It is now proposed to extend the Jacksonville-Medford railroad to Eagle Point, on Butte Creek, to connect with the talked-of flume from upper Rogue River at that place, and citizens of the Butte Creek country promise substantial aid to such an enterprise. The magnificent water power at that place is a temptation to capital to invest there, of itself, and, when taken in connection with the possibilities of the lumber trade and attendant manufactures of the future, offers unparalleled inducements. There would be no question of plenty of transportation to keep a well-equipped road busy all the time.
Democratic Times, Jacksonville, January 16, 1891, page 3


    It is announced this morning that the parties who built the Medford and Jacksonville railroad yesterday organized in Portland a corporation called the Rogue River Valley Railway and Improvement Company. Its announced object is to build a railroad from the Southern Pacific track to Eagle Point and from thence into the sugar pine belt. The new road will traverse the line between the Southern Pacific track and Eagle Point, along which the land owners will make a reasonable land grant by way of subsidy. Engineer Howard, with a force of men, starts this morning from Medford to run a preliminary survey from Medford to Eagle Point. The articles of incorporation provide for land and townsite investments and the building and running of mills for the manufacture of all kinds of products. It is promised that this valley will be largely advertised and a good class of settlers persuaded to come here, new industries created and capital brought in.
    If a reasonable land and money subsidy is offered by the land owners at Medford, Central Point and Eagle Point and the country between, it is promised that this road will be in working operation by harvest time. It is suggested that money subscriptions will be taken, in installments, as every two or more miles of the road is completed. This will make it easy to everyone. Francis Fitch of Medford is the attorney for the new corporation, and communications can be sent to him or to Honeyman, DeHart & Company, Portland.
Democratic Times, Jacksonville, May 8, 1891, page 2


    J. S. Howard has compiled his preliminary survey of the R.R.V.R.R. from Medford to Eagle Point. The line as surveyed is 11¾ miles in length and extends through Eagle Point to 100 feet beyond the bridge of Little Butte. The proposed line after crossing the McAndrew place runs parallel with the county road, one-half mile west of it, until it strikes the northeast corner of the Crants place on the desert. It crosses Antelope just below the bridge. Mr. Howard is now engaged in setting his grade stakes, having left with his party this morning.--Medford Mail, 14th.
    The articles of incorporation for $500,000 as the Rogue River Valley Railway and Improvement Co. with the above object in view were filed with the secretary of state recently by W. Honeyman, E. J. De Hart, W. A. Buchanan, T. T. Honeyman, Francis Fitch.
Valley Record, Ashland, May 21, 1891, page 1


    The R.R.V.R.R. & Imp. Co. have set the figure of their bonus to build from the S.P. line to Eagle Point at $12,000. They estimate the cost of building, etc., at $90,000. The Howard survey from Medford is 10⅞ miles, and Applegates from Central Point 9½ miles. A preliminary meeting was held at Medford Saturday for the purpose of bonding the town for $7500 for that bonus.
Valley Record, Ashland, May 21, 1891, page 3


    The railroad excitement has abated.
A. C. Howlett, "Eagle Point News," Valley Record, Ashland, June 4, 1891, page 2


    On the 9th inst. we had a regular railroad meeting in the interest of the R.R.V.R.R. Co. There was quite a number of visitors from Medford and other places. Among the visitors were Drs. Geary and Pickel, J. S. Howard, Ben. Webb, J. W. Grayborn and the railroad company's attorney, Mr. Fitch. The meeting was called to order by A. J. Daley who introduced Mr. Fitch, who was, of course, prepared to make a speech. He told us that he, as attorney for the company, had no definite proposition to make as to the amount of subsidy the company would require but it was estimated that the road from Medford to Eagle Point would cost $90,000, and that the company wanted to know the feeling of the citizens on the subject. He assured us that the object of the company was to reach the timber belt and that the subsidy that they would ask for was to be paid in three installments, Oct. 1st '91, '92 and '93, and that the railroad company was to build one-third of the road before they called for one dollar of the subscription. He then called on A. J. Daley to read the subsidy agreement, and when it was read it proved to be a petition from the citizens of this vicinity to the aforesaid company to build and operate a railroad between the towns of Medford and Eagle Point and pledging themselves to pay to Vawter & Howard at the bank at Medford the amount in gold coin, set opposite their names, provided the company commences construction. Now their attorney said that the company was to build one-third of the road before they received any money, and he seemed to have anticipated trouble over that "commences construction," so he assured us that the company could not collect one cent unless they completed one-third of the road, and that all the lawyers in Jacksonville and Medford agreed with him. But we have the verbal statement of an attorney on the one hand and the printed agreement on the other, and some of us are a little tenderfooted about promising to pay on such conditions. If the railroad company intended to do the fair thing why does their hired attorney take pains to tell us that the company can't get one dollar, and that all the attorneys in Medford and Jacksonville agree with him, when the printed agreement says that they shall have one-third, provided they commence construction. Now according to agreement they can "commence construction" and draw one-third, and then next year they can "commence construction" and draw another third and then the next year draw the other third and then have an indefinite length of time to complete the road. In addition to the money subsidy the company require the citizens of Medford and Eagle Point and the intervening country to secure the right of way from one point to the other. Such is life under the McKinley bill.
A. C. Howlett, "About the Eagle Point Extension," Valley Record, Ashland, July 23, 1891, page 3

