USA > Iowa > Cedar County > A topical history of Cedar County, Iowa, Volume I > Part 23
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The first postoffice on this route was two miles east of West Branch. The names settled upon for the postoffices here, Springdale and West Branch, was a
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compromise, it seems, since the locality took its name first from the meetings- Red Cedar and Springdale. When the postoffices came to be established Spring- dale secured the name wanted by both and West Branch found a new one taken from the stream near by. The postoffices and postmasters on the stage route across the county as given by Mr. Albin are in this order: West Branch, Mr. Henry was the first postmaster. Springdale, Thomas Wynne, who was sent with a petition from the community to the Governor of Virginia, praying for a change in sentence for the condemned ones after Harper's Ferry.
At Pedee, now only the four corners of a county road, Mr. Burnett was post- master. At Rochester Wm. Baker was in charge and buildings are still stand- ing then that he had a hand in building. Pleasant Hill, still upon the map under the same name, was under control of Martin G. Miller, father of M. H. Miller, in postal affairs. The last office in the county then on this line was called Lac- ton,211 and Mr. Boydston was the official. This point is not now on the map under any such title. It was in Farmington township and near the line.212
Among the earliest that of "Frink and Walker's Stage Line"-their old four- horse coach-is on record as coming to Tipton for the first time in 1854. This appears to have been an uncommon team in the county seat at that period and caused some stir among its inhabitants. No one in those days could be very particular about his choice of means in transportation of himself or his baggage or freight. He must take what was offered, and in case of emergency assist in transporting himself. One character of this time, Mr. D. P. Clapp, is described in the first chapter of this book by Dr. Parsons, who, as a boy, knew him during the time he came and went on his overland journeys with his freight wagon. He relates something there of his characteristics and from the old history the fig- ures are given concerning his large place in the transporting of goods in those days before any railroad came to this part of the county, where Mr. Clapp was a resident until recent years. He formerly lived where the county jail is now located, and from this house in Tipton made his journeys through all kinds of seasons to Davenport and Muscatine, where the supplies for this vicinity shipped by water before 1854, and then along the railway line in the southern part of this county or across in Muscatine County, until the building of the Northwest- ern railway in the northern part of the county. When the Tipton-Stanwood branch was built in 1872, the wagon transfer ceased to be necessary so far as long hauls were considered. Some figures are given for the estimating of the amount of freight hauled by this one man during the years from '53 to '72. During the nineteen years he traveled to and fro his journeys numbered about two hundred each year, and on each of these he carried about one ton of freight, and during this time, therefore, this one freighter delivered to the one point at Tipton about thirty-eight hundred tons, and the distance traveled was about ninety-five thousand miles, or three and a half times about the earth.213
At this time in the history of the state the demand for railroads became very urgent and led to the custom frequently practiced in most of the new states of a dangerously loose offer of public support in the form of bonuses in money secured by bond sales, and the levying of taxes through a series of years to re- deem the bonds. Cedar county was no exception to this rule, and judging from records both in the county proceedings and books it has cost something to buy
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this experience. Not that people were insincere in their attempts to secure an outlet for their products and proper mail facilities, but the promoters of these schemes were either not honest or visionary-charity must decide which at this late day. Pertinent to this particular phase of transportation is the following:
So rapidly did the population of Iowa Territory increase that in 1846 she was admitted to statehood. No bands of iron or steel at this time bound her east and west borders together or held her in touch with older settlements to the eastward. Her methods of transportation were of the most primitive. The stage coach and steamboat represented rapid transit, and the faithful ox-team gave slow but sure service. Iowa's fertile prairies were even at this time yield- ing a superabundance of food stuffs ; she had also rich mines of lead and coal ; but without an easier, cheaper and more rapid means of transportation these were valueless, except in so far as they were needed for home consumption. Railroads from the far east were now pushing themselves westward, ever west- ward, carrying to isolated settlements many of the comforts and luxuries of a more refined and less strenuous life. But as yet no line had reached the Miss- issippi. Still there was railroad talk and there were schemes ; but no actual work was done until 1852 when two roads germinated-the "Lyons and Iowa Central," which put its men in the field locating, and the "Mississippi and Missouri," which organized but did not begin operations that year.214
