunnel, to supply the force for the drills at west end from the engine and compressors at the east end. Mr. Royce, who is bookkeeper and in charge of the office and storehouses, was engaged in moving stores to allow of repairs in the buildings, consequent upon the latter having been shot full of holes by blasts a short time before. Mr. Hubbard is timekeeper at the tunnel.
    The work already done here by the grading forces reveals the character of the difficult and remarkable piece of engineering required at this point, and a clear description of it will be attempted for a future issue of the Tidings.
    The force of axmen clearing the right of way has been increased lately, as the graders were crowding too closely upon the heels of the clearing.
    The Southern Pacific, after making through connection between San Francisco and Portland, will probably run the Oregon express from San Francisco by way of Sacramento, Marysville and Chico, to Red Bluff, instead of the route across Yolo and Colusa counties via Willows and Williams from Davisville.
    The railroad company run a locomotive along the track every day between Sisson and the front at Siskiyou Mountain, to see that the track is in good order, and everything all right for the regular passenger and freight trains.--[Journal.
    The C. & O. railroad company filed its answer to the rule upon it to show why the order of withdrawal of indemnity lands should not be cancelled. It claims the withdrawals were made by Lamar's predecessor under authority of an act of Congress and that his successor can't change it. The answer shows the entire road designated is 291 miles long. Of this 251 have been completed and 151.33 of that was done before July 1, 1880, the time prescribed. Forty miles were accepted by President Arthur and 60 have since been completed. The company has received patents for only 1,362,433.61 acres, leaving still due them 437,566.34 acres. Of the 100 miles completed since 1880 there are 1,280,000 acres adjacent for which no patents have issued, though the register at Shasta has issued certificates. The O.&C. answer that there will be a shortage of 282,000 acres in their indemnity limit; that the land has been and is to a large extent unsurveyed and no selections can be made until a survey; that the last 100 miles was accepted by President Cleveland January 19, 1887, and the company has not had time since to select lieu lands. The lands lost are 1,687,501 acres while the indemnity limits contain only 1,405,426 acres, 843,180 of which is surveyed. The company is constructing and will in three months complete its road from 145 mile post from Roseburg to the Southern Oregon line. Upon its acceptance the indemnity limits will contain 94,971 acres more than lost to the road, leaving net loss 187,327 acres. The company, like the man with the one talent, adds it is in the charge of a receiver and knowing the manner of man the congress was it hesitated to proceed with construction for fear of forfeiture.
Ashland Tidings, July 1, 1887, page 3


    All the railroad camps except Fogarty's have removed to the north side of the Siskiyou Mountain, and Fogarty will soon go over to that side also, as the work is nearly finished on the south side.
"Here and There," Democratic Times, Jacksonville, July 1, 1887, page 3


    Havey, the tunnel foreman who was so badly hurt at Tunnel 2 several weeks ago, is doing well, but his broken thigh heals slowly.
    Chief Engineer  Wm. Hood, of the Southern Pacific R.R., who has been in the Siskiyous most of the time during the spring and summer, went to San Luis Obispo last week, to inspect construction work on a new branch line now being built there.
"Personal," Ashland Tidings, July 1, 1887, page 3


    James Farleigh was crushed to death between two dirt cars on the Siskiyou tunnel recently.
"Brief Mention," Rogue River Courier, Grants Pass, July 1, 1887, page 2


    A good many accidents have occurred at the railroad front.
    John Trimble has returned from the Siskiyou tunnel and is suffering from powder fever.
"Local and Personal," Rogue River Courier, Grants Pass, July 1, 1887, page 3


    SCENERY OF THE SISKIYOUS.--The route of the California & Oregon Railroad across the Siskiyou Mountains, which form the boundary between these two Pacific States, will offer as grand scenery as any railroad yet constructed. Says the Ashland Tidings: "After laboriously climbing the southern slope of these mountains, leaving behind the superb view of Mt. Shasta, and the setting of dark, clustered mountains from which it rises, the train will plunge into the tunnel of thirty-one hundred feet at the summit; and when it emerges from the northern end, will afford the first glimpses of the Rogue River Valley, the most southern and the most beautiful valley in Oregon. Winding around the lateral ridges, along and near the summit of one of the main arms of the Siskiyou, the track reaches the second tunnel at an altitude but little lower than that at the summit. Here it enters the mountainside for an underground passage of twelve hundred feet, and turning upon a heavy curve, brings the train out upon a point, where will burst upon the delighted vision of the traveler a full and unobstructed view of the valley beneath. Imagine a train speeding along through the bowels of the earth, and rushing out upon a curve around the top of a vertical wall fifteen hundred feet high, at the foot of which lies a beautiful vale, with cultivated fields and cozy homes, nestled close to sheltered orchards, which seem but patches of garden shrubbery, so far below; the spreading fields of golden and verdant forage reaching up a little way upon the bordering foothills, behind which rise the mountain walls that encircle the valley with projecting arms--a few white walls and glistening spires of Ashland visible out from behind the jutting point which hides the town from view--and, to heighten the effect, the Oregon charm of vernal freshness investing all the landscape--something sadly missed in the trip through the interior of California--let the imagination picture this, and you will still fail to realize the grandeur and beauty of the scene, until you have reached the height and gazed down upon it, as did the writer last Monday."
The West Shore, Portland, July 1, 1887, pages 62-63


    SISKIYOU MOUNTAIN, June 26.--The construction of the Oregon and California road is progressing with great rapidity. The track is laid to within about five miles of the summit of the Siskiyous. Track-laying, however, has been delayed for a week by a large rock-cut about five miles below the summit. This cut, together with two smaller ones, will be completed and the grade finished to the summit tunnel by the first of next week, and the track will be completed to the mouth of the tunnel about July 10th. The entire grading force, containing over 3,000 men, are now employed on the north side of the mountain, and the grade is being pushed at a marvelous rate of speed.
    There are to be four tunnels between the state line and Ashland, and these will necessarily delay the track to some extent, though work is progressing very favorably in them. The contract for three of the tunnels has been let to the firm of Hale & Smith of Ashland, and the fourth, a short one, will be built by the company. Hale & Smith are working night and day on the Siskiyou tunnel, having three gangs working eight-hour shifts, and it is now nearly finished, there remaining only 700 feet out of 3,100 feet. At the present rate of speed, about thirty feet a week at each end, it will take between two and three months to finish it.
    Their other tunnels are located at Cougar Gulch, one being 1,400 feet in length and the other 292. They are pretty well underground on the 1,400 foot tunnel, but have not commenced on the small one yet. The fourth and last tunnel between the state line and Ashland is also a small one--400 feet in length. The company has already commenced work upon it, and are hurrying it through. The line is now located to within six miles of Ashland. All of it will be located by the middle of July. The general opinion is that the entire road will be completed by the last of November.
    The descent from the summit of the Siskiyous to Ashland is a masterpiece of engineering skill. From the north end of the summit tunnel the line runs along the side of the hill for three miles. Then it enters Cougar Gulch tunnel, and there turns completely around, and goes back on its former course, on a line just below it. In one place the two lines are only twenty-seven feet apart. After running on this line for three miles, it again reverses and takes a new course parallel to its former line to Oviette Gap, and from there makes a comparatively straight line to Ashland.
    The grades and curves on this road are the heaviest in use by the company, the maximum grade being 3.3, or a rise of 172 feet in the mile, while the maximum of the Central Pacific Railroad is 2.2, or a rise of 116 feet in a mile. The curves, too, are extremely sharp, fourteen degrees being the maximum curve. Those on this road were the first used by the company.
    The scenery is indescribable, but it is grand and picturesque. The view, just after coming out of the tunnel, on either side, is superb. On the south side one has a view of Mt. Shasta and the intervening country, on the other, the country from the Siskiyou summit to the fertile lands at the entrance of the valley. From some places, on the upper line, one can see both the other lines, winding and turning below. The entire region is noted for its picturesqueness.
San Francisco Examiner, July 1, 1887, page 2


WANTED--TUNNEL MEN for work on Siskiyou tunnels; highest wages paid. For particulars apply to A. MITCHELL, Inernational Hotel.
San Francisco Examiner, July 1, 1887, page 6


    Small pieces of rock from a big blast completely riddled the roof of O. H. Blount's store in the Siskiyous, and one large rock entirely demolished the front porch. By the same blast a freight wagon 300 yards away on the road, heavily loaded with cement, was struck by a flying rock and knocked over off the road and down the grade. The driver had been warned, and took his eight horses away before the shot was fired.
"Coast Cullings," Oregon Scout, Union, Oregon, July 2, 1887, page 7


    A terrible accident happened at the south end of the Siskiyou tunnel on the O.&C.R.R., resulting in the death of a young man named Joseph Farleigh. He got between two cars, and the cars coming together caught his head and crushed it, driving a bolt into it, which resulted as above stated.
"Oregon News," Oregon Scout, Union, Oregon, July 2, 1887, page 7


    SAN FRANCISCO, July 1.--Siskiyou's track-laying has been delayed for a week by a large rock cut about five miles below the summit. This cut, together with two smaller ones, will be completed and the grade finished to the summit of the tunnel by the first of next week, and the track will be completed to the mouth of the tunnel about July 10. The entire grading force, consisting of over 3000 men, are employed on the north side of the mountain, and grade is being finished at a marvelous rate of speed. There are to be four tunnels between the state line and Ashland, and these will necessarily delay the track to some extent, though work is progressing very favorably in them.
    Hale & Smith are working night and day on the Siskiyou tunnel, having three gangs working eight-hour shifts, and it is now nearly finished, there remaining only 700 feet. At the present rate of speed, about thirty feet per week at each end, it will take between two and three months to finish it. Their other tunnels are located at Cougar Gulch, one being 1400 feet in length and the other 292. They are pretty well underground on the 1400-foot tunnel, but have not commenced on the small one yet. The fourth and last tunnel between the state line and Ashland is also a small one, 400 feet in length. The company has already commenced work upon it and are hurrying it through.
    The line is now located to within six miles of Ashland. All of it will be located by the middle of July. The descent from the summit of the Siskiyou to Ashland is a masterpiece of engineering skill. From the north end of the summit of the tunnel the line runs along the side of the hill for three miles; then it enters Canyon Gulch tunnel and there turns completely around and goes back on its former course on a line just below it. In one place the two lines are only twenty-seven feet apart. After running on this line for three miles it again reverses and takes a new course parallel to its former line to Orielle Gap, and from there makes a comparatively straight line to Ashland.
Morning Oregonian, Portland, July 2, 1887, page 1


    The California and Oregon, having emerged from the cheerless plains of the Shasta and Klamath valleys, begins to ascend at its late terminus, Hornbrook, into the Siskiyou Mountains. The wild and romantic scenery which has already caused Shasta and its immediate vicinity to leap to first place as a tourist's resort extends but four miles into its surrounding plains. Edgewood, Montague and Hornbrook are prosaic boroughs to be the centers of manufacturing districts, and their baldness is rendered more painfully conspicuous by reason of the supreme beauty by which they are surrounded. The Klamath River, crossed at Hornbrook, possesses as few elements of the romantic as an irrigating creek. One only notices while crossing it the rapidity and force of its current. Hornbrook, which ought really to be called Henley, for it is just opposite the town of that name, is the first station in the Siskiyous. It stands at the mouth of a little gorge, separated from the town by a little creek, whose waters have been rendered turgid by the hydraulic mining. Henley, whose glory departed with the decay of the large mining interests of which it was the center, is
as one could desire to pass a summer's evening in. Its cottages and orchards are scattered along the slopes of those very mountains on whose mineral treasures its life once depended. A quaint old inn half hidden in trailing willows, a long trough full of water attesting also its importance as a one-time stopping place for the Yreka stages, a little church with a steeple rising from a grove of apple trees, half a dozen shops, whose raison d'etre is not apparent, and you have Henley of today, a semi-agricultural neighborhood on the Klamath River. It is thus with numberless other little mining centers throughout California in the Sierras and in the Coast Range, as well as in the Siskiyous. From Hornbrook the road begins to ascend to what is known as the Bailey Hill summit. The ground slopes suddenly, and consequently the location of an easy grade was beset with many difficulties. The track winds serpent-like close under the brow of the hills, finally emerging through a great cut into the Cottonwood Valley, justly considered as only secondary to Shasta for picturesque loveliness. It is really a huge valley surrounded on all sides by a great ridge of forest-clad hills culminating on one side in the huge peak known as "Ashland Butte," and on the other in "Pilot Rock," a curiously shaped summit which forms a landmark for valleys around. Broken up into miniature valleys by two ranges of foothills, it is bisected by a limpid little creek embowered in a thick grove of gigantic cottonwood trees, whose delicious green foliage and graceful shades have given the valley its name. Shasta, too, looms up far above the horizon in the west, framed by a great break in the ranges. Its huge form gathers an additional sublimity seen through the media of thickly wooded mountains, and indeed this whole valley with its congregation of snowy peaks and landmarks, its forest-clad slopes, its huge canyons and, above all, its beautiful little rivulet emerging here and there in meadows of delicious verdancy from the cottonwoods possesses an absorbing and delightful charm.
of the road, has long been one of the stopping places of the Yreka stage line, and is about 200 yards from the Oregon boundary line. The cleanliness of the house, as well as the beauty of its surroundings, are in singular contrast to many of the other stations along the line. Built originally for a farmhouse, with gabled roofs and wide verandas, it possesses no element of the mountain tavern. Mr. Cole, its owner, is one of the oldest settlers in the Siskiyous. He has been here through all of the vicissitudes of the early times, when the valley was a savage region known only to the bears and the Indians. To him belongs the southern portion of the land in the valley, its value being now very greatly increased by the advent of the railroad. There are so many delightful spots in this valley, some even consecrated by historical reminiscences, that it is well worth the while of the traveler to stop a night ere he proceeds. Indeed were it only to witness the glories of a sunset on Shasta, watching the sun as it slowly sinks behind the ridges, its fading beams seeking the valley through a horizon line of sugar pines; were it only to mark the snowy summit of Ashland Butte, shining with an almost ineffable loveliness in the changing light which the long shadows of the pine-covered ridges descend in ever-increasing darkness in the valley; were he only to stay for this, he would have good reason to consider his stopover a profitable one. Another very interesting excursion is to follow down the winding of the Cottonwood into another and smaller valley, which opens out between a spur of the ridges and a low range of foothills. The little stream here grows wider by the addition of another sparkling little brooklet from the mountains, flows at the foot of a huge rock which stands out so boldly from the rolling outlines of the foothills, that one instinctively imagines a legend, or at least a reminiscence, to be connected with it. This rock, bold as it is and wild enough between, was the scene in early days of a struggle between
and a number of miners who had their camp at the head of the valley. It was shortly after the opening of the war, and so sudden was the rising that the hostile aspect and demeanor of the Indians was the first indication the gold-diggers had of trouble. Too late, however, for the Indians rushed down upon them, taking advantage of their defenseless condition. In a few minutes all were killed but two men, who managed to escape into the forest. Not unperceived, however, for they were instantly followed by a whooping crowd of naked savages. It was a mad pursuit, continuing all that afternoon. For hours the fugitives succeeded in eluding death, hiding now in thick clumps of manzanita, rushing through bunches and thickets of scrub oak. They had entered the forest at the head of the valley, intending, if possible, to seek covert in the brush-covered slope of the ridge. The bloodcurdling war-whoops ringing through the forest banished from their minds all sense of locality. Their whole consciousness was merged in a terrible sense of impending danger or death. Instead, therefore, of keeping in a direction to bring them over the ridge, they followed down its crest to the point where it breaks off at the precipice. To its very brink they ran. The gulf below opened before them. Suddenly the murmur of the little stream which bathes its foot was borne to their ears. Too late, however. The terrible momentum gained in their flight down the hillside permitted no halt, and almost before they realized their whereabouts, over its verge they were carried, almost simultaneously, one awful cry of horror conveying to their Indian pursuers a warning of their fate. This and many more stories of the neighborhood of bear hunts and providential escapes of
and its Indian associations, mythical and otherwise, can be heard by stopping overnight at Cole's. There is one of those large open fireplaces, in which the blazing fire of pine logs supplies both heat and illumination. Old Cole has lived on the Siskiyou since the very early days, when Cottonwood Valley was a famous hunting ground for the Indians--when the gold-seekers first began to wash the huge ridges for gold. There are plenty of bear even now in the mountains, but the deer, once so plentiful, are now infrequent. The thunder of the blasting has driven them to the further valleys on the other side of the divide.
    Cole's, for the time being, is the terminus of the railroad; for though rail has been laid to a point considerably further north, the line is being operated no further at present. The track winds along at the foot of Cottonwood Butte to the boundary line between the two states. This important landmark consists only of a low post held in place by a pile of stones. One can jump with the greatest ease from the Golden State into that of the Webfoot--from sunny California into rainy Oregon. The difference is not at first appreciable; the same wind moves the feathery foliage of the pine branches. There are even trees growing so exactly on the line that so many feet of their lumber is included in the resources of Oregon, while the rest forms a portion of the wealth of the Golden State. There are farmhouses and ranches half in one state and half in the other, some members of the family voting the Oregon state ticket, while others record their ballots for a candidate to the California Legislature. Like a great many other distinctions, it is one without a difference. Following the course of the Little Cottonwood it soon with a bound enters the huge canyon of the Siskiyou. The graders have had
here, for the road has been excavated out of the very mountainside. The streamlet has in many places been diverted from its bed, so that, with the destruction of the overhanging fringes of fern and foliage, the scene has lost much of its picturesque loveliness. So narrow is the canyon, however, and so high do the buttes rise above the track that there is no lack of grandeur. The sugar pines and firs almost meet in an arch of foliage above the railroad. The light flitters through the branches, throwing checkered shadows on the ground. Further up, another canyon opens to the right, but following another bend of the Cottonwood, the road emerges in another rather barren mountain valley known as "Upper Cole's." At this point, one of the largest of the camps of graders is situated, and the sight of its numberless little tents forces a realization of the fact that no insignificant percent of the Mongolian population of the Pacific Slope is now in the Siskiyous engaged in the prosecution of an enterprise of the greatest importance to the States, Chinamen developing California and Oregon. Patient, rough workmen they make, unwearying, but with little vitality or energy. For extent of labor they are not to be compared with white men. Their highest claim to the consideration of their employers is the low rate at which they can be engaged. They are paid ninety cents per day, out of which they supply themselves with rice and tea. The white men are paid $1 per day and are supplied with food by the contractors. An inspection of one of these camps is, perhaps, one of the most interesting sights connected with a visit to the "front," and as the valleys and canyons of the mountains are now dotted with these
the traveler cannot but become aware of this arrangement. It would perhaps be better to say lack of arrangement, for at a first glance the disposition of these curious conical erections of dirty canvas appear in the highest degree promiscuous. Every San Franciscan knows, however, that the bulk of the Chinese coming here are imported by the Six Companies; also that the individual members of these organizations are only unanimous in their struggle against the municipal government. Consequently it would hardly be the correct thing for members of the different companies to slumber peaceably together in the same tent, or to merge their differences over a bowl of tea. The camps, therefore, are divided off into six parts, each of which has its own kitchen and its own agent. This latter individual is a product of the relations between the two races. He represents both the workers and the companies, but himself more than all others. To him is paid the wages of the Chinese, and with him all transactions are made. His duty it is to subtract first his own portion, then that of his company, and the remainder, whatever it is, goes to the unfortunate Mongolian. It is interesting to visit one of these camps when the work of the day is over and the Chinamen sit laughing and chatting round the large and invariably dirty cauldron in which the evening meal is simmering. Some have thrown off the huge gutta percha boots, for which their home slipper with their gutta percha soles have been discarded; other lie listlessly around, resting after the hard labor of the day. A study of their expressive features, of the different tones of their voices, is most curious. They sit talking and laughing like so many magpies, and one is perpetually at a loss to know what amuses them so much. Perhaps they are making fun of each other, or maybe of their masters, or mayhap it is only a humorous story one of them with a local reputation as a wit is telling. The quarters of the white men who are engaged in this grading work are somewhat more comfortable. The tents are longer and cleaner, the food better and more varied. This immense construction force here in the Siskiyou is in its arrangement very much like an army. There is first the Commander in Chief, W. E. Hood,
of the Southern Pacific. Next comes J. H. Strowbridge, Superintendent of Construction. These two are really only visitors. They visit the scene of operations pretty constantly, it is true, as the arduous and difficult nature of the work renders their presence necessary. But the major-general amongst the stationary men is W. G. Sanborn, the Resident Engineer. He it is who superintends the work, looks after the grades, directs the corps of location engineers, etc. Next to him is William Mangan, Assistant Superintendent of Construction, and then come the heads of the various gangs of graders, who are known as "riding bosses." Their names are: M. Mangan, Strowbridge, Fogarty, Sullivan and Morris. Under these again are the China herders--white men whose care it is to look after the Chinese and see they do their work. The more difficult portion of the work, however, in grading a road, is done by the white men. A few hundred yards past Upper Cole's, the most difficult and steepest portion of the whole route begins with a huge horseshoe curve, which zigzags the line right across the valley to the ridge on the opposite side. Here it is that the ascent begins in earnest, and much of the grade from this point to the summit tunnel is what is known as three-three, signifying a rise of 3.3 feet in the 100, or what is known as 174 feet to the mile. The rough nature of the ground, also, demands much cutting and filling, and the construction of several culverts is demanded by the several mountain streams which tumble from the fir-covered ridges. Up, up, it winds, through a huge ridge and then into the summit tunnel, 3100 feet in length, emerging then on the other side of the Siskiyous, with an outlook over Ashland and the Rogue River Valley. The distance by rail from Cole's to the tunnel is only eight and a half miles, or about six by the stage road.
at Cole's is 2870 feet, while at the tunnel entrance it is 4070 feet, thus giving the grade an average rise to the mile of a little over 140 feet.
    The construction of the Siskiyou tunnel has long been one of the betes noirs on the path of any railroad seeking to link California and Oregon. One of the favorite projects was the Oregon and California Railroad, and his firm determination was to build a road from Portland to San Francisco. His surveys were completed through the Siskiyous. He had even excavated 1200 feet of the tunnel on which the Southern Pacific are now working, but his failure prevented the realization of his gigantic project. The road was constructed from Roseburg to Ashland, but stopped there. The passage of the Siskiyous was too much for even this Napoleon of finance. Now only a short distance of this tunnel remains to be excavated, and an immense corps of men are at work with the most improved machinery in driving it through. The approaches resemble a small town, so many houses, saloons, etc., are there. The problem of locating a grade on this side of the summit, the sudden fall of the mountains toward Rogue River Valley offered to the engineers even a more perplexing problem. It has, however, been successfully solved, but at a very great expense to the constructors. Running from the Ashland end of
the road runs along the sides of the canyon for about three miles due north and then makes a big bend toward the west, in the direction of Ashland. An enormous horseshoe canyon sweeps it back again into the canyon whence it emerges, through another horseshoe canyon and a tunnel 1200 feet in length in the Bear Creek Canyon, whence it is easy work reaching Ashland. In one place the two tracks are only separated by about thirty feet of hillside. The track thus describes a gigantic S, to fill in the details of which an immense amount of trestling, grading and filling will be necessary. This pass will be one of the sights of the road, winding as it does through dense forests, with the rich, fertile stretch of the Rogue River Valley extending far away to the very verge of the Cascade Mountains.
    Mount Pitt rises in silent snowy majesty from amidst its circumambient ridges, the Rogue River winds its swift way to the Pacific, amidst a perfect bower of maple and alders, and poplars, passing on its course that strange formation, so familiar to those acquainted with the history of the early Indian wars, Table Rock. The Rogue River Valley is the Los Angeles of Southern Oregon, but a Californian rapidly concludes that the apple groves, in the midst of which Ashland is embowered--white steeples and houses rising above the grain--seem fatally insignificant when compared with the acres of tropical foliage, the dusky green and gold of the orange groves of the southern metropolis.
San Francisco Call, July 3, 1887, page 9