    Medford, Or., March 27.--C. H. Leadbetter, of Tacoma, who has been in Medford several days, proposes to build an extension to the Rogue River Valley railroad, from this city to Klamath Falls, a distance of sixty miles. An engineering corps will leave Medford in a few weeks to make a survey of the proposed line. The new road will tap the sugar pine belt for a distance of 25 miles. Mr. Leadbetter has recently returned from the East, where he purchased the iron for 12 miles of the road at Pittsburgh, Pa. He expects to have this much of the road built by August 1. It is understood here that a deal has been made by the owners of the Rogue River Valley road with the Burlington & Quincy, whereby the latter will have a coast connection.
    (The C.B.&Q. has been taken in out of the cold by most of the short roads and projected roads of the Pacific Coast, but it probably never expected such luck as to be taken under the wing of the Rogue River Valley Railroad. It doesn't pay to be claiming too much in such enterprises, it rather destroys than creates public confidence.)
Ashland Tidings, March 31, 1893, page 3


    Mr. C. H. Leadbetter, president of the Rogue River Valley [railroad] system and a leader in matters pertaining to the extension of this road, was in Medford last Saturday and while here was interviewed by a Mail reporter.
    What can we say to our readers regarding the railroad project? was asked by the reporter:
    "You may say that Medford will get the railroad. If they don't get it this year they will next."
    When and where will the survey begin?
    "I will be in Medford again in two weeks. They may be long weeks--perhaps twenty days, but upon my return I will put a survey party in the field. They will begin work on the summit of the Cascades and will run a line into Medford."
    Mr. Leadbetter gave the reporter many more points tending to the general good [omission?] of the enterprise, but which are as yet not intended to be made known to the public, as the publication of them might possibly retard progress in the work.
    In conversation with Mr. J. S. Howard, who has been engaged to run the survey for the road, we learn that according to arrangements made between himself and Mr. Leadbetter he is to make a preliminary examination of the country in the vicinity of the north fork of Little Butte Creek to ascertain the most feasible route by which the desired point on the Cascade summit may be reached. As soon as this examination is completed a surveying party will be organized, with Mr. Howard as chief engineer, and a survey made over the route located by the examination and both ways from the summit or place of crossing the mountains. The date fixed for the examining party to start out is the second week in April, or so soon thereafter as the snow in the mountains shall have disappeared sufficiently to warrant expeditious work. The object in commencing work at the summit is that this one particular point is desired as a crossing and could not be so easily made--regarding grades--if commenced in the valley. When the survey is completed from the summit to Medford the party will return to the place of beginning and from there will run a preliminary line to Klamath Falls. It is possible Mr. Howard will go to Klamath Falls between now and the middle of April and look up a feasible approach to that city.
    It is given out on good authority that Mr. Leadbetter, while in the East, purchased 1,100 tons of rails, or an amount sufficient to build twelve miles of road, and the same has been ordered shipped to Medford.
"It's a Sure Thing," Medford Mail, March 31, 1893, page 2


    The party of railroad officers which left Medford last Friday for a tour of inspection in the timber belt in the Big Butte country returned Wednesday afternoon. Their first night's camp was made three miles from Eagle Point, on Little Butte Creek, and the next place of camping was at the bridge on Big Butte. Here they camped five nights, and from this point the party made a tour of inspection for quite a distance on all sides. They visited the Rancheria country and the base of Mount Pitt. Their guide, postmaster Howard, also located for them as near as possible the most feasible route through the pass. The entire party were very favorably impressed with the country, and Mr. Mills expressed himself as being greatly surprised at what he saw by way of timber and agricultural lands. He had associated the county with rugged canyons and high ridges, but when he found a level tract of country and heavily timbered with the finest of giant sugar pine trees, his astonishment and admiration knew no bounds. On Tuesday Mr. Leadbetter, Sr., joined the party at the camp and returned to Medford with them on Wednesday. The same evening Mr. Leadbetter returned to Portland, and the following morning Mr. Mills and his party left for San Francisco. The general conclusion to be drawn from these officials' visit over a portion of the proposed route and their report of entire satisfaction is that of the three possible routes mentioned last week from the S.P. to the Klamath country, the one from Medford is by far the most feasible and will be the one over which the road will be built. Mr. Leadbetter will return to Medford again about August 10th and will go over the entire proposed route, after which he says surveying will be commenced.
"All the Local News," Medford Mail, July 28, 1893, page 3


    Ed. Worman:--"While passing through Idaho, upon my return home from Chicago, I was somewhat surprised to see C. H. Leadbetter get on the train. I made it a special point to find out what was in the wind on railroad matters. I had a good long talk with him on the subject. He seemed quite sanguine as to the very probable early building of the much talked-of railroad. He stated positively that if the then-pending silver bill before Congress was repealed he would have no trouble in placing his bonds. In fact, he stated that he then had his bonds placed--upon the one condition--the repeal, as above stated. If he was successful said he would build to Little Butte this fall and would push on east another year. The bill, I see, passed the Senate Tuesday, hence our chances for the road, according to Mr. Leadbetter's own words, are the very best."
"All the Local News," Medford Mail, November 3, 1893, page 3


    "Utah has much in common with Oregon," continued Mr. Pracht, "and it needs only closer communication by rail to materially benefit both. Some years ago a local corporation built a line from Jacksonville to the main line of the Southern Pacific, which runs almost due north from Sacramento to Portland, at Medford. From the latter point surveys have been made and rights-of-way secured to a point near the headwaters of Rogue River, and it is the intention of the incorporators, if times ever get back to the point where capital can be enlisted in such enterprises, to build over the Cascade Range by way of the old Applegate survey to Klamath Falls, Lakeview and other points in the southernmost tier of counties, aiming for Kelton on the Great Salt Lake, hoping to meet there a railway direct from Salt Lake City, via the west shore. I am informed that the maximum grade over the Cascades is only seventy-six feet per mile, and neither tunnels nor snowsheds will be required. The largest forest of sugar pine timber in the world is tapped by this survey, and Crater Lake, Oregon's greatest natural wonder, can be reached by the line. A direct line from Salt Lake to Medford would be the base of two acute angles, one having its apex at Sacramento, the other at Portland, and a vast stretch of rich country from which the great markets of the United States cannot now be reached, except in an expensive and roundabout way, will he opened. There are great possibilities in store for Utah in this direction. Will she come to meet us?"
"Utah and Oregon," Daily Tribune, Salt Lake City, April 17, 1896, page 5


