The
The Joseph Downs Collection of Manuscripts and
Printed Ephemera
Henry Francis du Pont
5105 Kennett Pike, Winterthur,
Delaware 19735
Telephone: 302-888-4600 or 800-448-3883
OVERVIEW OF
THE COLLECTION
Creator: Maxwell, James Riddle,
1836-1912.
Title: Letterbooks
Dates: 1884-1905
Call No.: Doc. 180
Acc. No.: 90x68.1-.2
Quantity: 2 volumes
Location: 31 B 4
BIOGRAPHICAL
STATEMENT
James Riddle Maxwell was a civil engineer from Newark,
Delaware, who worked for several railroads in the American West, Peru, and
Central America. He was born in
Pennsylvania in 1836 and graduated from Delaware College and Polytechnic
College in 1862. Maxwell married Harriet
Mitchell in 1870 and then worked in Peru for several years. Upon retirement in 1902, Maxwell returned to
Newark. He died on April 7, 1912.
SCOPE AND
CONTENT
Consists of copies of personal and official
correspondence sent by Maxwell between 1884 and 1905. Volume 1 covers this entire period. It contains remarks on western topography;
real estate he owned near Puget Sound; work for the Union Pacific Railway
Company; railroads in Peru; an economic depression in the 1890s that put him
out of work for at least three years; and applications for positions with a number
of different railways. Some letters are
addressed to Charles Francis Adams.
Volume 2 contains official correspondence written in
1899 while working for the Colorado and Southern Railway, and as Chief Engineer
of Explorations for the Isthmian Canal Commission scouting out possible routes
for what became the Panama Canal. The
first part of this volume contains topographic descriptions of routes into
Oklahoma. The second part includes lists
of supplies purchased in Cartagena, Columbia; instructions to surveying
parties; prices agreed upon for food purchased from natives; and a treaty
between commission members and the San Blas Indian Tribe, 5 December 1899.
ORGANIZATION
Letters are chronological within each volume.
LANGUAGE OF
MATERIALS
The materials are in English.
RESTRICTIONS
ON ACCESS
Collection is open to the public. Copyright restrictions may apply.
PROVENANCE
Purchased from James E. Gergat.
RELATED
MATERIALS
Additional papers of James R. Maxwell are held by
the library of the University of Delaware.
ACCESS POINTS
People:
Adams, Charles Francis,
1835-1915.
Topics:
Union Pacific Railway
Company - Correspondence.
Colorado and Southern Railway - Correspondence.
Isthmian Canal Commission (U.S.) - Correspondence.
Railroads - Surveying.
Railroad engineering.
United States - Description and travel.
Panama - Description and travel.
Letterbooks.
Letters.
Lists.
Treaties.
Reports.
PARTIAL
TRANSCRIPTIONS OF THE LETTER BOOKS
v. 1 (acc.
90x68.1): page numbers are those stamped on pages. Some punctuation has been added.
[name index in front of volume: not transcribed]
[p.1-2: not transcribed]
[p. 3]
Butte Aug 8th
[188]4
Chas. F. Adams Esq
President U.P.R.
Boston, Mass.
Dear Sir:
The following brief report on the route from Boise City to
Atlanta, is based on
observations made on a ride from the former to the latter place
about a year ago.
Atlanta is situated on the south side of the middle fork of the
Boise river, and is about
twelve miles from its head.
It is said to be 80 miles from Boise City; the survey showed
that the distances estimated
by the owners of the Pack trains, were nearly correct, and that
any error was (for themselves) on
the safe side.
But as the trail leaves the bottom of the valley, and makes cut
offs over the hills or avoids
precipitous places, it may be that the route will be found
longer when an accurate survey is made.
The line was sur. for 40 miles.
The valley is very crooked, and a road built there will likely
have
[p.4]
over half its length in curves, and in a few places, it is
probable that crossing the river will be cheaper than continuing on the right
bank and tunneling.
The grade will not probably exceed one percent, except in one or
two places, and there it is likely that 1.5 will be the maximum, but as the
bulk of the traffic will be down stream, still heavier grades may be used to
cheapen the cost of construction. The
grading will be heavy, unless steep grades and sharp curves are used, as the
valley is generally narrow, with steep hill sides, and but little bottom
land. The formation is somewhat
peculiar. Near Boise the original rock
is sandstone; about 15 miles up the river a decomposed granite similar to that
found at Butte takes its place. Then
followed a convulsion, and an igneous rock was forced up through the seams to
the depth of from 200 to 400 feet.
[p. 5]
This basaltic rock is only found in the lower part of the
valley. All of these rocks will be
encountered in building a road, but the quantity of basalt & sandstone to
be moved is small in comparison to that of the granite. As there is comparatively but little drift or
alluvium the proportion of scraper[?] work will be small. On account of deep snows in the upper part of
the valley, that portion of the road had better be built as much as possible in
embankment.
In the upper part of the valley, there were evidences of snow
slides; the marks of them were not frequent, but where they did occur, they had
made a clean sweep of all the timber in their path.
No timber is found for twenty miles above Boise City, then it
begins to appear in the side [illegible], back from the stream and about half
way to Atlanta
[p.6]
it is found close to the river, and from there extends to the
head of the valley. Most of it that
could be used for lumber has been cut, and it is probable that the cheapest
manner to get large trees is to cut them on some of the branches and float them
to the main stream.
