USA > Iowa > Dubuque County > History of Dubuque County, Iowa; being a general survey of Dubuque County history, including a history of the city of Dubuque and special account of districts throughout the county, from the earliest settlement to the present time > Part 25
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ard, of Dubuque, secretary and treasurer. This company, with headquarters in Dubuque, added to its craft until by March, 1866, it had ten first-class steamers and thirty-six barges varying in ca- pacity from five thousand to twenty thousand bushels of grain. During the winter of 1865-6 the company spent one hundred thou- sand dollars in constructing barges. The capital of this company in boats was about five hundred thousand dollars. In May, 1866, a new company-the North-Western Union Packet Company- bought all the property of the La Crosse & Minnesota Steam Packet Company and the Northwestern Packet Company. Its officers were William F. Davidson, St. Paul, president; John Lawler, Prairie du Chien, manager ; George A. Blanchard, Dubuque, secre- tary ; William Rhodes, St. Paul, treasurer; W. E. Wellington, Dubuque, and P. S. Davidson, La Crosse, superintendents. The new company started with thirty steamboats and seventy-three barges. The invested capital of the company was announced as one million five hundred thousand dollars. The shipping capacity was the moving of one million bushels of grain every five days. The barges alone had a capacity of three hundred and twenty-five thou- sand bushels. The company's side-wheel boats were Phil. Sheri- dan, Milwaukee, City of St. Paul, Itasca, Ocean Wave, Northern Belle, Key City, Keokuk, War Eagle and Favorite; and its stern- wheel steamers were Addie Johnston, Damsel, Annie Johnston, Diamond Jo, Jennie Baldwin, Julia, G. H. Wilson, Flora, Clara Hine, Hudson, Mankato, Chippewa Falls, Mollie Mohler, Stella Whipple, Ariel, G. H. Gray, Albany, Cutter, H. S. Allen and St. Cloud. The headquarters of the company were established in Dubuque.
Early in 1867 W. F. Davidson was president of the North- Western Union Packet Company, and John Lawler was president of the Northwestern Packet Company. Both did a large business. The City Council authorized the construction of the submarine railway at Eagle Point at this time. A drydock was strongly talked of. The president of the Northern Line Packet Company was Thomas B. Rhodes ; its steamers and masters were : Dubuque, Barker; Sucker State, Hight; Hawkeye State, Worden; Burling- ton, Greene ; Muscatine, Jenks ; Canada, McGowan; Pembina, Gon- ger ; Petrel, Isherwood ; Dan Hine, Patton. A fine stand of colors was formally presented to the new steamer Dubuque in the spring of 1867; its captain was J. W. Parker. A great crowd assembled at the landing to witness the event. Mayor Graves presented the colors in a fitting speech, to which brief response was made by Captain Parker and, at his request, by John H. O'Neill. The boat was presented with a magnificent pair of elk horns procured at St. Paul.
The old practice of attaching and tying up a vessel with a legal writ for a small sum was abrogated by the legislatures of
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the various states. Mathias Ham was president of the new ferry company at Eagle Point at this time.
In 1867 the Phil. Sheridan was the fastest boat on the river. Rafting by moonlight was declared to be one of the most enjoyable experiences of river life. Daniel McLean was one of the best and most successful raftsmen on the river. In a race of three rafts down from Lake Pepin in 1867 he won and was paid one hundred dollars for the victory. In July, 1867, the Phil. Sheridan ran from St. Louis to Dubuque in forty hours and fifty-five minutes- quickest trip on record. The government was making great im- provements on the Mississippi Rapids at this date. Large quanti- ties of wheat were sent by barges to New Orleans and thence by vessel to Liverpool, in 1867-8; C. H. Merry, who had opened this line, was tendered a fine supper as a token of appreciation and honor by his fellow-citizens. In 1868 the new ferry boat Dunleitlı, which cost forty thousand dollars, was put in service; it trans- ported railway cars and trains across the river, and in a way was a wonder. The Ocean Wave burned to the water's edge near Lake Pepin in 1868. Pilots struck for a raise of wages from $75 to $150 per month.
P. J. Smith, T. W. Burns, O. L. West, H. L. Beedle, William J. Dolson, N. E. Tibbals, W. R. Tibbals, A. J. Harris, Stephen Dol- son, T. G. Drenning, George Scott, Jerm Snow, Augustus Noble, C. Looney, Pat. Gainor, Joseph Wilcox, Joseph Gardapie were well- known pilots in 1868.
The Union company became known as the "White Collar Line," there being strenuous rivalry between it and the Northern Line. The latter had the following boats and masters in 1869: Minne- apolis, F. B. Rhodes; Dubuque, J. B. Rhodes; Minnesota, T. B. Hill; Davenport, B. A. Cooper; Muscatine, G. W. Jenks, Sucker State, William P. Hight ; Hawkeye State, J. Worden; Canada, M. Green; Savannah, R. F. Isherwood; City of Keithsburg, J. W. Campbell : New Boston, Robert Melville.