    It is current rumor that Mr. Barnum, owner of the Medford-Jacksonville short line, has contracted with Mr. Gorsline for the sawing of a great number of ties for his railroad. The fact that Mr. Gorsline is preparing to establish his mill someplace in the Rogue River country, and the further fact that Mr. Barnum can secure tie timber, which is needed for use between Medford and Jacksonville, at a much nearer point than Rogue River, is significant in that the ties recently contracted for could be of use to advantage only in the construction of a line of road to the timber belt on Rogue River. There is a great opportunity for good business investment in the building of a railroad to tap the immense sugar pine timber belt of the upper Rogue River, and The Mail has an opinion that Mr. Barnum will labor to that end. The owners of the sugar pine land in that country can well afford to put up a considerable amount of money as a subsidy--and we understand the larger holders of timber land have already given a guarantee of one dollar per acre--which would represent about $80,000--and they could possibly be induced to do even better than this. There are many more small holders who would gladly do apportionately as well.
"City Happenings," Medford Mail, May 4, 1900, page 7


    Every day the importance of, and seemingly absolute necessity for, a railroad from Medford to the Rogue River timber belt becomes more apparent. There is an impression prevalent among many of our men of means that such a line of road could be built with local capital. There is this certainty--if twenty miles of the road can be built, enough outside money can be secured to extend it to any reasonable distance either or both ways. The advantage which such a road would be to Medford is almost beyond conception. With a line running into the vast and valuable timber belt of upper Rogue River, mills of gigantic proportions would be established. Box factories, sash and door factories and kindred other institutions that work in wood could, and doubtlessly would, be established. You say all these things would be built nearer the timber. Not so, when it is proven beyond a question of a doubt that the slab wood alone will pay the expense of hauling the logs to this point. Power to operate all these things? Is that the question you asked? Why, good people, the Fish Lake Ditch Company will be able to supply power for every need. Think this matter over, you who have the interests of the locality at heart, and when you have convinced yourself that a project of the nature outlined is not catalogued with the impossibles, go over and have a talk with Mr. Barnum, owner of the Medford-Jacksonville railroad. Mr. Barnum cannot build the road alone, but he owns a starter that would be good to build from at each end--and he is more anxious than any man in Jackson County to see the project take shape.
Medford Mail, September 27, 1901, page 2


    While the enterprising citizens of Medford are looking around for something upon which they might give a push forward, they might do a little work on the proposition of an extension of Mr. Barnum's shortline railroad to Eagle Point. It is not improbable that Mr. Barnum would entertain such a proposition if it was backed by something a little more substantial than talk. While it may be true that a line of road to Eagle Point would not be of material advantage to Medford, it is quite as true that a line of road built to a point so near the timber of Rogue River would not stop there, but would push its way on to the immense sugar pine and fir forests of upper Rogue River, in which event Medford would derive a lasting benefit.
"City Happenings," Medford Mail, September 26, 1902, page 7


    B. H. Harris, the gentleman who has large timber interests in the vicinity of Big Butte Creek Falls, left Medford Monday morning with a surveying party for his mill site on the above-named creek.
    Surveyor John McCall, of Ashland, is in charge of the party, and his instructions are to run a line of survey from the mill site to either Medford or Central Point, over the most feasible route for the construction of a railroad.
    Mr. Harris is very reticent upon matters appertaining to his projects, but he keeps doing things all the time.
    Upon being quizzed as to how matters were progressing at the mill site the Mail representative was given to understand that the least said would best suit him and his associates. However, the reporter learned from him that the mill site had been cleared off and a water ditch was being put in, but when asked to state just where the mill would be located, the reporter was told that he might say that it was on Butte Creek, about thirty miles from Medford. "That will be definite enough," said Mr. Harris.
Medford Mail, June 17, 1904, page 1




    MEDFORD, Or., Dec. 28.--(Special.)--For several months past the Southern Oregon Development Company has been engaged in running surveys, securing rights of way, and doing other preliminary work toward the building of a railroad to the big timber belt located about 30 miles east of Medford, on the Crater Lake road.
    The surveys have been made from the site of the Butte Falls Milling Company's plant to a point on the desert some seven or eight miles from Medford, and rights of way have been secured over most of the route. Yesterday the Medford and Crater Lake Railroad Company was organized by A. A. Davis, B. F. Adkins, J. M. Keene. R. H. Whitehead, B. H. Harris, W. F. Enthrop and W. I. Vawter. Articles of incorporation were prepared and filed with the Secretary of State today. The capital stock of the incorporation is placed at $500,000, and its object is to construct and operate a railroad from Medford east to the timber belt and Crater Lake.
    This company supersedes the Southern Oregon Development Company, and takes over the rights of way, surveys, etc. of that company. A permanent organization, with election of officers, will soon be made.
Morning Oregonian, Portland, December 29, 1904, page 7






