USA > Iowa > Buchanan County > History of Buchanan County, Iowa, and its people, Volume I > Part 37
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This Association was conducted with various degrees of success, mostly in a less degree. If judged from a financial standpoint although the Associa- tion endeavored to do its part and give the people a good fair. But a fair, cannot be conducted successfully on "good intentions" alone and the Associa- tion did not have the cooperation of the farmers either in their attendanee or exhibits, and this fact too, did not warrant expensive attractions.
In January, 1909, the Fair Association was entirely reorganized, a stock company formed, of which the representative farmers and business men are the stockholders. One hundred and fifty-four shares of stock were sold. W. M. Woodward was elected president, A. H. Farwell secretary and W. A. Tidball treasurer and eleven directors were named. Since this organization was per- fected the Fair has been steadily prospering, and with the "Booster" spirit manifested it is expected that the Bnehanan County Fair is scheduled to be one of the big fairs in the state.
THE BUCHANAN COUNTY AGRICULTURAL SOCIETY
In January, 1891, the Bnehanan County Agricultural Society bought thirty acres of land of Thomas Scarcliff, just north of the Illinois Central Depot grounds, and in the spring began improving it for the permanent. County Fair Grounds.
The site selected is considered to have much natural beauty, easily accessible, and makes one of the finest fair grounds in the state. The society is controlled and almost wholly officered by farmers. Subscription papers were placed in the hands of the township assessors and every one had an opportunity to show
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their good will toward the society. No one was asked to subseribe a large amount but all were expected to give something, from 50 cents to $5.
In 1897 the fair attractions eclipsed all previous records, the association having secured the "Doctor Carver Combination" which consisted of Dr. W. F. Carver, champion rifle and wing shot of the world and the high diving horses, which dove from a platform forty feet high into a twenty-foot tank of water. An immense crowd witnessed both of these marvelous performances.
The Buchanan County Fair of 1904 was one of the most successful for years. On Thursday probably 7,000 people visited the fair, the big attraction was the appearance of the noted Carrie Nation. She delivered her temperance address and had an attentive, appreciative audience. After the speech, several minutes were devoted to selling her souvenir hatehets and throngs of people invested in the trinket, the proceeds from the sales to be devoted to the temperance cause. The exhibitions were exceptionally good and the weather ideal.
Other special features which have attracted immense crowds were the diving elks, and in 1911, Otto W. Brodie was secured by Secretary Rigby to give exhi- bitions with his flying machine, a "Farnum Biplane." It was rather a disap- pointment. in some respeets, the machine was so old and hard to manage that only one successful flight was made, that on the first day when in alighting he seriously injured his machine.
But in spite of this fact it was a novel sight and well worth the money, as very few in the county had seen an aeroplane. In 1912, the chief attraction was the automobile given away to the one holding the lucky ticket-and souvenir spoons with each admission was another drawing eard.
In 1913 extensive improvements were made on the grounds-an addition equal in size to the original amphitheater was built on the north of the old one, new gate-ways. fences, stalls, ete., were added.
In 1914, Micky McGuire, "The Wild Irish Rose," was the star attraction and gave three flights a day, of the most marvelous, thrilling and hair-raising feats. He is a fearless spectacular aeronaut and the immense crowds were spell- bound. Flower-decorated carriages was also a big attraction. One novel feature was the night fair. All attractions were open, the grounds brilliantly il- luminated and besides the regular performance, splendid fireworks drew a large crowd out every night.
On Thursday, the largest crowd that ever attended a Buchanan County Fair poured through the gates. Both amphitheaters were packed and standing room along the entire west half of the track was at a premium. Hundreds of automo- biles were crowded in the half mile.
The following named persons have been secretaries :
Jed Lake, C. W. Williams, George H. Wilson, T. B. Bonniwell, A. H. Far- well, J. W. Foreman, A. II. Farwell, C. W. Stites, Charles L. King, P. G. Free- man, A. G. Rigby, J. S. Bassett, and Perry J. Miller.