The Lyons-Iowa Central was the first and pioneer line in Iowa. When one rides eastward from Tipton and on his left sees an unusual embankment just outside the city limits it does not signify very much to him unless he is intro- duced to facts concerning its cause. He does not realize that he is close to a scene of vital interest not only to this immediate county but to the counties lying east and west for some distance. In this chapter there is an attempt to incor- porate the local and immediate interests with those of the general that one may see the relation of what then was of great moment to this community and the state at large. The following is good, yes, excellent, authority in support of such a plan :
"In the spring of 1853, while in charge of the construction of a division of the Chicago and Rock Island railroad in Bureau Valley, Illinois, I was instructed to make a survey of a railway from Davenport to Iowa City to be followed by a location as early as practicable. Before it was fully completed it was turned over to Mr. B. B. Brayton and I directed to make a survey to such point on the Missouri river as I deemed practicable for the starting of a line of railway to be extended up the Platte valley. My instructions in this regard were liberal. The haste to make this survey was occasioned by the fact that a line was being surveyed on practically the same route by the Lyons Iowa Central railroad com- pany. This survey was being made by a Mr. Buck, a land surveyor living near Lyons. Having occasion to observe some of Mr. Buck's work I saw that his object was evidently to get as near as practicable an air line from one county seat to the next. This was usually followed by a vote in every county in favor of is- suing bonds to aid in the construction of the railroad. Under this plan bonds were voted, and, as I remember, issued in Clinton, Cedar and Johnson counties, and voted but not issued in Iowa, Jasper, Poweshiek and Polk counties. The haste in making the Chicago and Rock Island surveys seems to have been to pre-
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vent if possible the further issue of bonds by any other counties until something was definitely determined. At that time it was thought by parties interested in the Rock Island road that money could be procured from the securities of the road to build across the State of Iowa as soon as the conditions warranted. When I came into the state there was a strong feeling, particularly in Cedar, Poweshiek, Jasper and Polk counties, in favor of the Lyons Iowa Central project, which was stimulated by a railway campaign that put its orators in the field. The head and brains of this project was H. P. Adams, a gentleman I believe from Syra- cuse, N. Y."215
An article from the Chicago Democrat of February 4, 1854, concerning the "Galena Air Line" (a road then under construction by the "Galena and Chicago Union Railroad," "parent of the railroad system of Illinois") which was then completed to the village of Lane, in Ogle county, seventy-five miles west of Chi- cago, states :
The whole of the road is under contract and is to be completed to the Mis- sissippi by the first of August next. At Dixon it crosses the main line of the Illinois Central and will furnish the people living on the line of that road, for many miles north and south of that point, direct railway communication with our city. At Fulton City it is said there is a fine point for crossing the Mississippi. The plan of the bridge places it one hundred feet above high water mark, and of course it would be no impediment to navigation. From Chicago to Fulton City the distance is 135 miles. There will be two daily passenger trains and one freight train leaving the city on the first of May next. The extension of the Galena Air Line westward is called the "Lyons, Iowa Central Railroad." Council Bluffs, on the Missouri, is the point to which several of the extensions of the roads from this city are aiming, and that is to be the western terminus of this road. It is under contract and the money is provided to build it to Iowa City, seventy-three miles. The distance from Lyons to Council Bluffs is 308 miles. It is to be completed to Tipton, fifty miles west of the Mississippi, by the first of October next. This part of the road is to be nearly an air line. Five hundred men are now at work upon the road. The country through which it passes is as fine as any portion of the Mississippi valley and it may therefore be expected to add very much to the business and general prosperity of the city. It is to be completed to Iowa City by the first of April, 1855.