    MEDFORD, Or., April 4.--(Special.)--Medford took a day off today. The schools were closed, and every business in the town closed its doors from 1 to 3 o'clock to attend the breaking of the ground of the Medford & Crater Lake Railroad. The time set was 2 o'clock, and by that time fully 5000 people from Medford and vicinity had collected around the spot where the ground was to be broken.
    The first part of the programme was a selection by the Medford band. Then came the opening address by Holbrook Withington, attorney for the company.
    Mr. Withington, in his remarks, took particular occasion to thank the committee of citizens who had secured the $25,000 subscription to the capital stock of the company, and to commend their enterprise. In outlining the advantages to be derived from this road Mr. Withington said in part:
    "It is the desire of the company to assure you that the work now begun will be pushed with the utmost vigor until the whistle of the locomotive shall resound from the cliffs of the Big Butte country and the tall pines shall tremble with the vibrations of the timber-laden trains carrying the wealth of the Cascade Slopes to the markets of the world."
    D. H. Miller responded on the part of the citizens of Medford, detailing his business connection of over 21 years with the people of Medford, and congratulating the citizens of this city on the inauguration of this great project.
    Hon. Henry B. Miller, late Consul at Niuchwang, China, now Consul-General at Yokohama, Japan, was then introduced and gave his experience in Rogue River Valley: "1 came here," said Mr. Miller, "81 years ago. I came in on a stage. Since then I have traveled over a considerable part of the world, and I am now convinced that the United States is the best country in the world, that Oregon is the best state in the United States and that the Rogue River Valley is the best part of Oregon."
    W. I. Vawter then made a few remarks, giving a short history of the enterprise and congratulating the people on the prospect of opening up connections with the big timber.
    At 3:10 p.m. Mrs. A. A. Davis, wife of the president of the road, broke the bottle of champagne, presented to the company by W. A. Putton, over the first stake set on the Medford & Crater Lake Railroad, and turned the first sod on the grade.
    This concluded the ceremony, and immediately thereafter teams and men took possession of the field and commenced the actual work of the building of the road which will develop one of Jackson County's greatest wealth-producing resources.
    Charles E. Wing, the grading contractor, has made a camp near the western terminus and has everything in readiness, including machinery and supplies, to commence active work.
    Leaving Medford, the route for the first 17 miles of the road is in a northerly direction over a level plain, and then strikes up Reese Creek, running easterly to the falls of Big Butte Creek, 40 miles from Medford, and in the heart of the pine timber country. Here will be located the northern terminus of the line for the present, although the plan includes extension of the line, as the timber is cut and the growth of the country warrants it. The line traverses a territory already under cultivation, and having no other outlet save by wagon roads, is practically impassable in winter.
    The total population from which the road will directly draw revenue may be estimated at 10,000.
Morning Oregonian, Portland, April 5, 1905, page 6

    Tuesday was an occasion long to be remembered by the people of Medford and the Rogue River Valley, being the inauguration of an enterprise which will do more to develop the latent resources of the country than anything which has occurred since the building of the Southern Pacific road through the valley.
    The event was the turning of the first sod on the Medford & Crater Lake Railroad.
    At one o'clock a constant stream of carriages, horsemen and people on foot commenced flowing in the direction of the terminal grounds of the company north of the old distillery building and from that hour until after three, the streets of the city were practically deserted. Very nearly everyone went to the celebration. The business houses all closed for two hours, to give the employees a chance to witness the ceremony, and the public school took a vacation. Over 3,000 people were present.
    Owing to delays unavoidable in such matters, it was 2:30 p.m. before the ceremonies were commenced. After a selection by the Medford band, Holbrook Withington, attorney for the company, addressed the audience on behalf of the corporation.
    Mr. Withington expressed the deep appreciation of the officials of the company to the citizens of Medford and vicinity for their support and good will toward the movement, and especially to the committee who solicited the subscription of stock was credit due for the untiring and successful efforts.
    He outlined the history of the enterprise from its inception to the present moment and promised on behalf of the company that the work would be pushed with vigor until the "whistle of the locomotive would be heard in the mountain fastness and the forest would resound with the stroke of the ax and the hum of the saw."
    Hon. D. H. Miller responded on behalf of the citizens. Mr. Miller spoke of Medford's progress during the past twenty-one years, of her past achievements and future prospects. "Medford is a business town, built on business principles, and whatever the people of this town do they do in a businesslike manner."
    Hon. W. I. Vawter was called upon and made a few brief remarks along the same lines. He urged the people to keep up the enthusiasm displayed on this occasion and to give the management their hearty support in every way as an aid to the completion of the road. "Financial aid is not what is meant, but the moral aid which an enthusiastic community can give an enterprise of this kind, which will help to smooth many of the rough places."
    Hon. Harry B. Miller, recently promoted to be consul-general at Yokohama, Japan, one of the most important diplomatic posts in the Orient, was introduced and made a short speech. In part he said: "I came to the Rogue River Valley thirty-one years ago. I came in on a stage. For a number of years I made Southern Oregon my home. Since then I have traveled over a number of other countries, but I have never lost my first impression of this country, and that is that the United States is the best country in the world, Oregon the best state in the Union and Rogue River Valley the best part of Oregon."
    At 3:10 p.m. a bottle of champagne, presented by W. A. Hutton, was broken over the spot from which the first sod was to be taken, and Mrs. A. A. Davis, wife of the president of the road, lifted the sod from its bed. The band played, the people cheered, cameras snapped and the Medford & Crater Lake road was formally opened.
    Several of the grading teams were driven into the circle for the final ceremonies and were included in the pictures taken of the event. The audience was good natured, but insisted on being on the front row, and if some of those mules had been "Mauds" there might have been a conclusion to the celebration not contemplated by those in charge.
    The territory through which this road is to be built is one of the richest in agricultural possibilities in Southern Oregon. It will tap a country capable of producing anything. To a certain extent the section lying between Medford and the timber belt has produced only grain and stock, notwithstanding its adaptability to the raising of more perishable products. Small fruits grow to perfection along the creek bottoms, and apples and pears find a congenial home in the foothills, but the difficulty of transporting the perishable products of their farms to market over twenty or more miles of rough roads has prevented many farmers from embarking in the fruit business. However, with the coming of the M.&C.L.R.R., bringing this region in touch by rail with the city markets, a vast increase in the output of fruits may be looked for.
    In and about Eagle Point is a quality of land unsurpassed for the growing of onions, the odoriferous but necessary esculent. There the onion grow to great size and particularly fine flavor.
    This land is also admirably adapted to strawberry growing. Several large patches of berries have already been set out, and we confidently expect that the next few years will see Rogue River strawberries rivaling the famous Hood River product in the city markets.
    The timber-clothed ridges of the Cascades first put the thought of a railroad into the minds of the promoters. Should there not be a dollar's worth of improvement made on the strength of the road between Medford and the timber belt, if the road did not have a pound of freight outside of the lumber cut by sawmills near its line, or carry a single passenger, yet the road would pay and thousands--nay millions--of dollars would be added to the amount realized by the products of Jackson County. The timber is sufficient to justify the building of the road, and the local traffic will represent the net profits on the investment.
    These things are merely some of the results which will accrue from the completion of the road--not all of them by any means, even to the section through which the road will pass on its way to the timber belt.
    Contractor Ewing will be required to move 41,000 cubic yards of earth between here and Eagle Point, according to the estimates of the engineers. The route is not a difficult one, there being no deep cuts or heavy fills along it. The main handicap to the contractor will be the necessity of moving camp quite often in order to keep up with the work.
    For ten miles beyond Eagle Point the ground is something of the same character; but after the mountains are reached the road becomes more difficult. However, as far as the road has been surveyed there is not a great deal of rock work, and that is easily handled. The cuts are all sidehill cuts and easily made.
Medford Mail, April 7, 1905, page 1