    The end of the track on the California and Oregon is now within a very short distance of the summit tunnel. The present terminus at Cole's is to be made the basis of operation until connection is made with the line at Ashland.
"Notes and News," West Side Telephone, McMinnville, Oregon, July 5, 1887, page 2


    Ashland Tidings: There have been few serious accidents on the railroad, outside of tunnel work, since the Siskiyou division was begun, fewer than would be supposed, considering the vast quantity of powder used.
    Says the Yreka Journal: Large gangs of men are busily employed every day on the gravel trains between Edgewood and Willow Creek, in Shasta Valley, leveling up the ground alongside the railroad track, which will make the road enduring and permanent for all time.
    The track has been laid to White Point, on the southern slope of the Siskiyou Mountain, and a short delay will be occasioned here by an unfinished piece of trestling. When this is completed, which will be within a week, it is said, tracklaying will be continued to the entrance of Siskiyou tunnel.
    Boring is well under way at both ends of Tunnel 2, in the Siskiyou. At the east end the Burleigh drills are in use and making good time. The drills at the west end are to be worked by compressed air conveyed in pipes over the ridge from the compressor at the east end--a distance of some 1700 feet, and the pipe was being laid the forepart of the week. The rock in which the drills are working now is hard granite, and it is likely that very little timbering will be required in this tunnel.
    The railroad company run a locomotive along the track every day between Sisson and the front at Siskiyou Mountain, to see that the track is in good order and everything all right for the regular passenger and freight trains. The Southern Pacific, after making through connection between San Francisco and Portland, will probably run the Oregon express from San Francisco by way of Sacramento, Marysville and Chico, to Red Bluff, instead of the route across Yolo and Colusa counties via Willows and Williams from Davisville.
    The editor of the Ashland Tidings recently made a hurried trip to the site of the second tunnel in the Siskiyous. In giving an account of his trip he says: It is high up on the mountain ridge, almost directly back of Barron's upper farm house. A good wagon road has been made from the stage road at that point up to the tunnel, as well as one from the toll house around on an approximate level with the grade. The grading forces are rapidly carving out and building up the line of road bed, and will no doubt have it ready for the track before the tunnel work is completed. Mr. Hinkle, superintendent of the tunnel work, was in charge of operations. Jack Hagerty, chief engineer, was laying the air-tubes over the mountain from the east to the west end of the tunnel to supply the force for the drills at the west end from the engine and compressors at the east end. Mr. Royce, who is bookkeeper, and in charge of the office and storehouses, was engaged in moving stores to allow of repairs in the buildings, consequent upon the latter having been shot full of holes by blasts a short time before. Mr. Hubbard is timekeeper at the tunnel. The work already done here by the grading forces reveals the character of the difficult and remarkable piece of engineering required at this point, and a clear description of it will be attempted in a future issue. The force of axmen clearing the right of way has been increased lately, as the graders were crowding too closely upon the heels of the clearing.
Oregonian, Portland, July 7, 1887, page 6


    T. C. Powers of Big Butte, while working on the Siskiyou Mountain, cut his foot quite severely lately.
    Three carloads of work horses belonging to Hale & Smith, the tunnel contractors, passed up the valley last week, en route to the Siskiyous.
    The railroad surveyors have finished their work in the Siskiyous and started for lower California this week. The beginning of the end is near.
    Deputy Sheriff Crosby arrested a Chinaman last week for violating the opium law. He had three trials, but was finally discharged, none of the juries agreeing.
    The Chinese on the Gold Hill railroad section have been supplanted with white men. Our sentiments agree with those of our friend Barlow, and he says "good enough."
"Here and There," Democratic Times, Jacksonville, July 8, 1887, page 3


    Julius Schmitt, who is now in the employ of the railroad company on the Siskiyou Mountain, was in town on the 4th.
"Personal Mention," Democratic Times, Jacksonville, July 8, 1887, page 3


    There is a large amount of masonry work to be done for the railroad between the summit and Ashland--many culverts and arches, some of them being quite extensive. Col. Scobie, the masonry contractor, has six different camps of men in his employ along the line. His own headquarters are at Dollarhide's.
    The new depot at Hornbrook, which is much smaller than the Montague depot, is about completed. There seems to be some doubt whether a depot will be built at Willow Creek, the railroad evidently desiring to have the Linkville, Eastern Oregon, Shovel Creek and Butte Creek business come to the Montague depot.--[Journal.
    The S.F. Bulletinsays a noticeable feature of this summer's travel is the number of people who are passing their vacation camping out. The woods around Sisson's are full of these, and travel in consequence over the California and Oregon road is very brisk. The hotels in that portion of the state also report a good business.
    The Southern Pacific has sent East an order to the Pullman Palace Car Company for seventeen sleeping cars of the latest design. They have also ordered twenty-eight first-class coaches and 300 box cars, the cars to be of twenty-five tons capacity. An order has been sent to Sacramento for 300 flat cars of twenty-five tons capacity, and six baggage and express cars.
    It is not known yet just how and where the road will be built to a junction with the track near Ashland, but it is believed connection will be made with the end of the track in Walker's field. This would suit property owners northeast of that point, who have been afraid a detour would be made out through John Walker's place and through the old Fordyce place, to make connection near the depot. The old track as it stands has been accepted by the government out to the 245th mile station (the end of the track), and that fact may decide the matter.
    Hale & Smith, who had the contract to excavate the 1200-foot tunnel, locally known as Tunnel 2, have surrendered the contract and the tunnel work is being prosecuted by the company. Hale & Smith will complete the Siskiyou tunnel, of which somewhere between 600 and 700 feet yet remain to be cut. They also take a contract to grade three miles of the road bed below all the tunnels, on the lowest of the three lines of track back of Barrows. They have already begun this latter work. On this lowest line a bridge is to be built across the slough back of Barron's which will require as much masonry work as the bridge across Klamath River. Col. Scobie, the masonry contractor, moved a camp of men to that point this week, and has begun the stone work.
Ashland Tidings, July 8, 1887, page 3


    Overland travel continues large. Five coaches came in loaded from California Wednesday evening.
    As a result of the half-fare rates, the O.&C.R.R. did a large local business all along the lines, both east and west side.
"Brevities," Ashland Tidings, July 8, 1887, page 3


    The Bulletin describing the railroad route from the northern boundary of California to Ashland says it is through a country mountainous, rugged and picturesque. The canyons are rocky and steep, and dense forests of pine and spruce cover the mountainsides. The road is completed going north, to Lower Cole's station, just a quarter of a mile from not only the boundary of Siskiyou County, but of California and Oregon. Ashland, twenty miles north, over the intervening Siskiyou Range, is the point to which the southbound road is finished. Between and above these points the mountain range rises nearly 3,000 ft., to a total eminence of 4,500 feet. The grading has been a most difficult feat of engineering. Chief Engineer Hood has been on the ground much of the time. At one point the grade to the summit tunnel is 174 feet to the mile, the greatest grade anywhere on the Southern Pacific. Technically, in engineering phraseology, it is known as a "three-three" grade, which signifies that there is a rise of 3.3 feet in 100 feet. The steep Techachapi grade is much less than this, being only 116 feet rise to the mile. Lower Cole's station is at the head of the pretty valley of Cottonwood. The road after leaving there enters a series of canyons, and then winds about the mountainsides, up and up for eight and a half miles, when the greatest altitude is reached. Here a high, rugged ridge blocked the way. The stage road passes over it, but for the railroad it was pierced by a tunnel 3,100 feet in length. The altitude of the tunnel is 4,070 feet, while that of Lower Cole's, only eight and a half miles away, is 2,870 feet. The average grade between these points is 140 feet to a mile. Beyond the tunnel a gradual winding descent begins. So tortuous and curving is the railroad grade that the stage road, though it goes higher on the ridge, is shorter.
    Six-horse stage teams now carry many passengers over the picturesque road. The scenery is charming. There are glimpses of the Klamath River and Cottonwood Creek, of snowcapped Mt. Shasta, fifty miles to the southeast, and Squaw Peaks to the southwest, and the summits of Goose-neck and Sheep Rock between Shasta and Klamath River. The ride over the ridge and down to Ashland only takes about five hours. The country is wild and unsettled, abounding in all kinds of game. There is little to attract settlement here. It is the middle ground between the vast fertile sections north and south.
Ashland Tidings, July 8, 1887, page 4


    Lots of bad whiskey, rows, accidents, &c., at the railroad front.
"Brief Mention," Rogue River Courier, Grants Pass, July 8, 1887, page 2


    Five carloads of Chinamen bound for the railroad front passed up the track on a special freight yesterday.
"Local and Personal," Rogue River Courier, Grants Pass, July 8, 1887, page 3


    Col. Stone has eight six-horse stages running regularly over Siskiyou Mountain (four each way) to accommodate the overland travel, with two more six-horse turnouts in readiness at each side, if needed. On one trip about a week ago seven stages were needed to haul the extra crowd on the train.
"Local Brevities," Roseburg Review, July 8, 1887, page 3  Reprinted from the Democratic Times of July 1, page 3


    SAN FRANCISCO, June 30.--The end of the track on the California & Oregon is now within a very short distance of the summit tunnel. The present terminus at Cole's is to be made the basis of operations until connection is made with the line at Ashland.
"Railroad Rumors," Oregon Statesman, Salem, July 8, 1887, page 2


    H. E. Baker, a leading business man of Medford, Or., is in town. He came down via the now almost completed California and Oregon Railroad, and said that he was surprised at the activity shown in the various towns on the road.
    "The grading on this side of the Siskiyous is now just about completed, and almost the entire force of graders, numbering 6,000 or 7,000 men, has been transferred to the other side. The track will be laid up to the Siskiyou tunnel by next week, anyhow. Then the staging will be reduced to twelve miles.
    "At Montague, the new town fifty miles beyond Sisson's, eight or ten good buildings are under way, including a large warehouse, and an extensive two-story depot is also being put up.
    "It is very lively at Sisson's, where various new stores are being pushed forward. Here, too, the railroad company is building a large station and eating-house. A good many immigrants are now locating in Shasta and Siskiyou counties. Redding is very active. I didn't know so much was doing along there till I took a look at these towns.
    "The Umpqua Valley in Southern Oregon raises the finest wool on this coast, and the spring yield is larger than ever before--250,000 pounds. The Rogue River Valley, next to it, produced 50,000. Eastern Oregon produces each clip about 300,000 pounds, too; if anything a little more, but it is not the natural sheep country that the Umpqua country is.
    "The biggest grower in that section is James Chenoweth, of Oakland. He had last spring 10,000 sheep, and there are a number who have from 1,000 to 3,000 or 4,000 each."
San Francisco Examiner, July 8, 1887, page 8


    Several minor accidents have occurred at the tunnels within the past week, but nothing more serious than scalp wounds resulted.
    There is a large amount of masonry work to be done for the railroad between the summit and Ashland--many culverts and arches, some of them being quite extensive. Col. Scobie, the masonry contractor, has six different camps of men in his employ along the line. His own headquarters are at Dollarhide's.
    It is not known just how and where the road will be built to a junction with the track near Ashland, but it is believed connection will be made with the end of the track in Walker's field. This would suit property owners northeast of that point, who have been afraid a detour would be made out through John Walker's place and through the old Fordyce place, to make connection near the depot. The old track as it stands has been accepted by the government out to the 245th mile station (the end of the track), and that fact may decide the matter.
    Hale & Smith, who had the contract to excavate the 1200-foot tunnel, locally known as Tunnel 2, have surrendered the contract, and the tunnel work is being prosecuted by the company. Hale & Smith will complete the Siskiyou tunnel, of which somewhere between 600 and 700 feet yet remain to be cut. They also take a contract to grade three miles of the roadbed below all the tunnels, on the lowest of the three lines of track back of Barron's. They have already begun this latter work. On this lowest line a bridge is to be built across the slough back of Barron's which will require as much masonry work as the bridge across Klamath River. Col. Scobie, the masonry contractor, moved a camp of men to that point this week, and has begun the stone work.
Morning Oregonian, Portland, July 12, 1887, page 6


    A carpenter, known as "Little Joe," employed in the carpenters' camp at White Point, on Siskiyou Mountain, was accidentally shot by a man named Sullivan, a blacksmith in the same camp, and it is thought fatally wounded.
"Telegraphic Brevities," Sacramento Daily Record-Union, July 12, 1887, page 4


    There are two short tunnels to be constructed by the company of about 450 feet each, numbers 15 and 16, in continuation of the numbering from Redding, the big Siskiyou tunnel of 3,100 feet being 13 and the 1,200-foot tunnel being 14. It seems almost impossible to finish the entire gap inside of four months, but judging from the amount of work completed from the Sacramento River to Strawberry Valley inside of four months, this can be easily accomplished in the same time by the present force engaged. Before the snow flies again we may expect to see the rails laid for through connection.
    The right of way men have their hands full in cutting through dense timber, with the graders close up to them. Scobie is rushing the masonry work as fast as possible, and found the country so rough and impossible to haul cement over that drystone culverts had to be built.
Sacramento Bee, Redding, July 12, 1887, page 1


    Chinamen are still being shipped to the railroad front. Several hundred went south on last week's freight train.
"Here and There," Democratic Times, Jacksonville, July 15, 1887, page 3


    A Chinaman was killed on the Siskiyou Mountains last week by a blasting accident. The body was buried here.
"Local Notes," Democratic Times, Jacksonville, July 15, 1887, page 3


