USA > Iowa > Scott County > Davenport > History of Davenport and Scott County Iowa, Volume I > Part 83
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In 1852 the Mississippi & Missouri Railroad Company was incorporated in Iowa with power to build and operate a railroad from the eastern line of the state of Iowa by way of Des Moines to Council Bluffs on the Missouri river. The Mississippi & Missouri Railroad Company was organized January 1, 1853; the capital stock was $6,000,000. Each share of the par value was $100. Its fran- chise was for fifty years. Five percent of the stock subscribed was to be paid down and the remainder in installments of not more than twenty percent of the
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full amount at intervals of not less than three months. The amount of the in- debtedness to be incurred was limited to $4,000,000. John A. Dix, afterward the war governor of New York, was elected president. In September, 1853, the first ground was broken for the road, of which event a full description is given on another page. The first passenger train left Davenport on the 22d of August, 1855. The litigation over the bridge rolled up an immense expense account, to such an extent as to involve the Mississippi & Missouri Railroad Company and it failed to meet its guarantees. The Chicago & Rock Island assumed the re- sponsibility, paying interest and principal. In 1866 the Mississippi & Missouri Railroad Company failed to meet the mortgages given to secure the payment of moneys borrowed and expended in its construction. Its land grant also lapsed through inability to execute its provisions. The mortgages were foreclosed and the property purchased by the Chicago, Rock Island & Pacific Company, of Iowa, a corporation formed under the organization of the Chicago & Rock Island Railroad Company. On the 20th of August, 1856, the Illinois and Iowa com- panies consolidated under the name of the Chicago, Rock Island & Pacific Rail- road Company. The main line thus connected extended from Chicago to Rock Island in Illinois, and from Davenport to Kellogg, within forty miles of Des Moines, the former 1811/2 miles, the latter 131 miles. The Oskaloosa branch extended from Wilton Junction, by way of Muscatine, to Muscatine, and was fifty miles in length. During 1867-9 the main line was extended through Des Moines to Council Bluffs, 186 additional miles, the entire line being open to traffic in June, 1869.
FEATURES OF EARLY HISTORY ..
The Chicago, Rock Island & Pacific Railroad Company was one of the chief features in the upbuilding of this section of the country, and anything relating to this great corporation and public utility is always of interest to Davenporters. Much valuable information relating to incidents connected with the early history of the Rock Island has been gleaned from the pages of the Democrat, published at the time they occurred, and a few extracts from that most valuable journal are here presented to the readers of this history :
"September 1, 1853, after the Mississippi & Missouri Railroad Company had been incorporated, the first tie of what is now the western division of the Rock Island system was laid, with ceremony, on the corner of Rock Island and Fifth streets, in this city. Rev. A. Louderback, pastor of the old Trinity church on the southeastern corner of Rock Island and Fifth streets, existing until a few years ago, offered prayer. A. C. Fulton was officer of the day. Rapid construction followed and on July 19, 1855, at noon, the first locomotive reached Iowa, by way of the Mississippi, being ferried over in a flatboat, landing at Fourth and Front streets at a point almost directly south of the Wiley coal office, where it was unloaded. This first locomotive was christened Antoine LeClaire, because of that famous pioneer's largess in donating yard room to the Mississippi & Mis- souri Company. It was built at Paterson, New Jersey. Erroneously it has often been stated and published that the Antoine LeClaire crossed the river on the ice. As the date of its arrival was about July 19, 1855, the mistake is obvious. But
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there was a locomotive towed across the ice. One month before the French colony came across the bridge on the first passenger train, the locomotive, John A. Dix, arrived at Rock Island. Instead of waiting for the completion of the bridge the engine and seven new freight cars were towed across the ice and taken north on Main street to the Fifth street tracks. It must be remembered that the John A. Dix was not one of our present locomotives. The Dix was ill- starred. Sometime afterward her boilers exploded near the Duck creek bridge, killing the engineer. But previous to this the engine was remodeled and turned out of the shops in April, 1863, and was considered one of the gayest little machines that ever went on four drivers. On the head lamps were two splendid oil portraits of General Dix, and on the tender were painted two ocean scenes in medallion. The sand-box supported an American eagle and a gay ballet girl. The general painting was considered elegant in color and finish. The tender was done in a gold leaf in the richest style of scroll and line work, all done by the skillful hand of Charlie Fick, the best painter in the state. The General Dix was for several years the special pet of Mose Hobbs, the oldest engineer of the road, who took great pride in bringing out the General in the most imposing style. He thought he could take the 'rag' off any machine that was then in existence."