CHAPTER XV INTERNAL IMPROVEMENTS
PUBLIC IIIGIIWAYS-BRIDGES-RAILROADS MAILS AND MEANS OF COMMUNICATION -THE TELEGRAPH- THE TELEPHONE
PUBLIC HIGHWAYS
All land originally belongs to the Government and is apportioned to the in- habitants by certain defined methods, such as lotteries, runs, claims, etc. The private ownership of land must necessarily be subject to the convenience of public need, and the rights of the individual are subservient to the just demands of a community. About the first and most necessary thing to claim the attention of the authorities, after a city or county is organized, is the establishment of public highways. Often before the settlement of a new county the State or Na- tional Government establishes some roads. Sometimes these are kept as or- iginally laid out, but more frequently, perhaps, have to be changed or given up, entirely. Two such roads were already in existence at the time of its organiza- tion. One of these was established by the authority of the Territory of Wiscon- sin, and extended in a southeasterly direction from Fort Atkinson in Winnesheik County to Marion, in Linn County, that being its southern terminus. Its course through the county was nearly straight south, passing near where Winthrop is now located and cross the Wapsipinicon at Quasqueton. It was called the Mission Road, because it passed through an early Indian Mission in Wisconsin Territory and was partly designed for its accommodation.
Another laid out in 1846, was from Marion to the north line of the state, crossing the river at Quasqueton, but running three or four miles west of the Mission Road.
In this new. unsettled country, before the state and county roads were es- tablished, the early pioneers followed such routes as were best suited to their con- venience, from house to house, neighborhood to neighborhood, and village to village. The Indians, too, followed their inclinations and natural intuitions. Their trails crossed the prairies from stream to stream, leading to easy fording places, and well-worn paths led up and down the rivers and touched every clear and bubbling spring. These Indians were visible many years after the country was settled, but the latter day settlers supposed them to be merely cattle paths. It would have been wise to have marked all these early trails, then all this obscurity and discussion over historical facts would not have been. As is evident in every phase of historical research, too little attention is paid to the minor things of life. The importance of these things is just now beginning
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to be appreciated and historical and patriotie societies, like the S. A. R. and D. A. R. are marking these early Indian and wagon trails throughout the coun- try. In Buchanan County, even after the county seat had been located, and the Town of Independener laid out theoretically into lots and streets, there was nothing to distinguish streets from lots; even Main Street was only a crooked wagon path through the brushes. One of the early settlers informs us that at the east end of the Main Street Bridge the street hollowed down about five or six feet lower than it is at present, and a slanting approach was built up to the old bridge. All north of Main Street, was oak woods and hazel brush. There was one old shambling barn-about at the corner of Main and Chatham streets. Independence proper, that is, the business portion, was sitnated farther east, in the old King's Opera House and Morse Block and on South Main. There was a crooked wagon road ent through the timber north to the old Smyser Farm, crooked still, in the northeastern part of Independence, crossing Malone's Creek, near the old Brewer and the W. II. Gifford places and thence east to the Elzy Wilson Farm and from there, following the timber to Quasqueton, about where the regular travelled road now is. There was another road north. up past the Sprague Farm and across the prairie toward the old Thomas Barr place and up Otter Creek, but so faint as to be seareely discernible. There was neither road nor track up the river, except an Indian trail; and not even that across the prairie to the west, nor to the east beyond the timber nor out toward Brandon or Buffalo Grove. To venture two miles west on the prairie, was about as dan- gerous as to venture to sea, out of sight of land, without a compass. The mail was carried once a week to Cedar Falls, on an Indian pony. But there were no marks of any kind to guide the carrier; and, if, by careful observations, he kept within a mile of the direct course, it was quite a feat of prairie craft. The mail eame once a week from Dubuque to Independence, via Qnasqueton, in a one-horse wagon; but there was not a bridge in the county, nor across any stream between Independence and Dubuque, nor any regular ferry. If streams were too deep to be forded, they must be erossed in canoes, or by swimming, or npon rafts. Such were the means and methods of intercommunication between the different parts of the county as late as 1849.