     Sheriff Dean has been at the railroad front on different occasions and is doing much to quell lawlessness in that vicinity.
"Personal Mention," Democratic Times, Jacksonville, July 15, 1887, page 3


    Col. Jas. Scobie, the masonry contractor, made a flying trip to town again this week.
    One of Hale & Smith's railroad grading camps moved down as far as Neil Creek canyon last Saturday, where they have begun work on the grades.
    Several carloads of Chinese came out from Portland last week to work at the railroad front. Another lot from Galice Creek and other places came up Wednesday morning to work at the tunnel.
    The Yreka Journal correspondent says that avoiding all accidents and delays it will take at least 4 months to complete Tunnel 2 in the Siskiyous, and all other tunnel work will be completed long before that.
    Col. D. H. Haskell, right of way and town site agent of the Southern Pacific Company, has returned to San Francisco. He succeeded in securing the right of way down to and through Gen. Tolman's ranch for the railroad.
    A report that the Chicago & Northwestern R.R. had made a secret survey of a line of railroad to Boise City, I.T., through Southeastern Oregon, Northern California and on to San Francisco has been denied by officials of that road at San Francisco.
    A San Francisco dispatch of July 7th says: The railroad column of a morning journal contains the following: "Potter's recent move in ordering the routing of freight for Montana, Utah and Idaho via Portland will precipitate construction on the new line of the Southern Pacific Company, which is intended to head off the Oregon Short Line, by which latter road the Union Pacific is now carrying freight to and from this city. At present the Southern Pacific Company is powerless to fight for the business of the northwestern territories, but it has projected a line, which it will now make haste to build, and which will again give it a fair share of this desirable traffic. This branch is to leave the California and Oregon at or near Fort Scott in Northern California, and is to run northeasterly through Eastern Oregon to a junction with the Northern Pacific at a point not yet determined on. This section of country has received but little attention until the present time, but it is now spoken of as a land rich in natural resources and capable of supporting a large population.
Ashland Tidings, July 15, 1887, page 3


    A correspondent at the tunnel sends the following:
    What came near being a fatal accident occurred here at 5:15 a.m. this morning. The night shift had just fired nine blasts in the heading and Chas. Castle and M. M. Marks went forward with the air hose. Castle was some four feet beyond the timbers and Marks was standing by the last post, when rocks from the roof fell striking Castle on the left shoulder and in the back, which knocked him breathless to the bottom of the tunnel. Marks was hit on the head--left hand cut in five places--his right foot was caught between two rocks and held until relieved by comrades. The wounded men were taken to camp and every needed attention was given them. Marks was able to resume work Tuesday, but it will be some time before Castle will be able to man the drill machine.
    Work at the tunnel is steadily progressing--another set of timbers went up today. We have a nice quiet camp and everyone seems to tend to his own business. All are anxious to see the road completed, when trains can whistle through the Siskiyous, connecting our states with iron bands--an object long desired.
Ashland Tidings, July 15, 1887, page 3


    Will Heasley and Wm. Orr have gone to the railroad front.
    Charley Taylor, who has been working on the railroad in the Siskiyous for the past year, paid his family, in this city, a visit last week. He reports times lively at the front, plenty of work and good wages.
    Only 700 feet of the Siskiyou tunnel remain uncompleted.
"People We All Know," Rogue River Courier, Grants Pass, July 15, 1887, page 3


    There are yet two short tunnels, each about 450 feet in length, to be constructed before the Oregon road is completed.
"Notes and News," West Side Telephone, McMinnville, Oregon, July 15, 1887, page 2


July 8.
    The track will be graded up to the Siskiyou tunnel this week, and then staging will be reduced to twelve miles.
"Telegraphic Summary," Oregon Statesman, Salem, July 15, 1887, page 3


    The Chinamen are very belligerent along the railroad, says a Jacksonville paper. While having some kind of ceremonies the other day a strange Chinaman tried to ring and and was summarily killed. He was first shot and then stabbed.
"Oregon News," Oregon Scout, Union, Oregon, July 16, 1887, page 7


    A correspondent writing to the Ashland Tidings, under date of July 11, from North Division Siskiyou Tunnel, says:
    What came near being a fatal accident occurred here at 5:15 a.m. today. The night shift had just fired nine shots in the heading and Charles Castle and M. M. Marks went forward with the air hose. Castle was some four feet beyond the timbers and Marks was standing by the last post when rocks from the roof fell, striking Castle on the left shoulder and in the back, which knocked him breathless to the bottom of the tunnel. Marks was hit on the head, left hand cut in five places, his right foot was caught between two rocks and held until relieved by comrades. The wounded men were taken to camp and every needed attention was given them. Marks was able to resume work Tuesday, but it will be some time before Castle will be able to man the drill machine.

    Ten Chinese gangs, about 300 men, employed in the grading force at the Siskiyou Mountain, struck on the 18th. The Chinamen were engaged in Portland, and claim that Sisson & Crocker, who are contractors for all Chinese labor, agree to furnish free transportation from Portland to the work. Yesterday, however, Sisson & Crocker's paymaster, in paying them, deducted $4 from each man's wages for railroad fare from Portland. This they refused to pay; also refusing to go to work again until they were paid in full.
Democratic Times, Jacksonville, July 22, 1887, page 2


    A dispatch from the Siskiyou Mountain, dated the 18th, says a Chinese gambling and opium den at that place was raided by a deputy sheriff and posse. Many shots were exchanged, and a few tough customers and a prostitute were wounded. The Chinese had established a gambling and opium hell near the grading camps, and have caused much trouble and annoyance. The company decided to break it up, and that evening a well-organized raid took place, and the Chinamen were driven out of their headquarters. Attorney Colvig immediately went up to investigate the matter, returning Wednesday, but has not come to any conclusion as yet. The report that anything had been stolen in the raid is declared to be entirely without foundation.
Democratic Times, Jacksonville, July 22, 1887, page 3


    We received a pleasant call from G. H. Tyler, who is in charge of Fountain & Holmes' store on the Siskiyou Mountain, last Monday.
    Boyd & Wheeler, who keep one of the best saloons at the railroad front, and retail the finest wines, liquors and cigars, were granted a license by the county commissioners at their last term.
"Here and There," Democratic Times, Jacksonville, July 22, 1887, page 3


    Hale & Smith, who had the contract to excavate the 1200-foot tunnel on the O.&C.R.R., locally known as Tunnel 2, have surrendered the contract, and the tunnel work is being prosecuted by the company. ["Tunnel 2" is apparently a local name for Tunnel 14.] Hale & Smith will complete the Siskiyou tunnel, of which somewhere between 600 and 700 feet yet remain to be cut. They also take a contract to grade three miles of the roadbed below all the tunnels, on the lowest of the three lines of track back of Barron's. They have already begun this latter work. On this lowest line a bridge is to be built across the slough back of Barron's, which will require as much masonry work as the bridge across Klamath River. Col. Scobie, the masonry contractor, moved a camp of men to that point last week, and has begun the stonework.
"General Notes and News," Democratic Times, Jacksonville, July 22, 1887, page 4


    On Monday night last some fifty or sixty armed men made an attack upon the Chinese in a camp near the Siskiyou toll house. Some of the Chinese endeavored to defend themselves, and the men began a reckless firing with rifles, guns and revolvers. Bullets whistled about in every direction, and some narrow escapes of persons in neighboring camps are reported. In one tent a Chinaman was beaten over the head by brutes who broke a gunstock to pieces without actually killing him, but left him with a fractured skull. One Chinaman was shot in the back and a Chinese woman was shot in the thigh. One white man is reported to have been wounded, probably fatally, but, strangely enough, he cannot be found now. The personal property of the Chinese was destroyed as far as possible and the Chinamen claim that they were robbed of several hundred dollars in United States coin. A dispatch from the Siskiyou Mountain to the Oregonian says this was a well-executed raid upon the Chinese by a deputy sheriff and his posse for the purpose of breaking up a gambling and opium-smoking den that has been causing the railroad contractors trouble, but there seems to be a mystery somewhere in the matter, for the deputy sheriff, Crosby, now declares positively that he had nothing to do with it, and nobody knows anything about why it occurred or who composed the raiding party. The facts will probably be developed before the case is disposed of, but however composed, and for whatever purpose it acted, the crowd committed an unpardonable outrage against the laws of Oregon and the honor and justice of the government of the United States, to say nothing of the principles of common humanity which are presumed to regulate the actions of men in a civilized community.
    (A later report is that one Chinaman was fatally wounded or killed, and carried off. The Chinese have been searching for his body, but cannot find it. He may have been the one carried off and reported at first to be a white man.)
Ashland Tidings, July 22, 1887, page 3


    The passenger travel on the C.&O. road adverages about 65 over the Siskiyou Mountain each day, which is about double the travel Col. Crocker expected. When the road is completed there will be at least 100 through passengers every day each way.--[Journal.
"Brevities," Ashland Tidings, July 22, 1887, page 3


    Three Chinamen were killed and robbed on the Siskiyous, and another wounded, Monday night. They had been paid off, hence the robbery.
"Local and Personal," Rogue River Courier, Grants Pass, July 22, 1887, page 3


    Chas. Tremble and Mr. Roe returned home on Sunday from the Siskiyou tunnel.
"People We All Know," Rogue River Courier, Grants Pass, July 22, 1887, page 3


    Six hundred Chinamen and one hundred and twenty-five Swedes were shipped from the north to the railroad front on the Siskiyous a few days ago.
"State and Territory," Willamette Farmer, Salem, July 22, 1887, page 5


    Last Monday a Chinese den was raided at Siskiyou Mountain by a deputy sheriff. Several shots were exchanged, and some blood spilt.
"Current Events," State Rights Democrat, Albany, Oregon, July 22, 1887, page 3


    ASHLAND, Or., July 19.--At about 11 o'clock last night, while the Chinese laborers from the Siskiyou tunnel and the railroad works were quietly enjoying themselves in the tent store of Charley Din near the toll house, a mob of about thirty white men broke into the store, the object being robbery. In the melee that followed part of the tent was burned up, and one Chinaman's skull was fractured by being beaten with a shotgun. One Chinaman was shot in the shoulder. One Chinese woman was shot, inflicting a flesh wound in the thigh. One hundred and fifty shots in all were fired. One ball lodged in a man's bunk two hundred yards away. Col. Scobie, the masonry contractor, declares that the screams of the terrified Chinamen were simply terrible. The wounded men were cared for by Dr. Parson, of Ashland, and they will probably survive.
Oregon Statesman, Salem, July 22, 1887, page 1


    Engineer Joe Hood and party left Siskiyou Mountain on the 11th. They have completed the final location of the line and made a connection with the Oregon and California Railroad at Ashland. They will proceed directly to Shingle Springs to locate the line from there to Placerville, which the company contemplates building at once.
    The Ashland Tidings says Col. D. H. Haskell, right-of-way and town-site agent of S.P.R. Co., has secured right of way down to and through Gen. Tolman's ranch in that vicinity.
    An 80-ton engine as a pusher is now used constantly every day, in helping the train up to Cole's, and both leader and pusher have to puff considerably in making the journey between Hornbrook and Cole's, where the grade is from 160 to 175 feet to the mile.
    From the top of Siskiyou Mountain to Ashland, it is about thirteen miles by stage road, but from same point in the tunnel the railroad track will be all of 24 miles, or nearly double the distance, forming a more extensive letter S than the one at Big Canyon between Sisson and Soda Springs on the Sacramento River.
    Col. Scobie expects to finish all the masonry work on the road to Ashland by the 1st of September, and it is expected the road will be finished to a connection about two months after that.
    The passenger travel on the C.&O. road averages about 65 over Siskiyou Mountain each day, which is about double the travel Col. Crocker expected. When the road is completed there will be at least 100 through passengers every day each way.
    The Yaquina Bay route is a strong competing line to San Francisco, in running trains from Portland to Yaquina Bay, from which point three steamers are kept busy taking passengers and freight to and from San Francisco.--Journal.
Republican Free Press, Redding, California, July 23, 1887, page 2


    SISKIYOU MOUNTAIN, July 20.--Two tunnel accidents occurred here today. In the south end of the Siskiyou tunnel the staging on which the men were working gave way, precipitating them to the ground and injuring several. Halpin, the foreman of the south end tunnel, had his shoulder dislocated, and was cut and bruised about the head. Chas. Whitney was bruised and injured internally, and lies in a critical condition. In the south end of the tunnel a rock fell from the roof of the tunnel, injuring two men. Tom Tracy, foreman, was severely bruised, and D. N. Benton's leg was broken.
Sonoma Democrat, Santa Rosa, California, July 23, 1887, page 3


WANTED--MACHINE DRILLMEN for Siskiyou tunnel, $3.40 per day; muckers for same, $3.37½; teamsters for grade, $40 per month and board. Apply to A. MITCHELL, International Hotel.
San Francisco Chronicle, July 23, 1887, page 2


WANTED--MACHINE DRILLMEN and muckers for Siskiyou tunnels. For particulars apply to A. MITCHELL, Inernational Hotel, Kearny Street, near Jackson.
20 TEAMSTERS WANTED for railroad work; wages $40 per month and board. Apply to A. MITCHELL, Inernational Hotel, Kearny Street, near Jackson.
San Francisco Examiner, July 27, 1887, page 6


    A large amount of earth fell down into Tunnel 2, just after a blast went off, and a serious accident to the employees almost resulted.
    The survey of the railroad from the Siskiyou tunnel to Ashland is twenty-two miles in length, nearly double the distance of the stage road.
    It is rumored that one of the white men engaged in the recent raid upon the Chinese on the Siskiyou Mountains was killed by the Celestials and spirited away.
    One of the Chinamen who was wounded in the recent raid made by a party of white men died one day this week and was buried in the Jacksonville cemetery Wednesday.
    Ham Wolters and Mr. Young are among the most popular dispensers of liquid refreshments at the railroad front. They keep the best of wines, liquors and cigars, and treat all who call in a royal manner. ["Young's Saloon" is visible in the famous photo of the community at Tunnel 13.]
    It is denied that the railroad company or any deputy sheriff had anything to do with the recent attack made by the whites on a Chinese camp in the Siskiyou Mountains. The matter will likely be thoroughly investigated and perhaps brought before the grand jury. The Chinese who were thus assailed are said to be a vicious set of fellows.
    E. K. Breitman, who has been in the van of railroad construction ever since the railroad left Redding, is now located on the Siskiyou Mountain with a full assortment of supplies, including liquors and cigars, and also keeps an excellent hotel, where the best of meals can be obtained at the lowest price. Breit. knows how to treat his customers and is well patronized.
    Two tunnel accidents occurred last week at the south end of the Siskiyou tunnel. The staging on which the men were working gave way, precipitating them to the ground and injuring several. Halpin, the foreman in the south end, had a shoulder dislocated and was cut and bruised about the head. Charles Whitney was cut and bruised and injured internally. He lies in a critical condition. In the south end rock fell from the roof of the tunnel, injuring two men. Tom Tracy, foreman, was severely bruised, and D. N. Benton has a leg broken.
"Here and There," Democratic Times, Jacksonville, July 29, 1887, page 3


    Sheriff Dean has been on the Siskiyou Mountain collecting poll tax from the multitude of Chinese at the front.
    Our popular young friend Ed. Wheeler, of Yreka, Cal., was at Ashland last Friday. He is now tarrying on the Siskiyou Mountain.
"Personal Mention," Democratic Times, Jacksonville, July 29, 1887, page 3


    W. Hartman, David Law and Mr. Higgins were seriously injured a few days since, by an explosion at Siskiyou tunnel.
"Local Notes," Democratic Times, Jacksonville, July 29, 1887, page 3


    A station for the head of the valley will be located on the Houck place, and a side track has already been surveyed. It will accommodate a goodly number of people south of here.
    "Last spike" celebrations and ceremonies have been rather below par in the Northwest since the Villard bubble burst, but as the completion of the coast line of the Southern Pacific railroad will be accomplished under the auspices of a solid financial institution, perhaps it will be in order to have the last spike at Ashland driven with due pomp and circumstance next fall.
    The tunnel work at the second tunnel in Oregon, now being prosecuted by the railroad forces, is moving along satisfactorily, it is said. The rock is hard at both ends, but the average progress is about five feet per day at each end.
    The largest camp on the line is that of D. J. Sullivan, who has charge of the grading forces in the vicinity of Tunnel 2.
    Some of Scobie's masonry forces are at work north of Neil Creek, preparing the foundations for some of the numerous stone culverts required along the line.
Ashland Tidings, July 29, 1887, page 3


    No steps have been taken toward bringing to justice the men participating in the outrage against the Chinese at the toll house. The officers of the law say they have not evidence enough to warrant them in making a move, and appearances indicate that the transgressors are in no danger from Oregon law. Consul Bee came up from San Francisco last week, and investigated the case. Whether or not he will make a claim against the government for damages is not yet reported.
Ashland Tidings, July 29, 1887, page 3


    The breaking of an axle of the engine on the Oregon express northbound on the C.&O.R.R. Monday morning delayed the northbound train three hours beyond the usual starting time in Ashland Monday evening.
"Brevities," Ashland Tidings, July 29, 1887, page 3


    Report reaches this office just as we are ready to go to press that a landslide has filled the Siskiyou tunnel with dirt and rock. Nine set of timbers are supposed to be down. This will undoubtedly delay the time of connecting the two roads.
"Local and Personal," Rogue River Courier, Grants Pass, July 29, 1887, page 3


July 21.
    The striking Chinese, about 300 in number, have resumed work on the O.&C.R.R. at Siskiyou Mountain.
"Telegraphic Summary," Oregon Statesman, Salem, July 29, 1887, page 3


    THE SISKIYOU TUNNEL.--The forces of the Southern Pacific railroad company are now within fourteen miles of Ashland by the wagon road, but there is some difference in the distance by a straight line. Track is laid up to the Siskiyou tunnel, but no station has been made there as there is no available place. Consequently the four big six-horse stage coaches run daily between Ashland and Cole's. Work on the remaining 500 feet of the tunnel is being pushed with great rapidity. Not a minute of the twenty hours in a day, or the seven days in a week, is lost. Three shifts are at work, changing every eight hours. It is claimed that 5,000 men are employed in the tunnel, 3,000 of whom are Chinese, according to Wing Sing, the Chinese contractor.
Oregon Statesman, Salem, July 29, 1887, page 6