The "First Annual Report" of the Lyons Iowa Central railroad company is a very interesting document. The directors' report to the stockholders states that, "On the 14th day of February, 1853, the company was organized in accordance with the provisions of the law of Railroads and the Right of Way in the State of Iowa." A copy of this law is appended to the report and is signed by George W. McCleary, Secretary of State. The Report further tells us :
Subscriptions to the capital stock have been made as follows :
By individual subscribers $686,300
By Cedar county, in bonds 50,000
By Johnson county, in bonds 50,000
By Jasper county, in bonds 42,000
By Polk county, in bonds 150,000
Total .$978,300
OLD POSTOFFICE, ROCHESTER, ON THE ALBIN STAGE LINE
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There have been prepared for issue, and a mortgage has been executed on the first division of the road for the security of the payment thereof, 800 bonds of $1,000 each, $800,000. The individual and county subscriptions being a basis for the issue to this amount.
Assurances are made, and may be relied on with confidence, that six addi- tional counties will subscribe for stock and authorize an issue of their bonds to an aggregate amount of $500,000, making the present immediately prospective resources amount to $2,278,300.
There is little doubt that the resources already secured, and the progress already made in constructing the road, will induce large indivdual subscriptions, as further means may be required.
There have been issued to contractors on account of grading and bridging, in bonds of the company, $300,000. The residue of the bonds prepared for issue are in the hands of the executive committee, to be issued for work on the First Division, as progress shall be made thereon. The amount of grading and bridg- ing done, as will appear by the Chief Engineer's report, is about $200,000. Ma- terials for superstructure, rolling stock and iron have been purchased to the amount of $176,500, making the expense for work done and materials purchased on the first division amount to $376,500.
The work is now steadily progressing with a winter force of about 430 men and a corresponding number of teams and implements. As soon as the frost shall be out of the ground, to admit of a vigorous prosecution of the work, a suf- ficient force will be put on the line to bring that part of the first division as far west as Iowa City into running order as soon as possible.
The work of grading the second division, which extends westwardly to Fort Des Moines, will be commenced and prosecuted as rapidly as additional subscrip- tions to the stock of the company shall warrant.
The annexed reports of the chief and the consulting engineers are submitted as part of this report.
By order of the Board, WM. G. HAUN, Vice-Pres ..
Lyons, Iowa, Feb. 14, 1854.
The Board of Directors, chosen at the annual meeting, February 14, 1854, were :
Thomas A. Walker, Fort Des Moines, Iowa.
James H. Gower, Iowa City, Iowa, formerly of Gower township.
John Culbertson, Tipton, Iowa.
William G. Haun, Lyons, Iowa.
Derick Adams (N. Y.), Lyons, Iowa.
Hiram A. Tucker, Chicago, Ill.
Thomas Dyer, Chicago, Ill. Paul B. Ring, Chicago, Ill.
David McCartney, Fulton, Ill.
Thomas T. Davis, Syracuse, N. Y.
Henry P. Adams, Syracuse, N. Y.
Abel Chandler, New York.
S. M. Allen, Boston, Mass,
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From the report of Chief Engineer Slack to the Board of Directors, February 14, 1854, the following excerpts, are taken which show the progress of the work and the estimated cost of construction between Lyons and Tipton.
A survey was made early last spring and the fall previous, from Lyons to Iowa City, for the purpose of getting a general outline of the country.
On the third of May, 1853, I was directed to commence the location at the Mississippi river and to prepare it for grading. This was accordingly done, and the work commenced on the first 52 miles to Tipton.
From Tipton to Iowa City four lines have been run, and although a portion of the line next east of Iowa City has been located, and considerable work done, yet on account of the unevenness of the ground, I desire to make a more careful examination before submitting an estimate.
As to directness, there is not one-eighth of a mile lost between Lyons and Iowa City, and for fifty miles east of Tipton there are only ten degrees of cur- vature, so that this part of your road can be safely run at a high rate of speed.
