Missouri, Kansas & Texas Railway Co. v. United States

47 Ct. Cl. 59, 1911 U.S. Ct. Cl. LEXIS 19, 1911 WL 1334
CourtUnited States Court of Claims
DecidedDecember 4, 1911
DocketNo. 30016
StatusPublished

This text of 47 Ct. Cl. 59 (Missouri, Kansas & Texas Railway Co. v. United States) is published on Counsel Stack Legal Research, covering United States Court of Claims primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Missouri, Kansas & Texas Railway Co. v. United States, 47 Ct. Cl. 59, 1911 U.S. Ct. Cl. LEXIS 19, 1911 WL 1334 (cc 1911).

Opinions

Booth, J.,

delivered the opinion of the court.

This is a demurrer to claimant’s petition. The Missouri, Kansas & Texas Railway Co., claimant herein, is a Kansas corporation and was originally incorporated under the name of Union Pacific Railroad, Southern Branch. In 1870, by [68]*68the consent and approval of the Kansas Legislature, it assumed its present name and has retained it since. Claimant company is a land-grant road, and as such is here claiming the benefits of a land-grant act passed July 25, 1866. On March 3, 1863 (12 Stats., 772), Congress granted certain specified sections of the public lands in Kansas to that State to aid in the construction of a railroad from Atchison on its eastern border, via Topeka, the capital of the State, thence across the entire State to its western boundary. The same act provided for a branch line extending from what is now Emporia, Kans., down the Neosho River Valley to intersect with the line of the Leavenworth, Lawrence & Fort Gibson Railroad. The grant of public lands contained in the act was accepted by the Atchison, Topeka, & Santa Fe Railway Co. upon certain conditions, one of which was a concession with a similar grant to construct a branch line northward from Emporia to intersect the Union Pacific Railroad, Eastern Branch, at Fort Riley (now Junction City, Kans.). On July 1,1864 (13 Stats., 339), Congress extended the grant of 1863 to the northern branch, and the Atchison, Topeka & Santa Fe Co. accepted the same. The Atchison, Topeka & Santa Fe Co. constructed the main line across the State from east to west, but did not construct the branch lines. On March 19, 1866, the Atchison, Topeka & Santa Fe assigned to claimant company all its right, title, and interest in the grant respecting the branch lines, and the claimant company, with the consent of the Kansas Legislature, accepted the grant and assumed its obligations. The claimant company’s original articles of incorporation intended the construction of a railroad from Fort Riley on the line of the Union Pacific, of which system it was then a part, southward through the Neosho River Valley to the southern boundary of Kansas, with power to extend its line across Indian Territory. In 1866 and before the grant had been earned under the acts of 1863 and 1864 the Congress, on July 25, 1866, passed two acts, one on July 25, 1866, and the other the following day, July 26,1866. Rights under the last statute are not involved here, the act of July 25, 1866 '(14 Stats., 236), being the one upon which the claimant company predicate their case. The granting clauses of these [69]*69two subsequent statutes did, however, materially modify the terms and conditions of the former acts of 1863 and 1864 respecting the Neosho Valley lines. The first section of the act of 1866 granted to the State of Kansas, for the use and benefit of the Kansas & Neosho Valley Railroad Co., a Kansas corporation, every alternate section of land, or parts thereof, designated by odd numbers, to the extent of 10 sections per mile on each side of said road, to be selected within 20 miles of the line of said road, with power and authority given to select indemnity lands in cases where the United States had previously disposed of any of said sections by sale, preemption, or homestead entries. The usual clauses as to previous reservations, railroad rights of way, etc., were included in the act. The purpose of the grant was to aid in the construction of a railroad from the eastern terminus of the Union Pacific, on the line between Missouri and Kansas, thence southward across the eastern tier of counties in said State, with an ultimate view of connecting at Red River, at or near Preston (now Denison), Tex., with a railroad then in ararse of construction from Galveston, Tex., to that point. In furtherance of this comprehensive scheme of railroad building, section 9 of the act of July 25, 1866, provided “ that the same grants of lands through said Indian Territory are hereby made as provided in the first section of this act, whenever the Indian title shall be extinguished by treaty or otherwise, not to exceed the ratio per mile granted in the first section of this act: Provided, That the lands become a part of the public lands of the United States.”

Section 11 of the act of 1866 provided, among other things, as follows:

“ That should the Leavenworth, Lawrence and Fort Gibson Railroad Company, or the Union Pacific Railroad Company, Southern Branch, construct and complete its road to that point on the southern boundary of the State of Kansas where the line of the said Kansas and Neosho Valley Railroad shall cross the same, before the said Kansas and Neo-sho Valley Railroad Company shall have constructed and completed its said road to said point, then in that event the company so first reaching in completion the said point on the southern boundary of the State of Kansas shall be au[70]*70thorized, upon obtaining the written approval of the President of the United States, to construct and operate its line of railroad from said point to a point- at or near Preston, in the State of Texas, with grants of lands according to the provisions of this act * *

The claimant company, acting under said act, entered upon the construction of its road, and was the first of the competing lines to reach the point designated in the act. On July 22, 1870, it was formally notified of its rights under the statute and duly authorized upon compliance with certain formalities to proceed with the construction of its road through Indian Territory.

The petition alleges, and it is not here open to dispute, that it did proceed with reasonable dispatch to complete its line through Indian Territory, and that the same was accepted and approved by the proper officers of the Government as a compliance with the statute in 1873. The petition further alleges that, in pursuance of a general governmental policy, the United States, through Congress, the executive departments, the Secretary of the Interior, the Commission to the Five Civilized Tribes, and the various town-site commissions, has extinguished the Indian title to said lands by treaties and legislation relative thereto; that the greater portion of said lands have been allotted to the individual Indians belonging to said tribes, patents issued therefor, and the unallotted lands sold by the defendants to purchasers other than Indians and otherwise disposed of, irrespective of claimant’s right and title thereto, and despite its repeated protests to each and all the proceedings. The petition concludes with the averment that the United States has extinguished the Indian title to all of said lands embraced within its grant; that said lands did become a part of the public lands of the United States; that the United States not only failed to carry into execution its obligations under the act of July 25, 1866, but by allotting to said Indians and otherwise selling and disposing of said lands, made the performance of the contract impossible upon its part, thereby depriving the petitioner of 3,114,368 acrés of land of the value of $61,287,800, for which amount it asks judgment.

[71]*71The issue raised by defendants’ general demurrer involves the construction of the act of July 25, 1866, defendants contending that under the allegations of the petition the lands claimed for never became public lands within the intention of the parties; that the Indian title to said lands if extinguished was done in pursuance of previous valid subsisting treaties so to do; that the grant to claimant company was not in

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Bluebook (online)
47 Ct. Cl. 59, 1911 U.S. Ct. Cl. LEXIS 19, 1911 WL 1334, Counsel Stack Legal Research, https://law.counselstack.com/opinion/missouri-kansas-texas-railway-co-v-united-states-cc-1911.