STATION NAMED FOR CAPITALIST.
1 As the building of the Mississippi & Missouri progressed, stations were created and named. On July 19, 1855, when the Antoine LeClaire was brought here, the road had reached a distance of two and a half miles west of the city, and Farnam station was created and named after one of the eastern capitalists who put money into this pioneer railroad. Henry Farnam gave his name to the first station outside of Davenport but today it is simply Farnam siding in official dis- patches. The next station was Walcott and the third Durant. While Mr. Far- nam failed to have his name perpetuated by colored porters and unintelligible brakemen in calling off the railroad stations, he succeeded in getting it fixed to one of the streets of Davenport, Farnam street, although this claim is likely to be refuted by those who contend that Farnam street was christened after Rus- sell Farnham, Antoine LeClaire's old traveling partner in the Indian fur busi- ness. But it will be remembered that Farnam street was not laid out until about the time of the coming of the Chicago & Rock Island and the Mississippi & Missouri roads, and that, like LeClaire street, it had been vacated to these roads first by gift of Mr. LeClaire and then by record of the city council.
FIRST TRAIN THROUGH DAVENPORT.
On December 20, 1855, the line of the Mississippi & Missouri was laid through Iowa City. a distance of fifty-five miles, and only twelve years afterward did the road reach Council Bluffs, 314 miles distant, thus traversing the state. With the meeting of the Chicago & Rock Island and the Mississippi & Missouri roads at the wooden bridge came the protest of the river interests, followed by the destruction of the draw span of the bridge by the wreck and fire of the Effie Afton, May 6, 1856, and the consequent contentions in the courts in which the
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immortal Abraham Lincoln, then a Springfield lawyer, pleaded so prominently in the interests of the railroad people. This rivalry of river and bridge or the steamboat and railroad interests, the accident of the Effie Afton and incidents re- lating to Lincoln, is a story already told in this work. Of the first engine, "An- toine LeClaire" and its appearance in Davenport, the Gazette at the time had the following to say: "The builders say it is the best locomotive in the country. It is a fitting compliment to our liberal fellow citizen, Antoine LeClaire, Esq. He was the first man to settle upon this side of our noble river; the first man in Iowa who came forward and subscribed $25,000 in stock in the Mississippi & Missouri enterprise. About twenty-five of our fellow citizens were on the locomotive and tender as it passed through town. At the different street cross- ings they were received with cheers and with smiles and with waving of hand- kerchiefs from fair ladies. After passing entirely through town as far as the deep cut in the bluff, further progress was arrested by a tree hanging over the track, and it returned to the depot in safety. The company dispersed to their homes. Probably in future years, when the city shall have become what it is destined to be, they will tell their children's children with pride that they were of the small number who was on the first locomotive which crossed the Missis- sippi river." To round out this chapter and add very much to its interesting fea- tures the following reminiscent articles by men who were there are given below :
HIRAM PRICE.
Early in that year (1853) there was a general awakening as to the importance of and necessity of some means of communication with the balance of man- kind. A railroad was then in course of construction from Chicago westward, and we hoped to induce the eastern capitalists who were building that road to have it strike the Mississippi river in Illinois opposite the town of Davenport and then, if possible, have it continued west from there to Council Bluffs on the Missouri river. In furtherance of this plan a conference was held at Davenport, between the eastern railroad men and some of the citizens of Iowa, the first week in August, 1853, and I was persuaded to undertake the task of canvassing the state on the line of the proposed road across Iowa, on a line as nearly direct as possible from Davenport to Council Bluffs. My special business was to see the people at their homes or at their place of business, and where practicable call public meetings at different points along the contemplated line of the road and to so present the advantages to result from the construction of a railroad as to interest them in the enterprise. By agreement I was to continue in this work along the line of the proposed road for sixty days. My experience during those sixty days between the 12th of August and the 12th of October, was not such as to make me anxious to renew it.