The total amount of excavation and embankment between Lyons and Tipton is 2.994,404 cubic yards. The paying amount is 1,723,688 cubic yards which are estimated to cost $356,216.10. The culverts and bridges are estimated to cost $34,283.90, making the cost of grading $390,500.00.216
There were others in the field at this time and the rivalry was somewhat keen judging from the article referred to above in the "Annals of Iowa." It is only necessary to give one extract to illustrate :
"While the Estes locating party were approaching Fort Des Moines those working east of Iowa City were racing with the Rock Island, which was doing effective work between Davenport and Iowa City, on what had been known as the Mississippi and Missouri route, and a great spirit of rivalry existed between the Rock Island men and those of the Lyons party. When the Lyons boys in their rush used any sort of material at hand for stakes, the Rock Island boys taunted and jeered and called attention to the fine oak stakes they were using. The Lyons boys retorted, 'Of course the Rock Island should use something permanent, for it would be years before its track was laid if ever.'"
With jibes and jokes the opposing companies kept the attention and interest of the citizens, who were ready to applaud whichever won the race.
Thus, with varied and interesting experiences, during the years '52, '53 and '54 the Lyons Iowa Central was located to Des Moines; but was destined never to measure its length with iron rails, nor span the navigable streams with bridges "out of the reach of steamboat chimneys !"
That he who laughs last laughs best was fully exemplified in this contest, for the Lyons Iowa Central boys, in June, 1854, were all laid off indefinitely, many of them without recompense for their months of weary toil. What caused this sudden collapse of a project that seemed so flourishing, and was so well boosted financially by the communities through which the road was projected, was not quite understood then by the men in the field, and after a lapse of 55 years, cannot be fully determined now. The little evidence obtainable points to misappropriation of funds by some trusted party or parties, near the head of the company. Mr. Dey, in his interesting letter on the subject, says that one of the board of directors for the road, "H. P. Adams, of Syracuse, N. Y., was
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a fugitive from justice at the time that he was making his strong campaign through the counties of Iowa, encouraging the issue of railroad bonds," in proof of which he tells the following story :
General Ney, a member of Congress from the Syracuse district, came to Chicago, called at the Rock Island office and while there stated he was in the West for a requisition to arrest Mr. Adams and take him back for trial in New York. This Mr. Adams was the one who had, as I have before stated, the ma- chinery at work for obtaining for his road county bonds which pliant County Judges-as the plan was popular-readily issued. Judge Lee issued the John- son county bonds, although it was stated that he had pledged himself not to do so.
It was generally believed, after the failure of Adams and his railway project, that with the county bonds he had made his peace with General Ney. At all events this gentleman entered heartily into the railway campaign in Adams' behalf, and being a popular orator, his services were very effective. I recall reading one of his reported speeches wherein he was advocating the advantages of a high bridge over the Mississippi River, a suspension bridge of nearly a mile span, where he used the following figure of speech: "The trains will cross the Father of Waters without detriment to the navigation of that noble stream. There will be no piers or other obstructions. Its abutments will be on the high hills. The good fellowship of the river and the railway will be shown as the locomotive laughs when the steamboat puffs in its face." As an orator at Tipton, on another occasion, his eloquence not exhausted, he uttered the following tribute to the man whom he had come in to the West to arrest: "Caesar crossed the Rubicon to crush the liberty of Rome, H. P. Adams crossed the Mississippi to make the prairies blossom as the rose." It was said that Gen- eral Ney went home happy and his clients were satisfied.
Following his reminiscence regarding Adams, Mr. Dey again says :
I think it was in June, 1854, that Mr. Adams, having used all of his re- sources, withdrew his men from the field, many of his contractors unpaid and his popularity gone. It is possible that Mr. Adams hoped, by getting bonds from all the counties between Lyons and the Missouri River, that he could form a basis that would enlist enough capital to build the road; if so his plans were certainly sanguine. It was generally believed, after his failure to accomplish anything, that it was a cold-blooded scheme to rob the counties and, after get- ting their bonds, pocket the proceeds and decamp.