The valley rises so fast (it is about 12 miles from Atlanta to
the summit and the rim is [?]400 ft) and the side hills are so rugged, and the
snow so deep in winter, that it is not probable that it will be practicable to
approach this mining district by any other route than up the river.
A wagon road extends to a point about 15 miles above Boise City,
from there, there is only a trail, and in many parts a very bad one. This will add to the cost of construction.
The business will be solely that of a mining camp, hauling in
supplies and machinery, and bringing out ores.
Among the supplies
[p.7]
in the near future, will be that of lumber and fuel.
With this I send a statement of the various mines in the Atlanta
district and its immediate vicinity, and have written for a supplementary one
which will be forwarded as soon as received.
I rode around the district and saw many of those present[?] on
the statement, and in the Atlanta lode, went down into one mine to the 4th
(400 ft) level, and saw the width of the vein.
In the dumps at the mouths of the mines are thousands of tons of
ore that will average $25 per ton; this is now useless as no mill there will
work silver ore that assays less than $80 per ton.
I was told that if concentrating works were built near Boise
City that from 100 to 150 tons per
day would be furnished if the cost of transportation was not
over $50 per ton, from Atlanta to the
mill.
[p. 8]
I was very much impressed with your idea of endeavoring to reach
mines, by cheap
appliances, such as tramways, inclined planes, or cable roads,
and want to learn all I can about
those means & have also some ideas of my own about lessening
the cost of transportation on
rail roads, which I will present later if you so desire.
Yours respectfully
James R. Maxwell
Dis Engr
[p. 9]
Butte Aug 16th [188]4
Chas. Francis Adams Esq
President Union Pacific Ry
Boston, Mass.
Dear Sir –
At the present rate of consumption the available timber in this
vicinity will be
exhausted within a year. The
supply of lumber will then come from along the line of the Northern Pacific Ry,
unless it can be had farther south on the Utah & Northern.
The Montana Improvement Co. are preparing to occupy the field,
and as it is currently
reported that prominent officials of the Northern Pacific
control this Co: it is likely that an effort
will be made to cripple any competing enterprise on the line of
the Utah and Northern. I have been
informed that at a distance of about 175 miles south of here there is a large body
of timber. That a line eight miles long will reach a tract capable of
furnishing 20,000,000 ft B.M. and with 20 miles of line from 100,000,000 to
200,000,000 ft
[p. 10]
can be had.
It is in Idaho: and as long as it is public land the lumber
cannot legally be shipped into another Territory, but I believe it is subject
to entry.
This seems to be a case where a cheaply constructed road such as
those in Michigan, would be a valuable feeder to the main line. The lumber will
weigh about one and a half tons per 1000 ft.
If you so desire, I will send you any further data that can be had here,
and will go there and report on the feasibility of the route if you will direct
Mr Blickensderfer to order me to do so.
Yours respectfully
James R. Maxwell
Div. Engr U.P.Ry.
[page 11]
Butte Aug 26th [188]4
J. Blickensderfer Esq
Dear Sir:-
Yours of the 22nd inst just received. From the way that the talk was here, it
seemed to me that there was an effort made to throw all the blame for stopping
the work on you, and I did not like it. It looked to me too much like
duplicity. When you sent me the order I had no doubt but that Mr Clark gave you
the order, and when he sent that telegram to Mr Word I didn’t like it. How the paper got the first telegram I don’t
know, and it seemed curious. It threw the
blame where it belonged, on Word, as he certainly is very slow about getting the
deeds executed.
Nothing is being said about it now, but if it is recurred to
again I will use your letter where it will do the most good.
Yours truly
James R. Maxwell
[page 12]
Butte Sept 2nd [188]4
J. M. Thompson Esq
San Francisco, Cal.
Dear Sir –
Yours of the 28th ult
came today. What I wished to know about your system was whether it will work
advantageously for a length of from 80 to 100 miles. The place I have in view
is about that distance from where a Ry will be built. It would run up a valley, which though straight
in general direction, is quite crooked in detail. The valley is generally very
narrow and in some places in cańons for short distances. The hills are high and
steep. The fall of the stream is about 60 ft per mile though in some short
places it is nearly twice that.
There are no roads after the first 15 miles, and not timber for
thirty miles. Then timber
could be had for trestling.
[page 13]
The business at the start would range from 100 to 150 tons daily,
and might soon, double that.
What is your experience about the operation of so long a line,
and what would be your estimate of [or for]
the cost of construction, and the cost of operating on the basis of delivering
100 tons
daily. The fall[?] being
so light I suppose that power would be necessary to operate the line, and
in that case the only fuel to be had is wood.
In winter the snow gets deep, and the line would be endangered
by slides. As the snow
interferes very much with the working of the mines and milling,
I would think that it could be
introduced there in several cases where the mines[?] are about a
mile and upwards from the mills.
Yours truly
Jas. R. Maxwell
[p.14-33: not transcribed]
[page 34]
Butte Jan 19th
[188]7
V.G. Bogue
Chief Engr U.P.Ry
Omaha Neb.
[This letter is extremely difficult to read, and the
transcription which follows is not altogether clear. In this letter, Maxwell
reports on the right of way to a spur line to the Haggins Mines and potential
for other short rail and spurs to mines and new claims in the Butte area. Also
reports on weather, trestle plans for the Haggins Mines, recommending Mr. Wiley
for assistant, and fixing salaries for the men.]
Dear Sir –
I was out with the set[?] of commissioners yesterday and did not
get back in time to make a report personally.