    The grading between the starting point and the west bank of Bear Creek has been nearly completed by Contractor Ewing. In fact part of the force is working on the east side of the stream and everything looks favorable for the completion of the first stretch of the road a good many days before the specified time.
    Manager R. H. Whitehead returned Sunday from a trip to Portland, and while he was in the city only twenty-four hours, he did three days work. He closed contracts for the furnishing of the steel for the road, made primary arrangements for rolling stock, etc., and incidentally did some talking for Southern Oregon in general.
Medford Mail, April 14, 1905, page 1


    An event of great importance to Medford, as well as to all Southern Oregon, was the turning of the first dirt this past week in the construction of the Medford & Crater Lake Railroad. A contract has been let and bonds given to build the line as far as the Big Butte country this summer. Later it will extend to Crater Lake National Park. Besides opening up the wonderful Crater Lake mineral and timber country, this new road is a big link in the line that will ultimately crosscut Southern Oregon and tap the rich mineral districts on the California-Oregon line, districts that are at present idle because of their remoteness. The Medford & Crater Lake Railroad was fostered by President Enyart of the Medford Bank, and it was through his untiring efforts that the line was begun. With the liberal support of Southern Oregon capital the road will be built as far as Eagle Point, and bonds can then be secured to extend it deeper into the primeval. This successful conclusion of the original plans of Banker Enyart's may be classed as the greatest event that has occurred in Southern Oregon for some time. A. A. Davis has the management of the new company, Dr. Keene is secretary, and Holbrook Withington is attorney.
Dennis H. Stovall, "Southern Oregon Mines," Mineral Wealth, Redding, April 15, 1905, pages 8-9