Several county roads, however, had been regularly surveyed and established, and travel in their several directions was becoming chiefly confined to them. At their very first meeting, October 1, 1847, the county commissioners had re- ceived and granted three petitions for the establishment of as many different roads within the county. The first was for a road from Independence east to the county line, in the direction of Coffin's Grove. Rufus B. Clark, James Collier, and John Boon were appointed viewers of the same, to meet on the first Mon- day in November. The second was for a road from Independence to interseet the state road from Marion to Fort Atkinson-John Obenchain, Edward Brewer, and Elijah Beardsley being appointed viewers, to meet on the date last men- tioned. And the third was for a road from Quasqueton to Independence, on the west side of the Wapsipinieon River-the viewers, Rufus B. Clark, Levi Billings, and John Cordell. being also directed to meet on the first Monday in November.
At the same meeting it was "ordered to employ a surveyor to do the sur- veying on the above roads, and to lay off a town at the county seat." And at their next meeting. November 3d, F. J. Rigand was appointed county surveyor.
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The next petition for a road was presented and granted at a meeting of the commissioners. April 10, 1848, the route being from Quasqueton to Otter Creek Settlement. The viewers appointed were James Collier, D. B. Springer, and John Obenchain, who were ordered to meet at Quasqueton, on Monday, May 1st, 1848.
The origin of a State Road in Buchanan County, which afterwards became the road from Dubuque to Sioux City, was as follows:
In 1848 the Legislature appointed J. W. Clark and Clement Coffin, of Dela- ware County, and S. A. Stout, Buchanan County, to lay out and establish a State Road from Delhi to Independence.
In 1851 Thomas W. Close and Isaac F. Hathaway, of Buchanan County, and Andrew Malorky, of Blackhawk County, were appointed to lay ont and establish a State Road from Independence to Cedar Falls. At the same session of the Legislature, that part of the road running from Delhi to Independence which was west of the South Fork of the Maquoketa River, was declared a State Road.
In going from Independence to Brandon on the regular Brandon Road one wonders how it came to be laid out in such an angling fashion, and thereby hangs a tale. In December, 1851, seven of the citizens of Brandon heard rumors that the county seat town was starting up in real earnest and having a curiosity to see Independence, they decided to visit the metropolis and corroborate those rumors. Snow lay thick on the ground and sleighing was good. The old horses were hitched to the bobsled and with noses pointed northeast they followed an unknown trail with only their intuition and sense of general direction to guide them, but they reached their destination and found Independence, all and more than anticipated, although then it was but a trading point, of possibly a dozen dwellings, one or two stores and a saw mill and blacksmith shop. After making due observation of the place they started for home, across the bleak, unbroken prairies. It was getting dark and with nothing to guide them, they soon became lost, and to be lost in those days meant suffering and might even mean death if the weather was severe, with not a farmhouse in the whole sixteen miles. But in the harness ahead was hitched their salvation in the shape of a horse long past its foolish coltish days. So they gave the old horse free rein, depending upon his sagacity and intuition to bring them safely home. The faithful old beast realizing the dependence placed upon him took a bee line, home, and landed them safely at their destination. Others in traveling the road picked up the trail and from ever after that it was followed and thus the angling road became a permanent one. Eventually O. H. P. Roszell surveyed a road along that line. Later comers tried to square up the road and change its course, but a remon- strance generally stopped the proceedings. Some few changes have been made in the old trail, but generally it is along the line where on a cold winter's night. sixty-three years ago, an old horse, remembering the comforts of his stall, carried his master across the trackless prairies home. The names of those who were in this adventuresome ride were Jacob Fouts, Matthias Davis, Annabel Wood, John G. Rice, C. J. Tracey, M. Palmer and W. H. Fouts, all of whom, with the exception of W. 11. Fouts, still a resident of Brandon, have left the pioneer trails for the streets of gold. September 29, 1858, Dr. F. C. Bartle, of Independence, who had received the appointment from the Legislature. had
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arrived in Dubuque for the purpose of laying out a state road from Gutenburg to Independence, and would commence operations immediately.
Petitions for roads were constantly before the supervisors until the county is a network of roads, and every point is accessible. And with the constant re- pairing of the roads and the vast expenditure of money thereon, the county roads are becoming fine and among the best in the country. Towa in the judg- ment of automobilists has better roads than any of the western states, and that the "good roads" proposition has become sneh a vital factor in the country's welfare is largely due to the demands of the automobile.