    The survey of the railroad from the Siskiyou tunnel to Ashland is twenty-two miles in length, nearly double the distance of the stage road.
    A station for the head of the valley will be located on the Houck place, and a side track has already been surveyed, says the Ashland Tidings.
    The tunnel work at the second tunnel on the Oregon & California extension now being prosecuted by the railroad forces is moving along satisfactorily, it is said. The rock is hard at both ends, but the average progress is about five feet per day at each end.
    Ashland paper: The largest camp on the line is that of D. J. Sullivan, who has charge of the grading forces in the vicinity of Tunnel 2. Some of Scobie's forces are at work north of Neil Creek, preparing the foundations for some of the numerous stone culverts required along the line.
Morning Oregonian, Portland, August 2, 1887, page 3


    T. M. Rowe, who has been visiting his family for the past few weeks, will return to the Siskiyou tunnel and resume his position in a short time.
"Josephine County Items," Democratic Times, Jacksonville, August 5, 1887, page 2


    A man by the name of McDonald was arrested and brought down to Ashland from the Siskiyous for beating a Chinaman in a severe manner. He pleaded guilty to the charge and was fined $10 by Justice Eubanks.
    The average time on the O.&C. between Portland and Ashland, including stoppages, is between twenty-one and twenty-two miles per hour. Much faster time is made, however, if the train should run past the small stations without stopping, as will be done by the through trains at least part of the road after the line is completed.
    Quite a sensation was caused at the railroad works on the Siskiyou Mountains one day recently by the arrest of a couple of young ladies from Ashland, as also two young men doing business at the former place for parties of Yreka, Cal. After some difficulty the affair was mutually settled with the parent of the young ladies at no little expense to the young men.
    The engine boiler used at the north end of the Siskiyou tunnel blew up last week and demolished the buildings, injuring the engineer quite seriously. The accident will probably delay the finishing of the tunnel for about 10 days, which was expected to be completed in six weeks. The 1,200-foot tunnel, further north, will probably not be finished before the last of November, but all the other tunnels will be completed by the middle of September at the latest.--Yreka Journal.
"Here and There," Democratic Times, Jacksonville, August 5, 1887, page 3


     Burb. Brockway, who is in charge of J. B. Riddle's business on the Siskiyou Mountain, went to Roseburg Wednesday, but will return in a short time.
"Personal Mention," Democratic Times, Jacksonville, August 5, 1887, page 3


    A big fire is raging on the south side of the Siskiyou, and it is destroying much valuable timber.
    Sheriff Dean and deputies have collected several hundred dollars in poll tax from the Chinese on the Siskiyou.
    A license has been taken out by certain parties to conduct a hurdy-gurdy house on the Siskiyou Mountain, paying $100 for the privilege.
    M. F. Hull, who has been in charge of Ad Helms' store on the Siskiyou Mountain, has returned to Foots Creek and taken a wood contract from Olsen & Jones.
"Local Notes," Democratic Times, Jacksonville, August 5, 1887, page 3


    A runaway accident on Bailey Hill, near Henley, Friday, was the cause of Lewis Niles receiving injuries of a most serious nature. The rope controlling the brake gave way while descending the hill, frightening the team beyond control. Niles fell from the wagon and a wheel passed over his left ankle, crushing it. The ridge on his left shoulder blade was fractured and he sustained several bruises on the chest and back. Niles is well advanced in years, and it will take him several weeks to recover.--[Yreka Union.
Ashland Tidings, August 5, 1887, page 3


    Replying to questions concerning the plans of the Southern Pacific railroad in Oregon, Vice-President Crocker states that the officials of that road have no plans outlined for the immediate future. All their energies are exerted toward completion of the line over and through the Siskiyou Mountains. Work on the remaining 500 feet of the tunnel is being pushed with great rapidity. Not a minute of the twenty-four hours in the day, or the seven days in the week, is lost. Three gangs are at work, changing every eight hours.
    With reference to the proposed line through Eastern Oregon, he states that surveyors are still in the field, but they have not yet made sufficient progress to enable the directors of the road to formulate plans for a line through that region, if it should be deemed advisable to build there.
    He again takes occasion to say that the Southern Pacific has not, nor has had in contemplation the building of a line between Astoria and Portland. The point, however, spoken of will be of especial interest, at least to residents of the middle and upper Willamette Valley. He says the railroad officials are now under consideration a project of uniting the east and west branches of the Oregon & California Railroad. The beginning of the connecting link will be at Corvallis, on the west side, but just where connection will be made with the east side road has not been decided on. Construction will not be made immediately, but the statement is made that as to being made at a time not far remote it is certain.
Ashland Tidings, August 5, 1887, page 3


    Replying to questions concerning the plans of the Southern Pacific railroad in Oregon, Vice President Crocker states that the officials of that road have no plan outlined for the immediate future. All their energies are exerted toward completion of the line over and through the Siskiyou Mountains. Work on the remaining 500 feet of the tunnel is being pushed with great rapidity. Not a minute of the twenty-four hours in the day, or the seven days in the week, is lost. Three gangs are at work, changing every eight hours.
"Southern Pacific in Oregon," Roseburg Review, August 5, 1887, page 2



    SISKIYOU MOUNTAIN, Aug. 9.--Charles Keen, a teamster in the employ of the Southern Pacific Railroad Company, was shot fatally last night by C. H. Caldwell, keeper of a dance-house, located in "Bunchtown." Caldwell, jealous at the attentions paid by Keen to one of the women employed in his house, and having considerable "jersey lightning" on board, commenced quarreling with Keen. Keen said: "Go away. I want nothing to do with you." Caldwell walked off, but returning in a few minutes placed his arm around Keen's neck, and drawing a 38-caliber Smith & Wesson revolver from his pocket, placed the muzzle to Keen's abdomen, and fired. The pistol was held so close that the powder burned a large hole in Keen's clothes. Caldwell is a gambler and a notorious character at the "front," commonly known as "straight-edge." He is about 50 years old, and stands six feet and six inches in height. After being shot Keen wrestled the pistol from Caldwell, knocked him down and hammered him until exhausted from loss of blood. Caldwell then fled, but was captured at Cole's this afternoon. Sheriff Dean has gone to bring him back.
    A terrible accident occurred in the Siskiyou tunnel last night, in which seven men were seriously wounded. A blast had been fired, but all the charges did not go off. When the men returned, one struck it with a pick, when an explosion took place, knocking them off their feet, and covering them with rocks and debris. H. Cole, S. Cox, and R. Rommel received the worst injuries. Cole will probably lose an eye.
    A Chinaman had his head crushed in tunnel No. 2 today by a rock falling on him. Death was almost instantaneous.
    LATER.--Siskiyou Mountain, Aug. 10--Keen died last night at 10 o'clock.
    Justice Eubanks of Ashland, in the absence of Coroner Pryce, went to "Bunchtown" to hold an inquest, which was in progress at last accounts. The preliminary examination will be held at Ashland probably tomorrow.
Democratic Times, Jacksonville, August 12, 1887, page 2


    A man, name unknown, had a leg broken on the 8th, in the Siskiyou tunnel.
    Sheriff Dean and Assessor Childers have been at the Siskiyou on official business this week.
    The second tunnel north of the Siskiyou summit is a short one--the shortest on the line--and will be finished within a fortnight, it is said.
    The white man and the Chinaman who were hurt by side tunnel No. 2 caving in on them have both died.
    David Law, who was seriously injured not long since by an accident in big Siskiyou tunnel, has returned to this place, where he is improving.
    A railroad station for the head of Rogue River Valley, at the foot of Siskiyou Mountain, is to be established south of Ashland, to be called Houck station.
    One day last week about fifty laborers from the Siskiyou tunnel passed through this city, en route to Albany, where they expect to obtain employment on the O.P.R.R.
    Ad. Helms' store and C. Livingston's saloon, on the Siskiyou, were destroyed by fire early last Saturday morning, probably being the work of an incendiary. The store was insured.
    A report that the Chinese camp near the toll house would be raided one night last week caused much excitement among the Celestials, who had seven men on picket duty for a while. It proved a first-class canard, however.
    Some of the roughest characters imaginable have congregated on the Siskiyou Mountain, and it is a wonder that more crime needing the attention of the authorities does not come to the surface. Our sheriff and his deputies are quite vigilant, however, and are on the scene quite often.
    The roadbed of the C.&O. line has been closed within about eight miles of connection, but as the work is now through tunnels principally there is no chance to shorten staging or dispense with it, until connection is effected. When trains run through to Portland the trip from San Francisco can be made in thirty hours.
    The Yreka Journal says that the railroad company will probably commence work on the roundhouse at Dunsmuir, Shasta County, Ca., this week, and have a number of men now at work procuring sand for mixing up mortar. Dunsmuir is likely to be one of the most important places on the line, where a large force will be employed by the company to keep the regular train engines and extras needed as pushers over heavy mountain grades.
"Here and There," Democratic Times, Jacksonville, August 12, 1887, page 3


    District Attorney Colvig has gone to the scene of the Keen murder on the Siskiyou and will thoroughly investigate it.
    N. F. Steadman has been assisting Scobie in the masonry on the Siskiyou. He has also been acting as deputy sheriff.
"Personal Mention," Democratic Times, Jacksonville, August 12, 1887, page 3


    Charles Keen, a teamster in the employ of the railroad company, was fatally shot by Chris. Caldwell last Monday night at that headquarters of vice on the railroad called "Helltown." Caldwell is a saloon keeper there who is well known throughout Southern Oregon as a desperate man. He was arrested recently for keeping a concert saloon or dance house without a license as required by the state statutes, and was held in $100 bonds to appear before the next grand jury. Some other parties paid the license of $100 per month which gives them authority to maintain the vile institution, and it was at this dance hall that the shooting occurred. The incentive of the crime is said to have been jealousy over one of the women of the place. Caldwell approached Keen in the hall sometime before night and began abusing him. Keen was unarmed and would probably have been shot then but bystanders disarmed Caldwell. The latter went to his saloon, a short distance away, and procured another pistol. Returning to the hall he met Keen at the door and, throwing his left arm around his neck, pressed the muzzle of the pistol against his abdomen and fired. The shot tore a terrible hole through the body of its victim, but, in spite of the deadly wound Keen knocked Caldwell down before he fell himself. Caldwell picked himself up and ran off. Keen died late Tuesday night, or early Wednesday morning. He seems to have been a favorite among the men up there, and a crowd was soon ready to avenge his cowardly murder by lynching Caldwell if they could catch him. Sheriff Dean was up in the mountains at the time, and was soon informed that Caldwell was on the other side of the mountain near Cole's and that he was ready to permit himself to be arrested. Caldwell is immensely tall and slim and so peculiar a figure that he knew it would be impossible to long evade arrest. He was afraid of being lynched if he should stay there, and was glad to be taken by the sheriff. Sheriff Dean, with his deputies, Steadman and Crosby, arrested him Tuesday night at Cole's and brought him to Ashland the same night.
    An inquest was held upon the body Wednesday afternoon before a jury summoned by acting Coroner J. S. Eubanks, and the following is a copy of their verdict:
    In the matter of the inquisition upon the body of Charles Keen, deceased, before J. S. Eubanks, justice of the peace and acting coroner:
    We, the undersigned, the jurors summoned to appear before J. S. Eubanks, justice of the peace and acting coroner of the county of Jackson, state of Oregon, on the 10th day of August, 1887, at Helltown, on the Siskiyou Mountain, Jackson County, Oregon, having been duly sworn according to law to inquire into the cause of the death of one Charles Keen and having made such inquisition, after inspecting the body, and having the testimony adduced, upon our oaths each and all of us do say: That we find the deceased was named Charles Keen, was a native of the state of Missouri, aged about 32 years, that he came to his death on the 10th day of August, 1887, from a gunshot wound inflicted upon him by a pistol held in the hand of one Chris Caldwell, on the night of the 8th day of August, 1887.
    Caldwell is a hard case. He is familiarly known as old "Straight-Edge." He was formerly a resident of Josephine County, and at one time was a candidate for the Oregon legislature. Charley Keen, the murdered man, is said to have been a good-hearted fellow of manly instincts, and was popular with those among whom he was known along the road. He had no relatives in this state.
    The body was brought to Ashland Wednesday evening and was buried in Ashland cemetery Thursday, a number of men from the railroad being in attendance.
    Caldwell was arraigned before Justice Eubanks of this precinct at his office in Ashland yesterday, and his examination is in progress as the Tidings goes to press, District Att. Colvig and Judge DePeatt representing the state and J. T. Bowditch, the defendant. The prisoner was held without bail.
Ashland Tidings, August 12, 1887, page 3


    The "boys" at Tunnel 2 occasionally indulge in a game of football, and last Sunday while a man by the name of Chas. Funk was in a tree attempting to get the ball which had become lodged there, the limb on which he was standing broke, and he fell to the ground, breaking his leg. Dr. Parson was called to set the limb, and the injured man was afterwards brought down to the Union Hotel in Ashland, where he is at present doing well.
Ashland Tidings, August 12, 1887, page 3


    The space to be cut through yet in the long tunnel is just about 400 feet. Two months will complete the tunnel.
    Morris' camp is now located within about a mile of Barron's. He will not move again, it is said. The line below him will be occupied by other divisions of the grading forces. Below Barron's the work is light comparatively. To finish the heavy work in cuts and fills will require three months yet, it is estimated.
Ashland Tidings, August 12, 1887, page 3


    Two Chinamen were hurt by a blast in one of the tunnels Tuesday night.
    Some tramp burglarized the Chinese section house at Woodville one night last week, and stole $30.
"Brevities," Ashland Tidings, August 12, 1887, page 3


    SISKIYOU TUNNEL, via ASHLAND, Aug. 9.--Charles Keen, a teamster in the employ of the Southern Pacific Company, was shot and fatally wounded last night by C. H. Caldwell, keeper of a dance house located in "Bunch Town." Caldwell was jealous of the attentions paid by Keen to one of the women employed in his dance house, and having considerable "Jersey lightning" on board, commenced quarreling with Keen. Keen said, "Go away. I want nothing to do with you." Caldwell walked off, but returning in a few minutes, he placed his arm around Keen's neck, drew a 48-caliber Smith & Wesson revolver from his pocket, placed the muzzle to Keen's abdomen and fired. The pistol was held so close that the powder burned a large hole in Keen's shirt. Caldwell is a gambler and a notorious character at the "front," and was commonly known as "Straight Edge." He is about fifty years old, six feet six inches. After being shot, Keen wrested the pistol from him, knocked him down, and hammered him until exhausted from loss of blood. Caldwell then fled, but was captured at Cole's this afternoon. The sheriff has gone there to bring him back.
    A terrible accident occurred at the Siskiyou tunnel last night. Seven men were seriously wounded. A blast had been fired, but all the charges did not go off. When the men returned, one of them struck it with his pick, when the explosion took place, knocking them off their feet, and covering them with rocks and debris. A. Cole, S. Cox, and R. Ronmet received the worst injuries, and Cole will probably lose his eye.
    A Chinaman had his head crushed, at Tunnel No. 14 today, by a falling rock. His death was almost instantaneous.
Oregon Statesman, Salem, August 12, 1887, page 1


    Charles Keen, a teamster, was on last Monday at Siskiyou tunnel murdered in cold blood by C. H. Caldwell, the keeper of a dance house. Jealousy.
"Home and Abroad," State Rights Democrat, Albany, Oregon, August 12, 1887, page 3





    In the Pacific railway examination at San Francisco last Wednesday, the accountant of the Southern Pacific stated that the construction of the California & Oregon Railroad from Delta, 104 miles to the state line, had cost the Pacific Improvement Company, for construction account up to June 30, and rolling stock up to April 30, $3,188,609.
Daily Astorian, August 19, 1887, page 3


    S. Caldwell, who murdered Keen at Bunchtown, on Siskiyou Mountain, was examined on Thursday of last week before Justice Eubanks at Ashland and committed to jail without bail for murder in the first degree. Keen, whom he murdered, was buried the same morning at Ashland. He was a quiet and well-respected young man, and a very large funeral was the consequence.
    The Southern Pacific Company are exerting their energies toward the completion of their road over and through the Siskiyou Mountains. Work on the remaining 500 feet of the tunnel is being pushed with great rapidity. Not a minute of the twenty-four hours in the day, or the seven days in the week, is lost. Three gangs are at work, changing every eight hours.
"State and Coast," Rogue River Courier, Grants Pass, August 19, 1887, page 4


    As your paper is very extensively read by those in search of employment, and with a sincere desire to save my fellow workmen from the evils to which I have been subject, I send you an account of the various accidents, etc., which have recently taken place here. About a fortnight ago, attracted by the offer of high wages, in connection with eight others, I left San Francisco to work in the Siskiyou tunnel. We duly arrived at Cole's station, at the end of the track, and, after a long, tiresome walk, to the north end of the tunnel, we were informed that owing to an accident to one of the boilers (of course unavoidable) there would be no work for several days. The manager very courteously informed us that we could have board until such time as he could give us employment.
    After two days waiting we were set to work grading, to be paid the same wages as if we had been in the tunnel. After four and a half days all was ready and to work we went, part on the day shift, part on the night.
    The first day a Chinaman received a severe scalp wound from a falling rock. The second day at the south end a white man was so severely injured that he died while being removed. The third night considerable blasting was done. We had just returned from our midnight lunch when there was a loud report, darkness, and then such screams of men in agony as I never heard before and hope never to hear again; seven men were seriously injured, one man blinded and others maimed and wounded, probably for life. The day-shift went to work as usual, when one man with his pick struck powder amongst the rock. This time only a Chinaman's skull was fractured.
    By this time a good many of us thought no extra wages would repay us for taking such risks and we decided to leave. On applying for our time our wages while working on the grade were lowered to the ordinary standard, our time checks were dated "payable September 20th," and stamped "not transferable," and those who were absolutely obliged to have the money could only get it by paying 15 percent for discounting.
    These are hard, dry facts, on which I make no comment, but ask you to publish them, in the hope that some of the numerous class to which I belong will be induced rather "to endure ills that are than fly to others that they know not of."
San Francisco Chronicle, August 19, 1887, page 3


    The steam boiler of Hale & Smith at the Siskiyou tunnel burst. Half of the boiler was thrown about one hundred yards and the other half was scattered in fragments around the place. The building was demolished, yet, strange to say, no one was hurt. The accident will delay work on the north end of the tunnel about three weeks.
"Oregon News," Oregon Scout, Union, Oregon, August 20, 1887, page 7