The right of way in now clear on the spur to Haggins Mines, and
would have been a week sooner, had not Mr. Word interfered. We will next put a commission on the Medoc[?]
spur, but as there are no persons here on whom service can be made it will
require more time.
The condition of the weather is such that but little work can be
done. There will be five cuts opened up
by tomorrow night. As I want nearly all
the material in fills on the western side of all the cuts except the one from
str. 40th 3, it is not so important to open the others now.
[p.35]
Mr. Dixon will soon be through with making the connections with
the mining claims, so if you will send me a pass for J.[?]M. Dixon, to whatever
point to which you wish him sent to, it will probably reach here about the time
he finishes. Mr McFarland leaves to go
to the Anaconda Co. as soon as he finishes the plans for the trestles on the Haggins
spur which will probably be about the end of the month. He is getting a better salary from them.
If you will allow an Assistant, [illegible] and axeman, I can
get along with the work nicely, and keep up the material reports as well,
without an agent for the latter. I would
recommend that Mr. Wiley, the rodman at present, be made an assistant, as he is
familiar with the work, and thoroughly competent to perform the duties, and is
very industrious and reliable.
In fixing the salaries of these men, will you kindly take into
consideration that
[p.36]
this is a very expensive place to live, and the result of the
present low rate of wages is that almost as soon as a man learns enough to be
of much use to us, he leaves to take a more paying position.
The Union Pacific are furnishing a new office here for the
freight agent, who will then have a telegraph operator, and all of our messages
will pass through there. I have no confidence
in them, and think it will be advisable to use cipher for some of the important
messages. If you agree with this, will
you send me a book. Will you also send
me a pad of Hospital blanks.
Yours
respectfully
Jas.
R. Maxwell
Div.
Engr.
“P.s. Why couldn’t the new work just started be called
Construction Utah & Northern, spur to
Haggins mines, and leave out the “Anaconda Mine to Walkerville”
which is a misnomer.”
J.R.M.
[p.37-39: not transcribed]
[page 40]
Div., Butte, March 22nd [188]7
V. G. Bogue Esq
Omaha, Neb.
Dear Sir:-
Yesterday I was asked, how much I would ask, to take charge of
the location and building of a road to some coal mines, and silver works. The
line, if built will start near Billings on the Northern Pacific, and will end
at Cooke City near the N.E. corner of the Yellowstone Park. I will probably
give them an answer tomorrow, and then it remains to be seen whether it will be
accepted or not. In either case I will give you due notice.
Yours respectfully
Jas. R. Maxwell
[p.41-45: not transcribed]
[page 46]
Personal
Chicla, Sept 12th 1890
H. G. Prout Esq, New York
[note: this is written to Henry G. Prout, president of the Union
Switch & Signal Co. and editor of the Railroad
Gazette]
Dear Sir –
With this I send you a short article, as per requested. I have
been very busy tracking this line anew but most of the delay in writing was
caused by not feeling well, caused by the elevation at which I live. The [illegible] as it is called is very
unpleasant; the feelings are [illegible] and a dull frontal[?]
[illegible]. But I am happy to say it
has nearly disappeared now. This place
(Chicla) is the end of track now, we are working about 200 men now, the larger
part [illegible] are Indians of the country.
We will probably have over 1000 before this reaches you.
The enclosed card may be interesting to you. If you desire any other information, let me
know how you wish it.
Yours truly
Jas.
R. Maxwell
[p. 47-49: article entitled “The Rail roads of Peru,” dated from
Lima, Peru, September 12, 1890.
Discusses the Arequipa and Mollenglo [?] railroads.]
[p.50-56: not transcribed]
[p.57: diagram, probably of tracks]
[pages 58-64: article “The location of The Pan American Rail
Road in South America”; discusses Maxwell’s advice on building the railroad and
where it should be located]
This line should be east of the Andes because these mountains
are so near the Pacific Ocean; that, in but few places, are there any plains
that would be available. The slopes of the mountains are so rugged as to make a
line on them impracticable. Neither should the line go far east of the range,
or it would encounter another difficulty in the crossing of the drainage of the
Continent which would involve the building of many large and expensive bridges.
Route
The general location should be as follows. Starting South on the eastern side of the
Isthmus of Panama, (somewhere south of Asperian [?] wall); going west of the
Gulf of Darien into the valley of the Atiato, up this valley to its head, across
the divide to the Cauca valley and up it. From this valley to that of the Agua Rico or
Napo will be found the most difficult part of the line to locate, and expensive
to build.
The line will cross over the highest part of the country, and in
doing so, probably two of
the main ranges. It will get into the drainage of the Magdalena,
the Caqueta, and the Putmayo,
before reaching that of the Napo. Then down the Napo [end of
page 58; rest of article not transcribed]
[p. 65] [Discusses the completion of jobs and selling off some
assets for the payment of taxes, etc.]
Newark, March 7th 1896
Benjamin Kimball Esq, 53 State St., Boston
Mass.
My dear Mr. Kimball:
I received your favor of Jan. 20th and until
yesterday was unable to get what I needed to verify my account of [illegible
phrase] and allowanced for taxes. The
account that I sent on the 23rd of April 1888 was a rest[?] and I
enclose a copy of it.