Buchanan is traversed by two "automobile highways"-the Hawkeye Route ents the county east and west, practically following the old state road. The North Star Route cuts the county north and south. It enters the county just northeast of the Town of Walker, Lin County, and leaves it, just north of Hazleton.
The Quasqueton and Anamosa Road running through Newton and Spring Grove townships was surveyed and located in the summer of 1851. O. H. P. Roszell. of Independence, surveyed the road through Buchanan County. This part of it commenced at Quasqueton and ran in a southeasterly direction. No attention was paid to congressional lines, only keeping from a half mile to a mile north of the timber, with the exception of two or three places where it ran through narrow strips of timber. A great deal of his diagonal road has been straightened from time to time as the country became settled.
The road crossed a good many sloughs. The longest slongh over which the road passed was in Newton Township and was called the big slough. It was a quarter of a mile wide where the road crossed it. There being but few to work the road, years passed by before many of the sloughs were graded.
It took a vast amount of work to make roads in the early days. The sod in the sloughs was almost as tough as leather and had to be plowed with a breaking plow drawn by three or four yoke of cattle. After it was plowed the sod was cut into chunks about a foot in length with axes or spades, and then was either carried in the hands of the road workers or with pitchforks. After the sod was removed, if the ground was dry enough, it could be plowed and scraped into the road with serapers. Of course the grades were low and rough and in wet times were but little better than the sod outside of the grades which was often used in preference to the grades.
The Quasqueton and Spring Grove and Newton townships roads used before there were any laid out roads was on better ground than the latter, from the fact that the people followed the ridges which often required the making of many curves. The country being open, there was nothing to hinder them from choosing their own ground for a road. The places to cross the sloughs were also selected and used. But as more settlers came into the country the old sod was broken up and fences built across it in many places. Consequently the people had to travel on the laid out road, which for many years made the traveling worse.
In the early day the roads were often very circuitous owing to impassable sloughs and streams, this before the days of grading. draining and bridging. The Brandon Road leading out of Independence was an example of one of these crooked roads. Just at the outskirts of town, at what was for years
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known as Curran's Hill, the road turned in a semi cirele to avoid a slough, which when the river was high was completely flooded with water. For years this circuitons route was travelled until through the inexhaustible labors of Doctor Bryant, who in pursuing his profession was greatly inconvenieneed by the terrible condition of the roads had the road built straight through the slough, and now there is scarcely any evidence of this former impassable mire. One of the old Quasqueton roads used to follow the river from Independence to Quasqneton on its west bank.
BRIDGES
The bridges throughout the county have always caused the people a great deal of trouble and until recent years, when it is somewhat bettered by the more substantial structures, they were a source of continual trouble and until recent years, when it is somewhat bettered by the more substantial struc- tures, they were a source of continual trouble and expense-but communities never seem to build any structures except for present needs. Their motto was "the present, let the future take eare of itself." which is all right in some ways but certainly not from an economieal standpoint. These first bridges were poorly constructed, cheap affairs and every spring freshet damaged them to a more or less extent, often the loss being entire.
In 1858, the floods took the bridges at both Littleton and Quasqueton and a part of the bridge at Independence, and all these had to be rebuilt., The one at Quasqueton when completed was the best bridge in the county. In 1862 the bridge was destroyed at Littleton, this had been recently built, then in 1863 the Independence Bridge was carried off; then a freshet in January, 1866, demolished the bridge at Otterville, which had just been finished. This was a sad calamity, being the third that season. But the citizens were not daunted and immediately proceeded to build the fourth structure.
When the bridge at Independence was destroyed in 1863, the supervisors not having sufficient means to rebuild it, and the several other bridges which were out, began agitation to establish a county bridge fund. Heretofore there being no funds available for that particular purpose the bridges had been built largely with publie subscriptions and donated service. Accord- ingly the proposition was put to vote and won by a majority of twenty-one votes. Nine townships voted 13 to 510 against it (these were the townships not having bridges to build) ; that meant only five townships were for it (there being only fourteen townships then). This established a tax levy of 5 mills.