One of the surprises with which I met was the large number of people on that proposed line of road who had never seen a railroad and many of whom did not seem to have any wish to see one. This was to me a strange idea, and one that rendered my task more difficult because when men are satisfied with their condition and surroundings it is very difficult to induce them to change them. I could only account for these strange notions on the supposition that this class
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of persons had read and were in sympathy with the man described by Pollok in his "Course of Time,"
"Who thought the moon that nightly o'er him rolled No larger than his father's shield;
Lived where his father lived, died where he died ; Lived happy, died happy, and was saved."
And inasmuch as this had been the result in his case, they were willing to take their chances with him in this world and in the next. When I told them that with a railroad the product of their farms would be worth from fifty to 100 per cent more than without one, they simply disposed of the case in a sum- mary manner by informing me in a manner more energetic than polite, that I was not telling the truth. One case of this kind which occurred in Des Moines is a fair sample of several others. I had called a meeting at the courthouse one night to present the enterprise to the citizens. The courthouse at that time was not a palatial structure. The meeting was held on the ground floor, which I believe was the courtroom. The weather was warm, the windows were all raised, and those who could not find room on the inside crowded the windows of the outside and were attentive listeners. While I was making the best presenta- tion of my case that I could truthfully do, and trying to persuade the people that a railroad to Des Moines would be a great benefit to all concerned, some man on the outside who must have been a near relative of Ananias, crowded his way to the window, listened for a few moments and then turning away said to those on the outside, "Oh, that is Judge Rice who is speaking, and he is the great- est liar in the state of Iowa." My name was not Rice, and the title of judge did not belong to me, but it answered the purpose of the anti-railroad men, and was a "good enough Morgan" for the time. This is a sample of the manner in which my mission was received in what is now the city of Des Moines, and a great railroad center for the state of Iowa and of the northwest. The crucial test of time and trial has relegated the obstructionists and dwellers in "Sleepy Hollow" to the rear of the army of progress. Only in a very few instances did a little sunshine of encouragement fleck my pathway while on this railroad mission, but even a very little was gratefully received. I give one such case: I reached Council Bluffs on Saturday, which I think was the 20th of August, and at a meeting that night after I had made the best presentation of my case of which I was capable, without the slightest token of appreciation or approval, I sat down, feeling that (in the language of the colored brother in reference to his prayer) I had "my labor for my reward," and that the people of Council Bluffs did not think a railroad of much consequence, but rather an unjustifiable interference with the Divine plan, and therefore not to be encouraged, because when the Supreme Architect finished the work He pronounced it good without a railroad. However, while such thoughts as these were passing rapidly through my mind a gentleman in one of the back seats arose and broke the (to me) awful silence, in a speech not longer than a Lacedemonian letter, which gave me some hope that possibly all was not lost. His speech was not long, learned nor classic, but it seemed to inspire in me a hope that possibly my mission might not result
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in a total failure. Many things in my past life that I ought to remember have been forgotten. But that speech I never will forget, and I here now place it on record as some encouragement for those who may be called upon in the future to lead forlorn hopes. It was as follows: "My friends, I have listened to this man's railroad speech, and while I am free to confess that I have great doubts as to the practicability of the project, yet it may be wiser to give it a trial and possibly some day we may see the locomotive coming across these prairies head and tail up like a bedbug." That was his speech, and it is very safe to say that it was original. I am glad to say that I afterward met this man at Council Bluffs, when the road was finished to that place, and the iron horse was there to speak for himself.