I am very sorry that it will not be convenient for me to pay the
$55.00 due for taxes. I have written to
Mr. Thorndike about it and as he said that he would pay up promptly, I presume
that he will do so. I do not quite
understand what you mean by “I should be glad also to receive suggestions from
you as to the forms in which you would think it well to place the title so that
in future you could manage it at your
[p.66]
direction” and so cannot make any suggestions. I think that Mr. Chapin had better sell the
rest of the timber as soon as he can do so to advantage and that he be
continued as agent as he has done so much without charge, he ought to have a
chance to make commissions when there are any to be made.
Of course there is no opportunity to sell the property now, but
when business revives, there should be an appreciation in all property near the
terminus of the Great Northern Railway.
Thank you very much for
your kind wishes but I too am a victim of the depression, as I have had
no employment for over three years, and will probably soon have
to pay an assessment.
Yours truly
James R. Maxwell
[p.67-124: not transcribed]
[page 125]
Newark Aug 6th
1900
H. G. Prout Esq, New York City
[note: this is to Henry G. Prout, president of the Union Switch
& Signal Co. and editor of the
Railroad Gazette]
My dear Mr Prout
Enclosed I send you a short article about the shortening of the
line between Ogden & Lucin[?], showing why it was not done in the
beginning.
[illegible phrase] of the line east of the [illegible] needs
revising. The most glaring mistake is at
Wadsworth. I think that they use the maximum grade east of the town, and it
would not have been over 0.4 if not lower.
They ran down stream below Wadsworth, and then put in a rising grade
going up stream. The crossing should
have been near Reno.
Yours truly
Jas. R. Maxwell
[page 126]
Newark August 6th 1900
Early in 1868 The Union Pacific railroad made surveys around the
northern end of the Great Salt
Lake. One line was run
from the mouth of the Weber valley; leaving the cańon as soon as practicable
without putting in opposing grades, and going as direct as possible to the Southwestern
point of Mud Island, and thence across the mouth of Bear River Bay, passing
south
of the Promontory Range. This would have made a low grade, and
much shorter line than the one
that was built. But it was found that the water; for several
miles, was twenty two feet in depth.
According to Stansbury’s[?] survey made in 1848, there should
have been only ten feet. The Lake has an annual rise and fall, but for several
years preceding the last survey; the rise had been
greater than the fall. No
suitable material for piling was available, and so the road was built over
the Promontory. Now the
conditions are reversed and the Lake has fallen several feet. It will
probably continue to fall so long as the area of evaporation is
increasing, which will be until all
the water available for irrigation is utilized.
Jas. R. Maxwell
[page 127]
Newark Aug 23rd
1900
Hon. W. A. Clark, Butte Montana
Dear Sir –
If you have not selected a Chief Engineer for the work between
Los Angeles, and Salt Lake City, I would like to have the position. I am familiar with the route, having made
examinations for the Union Pacific R. R. for that purpose.
You will probably remember me as having had charge of the
building of the spurs[?] and
branches of the Union Pacific at Butte and Anaconda. Since then I have finished the road across
the Andes in Peru; and lately have been Chief Engineer of Explorations for the
Isthmian Canal Commission, in seeking other routes for a Canal, across the
Isthmus beyond Panama.
Hoping to hear from you favorably
I remain
yours truly
Jas R. Maxwell
Newark Delaware
[page 131]
Newark Sept 6th
1900
Hon W. A. Clark, New York City
Dear Sir.
If you have not selected a Chief Engineer for the work between
Los Angeles and Salt Lake City[,] please consider me as an applicant for the
position, as I am familiar with the country from the end of the railway in Utah
to Los Angeles. I made examinations for
the Union Pacific Ry. and selected a route for a road between those places.
You will perhaps remember me as having charge of the U.P.R. work
in Butte and Anaconda. After leaving there[,] I was engaged for over two years
in making examinations for that R. R. in California, Nevada, Utah, and Arizona.
My last position was that of
[p. 132]
Chief Engr of Exploration for the Isthmian Canal Commission on
prospective routes beyond Panama.
Yours truly
Jas R. Maxwell, Newark, Delaware
[page 133]
Newark, Sept 24th 1900
W. H. Baldwin Esq, Presdt Long Island Rail
Road, New York
Dear Sir-
I notice in the R. R. Gazette that you are one of the
incorporators of the Gold Belt [?] R. R. in Arizona. I would like to be Chief Engr if one has not
been selected.
You will remember me at Butte, and afterwards at Leavenworth.
Yours truly
Jas R. Maxwell
Newark Delaware
P.S. My last experience was as Chief Eng’r of Explorations for
the Isthmian Canal Commission
on routes beyond Panama.
[page 134]
Newark Sept 24th 1900
Hon. Warner Miller, New York City
Dear Sir–
Please consider me as an applicant for the position of Chief
Eng’r of the Republic & Kettle River R. R. if you have not already made a
selection.
In regard to my fitness for such a position I refer you to the
following named persons.
Gen. G. M. Dodge No 1 Broadway.
L. T. Buck Chief Engr New East River Bridge
O. F. Nichols, Prin. Asst. Engr. [?] [ditto marks for the bridge]
E.P. North, 220 Est 57th St.
All of New York City.
Yours truly,
Jas R. Maxwell
Newark,
Delaware
[p.135-138: not transcribed]
[page 139]
Newark, Sept 27th 1900
Wm K. Baldwin Esq, New York City
Dear Sir-
I noticed your name as one of the incorporators of the Gold Belt
Ry. of Arizona, and if you have not already selected your Chief Engineer, I
wish that you would consider me as an applicant for the position. Regarding my
fitness for the place I refer you to the following named gentlemen.