    MEDFORD, Or., April 29.--(Special.)--The history of the organization of the Medford & Crater Lake Railroad Company is one that shows what hard work and steady, consistent effort can do.
    Last year Messrs. B. H. Harris, W. F. Entrop and others conceived the idea of a railroad from Butte Falls, 35 miles from Medford, to a point on the Southern Pacific. Surveys were made and considerable work done upon a mill site at Butte Falls. One of the persons interested, Emanuel King, one of the members of the Medford City Council, died. Mr. Harris then tried to interest Eastern capital, but could not do so. Finally Medford citizens took up the matter and organized a company, taking over the rights of the first organization. For several months the officers of the company have been quietly working to secure rights of way and in making surveys. They did not place their stock upon the market until they were sure of their ground. Then they made the following proposition, in effect, to the people of Medford: "If you will purchase $25,000 of the capital stock of the .company, said stock to be nonassessible, we will bond ourselves in the sum of $50,000 to construct the road to Eagle Point--12 miles--or to a point equally distant, construction to commence on or before April 10, 1905."
    As a result of this offer, a committee of representative citizens of Medford, composed of J. D. Olwell, Dr. J. F. Reddy. D. H. Miller, I. L. Hamilton, J. E. Enyart and George L. Davis, took up the matter of soliciting the subscriptions. For ten days those gentlemen devoted their time to raising the subscription to the desired point, and they succeeded. The picture which accompanies this article shows why. Then the reputation of the men had a great deal to do with it. J. D. Olwell is a former Representative of Jackson County in the Oregon Legislature, has served a term as regent of the Oregon Agricultural College, and is one of the successful fruitgrowers of the valley.
    Dr. J. F. Reddy is a mining man of general fame. He is one of the owners of the famous Opp mine, and now proprietor of the leading hotel of the city.
    D. H. Miller is the pioneer merchant of Medford. He opened one of the first stores in the city, and is now serving his second term as County Treasurer.
    I. L. Hamilton has been a resident of Medford for more than 15 years, during which time he has been Assessor of Jackson County one term, and is regarded as one of the solid business men.
    J. E. Enyart is president of the Medford Bank. During his residence of 15 years here, he has built himself up by his own efforts to the position he now holds.
    George L. Davis is one of the leading grocers of the city. He is self-made, and deservedly popular.
    When the committee took hold of the matter, it seemed like a hopeless task. There had been so many "hot air" lines built in the state that people were slow to believe that this was a bona fide proposition, but they did believe it, and, as a result, within ten days ground will be broken on the Medford & Crater Lake Railroad.
    Citizens of this city give great credit to Messrs. Harris and Entrop for inaugurating the project, although the road would naturally come in a few years, the enterprise of these two men started active work.
    Of the officers of the company, A. A. Davis, president, is the proprietor of the Medford Flouring Mills, [and] one of the directors of the Jackson County Bank. He was one of the first men to take up the railroad proposition, and is one of Medford's most progressive citizens.
    B. F. Adkins, vice-president, is a retired physician and also vice-president of the Jackson [County] Bank.
    R. H. Whitehead, manager of the company, is one of the wealthiest men in the city, a member of the City Council and an ex-Mayor of Medford.
    J. M. Keene, secretary, is a prominent figure all over Oregon. Everybody knows Dr. Keene.
    W. I. Vawter, treasurer, is president of the Jackson County Bank and joint Representative for Jackson and Douglas counties.
    The southeastern terminal of the Medford & Crater Lake Railroad is at Medford, which is on the main line of the Southern Pacific. From there for about 15 miles it passes over a prairie country to Eagle Point. Thence it proceeds to the falls of the Big Butte Creek, in the timber belt, which will be the northeastern terminus of the road for the present.
    The line crosses and taps a territory in which there is absolutely no competition, as the only means of transportation at present is with wagons. The roads are impassable during the winter months. From the northeastern terminus stage lines run to Crater Lake and to Klamath County.
    The new road will tap one of the finest pine timber belts in the state of Oregon, which is inaccessible at the present time except by wagon during the summer months. In this timber belt, which contains 230,000 acres, there are over 4,000,000,000 feet of lumber, about half of which is yellow and sugar pine.
    This timber is practically undisturbed, although the owners of it are willing and anxious to market it. The only attempt to market the timber was made several years ago, when large traction engines were employed. The length of the haul and the nature of the roads made this project unfeasible, and it was abandoned.
    The road will also shorten the long wagon haul from Klamath County to the Southern Pacific. When finally extended over the divide, it is believed the road will control all of the traffic which comes from this county. The construction of the road will also result in the improvement of thousands of acres of land which are now uncultivated because of the lack of adequate transportation facilities. The marketing of the timber further up the line will open up this vast timber area to the farmer and the fruitgrower.
    J. H. Stewart, the pioneer fruitgrower of this valley, states that the orchards planted in the foothills, on tracts formerly covered by thick growths of timber, produce fruit of a larger size and better flavor. He has acted upon this belief by already setting out orchards in the timber country. Applications are being received for options and contracts on the timber land, to be operative as soon as the timber is removed. This land can all be placed under cultivation at small expense.
    Another source of the revenue to the railroad will be the vast tourist travel which will eventually center at Crater Lake. As it becomes better known, it will rival the Yellowstone Park and the Yosemite Valley. The government has set it aside as a national park, and many tourists visit it each summer, in spite of the long, fatiguing trip which is necessary to reach It. The completion of the portion of the road now under construction will enable the tourist to reach the lake within a day's drive.
    Medford, from which the road starts, is a thriving city of about 3000 inhabitants. It is the logical and actual business center of the Rogue River Valley, and is one of the most progressive towns in Southern Oregon. It is also the junction of the Rogue River Valley Railroad, which runs to Jacksonville, and the Southern Pacific.
    Eagle Point and the other small towns along the route are distributing centers and headquarters for the adjacent farming and mining country. The total population contributing to the revenue of the road may be safely estimated at 8000 people, 4500 of whom live in the towns along the line.
Sunday Oregonian, Portland, April 30, 1905, page 33




    The Medford & Crater Lake Railway, which now has its terminus at a point 11 miles from Medford, is to be extended 20 miles next spring. This will make the terminus in the heart of a timbered section and as preparations are being made to cut much of this timber when transportation facilities are provided, it is expected that Medford will receive material benefit from the extension.
   W. I. Vawter, treasurer of the company, was in Portland yesterday a guest at the Imperial Hotel. He says plans are being made to begin work on the extension in the early spring and that the work will be rushed through to completion. While the parties back of the company ultimately expect to extend the road to Crater Lake, it will be several years before this improvement can be made. To reach the lake 40 miles of road, much of it through mountainous country, will have to be built.
    The Medford & Crater Lake Railway is now under the control of Webber Bros., of Ione, Mich. The road was originally financed by Medford capital, but lately Webber Bros. have acquired the controlling interest.
    Mr. Vawter reports that the Iowa Box & Lumber Company, of Medford, is doing a big business. About 200 men are now employed by the concern and from other sources it has been learned that the company contemplates extensive improvements in the near future. It has purchased about 9000 acres of timber land in the district to be tapped by the extension of the railroad.
Morning Oregonian, Portland, October 30, 1906, page 10