    Probably the toughest place in Oregon is located at the railroad front in the Siskiyou Mountains, where the tunnels are in progress of construction on the O.&C.R.R. It rejoices in the name of "Helltown," and from the scenes enacted and the characters inhabiting the locality it is justly entitled to its name. Saloons, hurdy-gurdy houses, gambling hells and bawdy houses are in full blast, and the Portland World says that many of the denizens of the place are thugs, thieves, morphine fiends, harlots and squaw men, who thrive upon the hard earnings of the hands engaged in railroad construction. A prominent surgeon of Southern Oregon, who recently visited the place to set a broken limb, says he has been all over the United States and that "Helltown" is one of the vilest congregations of depraved humanity that ever came under his observation. The prosecution growing out of the capital crime committed in that place lately will cost the taxpayers of Jackson County a pretty round sum before the snow flies in the Siskiyous.
Democratic Times, Jacksonville, August 26, 1887, page 2


    A. Cole, whose eyes were seriously injured by a premature explosion in the Siskiyou tunnel, is being treated by Dr. Geary of Medford, a scientific oculist, with the best of results.
    Ten or twelve feet are bored out of the big Siskiyou tunnel daily, and it is expected that the work will be completed in less than six weeks, barring accidents. Quite a number of the most experienced employees of Hale & Smith are leaving them, however, which may delay matters somewhat.
    The work on the Siskiyou is progressing as rapidly as circumstances will permit. It is probable that through connection will be made before the middle of November. There has been talk of a grand jubilee by the Southern Pacific on the occasion of the driving of the last spike, something similar to the Villard blowout of several years ago. Cheap excursions to the point of junction would on that occasion attract immense crowds from all over Oregon and California.
"Here and There," Democratic Times, Jacksonville, August 26, 1887, page 3


    Sheriff Dean went to the Siskiyou Mountain Wednesday to look after public matters. He is doing his utmost to preserve peace there.
"Personal Mention," Democratic Times, Jacksonville, August 26, 1887, page 3


    Philip Miller and Wm. Swope have returned to the railroad front.
    A report that the railroad company will put up its machine shops, roundhouse, etc., on Neil Creek, a few miles south of Ashland, has gained circulation. It is also reported that land has been secured for that purpose.
"Local Notes," Democratic Times, Jacksonville, August 26, 1887, page 3


    Tunnel 16, about 500 feet long, has been completed.
    The long Siskiyou tunnel will be through in about a month, barring unusual accidents or delays.
    Fogarty's force of about 600 men, who have been at work near the Dollarhide saw mill for some time, moved down the road about three miles Tuesday. Nearly all the forces are below Helltown now.
    The bents of the long trestle near Dollarhide's saw mill are all up, and the first force of bridge men have moved on to other work. Another force will be along to complete the structure soon. All the track between the long tunnel and Tunnel 14 will be ready for the iron within a month, so that the track may be laid to Tunnel 14 as soon as the long tunnel is completed.
Ashland Tidings, August 26, 1887, page 2


    The Medford Transcript of this week says:
    "It seems to be very generally conceded that a point on Neal Creek, five miles from Ashland, will be the location of the end of a division and the situation for shops and round houses. Parties, banking a good deal on their knowledge of what is to happen, have made purchases of land in that vicinity and intend to start a town."
    This may be "generally conceded" at Medford, but the Transcript must be reminded that the railroad company doesn't manage its affairs and locate its round houses by the general concession plan. It usually determines such matters in accordance with the demands of its interests and the needs of its business. Whether the end of the mountain division will be at Neil Creek or at Ashland the Tidings doesn't presume to know, but it isn't "banking" very heavily at present on the general concession opinion of the Transcript.
Ashland Tidings, August 26, 1887, page 2


    Some friends down the road are whispering to the railroad people that the water in the company's tank at Ashland is not suitable for steam making purposes; that it foams and acts badly when heated and deposits a mineral crust in the boiler; and this has been insidiously urged as an objection to the location here of a division end where engines will always take in a supply of water. There may be some truth in this as applied to the water now in use through the tank below the depot, but the fact is well known in Ashland, if not elsewhere on the line, that the railroad tank is supplied with water from a mineral spring on the railroad land near Main Street, almost opposite the south school house. It is not surprising that a mineral deposit should be found in the boilers, or that the water should be found to have different properties from those of ordinary spring water. There is no necessity, however, for the railroad company to use the water of this mineral spring. The water of Ashland Creek, fed by the snow on Ashland Butte, is almost as pure and soft as rainwater, and the engineers on this end of the O.&C. say there could be no more desirable water for their use. There are ditches just above the spring mentioned, and the railroad company could supply its tanks from one of them with the same pipe which now conveys water from the mineral spring. If this should not suit, the town could easily supply the tanks from its water mains, and would be glad to do so. There is no difficulty in Ashland furnishing almost any kind of water that may be wanted, if our neighbors down the road will only mention their choice--sulfur water, warm or cold, white or dark, iron, magnesia, carbonated, or pure, soft water from the mountain stream which is the life and main stay of the town. Just tell us what is wanted and then hold your buckets.
Ashland Tidings, August 26, 1887, page 3


    The Chinaman injured by the late accident in the Siskiyou tunnel died on Sunday afternoon.
    Mr. Baker, who has been working in the main Siskiyou tunnel, says that it will be finished in three weeks. The probabilities are that before January 1st the road will be completed and through trains running.
    The Ashland Tidings says: Over 1,800 passengers were carried by the C.O.&I. Stage Co. over the Siskiyou Mountains both ways during the month of July. The company has a bonanza in the stage route as long as the gap of the railway remains open.
    Jacksonville paper: Some of the roughest characters imaginable have congregated on the Siskiyou Mountain, and it is a wonder that more crime needing the attention of the authorities does not come to the surface. Our sheriff and his deputies are quite vigilant, however, and are on the scene quite often.
"Local and Personal," Rogue River Courier, Grants Pass, August 26, 1887, page 3


    Tunnel No. 4 is completed.
    A. Cole is at Medford able to be around.
    Bunchtown is very quiet since the murder.
    Newt. Yokum is at Ashland, laid up with rheumatism.
    There are 650 feet between headings in Tunnel No. 2.
    N. F. Steadman is acting as deputy sheriff at Bunchtown.
    Thos. Acy, who had his leg broken in Tunnel No. 2, is slowly recovering.
    Hale & Smith have one month's work on their three-mile grading contract yet, and 450 feet in Siskiyou tunnel.
Rogue River Courier, Grants Pass, August 26, 1887, page 3


    About eight miles more of track laying will close the gap between Oregon and California. As this is mostly tunnels it will take about two months to complete the work.
"Current Events," State Rights Democrat, Albany, Oregon, August 26, 1887, page 3


    C. H. Caldwell, who killed Keen on the Siskiyou Mountain, claims that he did the deed in self-defense, and that he can prove it. Judge Prim has been retained to defend him.
    The Portland Telegram strongly endorses the method adopted by the Jackson County officials to break up the Chinese gambling games--the seizure and destruction of the paraphernalia. The Tidings doesn't speak so favorably of Sheriff Dean's efforts in behalf of the law.
"Here and There," Democratic Times, Jacksonville, September 2, 1887, page 3


    The railroad work has progressed as far northward now as John Walker's field, less than a mile from Ashland.
    Some two months will probably be required to complete Tunnel 14--the 1200-foot tunnel. Everything is progressing satisfactorily there, but the rock at the south side is very hard.
    Only about 230 feet of rock remain now between the headings of the long tunnel at the summit of the Siskiyous. The drills at either side can be heard at the other side. About three weeks' more of work will finish the tunnel.
    The various camps keep moving northward along the line. Morris' force of potholers moved Wednesday from the neighborhood of Tunnel 16 on the lowest line down below Neil Creek, and Forgerty's graders moved to the camp Morris evacuated. Mangan's camp, which is still near the toll house, will not remain there much longer, as he has about cleaned up the grading in that neighborhood, with the exception of two or three heavy cuts immediately above and below Tunnel 14. It is rumored that Mangan will be sent down into California with his forces when he finishes work where he is, but this may be incorrect, and he may find work for several weeks longer down along the line.
Ashland Tidings, September 2, 1887, page 3


    The citizens of Yreka at a special election last Saturday decided by the practically unanimous vote of 241 to 4 to bond the town for $85,000 to build the branch railroad across to the California & Oregon. There was great enthusiasm upon the announcement of the vote, and at the conclusion of the count Saturday night bells were rung, powder was burned and the band led the jubilee chorus. Preparations for the placing of the bonds will be made at once. The road will be built to Montague, and will be about nine miles long. It can be built and equipped for considerably less than $85,000, it is believed.
Ashland Tidings, September 2, 1887, page 3


    Ten or twelve feet are bored out in the big Siskiyou tunnel daily, and it is expected that the work will be completed in less than six weeks, barring all accidents.
"State and Territorial," Oregon Statesman, Salem, September 2, 1887, page 8


    Two Chinamen were killed at Tunnel No. 2, on the Siskiyou, a few days since, by a charge of powder going off unexpectedly. They had put in one blast, which failed to explode, and in preparing for another the first was set off by the blows of the hammer in use, throwing the Mongolians quite a distance and killing them instantly.
    A considerable quantity of earth fell from the top of Tunnel 2, on Siskiyou Mountain, one day recently, burying several men in the debris, six of whom were hurt. But one received serious injuries. The unfortunate man had his arm broken in two places and was otherwise severely bruised.
"A Chapter of Accidents," Democratic Times, Jacksonville, September 9, 1887, page 3


     G. A. Hubbell being engaged in lucrative employment at the railroad front, so that he could not attend to the duties of the office of justice of the peace, sent in his resignation to the county commissioners' court, who accepted it this week. W. J. Plymale was then appointed to fill the vacancy, although he was in no sense an applicant for the position. He is well qualified for the place and will no doubt make a good officer.
Democratic Times, Jacksonville, September 9, 1887, page 3


    It is rumored that Peter Englehart of Wagner Creek died recently at the railroad front.
    A large delegation from that portion of the Siskiyou Mountains euphoniously termed as "Helltown" is in town, being witnesses in the case against C. H. Caldwell.
    A hospital for the employees of the railroad company who become sick or are hurt by accident has been established near the sulfur springs in the eastern portion of Ashland. Dr. Parson is in charge.
"Here and There," Democratic Times, Jacksonville, September 9, 1887, page 3


    W. O'Neil of Siskiyou Mountain, wagonmaster for the S.P.R.R. Co., is in town.
    Dave Crosby is down from the Siskiyou Mountain, being a witness before the grand jury.
"Personal Mention," Democratic Times, Jacksonville, September 9, 1887, page 3


    C. H. Caldwell, who killed Charles Keene at the dance house in the Siskiyous, has been indicted for murder in the first degree, and was to plead yesterday afternoon.
    The grand jury also indicted Wilson, the horse thief, who is out on bail, and Uncle Johnny Dougherty, who made the murderous assault on the little boy at Willow Springs.
Ashland Tidings, September 9, 1887, page 3


    We are pleased to learn that Mr. A. Cole, whose eyesight was so seriously injured at the explosion in the Siskiyou tunnel some weeks ago, is likely to recover his sight. Dr. Geary of Medford is treating him.
"Local and Personal," Rogue River Courier, Grants Pass, September 9, 1887, page 3


    Ashland is full of transient people since railroad work commenced on the Siskiyous.
    C. H. Caldwell, who killed Keen on the Siskiyou Mountain, claims that he did the deed in self-defense and that he can prove it. Judge Prim has been retained to defend him.
    John McDonald, who has been on the Siskiyou Mountain for some time past, was arrested last week, charged with larceny by bailee, or selling a horse that did not belong to him, in other words. He had an examination before Justice Eubanks, who bound him over to appear at the next term of the circuit court. His bonds were fixed at $150, in default of which he was sent to jail.
"Local and Personal," Rogue River Courier, Grants Pass, September 9, 1887, page 3


    PORTLAND, Or., Sept., 7.--A gentleman who arrived here from California yesterday via the Oregon & California Railroad informs the Telegram that the Siskiyou tunnel is within 150 feet of completion, which work ought to be accomplished within the next two weeks. The grade is also fast approaching completion; and the advance gang who dig out the culverts, etc., have finished their work to Ashland. Morris' camp is located in Walker's field, one mile south of Ashland, and the men are getting along with the work in good shape. The engineers in charge wager that they will eat their Thanksgiving dinner in Ashland. They assert that the whole road will be completed and in fine working order by that time.
    There are yet some 500 feet to bore in Tunnel No. 2, but the Southern Pacific railroad company are speeding the work. Ties and steel are accumulating at the south end of the mountains, ready to rush the track forward as soon as daylight shows through the big tunnel.
Oregon Statesman, Salem, September 9, 1887, page 1


    Today the grand jury indicted Chris. Caldwell, the man who killed Keen at the Siskiyou tunnel, for murder in the first degree. He will plead to the indictment tomorrow.
    By a blast today at Tunnel No. 2, on the Siskiyou Mountain, two Chinamen were instantly killed.
"Jacksonville News," Oregon Statesman, Salem, September 9, 1887, page 1


    THREE VAGS.--Three of those impecunious individuals who have no visible means of support and who have no permanent abiding place were yesterday afternoon arraigned before Recorder Strickler on a charge of vagrancy. One was Wm. T. Anderson, who pleaded guilty to the charge, and was sentenced to ten days in jail. The second, Geo. Davis, denied the soft impeachment, and swore he would scorn to be a vandal tramp. He said he was just from the Siskiyou tunnel, where he had been earning $3.60 per day, and was in search of an easier job. He was given ten days. The third was a boy of 15, named Thos. Ryan, who it appeared had left a comfortable home with exalted ideas of a life on the brake beam. The recorder reluctantly sentenced him as he did the other two. No stronger argument of the crying need of a reform school could be found than the case of young Ryan. He is too young to be associated with such tramps as his companions, but he is classed with them in and out of jail.
Oregon Statesman, Salem, September 9, 1887, page 6


    TUNNEL 14, August 21.--The usual progress still continues in this tunnel, although in very hard rock. The gas after each shooting off blasts is a great drawback, and there is also other gas than that which the powder contains. The two brought together burn very readily. When the men return to the face of the tunnel with candles in their hands, after blasting, they find that the air from newly made seams can be ignited, making a very offensive smell, and injurious to health. The brain is often affected, making the men appear lifeless, and they are packed out to the open air, when they soon recover. The boys are familiar with the sensation produced and think no more of it than an old toper of an extra dose of whiskey. About 600 feet of tunneling is required to complete this tunnel, which will be about the closing job on the whole line. Tunnel 16 is completed, being only 380 feet long. Tunnel 14 is on a 14-degree curve, the excavation being 18 feet [wide] at spring of arch, and 16 feet at bottom, while the straight tunnels are only 14 and 16 feet in width.
    It is expected that Tunnel 14 will be completed by the middle of October, and connection made with Ashland at that time. All the men possible to work are kept busy day and night, and great care is taken to avoid accidents, which cause delay. The tunnel is on a curve which requires it to be made two feet wider than the straight tunnels. Straight tunnels are 14 feet wide at base, 16 feet at spring of arch and 22 feet high, while curved tunnels are 16 and 18 feet wide, with same height as straight tunnels. The Siskiyou Mountain tunnel, the longest, will be completed in another month, and is a hard and dangerous place to work in. It is being built by the contractors Hale & Smith, who pay $3.68 per day, without board, working eight-hour shifts, or eight hours on and sixteen off. The next tunnel, 14, is being built by the railroad company, in order to push it along faster, who pay $2.50 a day and board.
    The road between Cole's and Ashland shows the most scientific engineering of any portion of the entire route between San Francisco and Portland, at one point going through a tunnel under the track above, and making long parallel tracks almost equal to a switchback road, nearly doubling the stage road distance by rail between the California boundary line and Ashland.
Sacramento Bee, Redding, September 9, 1887, page 6


Ashland Tidings.
    The railroad work has progressed as far northward as John Walker's field, less than a mile from Ashland.
    Some two months will probably be required to complete Tunnel 14--the 1200-foot tunnel. Everything is progressing satisfactorily there, but the rock at the south side is very hard.
    Only about 230 feet of rock remain now between the headings of the long tunnel at the summit of the Siskiyous. The drills at either side can be heard at the other side. About three weeks more of work will finish the tunnel.
Eugene City Guard, Eugene, Oregon, September 10, 1887, page 4


    The great summit tunnel in the Siskiyous will be finished before the end of the present month. There remains a distance of only about 150 feet before the heads of the two gangs will meet. This tunnel will be strongly timbered right through. Work on the other tunnels is not nearly so far advanced as in the summit tunnel, but the graders have very nearly completed their labors and are now nearly into Ashland. The company expects to be able without hindering in the slightest degree the completion of the line to direct to other work a portion of the force there engaged.
Daily Astorian, September 11, 1887, page 2


    It is reported that Sullivan, a night shift boss, severely and perhaps fatally cut a Swede at the railroad front on the evening of the 13th. The Swede was an employee. Particulars not obtained.
"Local Items," Oregon Sentinel, Jacksonville, September 15, 1887, page 3


    The work in the big tunnel through Siskiyou Mountain is progressing rapidly, with prospects of completion in about two weeks or less. The 1200-foot tunnel next north will probably not be finished before the middle of November.
    Whether the railroad company will run beyond Cole's when the Siskiyou tunnel is completed is not yet known. If the company should do so, the time can be shortened over two hours in making the trip to Ashland and Portland. It is a rough section of country, however, to get good wagon-road connection, hence the company may continue running to Cole's for the terminus until the railroad is completed. Rainstorms lately have made hard pulling for stage teams, but the road over the mountain is drying up rapidly, and will soon be as good if not better than ever for making fast time, at least until more storms occur.
    We learn from Bob Young that the cave in the Siskiyou Mountain tunnel, about a week ago, was merely the giving way of two sets of timbers, and that only one man had an arm broken, with the others receiving only slight bruises of no consequence.
    The railroad company's wood-choppers have cut up about 50,000 cords of wood from the right of way ground along the Sacramento River and through Strawberry Valley, most of which is being hauled to Truckee, where it is to be used on the engines in place of coal, for safety against fire in running trains through the snow sheds. The sparks and cinders from coal are much more dangerous than from wood, especially the coal used on this coast.
    The Ashland Tidings says: All the railroad grading between the summit and Ashland will undoubtedly be completed before the rains come to interfere with the work. Anything that may be caught unfinished will be in the nature of tunneling or rock work, which can be carried on advantageously in spite of wet weather.
San Francisco Call, September 15, 1887, page 4


    The road between Cole's and Ashland shows the most scientific engineering of any portion of the entire route between San Francisco and Portland, at one point going through a tunnel under the track above, and making long parallel tracks almost equal to a switchback road, nearly doubling the stage road distance by rail between the California boundary line and Ashland.
"General Notes and News," Democratic Times, Jacksonville, September 16, 1887, page 4


