A visit to the Northwest Railway Museum provides you with an opportunity to connect with other local history. As you ride the train, look closely and you can see history of the Snoqualmie Valley all aroundyou: The rock cut at Snoqualmie Falls. Landmark buildings along the main streets of downtown North Bend and Snoqualmie. Farmers, native meadows, and bogs. The original road between North Bend and Snoqualmie that parallels the track. In short, the valley’s own railroad is intimately tied to the
history that surrounds it. Recently the story behind another one of
those sights was rediscovered, the story of an historic apple orchard that predates the track. But first, some history.
European settlers come to the valley
The Snoqualmie Valley has been home of the Snoqualmie People since time immemorial. However, in 1855 there were two major events that would forever change the landscape. In January, the Treaty of Point Elliott was
signed by tribal representatives granting their land to the United States, which allowed American settlers
to move into the Snoqualmie Valley. In August, Frederick W. Lander’s Pacific Railroad Survey
party successfully surveyed Snoqualmie Pass. These
two events laid foundation for the railway’s arrival in the
Valley.
The Snoqualmie Valley has been home of the Snoqualmie People since time immemorial. However, in 1855 there were two major events that would forever change the landscape. In January, the Treaty of Point Elliott was
signed by tribal representatives granting their land to the United States, which allowed American settlers
to move into the Snoqualmie Valley. In August, Frederick W. Lander’s Pacific Railroad Survey
party successfully surveyed Snoqualmie Pass. These
two events laid foundation for the railway’s arrival in the
Valley.
When the Treaty of Point Elliott was signed, tribal members were required to relocate from their home villages to
several small reservations around the Territory. Within weeks of the signing, word spread among the Native Americans that their leaders had
signed their land away. There was unrest and rumors of potential war. Snoqualmie Chief Patkanim decided to ally the Snoqualmie People with the Washington Territorial forces
because he believed that joining with the stronger force
might better ensure the survival of their people. He worked with his council
and convinced Chief Saniwa to support the American side if there was
to be a war.
several small reservations around the Territory. Within weeks of the signing, word spread among the Native Americans that their leaders had
signed their land away. There was unrest and rumors of potential war. Snoqualmie Chief Patkanim decided to ally the Snoqualmie People with the Washington Territorial forces
because he believed that joining with the stronger force
might better ensure the survival of their people. He worked with his council
and convinced Chief Saniwa to support the American side if there was
to be a war.
In 1856, just a year after the treaty was signed, settlers in Seattle feared that the Yakama were going to come over Snoqualmie
Pass and attack Seattle. Twenty-five Washington Territory Militia men and
seventy-five Snoqualmie Soldiers were selected to guard the pass from potential
attack. They built five small forts in the Valley next to several of the
Snoqualmie villages. Two minor skirmishes occurred, but the rumored invasion never happened. The forts were abandoned in the fall, but the next
spring several of the militia men returned and set up farms, likely on
pre-existing Snoqualmie fields.
Pass and attack Seattle. Twenty-five Washington Territory Militia men and
seventy-five Snoqualmie Soldiers were selected to guard the pass from potential
attack. They built five small forts in the Valley next to several of the
Snoqualmie villages. Two minor skirmishes occurred, but the rumored invasion never happened. The forts were abandoned in the fall, but the next
spring several of the militia men returned and set up farms, likely on
pre-existing Snoqualmie fields.
Two years later, in
1858, Jeremiah Borst settled at present-day Meadowbrook (in Snoqualmie). Borst had earlier passed through the valley while en-route to visit his sister Diana Collins on the Duwamish
River (present-day Seattle) and it made an impression on him. Collins and her family had arrived in Seattle in 1851
as the first American party to settle in what is now King County, followed
shortly thereafter by the now famous Denny party. Within a decade, Jeremiah Borst’s
niece Lucinda Collins Fares and her husband Joseph also moved to the Valley,
along with her brother Stephen Collins.
1858, Jeremiah Borst settled at present-day Meadowbrook (in Snoqualmie). Borst had earlier passed through the valley while en-route to visit his sister Diana Collins on the Duwamish
River (present-day Seattle) and it made an impression on him. Collins and her family had arrived in Seattle in 1851
as the first American party to settle in what is now King County, followed
shortly thereafter by the now famous Denny party. Within a decade, Jeremiah Borst’s
niece Lucinda Collins Fares and her husband Joseph also moved to the Valley,
along with her brother Stephen Collins.
