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Show SiH'inovillo Builds . . . MM,, builders than any city 0f similia, size in America is first be ! her population was predominant ! ''yankee"-settlers of eastern an New England extract who brourt? with them the skills and the genuity to transform the wnd' ' ness and secondly because SnrinT ville is a key distribution cen f" for a far-flung empire. The underlying principles tint sustained these contracting fir of yesterday and today are in dustry and integrity. They have never followed that "will of the wisp," the proverbia "pot of gold at the foot of the rainbow," but rather they have met responsibilities as they came and fulfilled them." "Bring me men to match my mountains Men to match my inland seas Men with empires in their purpose And new era's in their brain." SAM WALTER FOSS "The Coming American" It would be difficult to find a more perfect characterization of the traits and qualities of the early settlers of Springville than in these lines. Surely the accomplishments accom-plishments of a century will bear record that the great test of vision and leadership has been fulfilled. The building of homes was the first task that confronted the pioneers pio-neers upon their arrival in the valley. After this undertaking had supplied the warmth and shelter required to their well-being, they began to plan the erection of a building that would serve as a school and also for a church. The "Big- School House" later called the "Old White Meeting from Denver to Pueblo, Colorado. This accomplished, the news of a rich gold and silver strike occured in Leadville and Cripple Creek. A railroad to these mines was imperative im-perative and the Royal Gorge Canyon Can-yon was the only feasible route. To complicate matters, the Santa Fe System wanted the same right of way. Law suits followed controversy and finally the Denver and Rio Grande won out. At this junction, Jay Gould, the New York railroad magnate, who had control of the Erie Lines, stepped into the picture; gaining control of the Maryland Central, he also purchased the Missouri Pacific and then the Denver and Rio Grande. The gap between Schofield to Grand Junction was the last link in the great system to be completed. com-pleted. Springville, at this time, assumed as-sumed a role of major importance because it was the first town of any importance west of the Colorado Colo-rado line. It was a focal point for all south-western territory, a gateway gate-way to the southeast section, and also to southern Utah. Local merchants, beside catering to the local trade, were great forwarding for-warding concerns who supplied contractors with their supplies over the wide area. The reasons why Springville has produced more contractors and House" was erected m 185b. ine plans for the building were supplied by William Mendenhall who supervised the construction. The architecture was adapted from the Old Friends or Quaker Meeting Meet-ing Houses of Delaware where' Mr. Mendenhall had served as a contractor con-tractor and builder for about fifteen years. This was the beginning of a construction era that led Springville Spring-ville builders into almost every nook and corner of the western states. The events in this mighty work of industry form and interesting inter-esting story. The Union Pacific in 1869 crossed the northern portion of Utah. All freight consigned to central and southern Utah had to be hauled by teams and wagons. This led to the erection of the old Utah Central Railroad from Ogden to York in Juab County. Extension and branch lines of this road followed in rapid succession. Milan Packard, a native of Ohio, was responsible for forging an important link in a new railroad system that would extend from ocean to ocean and compete with the Union Pacific Railroad. Proprietor Pro-prietor of a general merchandise store in Springville Mr. Packard financed the erection of a narrow-gauge narrow-gauge railroad that extended from Springville to Schofield. As the track 'was laid up Spanish Fork canyon, the railroad engine, diminutive dimin-utive in size, but with a large smoke stack, puffed its way up the canyon pulling one flat car with a few ties and spikes with which to extend the track a few more feet and then the engine would back into Springville for another load. Don C. Huntington was the conductor on this line. M. W. Bird, as a small boy, rode in the engine perhaps the fascination stayed with him he became prominently identified with western railroads for sixty years and to him the author is greatful for interesting sidelights on this great saga of the iron rails. Contributing also may I mention Mr. A. O. Packard, who drove a team and tongue scraper, nine hours a day for a dollar and a half a day, on the construction of the Sanpete Valley Branch. Martin P. Crandall and son, Milan and Myron, laid out the railroad rail-road yards at Thistle and subcontracted sub-contracted jobs at other points. H. T. Reynolds and Co. contracted contrac-ted the Sanpete Valley Branch and erected one of the largest general merchandise stores south of Salt Lake City in 1892. Deal Brothers and Mendenhall erected a large general merchandise merchand-ise store in 1888 and together with Barnard Brothers, contracted the road work on the Tintic Branch. While the activity was progressing progress-ing on the western terminal, fe.ver-ish fe.ver-ish haste pushed westward a line |