Gen. G. Dodge No 1 Broadway.
L. T. Buck Chief Engr New East River Bridge
O. F. Nichols, Prin. Asst. Engr. [?] [ditto marks for the
bridge]
H.G. Prout, Editor, RR Gazette
Yours truly
Jas
R. Maxwell
Newark, Delaware
[p.140: not transcribed]
[page 141]
Newark, Oct 3rd
1900
E.P. North Esq, New York City
My dear North,
I want to be Chief Engr of the proposed road from Los Angeles to
Salt Lake City, the contracting interest of which, has lately been acquired by
Wm A. Clark – Banker of Butte Montana. I
spent nearly a year in making examinations for such a road, ten years ago, and
know where to locate it. I am asking some of my friends to write to him in my
behalf. If you can consistently do so, you will greatly oblige
Yours truly
Jas R. Maxwell
[With note in pencil:] Wrote also to Gen. Dodge, Nichols,
McCrea.
[page 142]
Newark Nov 24th
1900
J. Ross Clark Esq. Los Angeles, Cal.
Dear Sir-
I noticed in today’s paper a statement that H. M. McCarthey [?]
was appointed Chief Engineer of the Los Angeles and Salt Lake Railway.
If this is correct, and you need a consulting Engineer, I would
like the position. If not correct, I wish to be considered as still an
applicant for the former place as I am familiar with the country to be traversed
between southern Utah and Los Angeles, having examined it carefully for a
Railroad route.
Yours truly
Jas R. Maxwell
Newark, Delaware
[p.143-146: not transcribed]
[p.147-499: blank]
v. 2, 1899
(acc. 90x68.2): page numbers are those stamped on pages. Some punctuation has been added.
Label inside front cover: Mann’s Rail Road Copying
Paper [with directions for using]
[index at front of volume was not used]
[p.1: not transcribed]
[page 2]
Quanah [Texas] Aug 4th 1899
Frank Trumbull Esq
Presdt C. S. Ry, Denver
Dear Sir,
We will get started today, and I will report to you the progress
of the reconnoisance [sic] weekly if possible. When in Ft Worth, Col Smith came twice to Mr
Reelers office and gave me some valuable information. He wants the line to go
to El Reno, and for me to examine the route in that direction. I told him that I could not do so unless you
gave me directions to do so; and that I would write to you about it. Now if you
desire this to be done, it should be started from somewhere near Town 5 N, R 17
W, which will not be reached so soon but that I can get your orders on the
subject before moving farther east, as I shall probably make the examinations
on the south side of the mountain as far as Fort Sill, before going that far
north.
Yours truly
Jas R. Maxwell
[page 3]
1 mile north of Altus [?], Town 2 N, R 2 W.
No 2
Frank Trumbull Esq
Presdt Colorado Southern Ry, Denver Col.
Dear Sir –
For operating purposes the line will be practically a tangent,
as far as this place, grade not over 0.6 per ct. and probably less, Crossing of
Red River less than eight hundred feet, probably Rock foundation, don’t think
that piles can be used. I want to spend one
or two days in examining the line between the crossing and Quanah when I
return. There should be one heavy cut about four miles from crossing, and then
from there to here the work will be light; several bridges say 600 ft of piling
in the aggregate required. Will go to Mangum
from here tomorrow, and be gone two or three days. I then propose to go from here to Fort Sill, before
going farther north. Please excuse
writing it is being done under difficulties.
Yours truly
Jas R. Maxwell
Aug 13th 1899
[page 4]
Camp near Altus, Aug 16th 1899
No 3
Frank Trumbull Esq
Presdt C. S. Ry, Denver Col.
Dear Sir
I have received your letter of the 9th inst. and will make the exploration to El Reno
when I reach the dividing point. I
returned from Mangum today and will start on the Ft Sill Line tomorrow, and
will probably move the day following.
Letters addressed to Altus will reach me for the next three
weeks.
Yours truly
Jas R. Maxwell
[p.5-10: not transcribed]
[page 11]
In Camp Sec 16, T8 NR14W, Sept 3rd 1899
Frank Trumbull Esq
Presdt C. S. Ry, Denver Col.
Dear Sir –
The main line was advanced very well this past week. From near
Altus to the Washita River. The 0.6 per ct grade is still continued, with good
alinement and light work. North of the Washita these conditions do not prevail.
I may get a light grade or may be forced
to use a heavier one, but in either case the line over county “I” will be
crooked with supported grades, heavy work, and from 30 to 40 per cent increase
in distance from a direct line. My first
selection was down the Washita and get out by a supported grade, but it could
not be be [sic] done, and now a route will be sought by going up the river pas
Oakdale & trying to work out by the next creek. There are many errors in the Rand &
McNally map and if you have one of them
[page 12]
you may be mislead at times. The wrong position of towns, and
boundaries has caused me to loose [sic] time, and be very much perplexed at
times, by not finding things as they were represented. For instance they give the western boundary of
County “S” to be the township line, and it is really three miles west of it, so
of course, Cedar Creek did not cross the boundary as expected, it took time to
find out what was the matter.
I would like to be able to have a 0.6 grade from Quannah to El
Reno and Oklahoma, and will try hard for it. The last three days have been cooler, and more
can be accomplished than when the extremely hot weather prevailed. The great trouble was the erratic behavior of
the barometers, so that they could not all together be depended upon. And in the afternoon the mirage mixed up the
landscape.