Men of intelligence on other subjects ridiculed the idea because, as one prominent lawyer in Muscatine said at one of our meetings: "Iowa is an agri- cultural state. Her principal productions are wheat and corn, cattle and hogs, and livestock cannot be taken to an eastern market, because the distance is too great to carry them on cars. And flour cannot be carried to such a distance on the railroad without shaking the barrel to pieces unless the barrels are strong and heavy as pork barrels, and that would be so expensive as to make it un- profitable." Allow me to digress a moment from the thread of my statement to say (as Paul said of Alexander the coppersmith) these lawyers did me and my cause "much evil" because some people think that because a man is learned in the law he necessarily knows everything else.
CHARLES H. DAVIS.
One of the deeply interesting articles published in the Half Century Democrat in 1905 was written by Charles H. Davis under the title, "Fifty Years an En- gineer." It is a story such as any man would be proud to write. Says Mr. Davis :
I was born on a farm in New York, and lived there till I was nine years old, when we came west. When I was seventeen, and the most boyish looking boy you ever saw, I was employed as fireman on the old Mississippi & Missouri road. Johnny Buswell was my engineer and our engine was the little Iowa, the smallest engine that the company had. She weighed about twenty-five tons and was an old-fashioned wood burner. It was 6 o'clock in the morning of July 15, 1857, that I pulled out of Iowa City on the left side of the Iowa, bound to Muscatine for wood. Johnny Buswell is not only living yet, but he is run- ning an engine for the Santa Fe out of Chanute, Kansas. He must be every day of seventy-five years old, and one of the oldest locomotive engineers in the United States, for he fired the North Star on the New York Central before he came to the M. & M., and he began with the M. & M. almost half a century ago. Still his last letter to me was written without spectacles, as he reads. Later I went to the 78-the old Davenport. Since then I have run various engines. Now I have the honor of pulling the fast mail from Rock Island to Des Moines every other day and back, a round trip of 364 miles.
Coal burning engines were not known in this country in those days. The engines that opened this country were all wood burners. Green wood went with
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them the same as dry. They used to bring down the wood that had been cut up on the hillside of Antoine LeClaire's place, just above the M. & M. shops here, probably only the day before, and give it to us to fire with, and we did it. But when we had work to do, such as getting up the three per cent grade that led up the bluff in the west end of Davenport, we used dry wood that we used to get over in Rock Island. It used to take three and four engines to pull sev- enteen loads of lumber up that gentle slope. It was only 157 feet to the mile, or about as stiff as any grade you find on a mountain road today where the country is the rockiest.
After a time, however, the Chicago & Rock Island and the M. & M. com- panies began to seek for a way to use the soft coal of this part of the country. It was all a new thing to them, and they had to work it out. The locomotive builders of the east were giving them no aid, for they had no such fuel back there, so they had to puzzle it out here, and they were years in doing it. The little Iowa was one of the first attempts in this direction. In 1857 she was equipped with Wright's coal burner. Malding Wright was the boss blacksmith here at the M. & M. shops. His device consisted, broadly, of a grate space, one by two feet, in the middle of the bottom of the fire box. The rest of the bot- tom of the fire box, extending from this central grate in all directions to the walls of the fire box, was solid brick or iron. All the draught there was to be had came through that small space. Of course there wasn't enough. The device was expected to be a great success, and the company offered Wright $20,000 for it, which he refused, expecting bigger money. But the thing wouldn't work; it was impossible to keep fire enough going with it. After this he devised another form of coal burner which was applied; a water table in the bottom of the fire box, connected with the boiler by pipes. Some twenty-four holes, or flues, pierced this water table, on top of which the fire lay. These flues ad- mitted draught from the ashpan below, as the other had done; but, like the other, this device did not give draught enough, and failed.