Lander’s 1854 survey of the Snoqualmie Pass (a component of the Pacific Railroad Survey) laid the ground work for the Snoqualmie Valley’s
connection to the outside world. Prior to the 1860s, travelling to the
Snoqualmie Valley was no easy task. There were two common modes of travel
to Seattle: 1) a two week canoe journey down the Snoqualmie River to the Snohomish
River to Everett followed by a sea-going journey from Everett to Seattle on the
Puget Sound waterways, and 2) a multi-day overland hike on paths barely passable to horses over the hills and mountains between Fall City and Issaquah, and then
a series of canoe journeys and hikes from Lake Sammamish, the Black River and
Lake Washington.
Stories tell of Borst hiking from Duwamish to the Valley
with loads of apple saplings on his back to plant his first orchard on
Meadowbrook Farm. (The remains of the original Borst orchard on Meadowbrook were destroyed in the early 2000s when Mount Si High School redeveloped the sports fields.) He used the apples he harvested to feed hogs and then
shipped salted hams by canoe to Everett and then on to Seattle. With Lander’s and other subsequent surveys, transportation was simplified in 1865
with the construction of the Snoqualmie Pass
Wagon Road. This road construction was led by Borst and Arthur Denny, and allowed rough wagon travel between the Valley and Seattle
in just two days.
connection to the outside world. Prior to the 1860s, travelling to the
Snoqualmie Valley was no easy task. There were two common modes of travel
to Seattle: 1) a two week canoe journey down the Snoqualmie River to the Snohomish
River to Everett followed by a sea-going journey from Everett to Seattle on the
Puget Sound waterways, and 2) a multi-day overland hike on paths barely passable to horses over the hills and mountains between Fall City and Issaquah, and then
a series of canoe journeys and hikes from Lake Sammamish, the Black River and
Lake Washington.
Stories tell of Borst hiking from Duwamish to the Valley
with loads of apple saplings on his back to plant his first orchard on
Meadowbrook Farm. (The remains of the original Borst orchard on Meadowbrook were destroyed in the early 2000s when Mount Si High School redeveloped the sports fields.) He used the apples he harvested to feed hogs and then
shipped salted hams by canoe to Everett and then on to Seattle. With Lander’s and other subsequent surveys, transportation was simplified in 1865
with the construction of the Snoqualmie Pass
Wagon Road. This road construction was led by Borst and Arthur Denny, and allowed rough wagon travel between the Valley and Seattle
in just two days.
During this era Jeremiah Borst became one of the largest land holders in the area. He
loaned money to settlers to help them homestead, but then took over their properties
as repayment if they could not make it. In 1867, Joseph and Lucinda
Fares homestead land, later known as Tollgate, was improved by constructing a house and converted the remains of one of the 1856 forts into their barn.
loaned money to settlers to help them homestead, but then took over their properties
as repayment if they could not make it. In 1867, Joseph and Lucinda
Fares homestead land, later known as Tollgate, was improved by constructing a house and converted the remains of one of the 1856 forts into their barn.
In 1883 the road
over the pass was improved and converted into a toll road. The Fares farm became
the western toll station thereby earning the name Tollgate
Farm. That same year, Jeremiah Borst purchased the property to help
Lucinda Fare – who was in a deteriorating marriage – stay on at the farm. At that time, Borst constructed at least two
additional houses on the Tollgate property, including one in what is today the triangular
property between North Bend Way, the railroad tracks and the NW 8th railroad crossing.
During the period of the Fares-Borst family occupation of Tollgate Farm, the
family operated a dairy, and also had an orchard. Lucinda was infamous for
selling her sometimes rancid butter to the miners in Newcastle. Borst’s
assistance was short lived, in 1886 Lucinda passed away shortly after her
brother.
over the pass was improved and converted into a toll road. The Fares farm became
the western toll station thereby earning the name Tollgate
Farm. That same year, Jeremiah Borst purchased the property to help
Lucinda Fare – who was in a deteriorating marriage – stay on at the farm. At that time, Borst constructed at least two
additional houses on the Tollgate property, including one in what is today the triangular
property between North Bend Way, the railroad tracks and the NW 8th railroad crossing.