Yours truly
Jas R. Maxwell
[page 13]
Camp Sec 16 T8 N, R 14 W
Sept 3rd 1899
Gen G. M. Dodge, New York
Dear Sir,
I have made good progress this week, and have advanced the line
to Oklahoma, to about the point where the northern line of Township 6 R 15 W
crosses Rainy Mountain Creek. That is a good point for divergence [sic] for the
line to El Reno, which Mr Trumbull directed me to make, and I am now on it.
There was no trouble to the Washita, but north of that the trouble begins. I am
trying to hold on to the 0.6 grade, and have done so, so far with good alinement
[sic] and cheap work. Perhaps I can go farther, but the first attempt, did not
prove a success, and I have moved back, and am trying to get out by going up
the Washita, and out the first creek on the north side. The line across county
“I” will be a crooked and expensive line to build, no matter what grade is used.
The rock seems to be near the surface,
and the surface is hilly, and rises
fast in a northern direction, so that the line will be confined
to the water courses, and we will
cross the general drainage system of the county. The Rock Island
ends near Oakdale, but on the
opposite side of the Washita. They seem to be building a good
road. The
[page 14]
rails appear to be 60 lbs to the yard, 17 ties to a rail. There are reports that a force of about 75
teams are at work on a big cut near Anadarko, on the branch towards Ft.
Sill. I am now just over the line in
Washita County and it seems to be well settled, with prosperous looking farms
north and west from here. Some settlers
are along the Washita for about one township in county “S.”
Now that the cooler weather has come, I hope that more can be
done each day. I was very much impeded
by the erratic behavior of the barometers.
No dependance [sic] could be placed on them after two oclock and
sometimes earlier if the hot blast from the south came. Then nothing could be seen distinctly that
was over a quarter of a mile away, even with a good field glass.
Yours truly
Jas.
R. Maxwell
[p.15: not transcribed]
[p.16]
El Reno, Sept 10th 1899
Frank Trumbull Esq, Presdt C. S. Ry, Denver Col.
Dear Sir –
I reached this place yesterday, and have found a better line
than was anticipated in my last letter. The 0.6 grade can be had all the way
from Quanah to this place. There will be supported grade lines up the Washita
past Oakdale and up a small stream (Spring Creek) that heads near Mountview;
then across the divide in the same direction, and down a small stream to Buck Creek,
a feeder of Pond Creek, and up a branch of the latter that heads in T 11 N R 13
W, and thence on the divide to near the eastern side of T 12 N R 11 E, where
the supported grade commences, which will probably be about eight miles long on
both sides of the Canadian River. From
the top of the eastern grade the line will go direct to El Reno. On the first
supported grade
(to Mountview) the slopes are gentle and easy curves, and
moderate work is anticipated. Going
down into Buck Creek is much the same. Then the line should be
started at the head of the next
creek with probably a 0.5 per ct grade or lighter so as to save
distance, and that should be light
curves and light (comparatively) work. The line on the divide
will be light work, no bridges nor
culverts needed, and very few, and easy curves, and light
grades,
[page 17]
Going down into, and rising from the Canadian River the work
will be rather heavy. The crossing of the river will be about 1500 ft long. For
the last eight miles to this place the work will be very light, with a light gradient.
I gave up the crooked line across County
“I,” a sit was soon found to be too rugged for a low grade line. Perhaps with a
1.2 grade a moderately cheap line could be had, but I doubt if it would be any
shorter, or cheaper than the one now found.
Tomorrow we start back to the Rainy Mountain creek, in T 6 N R
15 W, to take up the line for Oklahoma.
Yours truly
Jas R. Maxwell
[here, at page 18, is another letter to General G. M. Dodge, New
York City, dated September 10th, 1899, giving much of the same information as the above letter;
on page 19 is a letter to D. M. (sic, should be B.) Keeler Esq, Fort Worth, dated September
10, 1899 states much of the same, as well.]
[p.18-24: not transcribed; see note above about letters on
p.18-19]
[page 25]
Kingston, Nov 13th 1899
Admiral J. G. Walker, Presdt Isthmian Canal
Commission, Washington D. C.
Dear Sir –
We arrived here today. All of the party are well now, but most
of them did not feel comfortable until this morning and then all seemed to
enjoy their breakfast. I think that Mr Howard will be able to take charge of
one of the next parties that are sent out and there are several others that
seem to be likely to be fitted for the same position later. I will have to put one of the Rodmen to act
as Topographer, in the place of the one that did not report, and it will
probably be Mr Morlidge. Whoever it may
be will only be detailed as acting Topographer, until he shows what he can do.
My Field Glass does not prove powerful enough for long distances. Will you send
me one of the new kind. I don’t remember
the name, and all my material is packed away so as not to be available. I am
very much pleased with Mr. Ehle.
Yours truly
Jas R. Maxwell
C.
E. of E.
[pages 26]
Cartagena, Nov 21st 1899
Admiral John G. Walker, Presdt Isthmian
Canal Commission, Washington D. C.
Dear Sir,
We reached this port on Thursday afternoon, and had a very rough
passage across the Carribean [sic] Sea. Almost all were sea sick. The hatches were battened down for over two
days. I met with an accident, and did not
go ashore until Monday, but Ehle and Spindle started on the next day after
arrival, and it seems probable that we will get nearly enough men to make full
parties. I have engaged a man who was
well recommended by the Vice Consul as a good one to find men, also as one that
knew the northern coast of the Isthmus very well. He says that there are Indian villages on
every little bay along the coast, and that they have plantations, and
vegetables for sale, also chickens and eggs. He has promised to produce (35) thirty
five men on Thursday evening or Friday morning. The railroad people are also helping, so is
possible we shall have enough, but if not he will get them on some islands near
Darien Bay, and Captain Sargent says that he will land us and then go back
[page 27]
for them.