After these efforts the company and all the other roads out here practically quit trying to burn coal for the space of about ten years, except for some occa- sional experimenting, and went back to wood burning. But in 1868 the com- pany began to succeed in burning coal. The old Davenport, later numbered the 78, was converted in that year and with some qualifications she worked. She had been built for the Hudson river road and guaranteed to make forty-five miles an hour with fifteen cars, but she had failed to fill the bill down there and had been sold to the M. & M. She came to us with a six-foot wheel, which was too high for her on our grades. These wheels were taken out and five-foot wheels were put in their place. The Davenport's old drivers lay for years north of the roundhouse in Davenport. In this conversion the Davenport was fitted out with a water table device of a Frenchman named Jarrett. It formed a sort of pouch-like extension in the fire box back of the flue sheet, and around this the flame was forced to curl before it entered the flues. This gave great in- crease of heating surface, and worked well, but there was leakage at the side of the fire box, and after a time it had to come out. It was Superintendent Kimball and Master Mechanic T. P. Twombley who equipped the old 78 in this way. The test with her lasted about two years; then Jarrett's water table
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was thrown out and they fell back on coal burning in a plain fire box. They had given the 78 a copper fire box, but it cut out so fast under the wear of the coal that it had but very short life, so they went back to the iron fire box. The difficulty, in the main, was due to lack of fire surface, and insufficient heating surface exposed to the fire. The 78's fire box was only about four and a half feet long, by three and one-half feet wide, where a modern fire box will run from nine to eleven feet long and be proportionately larger in heating surface. From the time that the company got to burning coal in a plain fire box on down to this day there has been a serial story of improvement, but there are no in- teresting features in it.
When I came here Rock Island wasn't much of a town. The Chicago & Rock Island road ran in just as it does now, only it continued on till it reached the passenger station, at the foot of Twentieth street, instead of turning off at the slough bridge as it does now. The roundhouse was about where the power plant of the Tri-City Railway Company is. I got out and looked around when the train stopped in Rock Island that day of my first visit. All about the depot, and particularly across the street, nothing was to be seen but low ginmills. I thought if that was the character of the country I had come to I wished I was back home. Davenport was reached without change of cars, the Chicago & Rock Island cars being taken by another engine, after they came in from Chicago, and switched across the old slough bridge-somewhere near the loca- tion of the present viaduct-across the island and the Mississippi bridge, and to the M. & M. The old M. & M. passenger station stood just about where the present C. R. I. & P. freight house is on Fifth street. The first passenger sta- tion of the road was the old homestead of Antoine LeClaire, which stood on that very ground.
The present line of the Rock Island road out of Davenport to the west is the third that has been followed. The first one left Fifth street at a point a couple of blocks east of the present southwest junction, passed to the north of St. Mary's church, passed close to the old F. H. Griggs' house down there, and wound its way up the hill on a three per cent grade, by a double reversed curve that crossed the present line a couple of times. The next one, somewhat gentler in gradient, was mainly different in coming into the city on the south side of St. Mary's church. I can show you some of the old grade there yet, and not long ago some of the old ties could be found still in place. That was an awful hill; it was all that an engine could do to climb it with three or four cars. The Samson was an unusually powerful engine for those days and four loads was all she could take up; and then she didn't always make it. But engines were different in those days, and so was steam pressure-except upon occasions.
One of the occasions arrived on the day in 1869 that I pulled an excursion train carrying a lot of railroad men and their folks out to Mr. Kimball's Cherry Bluff picnic grounds, near West Liberty. I had the old Davenport, and a big load for her. Twombley came to me before we started and said, "Charley, get up that hill if it's in her!" He also told me not to let anybody ride with me on the engine, knowing that some of the boys would insist on keeping me company in the cab. Just before we pulled out an old acquaintance climbed on with me. I told him to get off, and he refused. "Twombley told me not to let
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anybody ride on the engine," I said, "you'll have to get off." "I'm going to ride right here with you," he answered. "All right," I said, "but if you ever tell anything that you see on this engine today I'll hit you with the coal pick."
Well, we had steam gauges in those days that were differently rigged from those we carry now. Now the safety valves are set with a wrench and you have to get out to the valve, on top of the boiler, and make something of a job of it, to set one of them; but then all you had to do was to merely slip a block under the end of the lever that came back into the cab and let the pres- sure go on rising ; and every one of us carried his little block. I had mine with me that day, but I didn't keep it in my pocket while we were approaching and climbing that hill, you bet! Twombley came to me afterward and said, "Well, you got up the hill. How much steam did you carry?" "I had enough," said I. One hundred and thirty pounds was the limit in those days, and many en- gines carried less than that.
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