    C. D. Cardwell, who is running a hack between Ashland and the railroad front, was in town this week. His wife returned with him.
    It was stated in San Francisco last week by Chas. Crocker of the Southern Pacific that the California & Oregon Railroad would probably not be running trains through to Portland before December 1. Work is only fairly under way in the 1200-foot tunnel north of Cole's in Siskiyou County.
    L. D. Dollarhide and Cora Grieve of Siskiyou Mountain came down last Friday with the bodies of the two Chinamen who were recently killed by a blast of powder going off unexpectedly.
    Dan Large, the well-known bridge builder, who superintended most of the bridge and culvert work on the railroad between Ashland and Roseburg, is now a resident of Benton County, where he holds a responsible position with the O.P.R.R. Co.
    Hay commands $15 a ton in Ashland and is not plentiful at that. The railroad company has already used up the surplus. Hay is certain to be very scarce and dear in the valley before winter, as much is being bought at low prices and being shipped out.
    All the grading between the summit and Ashland will undoubtedly be completed before the rains come to interfere with the work. Anything that may be caught unfinished will be in the nature of tunneling or rock work, which can be carried on advantageously in spite of wet weather.
"Here and There," Democratic Times, Jacksonville, September 16, 1887, page 3


    Word reached the Times Wednesday that Mike Sullivan, one of the foremen in the big Siskiyou tunnel, had cut a Swede named John Petersen so dangerously that he did not long afterwards survive. The affray was the outcome of a dispute over half a dollar, the parties being engaged in a game of cards in one of the saloons on the mountain at the time. Deputies Steadman and Crosby are after the murderer, and Dr. Pryce went up yesterday to hold an inquest. Further particulars will be given next week.
Democratic Times, Jacksonville, September 16, 1887, page 3


    The great summit tunnel in the Siskiyous will be finished before the end of the present month. There remains a distance of only about 100 feet before the heads of the two gangs will meet. This tunnel will be strongly timbered right through. Work on the other tunnels is not nearly so far advanced as in the summit tunnel, but the graders have very nearly completed their labors and are now nearly into Ashland.
"Local and Personal," Rogue River Courier, Grants Pass, September 16, 1887, page 3


Sept. 7.
    At the Sacramento shops of the Southern Pacific road work has just been commenced on the twelve-wheel engines which will be required for use in Siskiyou Mountains when the through Oregon line is finished.
"Telegraphic Summary," Oregon Statesman, Salem, September 16, 1887, page 3


    "We left San Francisco on Monday evening last and on arriving at the end of the track of the California & Oregon mounted horses and inspected the graded portion of the track on which the rails have not yet been laid, on account of the unfinished tunnels in the Siskiyou Mountains. One of these on the summit will be finished by October 1st. The other tunnel on this side will be completed by the time the grade is finished into Ashland. I expect the road will be finished to a connection by the first week in December. The work at this point is very heavy and costs a large amount per mile, but we are fully determined to push the road to a completion before the heavy storms of winter set in, and give your state the benefit of a line running from New Orleans to Portland. The entire line both north and south of the gap is in splendid condition."
C. F. Crocker, quoted in "The Railroad Magnates," Daily Astorian, September 16, 1887, page 1


FOR SALE--A COMPLETE TUNNEL PLANT, consisting in part of 1 50-horsepower boiler, 2 25-horsepower boilers, 3 compressors and 10 Ingersoll Eclipse drills. For particulars apply to A. MITCHELL, International Hotel, corner Jackson and Kearny sts., or at Siskiyou Tunnel.
San Francisco Call, September 19, 1887, page 7


    JACKSONVILLE, Or., Sept. 15.--On September 13th, at 11 o'clock p.m., at the Siskiyou tunnel, Mike Sullivan and John Peterson quarreled about fifty cents, when both drew their knives. Persons present interfered and disarmed Peterson, but before the parties present were aware Sullivan struck Peterson with his knife across the bowels, disemboweling him, then cut him from the breast bone to near the back bone and split his left arm open from his shoulder to his elbow. He also cut off one thumb. Peterson died this morning. Sullivan escaped.
Oregon Statesman, Salem, September 23, 1887, page 2


    A portion of the construction force has been removed from railroad work on the Siskiyou grade of the California & Oregon line, to a branch line being built to Placerville from Shingle Springs.
"Telegraphic Summary," Oregon Statesman, Salem, September 23, 1887, page 8


    The big tunnel at Siskiyou Mountain is almost completed, only one hundred feet more tunneling being required, which will be finished in less than two weeks.
    At Tunnel 14 about 400 feet of tunneling remains to be finished, which will take six weeks more time, the rock being very hard, and the tunnel about two feet wider than the other tunnels, on account of being made on a curve. The immense bodies of rock blasted out have to be broken up by blasting again for removal from the tunnel. The force at work in this tunnel consists of about 360 men, 180 at each end, all Chinese except about two dozen white men operating the machinery.
    It is rumored that there will be a change of time again in the railroad arrivals and departures on the 1st of next month, and that trains may reach here in the evening in place of morning. The company probably desire to run by daylight north of Redding, which will make it bad for night staging over Siskiyou Mountain.
    Foley's camp of graders have finished their work on Siskiyou Mountain, and started below on last Monday's train. It is confidently believed that Siskiyou Mountain Tunnel No. 3 will not be completed for a month yet, and that when finished trains will run passengers up to Tunnel 14, and thus reduce the staging to about 10 miles, or half the distance now traveled by stages.
Marysville Daily Appeal, Marysville, California, September 23, 1887, page 1


    COLE'S, Cal., Sept. 22.--Connection was made in the big Siskiyou tunnel on the California & Oregon this morning, and it will be ready for track laying in five days. In a short time the grading will be finished from the summit to Ashland.
Daily Astorian, September 24, 1887, page 1


    G. W. Hunt, who has a large contract on the Oregon Pacific railroad, has purchased from Hale & Smith, contractors on the Siskiyou tunnel, all the horses, carts and tools, except the drills and air compressor. The plant will be brought down to Lebanon and sent over the wagon road to the front on the Oregon Pacific.



    JACKSONVILLE, Or., Sept. 27.--The Caldwell murder case was given to the jury this morning at 11 o'clock. At this hour they are still out with good chances of hanging.
"Jacksonville News," Oregon Statesman, Salem, September 30, 1887, page 1


    JACKSONVILLE, Or., Sept. 28.--The jury empaneled to try C. H. Caldwell for the murder of Chas. Keene in the Siskiyou Mountains on Aug. 9th returned a verdict this morning of murder in the second degree.
"Jacksonville News," Oregon Statesman, Salem, September 30, 1887, page 1


    THE OREGON & CALIFORNIA.--That radical changes will be made in the time schedule of the Oregon & California road there is now not the slightest doubt. Tracklaying will be finished through the Siskiyou tunnel by the latter part of next week, and the stage ride between the two ends thereby shortened to ten or twelve miles. The new schedule will then be made. A prominent official of the O. & C., who was yesterday approached on the matter by a Statesman reporter, gave it as his opinion that the overland express for California would leave Portland at 9 or 10 o'clock in the forenoon, and the Eugene express trains will be extended to Roseburg. The southbound train will leave Portland about 4 in the afternoon, and the northbound train will leave Roseburg as early as 8 in the evening. However, the matter cannot be determined until the schedule for the California branch is finished. The times of trains on this end will be governed entirely by the California trains.
Oregon Statesman, Salem, September 30, 1887, page 1


    When the track is laid through the Siskiyou tunnel it is likely that the stages will connect with the train at or near the north end of the tunnel, thus cutting off several miles of the most tedious part of the stage journey.
    Tunnel 14 in the Siskiyou is progressing steadily, but is estimated that six weeks more work will be required to complete it, as nearly 400 feet yet remain between the benches. Owing to its curvature, the tunnel is about two feet wider than the other tunnels.
    Mike Sullivan, who so brutally cut John Petersen at the Siskiyou tunnel that he died soon afterward, is still at large, although Sheriff Dean and his deputies have spared no pains to apprehend him. There seems to be no doubt of the fact that he has received much assistance from different parties, which enables him to elude the vigilance of the officials.
    Hale & Smith have now let daylight clear through the long Siskiyou tunnel, says the Ashland Tidings. There is seventy-five feet space yet between the timbers, but they expect to have the tunnel finished by October 5th. They will complete their grading contract by the last of this week, and it is understood that most of their men will then go to work at grading on the Oregon Pacific Railroad.
"State and Territorial," Oregon Statesman, Salem, September 30, 1887, page 8


Ashland Tidings, Sept. 23rd.
    Hale & Smith have now let daylight clear through the long Siskiyou tunnel. There is a 75-foot space yet between the timbers, but they expect to have the tunnel finished by Oct. 5th. They will complete their grading contract by the last of this week, and it is understood that most of their men will then go to work grading on the Oregon Pacific R.R.
    Tunnel 14 is progressing steadily, but it is estimated that six weeks' more work will be required to complete it, as nearly 400 feet yet remain between the benches. Owing to its curvature, the tunnel is about two feet wider than the other tunnels.
Eugene City Guard, Eugene, Oregon, October 1, 1887, page 3


    J. H. Berry is in charge of Herely's Butte Creek express while the proprietor is at the railroad front.
"Medford Squibs," Democratic Times, Jacksonville, October 7, 1887, page 2


    It is expected that before next week trains over the California & Oregon road, instead of stopping at Cole's, will run ten miles farther into the mountains, right up to the south end of summit tunnel. Cole's will still remain a dining station, which is to be called Siskiyou. This extension reduces staging to about thirteen miles, there being a good road the whole distance. The change makes necessary a few trifling alterations in the timetable of the Oregon express, the time of leaving San Francisco and reaching Portland remaining as before. Trains going north will arrive at Cole's at 12:35 p.m., instead of 12:15, and will leave there at 1 p.m., arriving at Siskiyou at 1:45. Ashland will be reached at 5 p.m., instead of 5:40. Going south the train leaves Portland at 4 p.m., reaching Ashland at 9 a.m., Siskiyou at 12:15 a.m., Cole's at 1:25, Sisson's at 5:15 p.m., and San Francisco at 7:40 a.m.
Democratic Times, Jacksonville, October 7, 1887, page 3


    The attorneys for C. H. Caldwell made a strong effort to obtain a new trial for him, and the greater portion of last Monday was taken up in arguing the question. Judge Webster overruled the motion next day, however, and sentenced Caldwell to be confined in the penitentiary for the rest of his natural life. Sheriff Dean and Owen Keegan started to Salem with him the same evening, reaching there Wednesday.
    John Dougherty, who was convicted of cutting a son of Frank Yocum with an ax, was on the same day sentenced to six months' imprisonment in the county jail.
Democratic Times, Jacksonville, October 7, 1887, page 3


    Mrs. Caldwell of Josephine County, mother of C. H. Caldwell, who has been spending a few days in town, went to Portland Wednesday evening.
    If the weather is favorable there will be a big blowout when the O.&C. and the C.&O. join issues, and Oregon and California will join in a joint jubilation.
    An uncle of C. H. Caldwell, who lately arrived at Portland from the East, has been in town during the week. We learn that he believes in the innocence of his nephew and may furnish funds with which to take an appeal to the supreme court.
    The following circular, issued by J. A. Fillmore, general superintendent of the Southern Pacific Company, is self-explanatory: "On Wednesday, October 5, the first division will be open for traffic from Cole's to Siskiyou, a distance of ten and two-tenths miles."
    The Oregon & California Railroad Company has put on an emigrant sleeper through to Ashland. Next Wednesday the terminus will be brought to the north end of the tunnel, to the next station called Siskiyou. This will reduce the staging to about thirteen miles.
    G. W. Hunt has brought down to Albany seventy-three head of horses and mules and two carloads of tools from the plant he purchased from Hale & Smith at the Siskiyou tunnel. The remainder of the plant will be brought down in a few days, as soon as the tunnel is finished, and all will be forwarded to Mr. Hunt's contract on the Oregon Pacific.
    The Ashland Tidings says that Fogarty's camp of graders has gone down into El Dorado County, Cal., to work on the extension of the Sacramento and Placerville road. Mangan's camp is preparing to follow them. Grading is still n progress north of Neil Creek, and will soon be entirely finished. The opening of the long tunnel will be completed, ready for laying the track, by the middle of the week, it is said.
"Here and There," Democratic Times, Jacksonville, October 7, 1887, page 3


    A northbound special train collided with the regular south freight on the California & Oregon R.R. north of Dunsmuir last Monday night. Both engines were wrecked. Fireman Renner was injured so that he died within a few hours. Engineer Clark, conductor Denpagher and brakeman Young were also seriously hurt.
Ashland Tidings, October 7, 1887, page 3


    The San Francisco correspondent of the Oregonian, after narrating the change of the California & Oregon, gives the following as the latest information concerning the contemplated changes in the schedule: "The change makes necessary a few trifling alterations in the timetable of the Oregon express, the time for leaving San Francisco and reaching Portland remaining as before. Trains going north will arrive at Cole's at 12:35 p.m., instead of 12:15, and will leave there at 1 p.m., arriving at Siskiyou at 1:45. Ashland will be reached at 5 p.m., instead of 5:40. Going south the train leaves Portland at 4 p.m., reaching Ashland at 9 a.m., Siskiyou at 12:15 p.m., Cole's at 1:25, Sisson's at 5:15 p.m., and San Francisco at 7:40 a.m."
Ashland Tidings, October 7, 1887, page 3


    The operating terminus has been moved this week from Cole's, on the south side of the Siskiyou Mountains, to the point where the railroad first crosses the stage road on the north slope of the mountain after passing through the long tunnel at the summit. This brings into operation ten miles of new road north of Cole's, and reduces the staging to less than thirteen miles. It is the last move of the terminus till the completion of the road, when it will be moved northward to Portland; or perhaps it may be correct to say that the terminus of the California & Oregon road, or the California division of the San Francisco and Portland line, will be moved northward to Ashland. The track from the present terminus to Ashland can be laid within a few days after the iron can be run through Tunnel 14; which will be in the latter part of November, it is now believed. The name of the new terminus depot is Siskiyou. Whether it will continue to be a stopping place after the railroad is completed, is not known yet.
Ashland Tidings, October 7, 1887, page 3


    Railroad grading near town is entirely completed, and the blasting is heard no more.
    Emigrant sleeping coaches were put on the O.&C.R.R. between Portland and Ashland last Friday for the first time. They have been run on the C.&O. for some time. The cars have swinging racks above the seats, which are let down at night and afford room each for two persons to spread blankets and take a comfortable sleep.
"Brevities," Ashland Tidings, October 7, 1887, page 3


    Two or three carloads of Chinamen came down from the front on the freight and stopped over Sunday in Roseburg.
"Local Brevities," Roseburg Review, October 7, 1887, page 3


    IMMIGRANT SLEEPERS.--The Oregon & California road on Wednesday night put on their first immigrant sleepers through to Ashland, and these hereafter will be a feature of the route. On next Wednesday the terminus will be brought over to the north end of the Siskiyou tunnel, and a new station named Siskiyou established.
Oregon Statesman, Salem, October 7, 1887, page 6


    Isaac Woolf is still engaged in hauling fruit, vegetables and farm produce to the railroad front, where he is paid good prices for the same.
"Medford Squibs," Democratic Times, Jacksonville, October 14, 1887, page 2


    Railroad grading near Ashland is entirely completed, and the blasting is heard no more, says the Tidings.
    Trains are now running through the big Siskiyou tunnel, and a change has been made in the timetable, which brings the southbound train to Medford at 8:10 a.m., instead of 7:45, and the northbound at 5:25 p.m,, instead of 6:05.
    The railroad station recently opened at the big tunnel is called Siskiyou, and the following rates of passenger fare are in effect now, since the opening thereof: Ashland to San Francisco, $15.65; to Sacramento, $12.90; to Tehama Junction, $8.55; to Montague, $3.50; to Los Angeles, $27.50.
    The Chinese who have been employed at the Siskiyou tunnel are going back to Portland. Some two hundred arrived on Saturday. A portion of them will start at once for Helena to work on some railroad in that section. Chinamen are at a premium with railroaders now, and are offered $1.25 per day, an advance of $30 and a bonus of $3. As a general thing they do not much like the idea of going to Montana, on account of the cold winter and the distance.
"Here and There," Democratic Times, Jacksonville, October 14, 1887, page 3


    The turntable for the new terminus, Siskiyou, is located just at the north end of the tunnel. The station, however, is out at the stage road crossing.
    The 10th of November is about the date on which the completion of Tunnel 14 is now expected. This tunnel, 1200 feet long, is what is now delaying the connection of the C.&O. and O.&C. roads at Ashland. Some bridge work on the line yet remains to be done, but it will be completed before the tunnel is through.
    The first regular train with passengers came through the Siskiyou tunnel Monday. The old timbering placed in the tunnel two years ago has all been replaced by new timbers set in a position to make them capable of bearing a far greater pressure than the old arched timbering. The tunnel is kept lighted constantly, and watchmen or "track-walkers" keep it well inspected.
Ashland Tidings, October 14, 1887, page 3




    THROUGH THE TUNNEL.--Yesterday morning H. S. Jory returned from an extended trip through California, which he began in June last in the interest of his fruit drying machine. He visited all the principal cities of the California fruit belt, and took in several county fairs, and the state fair at Sacramento. He was awarded first premium on unbleached dried fruits at Sacramento and at the Stockton fair. He noticed the boom that has prevailed throughout that state, and thinks that the completion of the connecting link (now but 13 miles) between Ashland and the Siskiyou tunnel so as to give Oregon direct rail communication with California will be of great value to this state, and will give to the Willamette Valley that attention that it needs so badly from Eastern capitalists, practical home builders, and manufacturing men. Mr. Jory passed through the Siskiyou tunnel on the second train to pass under that great mountain that has stood for so many years as a barrier between the two greatest empires of the West. The terminus now of the California road has been established at the north end of the tunnel, and the long, wearisome drive over the Siskiyou Mountain, so long famous for its banditti and stage robberies, is done away with at last. Many a person who has crossed this mountain in times gone by on the overland stage has been rudely startled, and has at the same time quickly elevated his upper limbs so as to bring his hands a little above his head, by a glance forward into the middle of the road, and in the same instant into two gun barrels that looked large enough for the stage to drive into. But that is all over now, and the passenger goes through this heretofore dangerous country in perfect safety and a palace car. Mr. Jory says he enjoyed his trip very much, but found nothing that suited him so well as Oregon.
Oregon Statesman, Salem, October 14, 1887, page 5


    THE O&C. EXTENSION.--George Hitchcock, who had charge of the work on the Siskiyou tunnel for the contractors, Hale & Smith, stated to an Albany Herald man that work on the Siskiyou tunnel is now completed and the track laid. This leaves but thirteen miles between Ashland and the tunnel just completed. About 400 men are at work on this gap, which Mr. Hitchcock says will certainly be finished by the last of November. There is one small tunnel in this section, of which 370 feet yet remains to be pierced. The work is being pushed forward with all possible dispatch in order to close up the gap and furnish through rail connection before winter.
Oregon Statesman, Salem, October 14, 1887, page 6