They are all badly off, to go such a trip, and I will have to
buy blankets, sandals, and perhaps brogans (shoes), mosquito bars, tobacco,
&c, as none are to be had in the country. The value of these will be charged against
their pay. The man already hired is to get $100 per month in silver. The other men 50˘ per day to start with, at
present rates here that will be $50 & 25˘ in our money.
The Vice Consul advises that we send our supplies to Colon, to
save trouble with Custom House officers.
In next parties list of articles, please add coffee mills,
packing slings, and Tin boxes for stationary. If brogans are sent the sizes should range
from 7s to 12s. I think that it would be
well
to have a Doctor, with every party; both Spindle and Ehle think
it necessary. The latter think that
young doctors could be had at rodmans pay who would be willing
to help in the work of the party. Are
the traveling expenses from their homes to Norfolk to be paid to any of the
party? Ehle says it is usually been
done, in Nicaragua. Would it not be well
to see the other parties before they are started. There are several that look as if they might
break down, one of whom is Wickes. He
told me a few days ago, that he had to leave the Naval Academy on account of Hernia,
but says that he thinks that he can keep up or he would not have started. I
fear that he will break down, and do not know what to do with him. On account of the revolution, I think that the
next parties be started at
[page 28]
San Blas, and later at Atrato. I would put two parties in at both places, and
let them run in opposite directions. Each time one party would have much less to do
than the other, in the first case it would be the party running westward. It could then be transferred to some place
between Caledonia Harbor, and San Blas. In the other between Darien, and
Caledonia Bay, just where for either, will have to be found later. I want to hire a small sailing vessel that can
keep in close to shore, and carry supplies to the parties from the Scorpion. Capt. Sargent and all the officers seem very
anxious to help along the work, and are pleasant and agreeable to us all the
time. I regret to be incommoding them so
much, in their limited quarters.
We can do much better in purchasing silver at Colon than here. I got only two for one here. The
Captain is willing to go there to get it when needed.
Yours truly
Jas R. Maxwell, C. E. of E.
[page 29]
Cartagena Nov 23rd /99
Admiral J. G. Walker, Presdt Isthmian Canal
Com., Washington D. C.
Dear Sir –
I have your favors of the 9th & 10th inst. I have shown the former to the Paymaster, and
he has noted the conditions about Mr Roberts. The leggings are stowed below with provisions.
The notebook bags are here. Everything, instruments, provisions &c
seem to be in as good condition as when shipped. Just how good they may be, can only be known
when they are opened at Caledonia Harbor. I had arranged for 1000 lbs of beans, but was
told yesterday that they could not deliver any. Its seems as if the Govt had embargoed that
article.
I have a letter from Bogue dated Nov 7th in which he said that he had answered my telegram
about Rogers’ address, on the 6th, but that the telegram had been returned to
him, with the note that I had left the City, and that they collected 27 cts
from him. He thinks that Rogers went to
the Yukon Country last year, and does not know his present address
[page 30]
but thinks that H. M. McCartney, Chief Engr Arizona and Utah Ry,
Kingman, Arizona does know it. The party
here have small trunks with them, and there is no room on the ship to store
such things, so they have to find a place in town. In future it would seem
advisable to issue the rubber bags to them before they sail, or advise them not
to bring anything in the shape of a trunk or valise, but some old one that they
can throw away before going into camp.
The following list is the articles needed. All other are superfluous, and if wanted must
be carried by owner.
Two soft felt or canvas hats
Two suits light woolen underclothing
Two woolen overshirts
Two pairs Pajamas (woolen)
Six pairs socks (woolen)
Two pairs heavy shoes
One pair heavy slippers
One soap box
One house wife (leather roll)
Two pairs Duck hunting pants
Enclosed is requisition No 1.
Yours truly
Jas R. Maxwell
Chief Engr of Ex.
[p.31-32: not transcribed]
[page 33]
Cartagena, Nov 24th 1899
Admiral John G. Walker, Presdt Isthmian Canal Com
Dear Sir
It is now half past one; the ship will sail at two, and only six
men of the 45 promised have come on board. It is useless to wait longer, so we will go to
Caledonia Bay and put party on shore, and make a beginning and search for more
men in other places.
Yours truly
Jas R. Maxwell
C. E. of E
[page 34]
Caledonia Bay, Nov 25/99
Party No (1) one consists of the following named persons:
J. P. Spindle, Chief of Party
S. T. Hayt, Transitman
J. S. Stringham, Leveler
E. Wyckoff
A. S. McDowell
J. B. Morledge
At present they will rank in the order named, but will be
required to perform such duties as may
be assigned to them by the Chief of Party.
Jas R. Maxwell
Chief Engr of Explorations
[page 35]
Caledonia Bay, Nov 25th 1899
Party No (2) two consists of the following named persons:
Boyd Ehle, Chief of Party
C. P. Howard
J. L. Wickes
C. A. Fowler
John R. Keene
F. C. Martini
M. R. Moxley
At present they will rank in the order named, but will be
required to perform such duties as they
may be assigned to by the Chief of Party.