    MEDFORD, Or., Dec 20.--(Special.)--The Medford & Crater Lake Railroad line, extending from this city in a northerly direction to Butte Creek, but originally designed to afford an outlet to the timber lands on the Big Butte, is to be completed and equipped for operation by Boise, Idaho, capitalists, who have been inspecting the line in the interest of Eastern capital. At least this is the substance of a proposal made to the stockholders of the road at a meeting of the Medford Commercial Club last evening.
    The company was organized by local capitalists some years since, for the purposes as stated, and local capital to the extent of $21,000 was invested in the enterprise. After a long struggle the line was completed for a distance of 12 miles to Eagle Point, and the first train, a borrowed one, dedicated the completed section. [An early snapshot identified as the first train in Eagle Point reveals the borrowed train was Rogue River Valley Railway engine No. 3.]
    For lack of funds to purchase the necessary equipment the road has never been operated. The right of way, however, has not reverted to the original owners, and the 12 miles of road completed is fairly serviceable. The road was originally capitalized for $500,000, and it is believed the projectors of the new enterprise are in a position to control all stock outstanding except the 21,000 shares held by local stockholders, and which the projectors ask as a consideration for completing and equipping the line.
    The Iowa Lumber & Box Company, a Medford corporation, having large timber interests on Butte Creek, has entered into a contract for the delivery at its mills in this city of 4,000,000,000 feet of logs, this contract being contingent upon the completion of the road within one year. The company will erect a large mill in this city for the manufacture of its product, and will employ 250 men with an annual payroll of $1,500,000. There is no doubt of the successful outcome of the negotiations now pending.
Morning Oregonian, Portland, December 21, 1906, page 6


    Dr. F. C. Page, of the real estate firm of Page & Lawton, departed a few days ago for a business trip to the East, his itinerary extending as far as Chicago. Mr. Page has several important matters that will claim his attention while on his trip and which it is hoped will prove a benefit to Rogue River Valley, but his principal object is to interest capital in the completion of the Medford and Crater Lake Railroad as far as Butte Falls. Messrs. Page and Lawton have been in communication with industrialists in the East for some time, and their prospects for their becoming interested in this important railroad project are encouraging. We wish the doctor success in his efforts.
"City Happenings," Medford Mail, February 1, 1907, page 5


    Report was current on the streets of Medford Tuesday that the Dudley Lumber Company, of Grand Rapids, Michigan, had purchased the Fee Brothers mortgage of $35,000 against the Medford and Crater Lake Railroad. This mortgage was held by the Webber Bros., of Iowa, Michigan, who purchased it some months ago from the Fee Brothers. The Dudley Lumber Company is said to be the company with which B. H. Harris of this city has been negotiating for some time. The company is reported to be a very strong one financially, and in all probability the purchase was made with the intention of identifying its members with the lumber interests of this part of Oregon.
"Additional Local," Medford Mail, February 15, 1907, page 5




    The proposal of A. A. Davis for the purchase of the Medford and Crater Lake Railway is the first substantial move that has been made for the rehabilitation of the road, and as such should be entitled to the courteous consideration of the receiver.
Medford Daily Tribune, March 22, 1907, page 1








    A special train will be run Sunday on the P.&E. from Eagle Point to Medford, to allow the people of that place to attend the great game between the two champion baseball teams of the valley. The fare for the round trip will be 70 cents.
    Harry Glacier, a Portland traveling man, was the first knight of the grip to get into Eagle Point by rail, taking the first regular train in.
"City Happenings," Medford Mail, July 5, 1907, page 5


    The railroad company is making preparations to extend the road. They are having ties hauled out, there being several teams engaged hauling from Custer's, where the Harris company is putting up a sawmill to cut ties for the railroad.
    On Wednesday of last week the first car of the P.&E.R.R. came out and brought out a number of Medford folks and on Thursday entered formally on the work of the new railroad and a large delegation of our citizens turned out to meet the train and many of them brought the products of our soil, and had a long table, decorated with a grand display of flowers, fruits, vegetables, grasses, etc. John Cook made a few remarks on the arrival of the train after which Mr. Estes responded in a short talk setting forth some of the things that we may expect from the company. The train is now coming and going regularly, and I understand that the company is doing very well considering the fact that Eagle Point is but a small village, but during the past week business has been remarkably brisk.
A. C. Howlett, "Eagle Point Eaglets," Medford Mail, July 5, 1907, page 8


    The R.R.V.Ry. carried about 1800 people from Medford on the Fourth without an accident and on time as per their schedule. The P.&E. also ran excursions from Eagle Point to connect with the Jacksonville train.
    Manager Estes states that it is the intention of the P.&E. company to build to Butte Falls and Jacksonville at once, and that the delay will be limited to the time necessary to complete the preliminary arrangements. The Butte Falls line will be extended beyond the "Sticky" this fall and will be completed to the Falls in the spring. The Jacksonville extension will be pushed as soon as the route has been determined upon, and as soon as completed the train service will be completed the train service will be commenced and a rapid transit schedule, commutation tickets at ten cents for the trip to be sold good for the month in which issued. All the trains will make suburban stops, and several stations will be located at different points along the line. It is the intention of the company to help build up the section between the two towns, and thereby improve the prettiest section of the city.--Tribune.
"All Around the Town," Jacksonville Post, July 6, 1907, page 3

    The Pacific & Eastern has given up its mail-carrying contract, and now the mail is being carried between Medford and Eagle Point by stage. When this contract was first taken by the P.&E. the mail was carried in a combination passenger and baggage car, drawn by a real, live engine. A few months later an automobile car was put on, then a handcar and later a one-man-capacity "speeder," and now it is switched over to a stage. That is certainly finishing the mail-carrying contract to a "frazzle." The stage will leave Eagle Point at 9 o'clock a.m. and returning will leave Medford at 2 o'clock p.m.
Medford Mail, February 26, 1909, page 6