    It is expected that Tunnel 14, the next north of the big Siskiyou tunnel, will be finished about November 15th, and that trains can be able to run to Ashland by December 1st. Tunnel 14 is built on a curve, the grade continuing around a hill to another short tunnel under the track of tunnel 14, and thence through another short tunnel before reaching the open track to Ashland. The trestlework over the first deep canyon, 149 feet high, is about completed, and the carpenters are now busy putting up the trestlework of the next canyon, to be 170 feet high, for which work the superintendent started below last week to secure extra carpenters. After the road is open for connection the carpenters will be kept at work for some time in order to finish up the trestlework bracing.
    The trains did not go through the big Siskiyou tunnel last Wednesday as announced, owing to its not being ready. Trains will probably run through it this week. The tunnel is kept lighted up all the time, so that the track-walker can see his way through and that everything is all right. A 3300-foot tunnel takes some little time to go through, as trains generally go slow in tunnels.
    The old timbering of the Siskiyou tunnel, arched overhead, has all been taken out and replaced with timbers set on an angle from each side, with cross pieces at the top, which is stronger and more secure. All the Southern Pacific tunnels are covered in the same manner. The old lagging of eight feet long has been taken out and replaced with lagging only four feet long, just the distance between each set of timbers.
    At the end of the tunnel on the north side a side track, small round-house, turntable and other necessary requirements for a temporary terminus are being built, and will soon be ready for operating the road conveniently on the opposite side of Siskiyou Mountain from Cole's.--Yreka Journal, October 12th.
Sacramento Daily Record-Union, October 14, 1887, page 5


    The Siskiyou Tunnel.--Last Saturday there was less than 250 feet between the headings of the long tunnel on the Oregon & California extension, and the contractors were pushing the work at the rate of nine feet a day. Barring accidents, they expect to have the perforation done before November 10. The tunnel is being timbered very strongly. The grading between Ashland and the summit will be completed within ten days.
"State and Coast," Oregon Sentinel, Jacksonville, October 20, 1887, page 1


    Albany, Oct. 10.--A gang of 100 Chinese laborers from the Siskiyou division of the Oregon & California have arrived in the city under contract to work for contractor Hunt on the Oregon Pacific at $1.15 per day, Mr. Hunt having advanced $5 to each man for fare from Ashland to Albany. Owing to a scarcity of Chinese laborers they received an offer of $1.25 per day from Portland, and this morning attempted to jump the former contract and leave on the early train for Portland. Their blankets and entire outfit were attached for Mr. Hunt's claim of $500 and removed from the train and taken into custody by officers. The Chinese all remained. It is probable that they will pay the $500 and take the contract for $1.25 per day.
"State and Coast," Oregon Sentinel, Jacksonville, October 20, 1887, page 1


    B. B. Brockway is again a resident of Roseburg, after several months' sojourn on the Siskiyou Mountains.
    When Oregon and California are connected by rail, which will not be very long, an immense travel will commence, and there will be a heavy increase in the freight traffic. We may then look for two passenger trains daily, also daily freight trains, in the near future.
    It is expected that a hole will be drilled through Tunnel 14 in ten days. Tunnels 15 and 16 are just open. Trestle-work at the second crossing of the canyon between tunnels 14 and 15 will require nearly three weeks more time, but through connection with Ashland may be anticipated by December 15th at latest.
"Here and There," Democratic Times, Jacksonville, October 21, 1887, page 3


    Miss Lois Brown has returned from a visit to Siskiyou Mountain.
"Personal Mention," Democratic Times, Jacksonville, October 21, 1887, page 3


    H. H. Wolters, who has been engaged in business on Siskiyou Mountain for several months past, has returned to Medford.
"Medford Squibs," Democratic Times, Jacksonville, October 21, 1887, page 2


    The short tunnels are all opened and the last one, Tunnel 14, will probably be pierced through tomorrow.
    The railroad teams have been hauling junk down from Buck Rock tunnel this week--old wheelbarrows, etc.
    Twenty carloads of men and implements from the nearly completed road this side of the Siskiyous started from Siskiyou station last Sunday for the Shingle Springs and Placerville extension of the S.P.R.R. in California.
    It is expected that daylight will be let through Tunnel 14 either today or tomorrow, as better progress has been made lately than was generally known. To finish the tunnel ready for the track will require some ten days or two weeks' more time and then track-laying will begin. The roadbed is about ready for the ties for the whole distance between the tunnel and Ashland, and the track can be completed, it is believed, within about three weeks after the laying of the rails is resumed. This figures out the completion of the road a little before the last of November.
    The latest from San Francisco concerning the C.&O.R.R. completion is the following dispatch of the 18th: "It now appears that the date when the Southern Pacific railroad officials hope all the tunnels through the Siskiyou mountains will be completed is about November 25. At as early a date as possible after the completion of rail connection, probably December 1st, the Southern Pacific will commence to operate the line its entire length. A timetable will then be inaugurated by which the trip between this city and Portland will be made in less than 36 hours."
    San Francisco dispatch, Oct. 13: This bit of railroad news and rumor will appear in a morning paper tomorrow: The ultimate effect of the completion of the C.&O. road on the future policy of the transcontinental railways is being speculated upon with great interest at present. When T. J. Potter assumed the general management of the Union Pacific he did not, nor has he since, manifested any great spirit of conciliation. He set traps to secure the business of San Francisco, and he also wanted the Oregon Railway and Navigation Company and the Oregon Short Line to get a healthy share of that traffic. He made rates for California business via the steamer line from Portland, cutting off the Central Pacific's share in the haul. In order to play even, the Southern Pacific company intended, when its Oregon road was completed, to form an alliance, offensive and defensive, with the Northern Pacific against the Union Pacific. This scheme, however, has been knocked in the head by the turn which affairs have taken with the Northern Pacific, whereby a division of territory has been agreed on with the Union Pacific, which will prevent the Southern Pacific from using its Oregon route in connection with the Northern Pacific, only so far as it can draw traffic away from Portland and vicinity, and work it south to California. It is believed that the California and Oregon will eventually be pushed beyond Portland, and that its northern terminus will be at Seattle.
Ashland Tidings, October 21, 1887, page 3


    THROUGH CONNECTION.--A dispatch from Yreka, Cal., says that "it is expected that a hole will be drilled through Tunnel 14 in ten days. Tunnels 15 and 16 are just open. Trestlework at the second crossing of the canyon between tunnels 14 and 15 will require nearly three weeks more time, but through connection with Ashland may be anticipated by November 15 at latest." In contemplation of the early completion of the road, twenty cars, containing men and material from the Oregon extension, have passed south to the Shingle Springs and Placerville extension.
Oregon Statesman, Salem, October 21, 1887, page 5


    THE CALIFORNIA & OREGON.--The following further news is learned concerning the Oregon & California: "It now appears that the date when the Southern Pacific railroad officials hope all the tunnels through the Siskiyou Mountains will be completed is about November 25. At as early a date as possible after completion of rail connection, probably December 1, the Southern Pacific will commence to operate the line its entire length. A timetable will then be inaugurated by which the trip between San Francisco and Portland will be made in less than thirty-six hours."
Oregon Statesman, Salem, October 21, 1887, page 5


    C. H. Caldwell, the slayer of Charles Keen at Siskiyou Mountain, has been found guilty of murder at Jacksonville, and sentenced for life.
"Oregon News," Oregon Scout, Union, Oregon, October 21, 1887, page 7


    The tunnel in which final operations on the California & Oregon Railroad are being conducted is in the Siskiyou Range, just inside the Oregon boundary. It is one of many underground cavities of the same nature in which the railroad buries itself as it runs north. In fact, as a resident of Shasta recently remarked, "There is nearly as much of the railroad in the bowels of the earth up our way as there is on top of the ground."
Daily Astorian, October 23, 1887, page 3




    The Siskiyou tunnel is kept well lighted constantly, and watchmen or "track-walkers" keep it well inspected.
    The turntable for the new terminus, Siskiyou, is located just at the north end of the tunnel. The station, however, is out at the stage-road crossing.
    The Burleigh drills have met in another of the tunnels on the Siskiyou Mountains and will soon be ready for the track. Operations are progressing at a lively rate and no time is being lost to join Oregon and California by steel bands.
"Here and There," Democratic Times, Jacksonville, October 28, 1887, page 3


    Three heavy engines are now used in hauling the trains up from Hornbrook to the summit.
    Morris' camp is the only force of railroad graders remaining on the road. They will be able to finish up the work remaining to be done.
    A San Francisco dispatch of the 25th says: Southern Pacific officials expect that the Portland excursion, on the completion of the O.&C. and C.&O. roads, will be the most important one of the kind they have ever arranged. Delegations from the San Francisco, Sacramento and San Jose boards of trade will probably accompany the excursion.
    The trestle work across the ravine before reaching Tunnel 14 is almost completed, and consists of two sections, one about 350 feet long and another about 600 feet long, the latter 156 feet high. From this trestle work the timber for the lower crossing of same ravine between tunnels 14 and 15 is slid down, thus saving much time to hurry the work along. The trestles at second crossing are about same length as first crossing, but not so high.--[Journal.
    Says a Sacramento dispatch of the 19th: I. B. Wright, superintendent of the Sacramento division of the Oregon & California Railroad, has just returned from the front, and states that the last tunnel will not be finished until after the 25th inst. After that there are thirteen miles of track to build, with culverts, etc. William Mangan, superintendent of construction, reports that the road cannot possibly be finished before the middle of November, and perhaps it will be the beginning or middle of December before trains will run through to Portland.
    San Francisco dispatch to Oregonian, Oct. 22: J. A. Fillmore, general superintendent of the Southern Pacific railroad, says with reference to the line between California and Oregon: "We shall establish a new division when connection is made, called the Shasta division. It will comprise 212 miles between Red Bluff and Ashland. We shall have the division headquarters at Dunsmuir, 100 miles north of Red Bluff, where a round house, shop and the division superintendent's headquarters are already under construction. A large force of men are now at work ballasting the new part of the road. The track is in elegant condition generally, and everything is running along as prosperously as can be."
Ashland Tidings, October 28, 1887, page 3


    Helltown, the railroad burg above Barron's, in the Siskiyous, is almost deserted, there being only three saloons left. These manage to supply the "pizen" wanted by the men at work at Tunnel 14.
"Brevities," Ashland Tidings, October 28, 1887, page 3


    THE LATEST REPORT.--Following from yesterday's Oregonian is the latest concerning the approaching completion of the California & Oregon: "I. B. Wright, superintendent of the Sacramento division of the Oregon & California Railroad, has just returned from the front, and states that the last tunnel will not be finished until after the 25th inst. After that there are thirteen miles of track to build, with culverts, etc. William Morgan, superintendent of construction, reports that the road cannot possibly be finished before the middle of November, and perhaps it will be the beginning or middle of December before trains will run through to Portland."
Oregon Statesman, Salem, October 28, 1887, page 2


    A CHINAMAN'S AFFECTION.--Speaking of the sailing of a large number of Chinese for the Celestial kingdom by the Coloma, Wednesday, a Chinese contractor said to a reporter: "The Chinamen who left today will be back again. They are principally those who have been working on the railroads, and having saved lots of money are going to visit their parents. A Chinaman never forgets his mother, and when he leaves her for a new land sends her the first money he earns. The Chinamen who left today had about $1000 each."
Oregon Statesman, Salem, November 4, 1887, page 6


    It is expected that Tunnel 14 will be entirely cleared ready for the laying of the track today. The extensive trestling below this tunnel is also about finished, and there will be nothing to interrupt tracklaying after it has once begun until connection is made. This will undoubtedly be accomplished by Dec. 1st.
Ashland Tidings, November 11, 1887, page 3


    On Monday last, at 5:30 p.m., another serious collision took place on the California & Oregon Railroad, near Soda Springs, and only a few rods from the scene of the collision a few weeks ago. It appears No. 16 engine was coming down the grade, and as there is a sharp curve in that locality, the approach of the gravel train, coming in an opposite direction, was not observed until too late to prevent the accident. The following is a list of the killed and wounded: A man named Kelly ("Shorty") was instantly killed. Antone Henry, badly hurt; Barney Voonhoof, bad cut in center of forehead; William McLaughlin, probably fatally injured; John Muir, leg hurt; A. Carlton, injured seriously; John C. Cavanaugh, probably fatally hurt. The engines were badly damaged.
    If proper precaution were taken these accidents would not occur. Someones certainly to blame. Had there been a flagman stationed at the curve, which is a dangerous place, the collision would not have happened. This trusting to luck and chance will not do in running engines, but a proper mode of signals must be adopted so as to guard against danger. We hope the company will see to the necessity of adopting means to accomplish that object, and stop the repetition of such calamities in the future.
Ashland Tidings, November 11, 1887, page 3


    PUSHING THE WORK.--In another week it is expected the track will be laid through Tunnel 14, by which time the trestle work between tunnels 14 and 15 will also be completed, says the Yreka Journal of November 2. The track is now laid to the mouth of Tunnel 14 from this side, but owing to so many curves, requiring the rails to be bent accordingly, the laying of the track proceeds very slowly. The speedy completion to connection with Portland now depends on the track laying, as the tunnels and trestle work will be ready for the rails as fast as the track layers can get to the unfinished portions. There can be no doubt of the road being completed for through trains by the 15th of this month, if not before.
    All the forces, except tunnel men, track layers and trestlework builders, have suspended work and gone below, and in a few days more only one small camp of graders will be left to finish up graveling and ballasting the track at different points, besides loading and unloading gravel trains.
West Side Telephone, McMinnville, Oregon, November 11, 1887, page 3


    The laying of the track through Tunnel 14 is completed, but progress was stopped a day or two ago by a slide near the tunnel. This had to be cleared away before the track could be extended. It looks now as if the connection can hardly be made by Dec. 1st. From the tunnel down to Barron's there are numerous heavy curves, and the lining of the rails will require considerable time. After the straighter track is reached a mile a day can be laid easily.
Ashland Tidings, November 11, 1887, page 3


    About one hundred men are employed in laying the track towards Ashland, and these, with a small force of carpenters engaged in retimbering the long tunnel and placing the stringers across culverts, comprise the entire remnant of the army of 3000 or more men who populated the railway line across the Siskiyous last summer. Yesterday the rails had been laid past the third and last crossing of the stage road coming northward from the summit. This is about nine miles distant from Ashland, and at the rate of progress anticipated it will take to Dec. 5th to complete the track to Ashland.
    A water tank is being built at the third crossing of the stage road from the summit coming north.
Ashland Tidings, November 25, 1887, page 3


    The increase in business on the O.&C.R.R. has made necessary the increase of freight train service, and, in consequence, both trains Nos. 9 and 10 are now running on regular schedule time. The new arrangement brings a freight into Ashland every other day, Sundays excepted. The train makes the run from Roseburg to Ashland one day, and from Ashland back to Roseburg the next day. A passenger coach is attached to each train. It is understood that as soon as the through connection between Portland and San Francisco is effected, there will be two or three through freights passing here every day. No arrangement for express trains after the connection has yet been announced, but it is presumed that between Ashland and Portland there will be one through train stopping only at the principal towns, and one local accommodation. One train will probably leave Portland in the morning and the other in the evening.
Ashland Tidings, November 25, 1887, page 3


    Ex-Congressman Thaddeus C. Pound of Wisconsin and Hon. Theodore Cook of Cincinnati, appointed by President Cleveland to examine the forty-mile section of the California & Oregon road reaching to the Oregon line, were in the city today with the third commissioner, ex-Gov. Stoneman. They left tonight for the scene of their duties. Col. Fred Crocker accompanied the party.
    Col. C. F. Crocker, of the Southern Pacific, who has returned from New York, says he is surprised at the talk there in the Eastern states about the Pacific Coast. Most of the inquiries are about Southern California, but this will probably not be long, as in many respects Northern California and Oregon are fully equal to the southern part of this state. Speaking on the subject of tourists, he said: "When our through Oregon line is completed we feel confident that it will be a favorite route for tourists who may come out by the southern overland lines, and return through Oregon by the northern lines. As soon as we can, round trip excursion tickets will be arranged and sold in the East, so that tourists may come west by the Sunset, Santa Fe or Union and Central, may go north by the Oregon line, and return by the Northern Pacific. At present this cannot be done, because we cannot assure unimpeded traffic over the Siskiyous during the winter. On that new roadbed and heavy grades there will doubtless be some difficulties during the rainy season."
Ashland Tidings, November 25, 1887, page 3


    There are still nine miles of track to be laid on the northern grade of Siskiyou Mountains before there will be any connection with the track at Ashland. This work will take at least a week, so it is not likely that connection will be effected by the 1st prox., as anticipated.
"An Important Event," Daily Astorian, November 27, 1887, page 4


    An excursion to celebrate the completion of the California & Oregon Railroad will leave San Francisco for Portland on the 12th inst.
Daily Astorian, December 1, 1887, page 3