Jas R. Maxwell
Chief Engr of Exploratio[ns]
[page 36]
Caledonia Harbor, Nov 28/99
Admiral J. G. Walker, Presdt of Commission,
Washington, D. C.
Dear Sir –
I wrote to you just on point of sailing that we were able to get
six men; no more would come without an advance. It was thought that more could be had here; but
such is not the case. They will not aid us in any way, neither work, nor sell
supplies. They say that they do not want
us on shore, that we will take their land, their cocoa nuts, bananas, and their
women, and no amount of protestations, or promises on our part, seems to change
their belief, as they return to the same statement. The parties landed yesterday, and went into
camp. There is no material here to make
shelters, but there were two unoccupied houses that helped them
out, but I will have to buy two
more
[page 37]
tent flies in Colon. We go there tomorrow to get money and other
supplies.
The Indians have not given us permission to work, and it is to
try to get it from the head Chief, who is said to be here. If they show signs of hostility we can not
work without soldiers to protect the men, and will not try to go ahead, here,
but try San Blas. So far they have not
shown any predications of hostility, but some of the men are timid about
starting back from the coast. I am going
Isla Fuerte, and a town on the main land opposite to it, (about half way from
Cartagena to the Atrato) to try to get men, and will have to advance money to
get them, and also buy supplies to furnish them. These will be charged to their account, and
the Commission be reimbursed in that way.
[page 38]
In Cartagena I bought for use in the field:
Two Copper mills
Forty blankets ] These will be charged to
Forty Mosquito Bars ] the men
Two alarm clocks
Four umbrellas for instruments
Two pair of pliers
Two boxes of small tools same as used on Nicaragua Canal
Two extra Coffee pots
Two Topographers boards
Some shoes for laborers
“ Liquor for medicine chest
Tobacco – to be charged to men when issued.
Four hundred lbs beans.
In Colon I will have to buy
Two grind stones, the ones sent are not good.
500 lbs lard, (we cannot find lard or hams)
Two shovels – needed for camp.
Four tent flies.
Forty lbs ˝ inch manilla tent line
100 lbs plug tobacco (no more can be bought fromship[) - omitted]
[page 39]
The paymaster said that Collins & Co and Berger, were the
only ones that sent the invoices in
advance of the goods, and that he had none from the Manhattan Co.
Queen & Co sent the Barometers, but
not the leather cases and straps which they agreed to do when I saw them, and
which I think they were paid for on that belief. I have not their price list, but I think that
their
charge was in excess of that quoted. Yesterday I approved of a voucher for articles
bought from
the ship:
11 mattresses.
4 prs shoes – charged to men
6 table forks ] These were used by men
7 spoons ] and were not in condition
7 knives ] to be returned.
6 cups ]
The mattresses will be stored in Cartagena until needed again, when
the Commissary dept gets
started. From present
appearances the mountains are close to the Coast,
[page 40]
and that short packing distances will be required, but I will
have to get a small sailing craft and some Canoes, as soon as possible.
From here the lower bridge shown on the map (chart) of Caledonia
Harbor is one parallel to the main line of mountains, and not a break.
Yours truly
Jas. R. Maxwell
P.S. I am very well pleased with Mr Ehle’s manner of working and
think him of the most if not
the most valuable man I have.
J. R. M.
[p.41-45: not transcribed]
[page 46] – this letter has the word Withdrawn penciled over the heading
At sea off Colon, Nov 29th 1899
Admiral J. G. Walker, Presdt of Commission, Washington D. C.
Dear Sir –
I have examined the range from Caledonia Harbor to San Blas, as
well as could be done from the Bridge of this vessel, and have consulted with
Capt Sargent who agrees with me, and in fact reccommended [sic] the purchase of
a small vessel to be used to supply the camps, with provisions. From the appearance of the ranges the line
will only be a few miles from the coast at any time, and in some instances at
the waters edge. It is probable that a small schooner, can be bought for about
$150. One to carry about 20 tons, will
do, and it can keep inside the reefs and go in places where the Scorpion could
not. When we next go to Cartegena I will
probably buy one of this class, and have it for this purpose.
The only possible routes [we
– omitted] saw are at Caledonia Harbor and San Blas, where there seems to be
low openings.
Yours truly
Jas R. Maxwell
C.E
[p.47-55: not transcribed, but see notes below]
[p.56-55: blank, except envelope addressed to Doctor George L.
Wickes, New York, N.Y., is laid in at p. 59.]
[another letter one pages 47-49, to J. G. Walter, dated November
29, 1899, includes descriptions of the shore of the Caledonia Harbor and San
Blas. Maxwell estimates the height of the main range at 1,500 feet with a few
peaks at a 1,000 feet higher. He indicates that there were two possible breaks
in the mountain ranges to run a line. He recommends not to have any one on the
beach, as the Indians feared being molested by men in their party.]
[The final entry, on pages 53-55, is an agreement between the
surveying party and the natives of San Blas. “Agreement between Lieutenant
Commander Nathan Sargent, and J. R. Maxwell of the Darien surveying party, on
the one side, and Coronel Inanquina, Head Chief of all the San Blas Indian
Tribe on the other, made this fifth (5) day of December, eighteen hundred and
ninety nine (1899) at Caledonia Bay, Republic of Columbia.” This agreement was
to assure the native peoples of San Blas that members of Maxwell’s party would
not steal or damage their property or molest the inhabitants or women of the
villages.]