    The contract for repainting the rolling stock of the Pacific & Eastern will be let today. As soon as the work is completed regular passenger service will be resumed to Eagle Point, announces president Edgar Hafer. The present plans are to operate one train a day each way. Since the motor was demolished service has been irregular.
Medford Daily Tribune, March 30, 1909, page 1

    Well, now, here is something to feel good over. Yesterday afternoon Dr. J. F. Reddy received a telegram from Mr. Allen, the recent purchaser of the Pacific & Eastern Railroad, directing him to secure the services of J. G. Rogers of Medford and instruct him to at once commence construction work on the proposed extension of the line.
    Mr. Rogers, who is an old-time railroad builder, will at once commence upon his labors, and Monday morning will see him making up his crew of men and teams. He will undoubtedly put to work as many as 30 teams with scrapers and a much greater number of men with shovels. The grading work will commence at the end of the line at Eagle Point and will follow the survey made last summer by Messrs. Hafer and Reddy, this leading through what is known as the Hart place, and running considerably nearer Eagle Point than the old survey did.
    There are now two miles of rails in the P.&E yards in Medford, and these will be at once taken to Eagle Point and used on this first two miles of grade. By the time this much of the track is laid, rails for a further extension will be here to extend the line farther in the direction of Butte Falls.
    The present roadbed will be put in first-class shape for traffic, and if present indications are to be taken as a criterion, lumber will be coming into Medford over this line before fall.
    Mr. Reddy has already contracted for the delivery of a considerable number of ties for this extension, but the company will need many more, and Mr. Reddy would like to have bids submitted for furnishing these.
Medford Mail, May 28, 1909, page 1




    With the construction of the Pacific & Eastern railroad going on at full blast, the city of Eagle Point has taken on a new lease of life. The roadbed has been graded for nearly a mile, and many men and teams are employed on the work.
    Throughout the Eagle Point country the greatest interest is being taken in the work. A majority of the people working on the road are homesteaders of that section, and they are unanimous in their expressions of good will toward the road.
    During the past few weeks, or since the work on the road was started, many people have visited the city and invested in town lots. The outlook was never brighter for the residents of that section.
Medford Daily Tribune, June 11, 1909, page 1


     A road scraper, or rather a grading machine, was unloaded at the depot here yesterday, consigned to Dr. Reddy, presumably to be used in construction work on the P.&E. extension.
"Local and Personal," Medford Mail, June 18, 1909, page 2


    The work of extending the spur on the P.&E. at the Davis siding, about five miles from Medford, will commence today. The extension will be about 600 feet in length and will reach to Mr. Davis' warehouse.
"Local and Personal," Medford Mail, July 2, 1909, page 5

    Rather expensive price of railroad after all that, "twin streaks of rust worth their weight as scrap iron f.o.b. Medford" as the old Medford and Crater Lake road was facetiously referred to in the recent trial of Walter H. Moore for complicity in the wrecking of the Oregon Trust and Savings Bank. John R. Allen is reported to have been let off with a paltry $33,000 cash payment for his interest. But how about the others? W. Cooper Morris will serve the state without pay, don the felon's garb and forever remain an outcast among honest men. The depositors of the wrecked bank all become involuntary contributors to the extent of their respective deposits, while the reputations of others have been sadly besmirched.
Medford Saturday Review, June 11, 1910, page 4


    John F. Stevens has been elected president of the Pacific and Eastern railroad company, a road which is being constructed eastward from Medford, Ore. toward a connection with the Oregon Trunk Line railroad in central Oregon. Stevens is now the head of all the Hill roads that are strictly Oregon properties.
San Francisco Call, June 11, 1910, page 4


    Locomotive No. 1 is now at work on the Gold Hill Railroad & Lumber Company's Kanes Creek line. It arrived from Portland Monday, and was placed on its own rails Tuesday, since when it has been busy transporting machinery and material to the mill, and hauling
out rails for extension of the line.
    Tho engine is of the logging type, very businesslike in appearance and fully capable of handling all the traffic of the line, which will consist mostly of logs for the mill and limestone for the kiln. Its first job of any extent, however, will be to bring out four carloads of wood to the main line for shipment.
    The engine is not the only rolling stock possessed by the new railway. A new flat car, branded "G.H.R.R.&L. Co," arrived Thursday. It will be followed by other cars as they are needed.
    Joseph King is engineer of the "Kanes Creek Flyer," as the train has already been christened, while Fritz Hammersly, as fireman, "keeps her hot."
Gold Hill News, June 25, 1910, page 1


    Twenty miles of steel have been ordered for the Pacific & Eastern from the Great Northern Railway. This will be second-hand steel. It will be delivered at Medford in a few days and from that place will be sent to Eagle Point, whence it will be strung out as far as Butte Falls.
    The tracks have already been laid to Eagle Point, a distance of 12½ miles, and the remaining steel will carry the line to Butte Falls. It is officially intimated that the tracklaying will be accomplished by the middle of September.
    The contract price of the steel approximates $55,000. The steel weighs 2400 tons and will be brought here in 80 cars.
    An instance of how traffic will follow improvement in service has just been given at Medford. Formerly, old cars were used on the Pacific & Eastern. Two new Great Northern cars were put in service and it was noticed the passenger traffic promptly increased by 25 percent. The new passengers were mostly women.
"Wires Are Ordered," Morning Oregonian, Portland, July 21, 1910, page 18

    Laying of steel has progressed rapidly on the Pacific & Eastern during the past few days, and the road is now completed to a point 20 miles from this city. Bridge building is now under way, and track laying will be recommenced as soon as the timbers are in place.

Last revised November 20, 2024