    Superintendent Fillmore looked as bright and cheerful as if he had just tumbled out of bed, instead of out of a railroad car, when he was seen yesterday morning by a Post reporter after his journey from Oregon.
    "You ask me about my trip," said the Superintendent, "well, I had a delightful one. I can assure you that this line to Oregon is a scenic line. I do not believe that you pass through more beautiful scenery on any one of our lines. What can be grander than that stretch of country between Dunsmuir and the Siskiyou tunnel? I am positive that this line will be much favored by Eastern visitors, simply on account of the scenery.
    "Already the travel between San Francisco and Portland is considerable, and when we have through communication with the latter city it is bound to increase. When we came down today we brought no less than sixty-five persons, and there are many days when the travel reaches to over one hundred. The strangest part of it is that the travel seems to be greater to California than it is up there. Every day we have two Pullman cars running, and they are never empty. To business men this line will be a great advantage, and you can judge from the travel and from the class of men that are going up and down that they appreciate the road.
    "I do not as yet expect to handle any very great quantity of freight. I cannot say that at present it looks as if that road was going to be a freight line, but it certainly does look like a passenger one.
    "The people of Oregon are very much pleased with the line, and they are very sanguine as to the benefits they will derive from a through connection. They think, and naturally so, that this line will take from California some of the intending settlers, but I am of the contrary opinion. Rich as Oregon may be, yet I do not believe that she will ever be our rival for public favor. I think that the people who will go to Oregon will be the class commonly known as tourists; and that class, as a general rule, do not readily fall in love with a place and settle down."
    "When do you expect to have through communication?"
    "Well, all but eight miles is built, and we expect through travel by December 7th. You know all the grading is done, and all that we have to do is to lay the track. Owing to the clayey nature of the soil, it is rather slow work. We have got out of the mountainous belt, and are now in good farming land. Of course, though trains can go direct by the 7th proximo; the line is not formally opened until the 10th."
    "What do these people think about your excursion?"
    "They are delighted with the idea, and while I was in Ashland I had a delegation of citizens wait upon me, inquiring about it. It is the intention of the townspeople on the route of the road to meet the excursionists on their way to Portland, and treat them with every hospitality imaginable. I suppose that they will be tendered luncheons and breakfasts on the road up by every town through which the road passes.
    "You are entirely mistaken," continued Mr. Fillmore, when asked about the unpleasantness of the weather. "The weather is delightful and the snow is nothing to speak about. We experienced quite a heavy snowstorm this side of Shasta last night, but you see it did not detain us, and we came through on time.
    "Talking about the track, it is one of the best laid in the United States. You see, six months ago we did lay it down rather hurriedly, and I admit that it was pretty rough riding in some places. But that has all been changed now, and the track is as easy as any line in the country. The reason of our hurry can easily be explained. We wished that our passengers should have as little of the stage travel as possible, and so we just put one track down as speedily as possible, but we have been improving them all the time, so we are as near perfection as possible."
    "Have you formed a new division?"
    "We have. This new division is from Red Bluff to Ashland, and is called the Northern Division, and is put in the charge of A. F. George. George has been with us for quite a number of years, and is an old train man. I suppose you are aware that our workshops at Dunsmuir are well finished, and that we shall have quite a busy little town up there, when the shops are running. I can say without fear of contradiction that the California and Oregon road is one of the best of our branches, for completeness and general usefulness."
    "Do you intend to go up to Portland with the excursion?"
    "Well, to speak frankly, I do not. I do not think there will be much left of me when I get back," laughed Mr. Fillmore. "Colonel Crocker and Mr. Strowbridge are going up, and I think A. N. Towne will also go. I do not know that any more of our officials will go."
Sacramento Union, Redding, December 1, 1887, page 3


    On Monday morning last a party of Southern Pacific Railroad officials came down to Ashland from the Siskiyous by private coach, arriving here early in the forenoon. They were A. N. Towne, General Manager; General Superintendent Filmore, Supt. Wright, General Master Mechanic Stevens and Mr. Walsh, master car builder. They were met here by Manager Koehler and Superintendent Brandt, of the O.&C.R.R., and held a consultation over matters connected with the location here of the end of a passenger division, coaling station and engine run. An inspection of the company's land south of the depot was made, and locations chosen, it is understood, for an eating house, a round house and repair shops. After attending to these matters, the Southern Pacific party started at once on their return to California. Messrs. Koehler and Brandt remained here till the departure of the regular evening train north.
    Yesterday morning Chief Engineer Grondahl, of the O.&C.R.R., came out from Portland to make the surveys and locations of the buildings, side tracks, etc., required for the eating station, repair shops, round house and sheds.
    Wells, Fargo & Co. also will make Ashland a division end in the operation of their express business.
    All this means a material increase in the population of Ashland as a direct result, and the indirect benefit to be derived in the importance given to the place and the assurance of its rapid advancement is of yet greater moment. It has been generally understood that the eating station and repair shops would be here, but, of course, it is matter for jubilation that all doubt or uncertainty is to be set at rest now by the actual erection of the required buildings, and the preparation at once for the operating needs of the road. Ashland is the end of the Oregon & California road, which will be operated as a separate division, at least, from the California & Oregon. It is nearly equidistant from Portland and San Francisco, and will become widely known as the half-way city between the metropolis of California and that of Oregon. The railroad company own here a large area of land suitable for their own use and a surplusage for sale as town property. Nowhere along the line of the railroad will the traveler see a prettier location for a town than Ashland. In this brief summary of her good points and good fortune, Ashland certainly has occasion for self-gratulation and bright hopes for the future.
Ashland Tidings, December 2, 1887, page 3


    ACCIDENT ON THE O.&C.--An accident occurred on the extension of the Oregon & California, Saturday, which will delay for a few days the completion of the California & Oregon. A construction train was standing on a grade just above Siskiyou, and the engineer and the fireman were busy oiling up, when air leaked out of the brakes and the train started down grade. The engineer ran after the train and succeeded in getting his hand on the cow-catcher, when he slipped and fell, and the train, consisting of an engine and tender and a half dozen flatcars, went flying down the grade, and striking a curve, the whole went pell-mell over the grade, smashing everything. This will delay completion of the work on the road several days, as they are short of engines.
Oregon Statesman, Salem, December 2, 1887, page 5


    THE O.&C.--About 100 men are employed in laying the Oregon & California track towards Ashland, and these, with a small force of carpenters engaged in retimbering the long tunnel and placing the stringers across culverts, comprise the entire remnant of the army of 3000 or more men who populated the railway line across the Siskiyous last summer. Thursday the rails had been laid past the third and last crossing of the stage road coming northward from the summit. This is about nine miles distant from Ashland, and at the rate of progress anticipated, it will take until December 5th to complete the track to Ashland. A water tank is being built at the third crossing of the stage road from the summit coming north.
Eugene City Guard, Eugene, Oregon, December 3, 1887, page 5


    Owing to the inclement weather the completion of the railroad has been delayed a few days. About 100 men are employed in laying the track towards Ashland, and these, with a small force of carpenters engaged in retimbering the long tunnel and placing the stringers across culverts, comprise the entire remnant of the army of 3000 or more who populated the railway line across the Siskiyous last summer. A water tank is being built at the third crossing of the stage road from the summit coming north. This delay necessarily postpones the proposed excursion from San Francisco to Portland. Under the new "time card" the visitors will be through with the ceremonies at Ashland about 3 p.m., Tuesday, the 13th instant. Presumably everyone will have a desire to see the Rogue River, Umpqua and Willamette valleys. This can be done only in daylight, and the days just now are not at their longest. The train will probably leave Ashland at 7 a.m. Wednesday and run as far as Eugene, where the night will be spent; leave Eugene at 7 a.m. and reach Portland early in the afternoon of Thursday, December 15. This is not an official notice, but is given as a "good guess" on the matter.
Democratic Times, Jacksonville, December 9, 1887, page 3


    S. A. D. Higgins, who has been at the railroad front for several months past, has returned.
    Supt. Brandt, of the O.&C.R.R., went south to Ashland last week to meet Supt. Fillmore of the C.&O.R.R. These gentlemen returned to Portland next day for the purpose of making a new schedule of running time when the connection of the roads has been made.
    A considerable number of Chinamen who have been employed on the O.&C. railroad have arrived at Portland within the last day or two. They are glad to be under cover during the present bad weather. A considerable number who are working for Sisson will go to California.
    Dispatches received at Southern Pacific headquarters on the 6th tell of a severe storm of rain and snow in the region between Portland and Siskiyou. Rain was falling today at  Dunsmuir and Siskiyou, and indications were for stormy weather. Some fear is expressed that the proposed excursion celebrating the completion of the California & Oregon line may have to be postponed again.
"Here and There," Democratic Times, Jacksonville, December 9, 1887, page 3


    The C.&O.R.R. management from San Francisco to Portland is now divided into three divisions, with three managing superintendents to dictate the movement of all trains and engines. The first division extends from San Francisco to Red Bluff, and is operated by the Sacramento office, the second extends from Red Bluff to Ashland, operated by the Dunsmuir office, and the third from Ashland to Portland, operated by the Portland office. These train dispatching offices are kept open day and night, where every conductor and engineer is required to stop and receive orders, giving number and description of cars comprising train, whether passenger, freight, construction, special or any other train. This arrangement will prove highly beneficial in preventing accidents, and getting trains through on better time, as the dispatching superintendent keeps a chart, and knows between what stations every train may be at a certain time, by receiving telegrams over the railroad wire from every station of the arrival and departure of each regular train or special.--Journal.
Ashland Tidings, December 9, 1887, page 3


    The roadbed between Siskiyou Tunnel and Ashland is now being graveled and set in order in preparation for the last spike excursion, which leaves this city without fail on Friday afternoon next at 4 o'clock. The ceremonies celebrating the completion of the road will be performed at a point south of Ashland on Saturday afternoon, Colonel Crocker having decided to officiate in driving the last spike.
    After this is completed, the excursion train will move on to Ashland, where the evening will be spent. On the following day the train will run to Salem, reaching Portland early on Monday morning. It is expected that the excursion will be very largely attended, $25 being the fare for the round trip.
    Superintendent Meehan, of the Pullman palace car service, told a Call reporter yesterday that he had made arrangements for an excursion of at least ten sleepers, as well as the three sleepers reserved for those who are invited guests.
Marysville Daily Appeal, Marysville, California, December 15, 1887, page 3  See the 1887 News page for reports from the spike ceremony.


     J. Estes, formerly of this county, is now in the employ of the railroad company on the Siskiyou Mountain.
"Klamath County Items," Democratic Times, Jacksonville, December 16, 1887, page 2


    ED. STATESMAN:--Thinking perhaps a few words descriptive of the journey from Salem, Oregon, to Santa Barbara, Cal., would not be amiss, I take the liberty of writing this letter. From Salem to San Francisco there was nothing of special interest, if we except the stage ride from Ashland to Siskiyou, which is at the end of the thirteen-mile ride. The day before we crossed there had been a light fall of snow, and there was still some snow falling. The road is level and in very good condition for mountain road; nevertheless it takes five hours to make the thirteen miles. The reason it takes so long a time is because it is a gradual and oftentimes steep ascent the entire way, with the exception of a few hundred yards which are a plunge downward. The mountains were grand, with the dark evergreen trees hanging heavily laden with their soft, fleecy, clinging burdens of newly fallen snow. We were warm and comfortable inside the coaches, and I think I never saw a merrier or better-natured party than we were. Instead of its being a hardship to cross the mountains in the snow, I shall always remember it as one of the pleasantest rides I ever took. They did certainly have fine, strong, well-kept horses to draw us, and, as there were six horses to each coach, and although were packed in sardine-like (there being eighteen persons in and on each coach) yet we were jolly and every body seemed happy. We stopped at the Siskiyou House for dinner, and a wretched meal was served. Someone reading the sign over the door asked what the word Siskiyou meant, when someone else replied, thinking more of our indifferent dinner than the real interpretation of the word, that it was the Indian for bobtail. To this interpretation I believe everyone felt like giving a hearty Amen! But now we were soon in the cars, shot through a long tunnel, and riding through the wild winter scenery of the grand old mountains, prominent above which stands the Pilot Rock, which appears, stately, grand and majestic, first on one side of the car windows and then on the other as we wind in and out of the ravines.
    But by far the most inspiring sight in these majestic mountains is Mount Shasta, the grandly beautiful. Who can describe this hoary monarch of the mountains as he deserves, especially when just reclothed with the ermine of snow which the king of winter weaves and drapes about his mighty form? Words are powerless to tell how grandly beautiful and vast he seems as we draw nearer and nearer until we are within three miles of this king of mountains. It has been snowing until in the afternoon, and Shasta is recrowned by another and greater king than he--the king of the day. A purple cloud just crowned its highest peak, while all the body of the mountain was perfectly clear and bright with an indescribable glow of beauty. The rays of light shown through the cloud until it seemed that just hidden by the airy drapery of cloud-mist there must be a giant angel form pouring golden fire and rosy light upon the mountain top from from some shining censer, and it seemed to leap far down the mountainsides like streams of gold, and fill the deep ravines with purple and rose-colored light. Then, there seemed to be a strange and indescribable glow, that I had never seen before, as if that vast and awful pile was illuminated from within with wonderful many-colored lights. One can not imagine how grand great mountains are unless they are near them after the first fall of snow and view them in the brilliant sunset's glow. As we glided almost spirit-like past it all in warm and comfortable cars, I thought how different the picture must seem to us than what it did to those early pioneers who toiled and struggled over these rugged steeps and through these deep ravines. But I have dwelt so long upon the beauties of Mount Shasta that for fear I have wearied the reader beyond all patience I shall defer all attempts of a description of Los Angeles and the Eden of Santa Barbara until a future time.
Oregon Statesman, Salem, December 23, 1887, page 6


    "Well I made the trip on the last stage between Ashland and Siskiyou," said an overland passenger from California at the Occidental yesterday to a Press reporter, "Dan Cawley was the driver; there were three other passengers besides myself. The trip I admit was rather jaunty, and we were considerably jolted about by the ride. Poor Dan, the driver, however seemed to realize that the usefulness of the old stage was over. He gave me a history of the stage travel on this route.
    "The first stage was run between Yreka and Jacksonville in 1856, making three trips per week. The California Stage Company (Geo. Thomas, Sup't.), were its proprietors, and Dan Cawley was its first driver. For a year after the stage started the mail was carried on horseback by other parties, and arrived at Jacksonville only once every two weeks.
    "In 1858 a daily stage was run through from Portland to Sacramento. In 1872 Barlow, Sanderson & Co. secured the mail contract on the route between the C.&O. and O.&C. railroads, and Col. W. S. Stone assumed the superintendency of the line, with headquarters at Yreka. Col. Stone has had the management of the business during the past few months, and winds up its affairs. Dan. Cawley has been driving at different times on the line, mostly south of Yreka of late years, and since March last has been one of the regular drivers coming into Ashland from the C.&O. railroad terminus.
    "As the six-horse stage coach, imposing in its day, crowded off the trail the saddle horse and pack mule conveyance, it in turn is driven off the Siskiyou route by the big engines and sumptuous palace cars of the Southern Pacific railroad. The trip over the mountains between California and Oregon will no longer be invested with the romantic flavor of exciting rides down the steep grades, stories and scenes of highway robbery and views of grizzly bear tracks in the road."
Seattle Press, December 27, 1887, page 4


    The railroad from Portland to San Francisco is now divided, says the Yreka Journal, into three divisions, with three managing superintendents to dictate the movement of all trains and engines. The first division extends from Red Bluff, and is operated by the Sacramento office; the second extends from Red Bluff to Ashland, operated by the Dunsmuir office, and the third from Ashland to Portland, operated by the Portland office. These train dispatching offices are kept open day and night, where every conductor and engineer is required to stop and receive orders, giving number and description of cars comprising his train, whether passenger, freight, construction, special, or any other train. The arrangement will prove highly beneficial in preventing accidents and getting trains through on better time, as the dispatching superintendent keeps a chart and knows between what stations a train may be at a certain time, by receiving telegrams over the railroad wire from every station of the arrival and departure of each regular and special train.
Democratic Times, Jacksonville, December 30, 1887, page 3


    Dan Cawley, who piloted the first stage over the Siskiyou Mountain more than thirty years ago, also drove the last stage over this route on the 17th instant. He has been on the box for most of the period intervening between those two dates, excepting the time be conducted the Union livery stable in Jacksonville. Dan is one of the most careful, efficient and clever drivers that ever manipulated the ribbons on the Pacific Coast, and we are glad to see him enjoying good health and blessed with a fair share of worldly goods.
Democratic Times, Jacksonville, December 30, 1887, page 3



    The following telegram, dated at Jacksonville, appeared in the Oregonian of Wednesday:
    A fatal shooting affray occurred last night at the Blackwell diggings, six miles north of Jacksonville, in which James McGuire, an old pioneer soldier, was killed. McGuire was interested with George Ross and Miller Murray in a quartz lead at that place, which has developed into valuable property. McGuire has had considerable trouble with neighbors. Being aged and decrepit, his disposition was erratic, and he was easily aggravated into violent ebullitions of temper. Last evening some boys were around his mine, and he took offense at some fancied or real grievance and started after the boys with a gun. He chased one boy into the barn, threatening to kill him, when the young fellow turned upon and shot him, the ball taking effect in his groin. He was removed this morning to the county hospital at this place, where he died an hour after his arrival. George Caldwell, who shot McGuire, is a son of Chris Caldwell, who killed a man in a dancehouse on the Siskiyou Mountains during the construction of the railroad over the mountain, for which he is now serving a life sentence in the penitentiary. Jimmy McGuire was a Mexican War veteran and had served with distinction during the Rogue River Indian wars. He fought bravely at the battle of Hungry Hill, and distinguished himself by going with General Phil Sheridan to help remove the wounded soldiers from the battle-field under a heavy fire from the Indians. [Sheridan was not in Southern Oregon during the Rogue River Indian wars.] In the Civil War he enlisted in the First Regiment of Oregon volunteers, under Colonel R. F. Maury. He has been in the United States service 10 years and 5 months during his lifetime.
    At the coroner's inquest held at Jacksonville Tuesday evening and nearly all day Wednesday the evidence given by Frank Heck, the only eyewitness, was to the effect that he and young Caldwell were out rabbit hunting and that they were upon McGuire's land--upon which land Mr. McGuire had posted notices forbidding anyone trespassing--and that McGuire threatened to shoot them and in fact did shoot at them, whereupon young Caldwell crept up behind a barn and leveling his gun over a board fired and shot McGuire, who was standing near his house. McGuire's statement before he died was that he did not fire a shot at the boys and that he was sitting on a stool near the house reading a paper at the time he was shot. Caldwell came to Jacksonville, gave himself up, and his hearing was set for yesterday.
Medford Mail, June 23, 1893, page 3


    James McGuire, an old pioneer soldier residing at Jacksonville, was killed by a boy who had been annoying him last Monday night. Being aged and decrepit, McGuire was irritable and erratic, and was easily aggravated into violent outbursts of temper. He was a miner, and on Monday evening some boys were around his place and gave him a fancied or real grievance at some of their acts. Procuring his gun, he ran after the boys, and chased one of them into the barn, threatening to kill him. The young fellow turned upon him and shot him, the ball entering the groin. He was taken to the hospital and expired soon afterwards. George Caldwell, who did the shooting, is a son of Chris Caldwell, who killed a man in a dancehouse on the Siskiyou Mountains during the construction of the railroad over the mountain, for which he is now serving a life sentence in the penitentiary. Jimmy McGuire was a Mexican War veteran and had served with distinction during the Rogue River Indian wars. He fought bravely at the battle of Hungry Hill, and distinguished himself by going with General Phil Sheridan to remove the wounded soldiers from the battlefield under a heavy fire from the Indians. [Sheridan served in the Northern Oregon theater and was not in Southern Oregon during the Rogue River Indian wars.] In the Civil War he enlisted in the First Regiment of Oregon volunteers, under Colonel R. F. Maury. He has been in the United States service 10 years and 5 months during his lifetime.
Dalles Times-Mountaineer, Athena, Oregon, June 24, 1893, page 3

Last revised September 2, 2026