A little incident about the bridge at Independenee is that people used to hitch their teams down under it, on hot summer days. It was a cool, delightful place and furnished protection from the heat. The supervisors probably never calculated that the bridge would serve as a horseshed. The teams were driven down from the east side of the river where the gas house is now situated. In June, 1870, the Board of Supervisors let contracts for building twelve new bridges in the county, the most expensive of which was the bridge across the Wapsipinieon. just south of Independence and which cost $4.265. The bridge was 180 feet in length, the contract awarded to Risely & Scott. In 1870 the city council of Independence built two bridges within the eity limits,
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one across Malone's Creek in the first ward-northeast and the other across Blood's Run (in the Third Ward), one block east of the Rock Island Track. In the last of February, 1871, the Main Street Bridge at Independence was swept away by terrific floods and iee impact against the piers.
The bridge at Independence for months in 1862 was in a disreputable and dangerous condition. It had been patched and patched until it looked like the smallpox and rode like the rocky road to Dublin. The railing at the side was in an awful condition and built so high that a colt backed off under it and fell overboard, a distance of twenty feet into the water beneath, but was not injured and calmly swam out. The reason of this laxness was really not the road supervisor's fault. Everybody worked out their road taxes then and very little money came into the hands of the supervisors with which to buy new lumber. Calls were issued for public meetings to consider the dangerous state of the bridge, which was becoming more dangerous and a positive disgrace. A horse had broken its leg by stepping in a hole and this would cost the county a considerable sum which might have been expended toward a decent bridge, and later an elephant in the Mabie Show fell through at the west end, a dis- tance of twenty-five feet. This was a very valuable animal, being the most perfectly trained and most valuable in the country and it was just luck that he escaped being killed.
But this patching continued until the supervisors were finally persuaded that new planks were imperative.
At Littleton the bridge which was built after the flood of 1858 was again carried off with the high waters of 1862. This had but recently been completed at a cost of $1,000.
At Otterville they lost three bridges in "periodical succession," but were not disheartened and immediately began on the fourth.
In the winter of 1864 the frost had contracted the stringers of the Main Street Bridge at Independence and made it unsafe for teams to travel over, so hopes were entertained that a new bridge would have to be constructed, but not until the spring freshet of 1865 swept it completely away, and many months were spent in argument and persuasion on the part of the citizens, was a new bridge built, and all those months the greatest inconvenience was experienced.
In 1871 another flood wrecked the Main Street Bridge at Independenee, but it was patched up until 1873, when the splendid two-span bridge was built by a Canton, Ohio, firm for $18,000 or $19,000. This did service until 1892, when the present structure was erected.
In the fall of 1880 a new iron bridge was built about thirty rods south of the one in existence at that time, having been condemned by the supervisors some months previous. The contract was let to Mr. Zinn and cost about ten thousand dollars. A remarkable thing in connection with the building of this bridge was that two large granite bowlders furnished enough stone to build both piers and abutments.
In the year 1896 the supervisors built thirty-three bridges, three of them steel, at a cost of $3,598,50, and one in process of construction at Fairbank to cost $5,197.
The second bridge at Independence was built later and in 1913 a very
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handsome, substantial one was erected at Littleton. This is undoubtedly one of the finest and most artistie bridges in the county.
Nowadays, instead of so many bridges with expensive iron superstructure, the supervisors are building of concrete and many places using tile and making culverts instead of the usual bridge.
Early in March, in the spring of 1892, the Main Street Bridge was in the process of construction.
A contract was let to Mr. Young. For weeks the work dragged and the bridge was in a state of incompletion. The first long delay was occasioned by the discovery by Mr. George, the engineer, of a piece of faulty and dispropor- tionate construction which he ordered removed and something better substituted. The fault was not with the contractor, but with the bridge manufactory at Clinton. Not until June was the floor of the new bridge completed and no railings or barriers between the roadway and sidewalks as yet. The bridge was finally completed at a cost of $13.000. That the work was done well is testified from the fact that it is still the much traveled Main Street Bridge.
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