When the collapse came it was a severe stroke, not only to the locating engineers but to the construction men as well. Between Lyons and Iowa City much if not all the road-bed had been completed. This grading work had been done by a large gang of Irish immigrants who had been brought from New York and Canada for the purpose. These men, with their families, some 2,000 persons in all, were now stranded at Lyons and vicinity, practically helpless and enduring great hardships. The railway company had supply stores at Lyons from which were issued to the graders-in lieu of their wages-groceries, dry goods and miscellaneous articles; but these supplies were exhausted long before the indebtedness was cancelled. It was from these stores that the enterprise was derisively called, and is still known as, "The Calico Road." Many of those
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"immigrants" referred to as being stranded near the river after the collapse of the proposed railway found homes in this county and those adjacent becoming in later years the prosperous farmers of the rich prairie lands they had helped to dig up for a mythical company that could not pay them for their labor. Local help was also employed. A resident at that time of Springfield Township217 states that he was employed with both oxen and horses. His pay was four dol- lars per day for oxen and plow and three dollars for horses.
Oxen were more economical because they could be fed from the prairie nearby. Those who quit work in November, '54, received their pay, others work- ing longer did not. This company secured its supplies in its several camps from local sources, and in the attempt to get paid for his products the farmer some- times had difficulty. Mr. McClelland, to whom the contractor was indebted, was forced to cross the Wapsie and remain over night to make sure of his pay. He had continued to deliver supplies without receiving any return, and to make sure this time ran the risk of losing his way on the return to his home. As feared, he became bewildered in the stormy night, his horse floundered in the snow, and after leaving his animal in an effort to find his way he was forced to return. This was probably fortunate since he discovered the bed of the creek and finally saw a light at some distance in a grove. He had crossed the stream several times, not knowing it. This was the last of his dealings with the first railroad projected in Iowa.
The bond issues were not so easily disposed of and the explanation follows from the legal records and the authority below :
The counties had resisted the payment of bonds, and were sustained by the Supreme Court of the state; but an appeal being taken to the United States Supreme Court, it was held that although the law authorizing their issue might be questionable, the counties having sold them, and having received in pay thereof the consideration named in the bonds, could not be released from the obligation voluntarily incurred.
The final climax of the bond issue is told as follows by Mr. Gilbert Irish in his "History of Johnson County":
"After years of discussion and litigation a convention of counties was called December 15, 1868. Delegates from Washington, Muscatine, Johnson, Jeffer- son, Lee, Cedar, and Poweshiek Counties met in the city of Muscatine. After a lengthy discussion the following preamble was adopted :
"'Whereas, the recent decision of the Federal court, involving corporation railroad bonds in this State seems to us subversive of our authority and the dignity of our State courts, and dangerous to the rights and privileges of citizens of the State, if not a positive and unwonted encroachment upon the jurisdiction of the State courts, therefore, Resolved, that this convention recommends to the citizens of the several counties, and citizens interested in this railroad bond question, to pay all their taxes except the railroad tax, and refuse to pay that until all legal and practical remedies are exhausted.'
"Several other default resolutions were adopted, speeches were made by Hon. Rush Clark of Johnson County, Charles Negus of Jefferson, Robert Gower of Cedar and by ex-Governor Kirkwood, who said: 'All will admit that
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we have a right to make our state constitution and laws just as we please, pro- vided we do not trench upon the constitution of the United States. What value is this right if our courts cannot interpret the meaning of our constitution and laws.'"
Cedar County subscribed twenty thousand dollars worth of bonds and grad- ing commenced near Tipton in June, 1853. A demand was made for the bonds, but rumors of bad management having been heard there was some objection to the issue of any bond until some assurance should be given that the road would be built through the county. Judge Tuthill advised against their issue, but Judge Bissell made the order.
It was in July, 1854, that the Supreme Court of Iowa (Judge Green dissent- ing) held that the county judge of Cedar County acted according to law in sub- mitting the proposition of making a county subscription of fifty thousand dollars to the Lyons-Iowa Central railroad. This court reversed the lower court in the case. The tax levied was held valid.
Suit was brought against Cedar County by one Clapp, holder of the bonds. Cook and Dillon argued the case for the county. The latter was afterward chief justice of our state supreme court and became a noted writer on jurispru- dence.
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