During the period of the Fares-Borst family occupation of Tollgate Farm, the
family operated a dairy, and also had an orchard. Lucinda was infamous for
selling her sometimes rancid butter to the miners in Newcastle. Borst’s
assistance was short lived, in 1886 Lucinda passed away shortly after her
brother.
Snoqualmie gets a railroad
In 1884 news that the Northern Pacific Railroad would terminate
at Tacoma instead of Seattle led to incorporation of the Seattle Lake Shore and Eastern Railway. Seattle’s railroad was formed to build track between Seattle and Walla Walla via Snoqualmie Pass. This planned railroad would help ensure
Seattle remained the economic center of the Northwest, but would also put the
Snoqualmie Valley on the map by creating improved access.
Borst was excited about the new railroad and in anticipation platted the town of Fall City on some of his property
holdings in the lower Snoqualmie Valley. In 1889 William Taylor – friend and former employee of Borst – platted North Bend. Meanwhile stakeholders in the railway formed the Snoqualmie Land Improvement Company
and platted Snoqualmie as a tourist destination. The railroad was surveyed to pass over the former Stephen Collins property (just Railroad East of the Stone
Quarry between the current Railway History Center Campus and North Bend Way)
and through the south part of Tollgate Farm including right through the middle
of their orchard.
The orchard rediscovery
In 1884 news that the Northern Pacific Railroad would terminate
at Tacoma instead of Seattle led to incorporation of the Seattle Lake Shore and Eastern Railway. Seattle’s railroad was formed to build track between Seattle and Walla Walla via Snoqualmie Pass. This planned railroad would help ensure
Seattle remained the economic center of the Northwest, but would also put the
Snoqualmie Valley on the map by creating improved access.
Borst was excited about the new railroad and in anticipation platted the town of Fall City on some of his property
holdings in the lower Snoqualmie Valley. In 1889 William Taylor – friend and former employee of Borst – platted North Bend. Meanwhile stakeholders in the railway formed the Snoqualmie Land Improvement Company
and platted Snoqualmie as a tourist destination. The railroad was surveyed to pass over the former Stephen Collins property (just Railroad East of the Stone
Quarry between the current Railway History Center Campus and North Bend Way)
and through the south part of Tollgate Farm including right through the middle
of their orchard.
The orchard rediscovery
For many years theexact location of the orchard had been lost, though there were scraps of evidence including seedling trees along North Bend Way, and orchard references in historical
documents. Yet the original trees were assumed to be long gone.
Recently, local historians were exploring the Tollgate Farm to validate research conducted for the Tollgate Farm Park development plan. In a “eureka” moment, they realized that the appletrees along the railroad tracks were not seedlings but part of the original apple orchard. Some of the evidence: the trees are all heritage varieties, of a substantial size, were obviously planted in surveyed rows, and are bisected by the tracks. At
the time of rediscovery, all the trees were substantially
overgrown with invasive Himalayan blackberry, which put them at risk. Because the tracks bisect the orchard, it suggests that the
orchard was planted prior to 1889, during the Fares-Borst family
and Branam family occupation. The trees overlap the property lines suggesting that they may have planted their orchards together to help encourage pollination. It also makes it one of perhaps only a handful of pioneer orchards
left in the area.
This winter the young men’s faith-based character development group Trail Life offered to conduct a community serviceproject for the Museum. They agreed to help preserve the orchard by removing invasive blackberry bushes around several of the trees. This mitigation will help the ancient trees survive, and make it easier for visitors to see them. So on Saturday,
February 25, members of Trail Life spent 29 hours clearing bushes from four of the trees along the railway. Thank you to Trail Life for helping begin the process of preserving this historic resource, and for helping preserve the railway’s context.
This guest article was researched and written by Cristy Lake, Registrar and Volunteer Coordinator for the Northwest Railway Museum. Ms. Lake is also the Assistant Director of the Snoqualmie Valley Historical Museum in North Bend.
Thanks Cristy for that nice little slice of history… Interesting read for sure! Take Care, Big Daddy Dave