In 1869 the Northwestern Packet Line had the following boats and masters: Tom Jasper, Frank Burnett ; Phil, Sheridan, A. M. Hutchinson ; Milwaukee, E. V. Holcombe; City of St. Paul, Thos. Davidson ; Mattie McPike, Moses Hall; Key City, Judd West ; War Eagle, Thos. Cushing; Addie Johnson, Sam Painter; Jennie Bald- win, Charles Leuserbox; Keokuk, Isaac H. Moulton. It was said in 1869 that W. E. Wellington had arrived here fourteen years before with only 15 cents to his name; now in 1869 he was reputed to be worth one hundred thousand dollars, all made in the river and boat trade. In 1869 the two companies, Northern and North- Western Union, divided the river trade in order to prevent loss by too sharp competition ; both ran boats from St. Louis to St. Paul. In April the Mohawk took down five barges loaded with over one hundred thousand bushels of wheat. At this time wheat was
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quoted in Chicago at $1.031/2 and in New Orleans at $1.25. In a race riot on the steamer Dubuque in July, 1869, above Davenport nine men were killed. There was a People's Line late in 1869; also the Merchants' Star Line; the People's began business with three boats.
In 1870 Rouse & Dean began to build here their famous iron- hulled steamers ; the first was a tug for a Wisconsin firm; it was 96 feet long by 19 broad and a depth of 3 feet. It was called the Clyde and was launched in August; it was the first of its kind built on the Upper Mississippi. There was very high water here in April, 1870; it rose 21 feet 10 inches above the low water of 1864; the high water of 1859 had been 21 feet 6 inches above the same mark. Steps to secure a sectional dock were taken in August by Messrs. Wellington, Hewitt, Cooley, Peabody and others.
The tug-boat Hyde Clark was built here and launched late in April, 1870, at the foot of Seventh street ; it was sixty feet long and fourteen feet wide. In June, 1870, the Eagle Point ferry ran every hour. On April 30, 1870, the Dubuque Rowing Club was organized with about one hundred members and with a capital of two thousand five hundred dollars ; its president was Gen. William Hyde Clark. The club started with one barge, two gigs, three skiffs, and a boathouse 60 x 20 feet ; the captain was Alfred Hobbs. June 4 was "red letter day" for the club: it was the first public rowing exhibition. The rowers were ( I) G. Stephens, (2) M. S. Connyngham, (3) James Stout, (4) Alfred Hobbs (stroke), and A. H. Gibbs, coxswain. Later the club owned the barge Desoto. two four-oared gigs, two four-oared skiffs and one captain's cutter -Vixen. The fourteen-oared barge Desoto was launched June 25, 1870: it was built by Daniel Hewitt and was forty feet long, five feet wide: it had fourteen oars, double banked man-of-war fashioned.
The new marine ways were sunk in the river early in 1871 by Rouse & Dean: twenty-two men accomplished the work success- fully. Later, when in use, it was declared to be the best on the river. In 1871 the White Collar Line and the Northern Line agreed on a schedule of prices for the up-river trade; cut rates and war were thus forestalled. There was a race in August between the gigs Zephyr and Ironsides, distance three miles, ending at the wharf-boat; a great crowd gathered to witness the event; the Zephyr won by two lengths: the winners rowed through at thirty- five strokes. What was called the Dubuque Short Line ( Dubuque to St. Paul) had the following boats and masters in 1871: Mil- waukee, Laughton; City of St. Paul, Cushing; Minnesota, Smith; Sucker State, Wood.
In 1872 the White Collar and Northern lines dissolved their rate agreement and prepared to cut prices to secure the trade. In 1871 another iron steamer was built by Rouse & Dean. They also built
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another in 1872; it was 135 feet long, 25 feet wide and 4 feet deep.
In 1873 the Diamond Jo packets became conspicuous in the river trade; their first boats and masters were Tidal Wave, Mitchell ; Arkansas, Wilcox; Diamond Jo, Isherwood : Ida Fulton, Killeen, and Iniperial. Early in 1873 the Diamond Jo line was in great favor, because they had good schedules and were not so crowded. Knapp, Stout & Co. won a case in court involving their right to land rafts on their own property without having to pay wharfage to the city. Early in 1873 the White Collar and the Northern lines were merged into one company with a capital of seven hundred thousand dollars and with John A. McCune president and W. F. Davidson superintendent-Keokuk Northern Line. The Diamond Jo Line was given concessions of land, etc., provided they would establish their headquarters here.
In 1875 Johnson & Kalke prepared to build three boats in Dit- buque. The Keokuk Northern Line waged war on all cities that charged wharfage; the courts had recently decided against the right of cities to make such charges. Johnson & Kalke built a new steam ferry boat at their Eagle Point works in 1876; it was 100 feet long, 25 feet broad and 4 feet deep; it could carry eighteen teams at once and make a trip in five minutes. The old White Col- lar Line began suit against the city to recover wharfage under the recent decisions of the courts. The new Keokuk Northern Line was formed from the three companies: North-Western Union, Northern and Keokuk, with an aggregate capital of seven hundred thousand dollars. The wharfage cases were decided against the boat companies. The new ferry boat Key City was in operation in May, 1876. In 1877 Congress appropriated fifteen thousand dollars for the removal of the sandbar in front of the city. The bar was dredged away to the depth of six feet at low water. Many wing dams were being built along the river.
In October. 1877, one of the dredge boats in the harbor scooped up an old musket from the river bottom, on which was stamped the date "1812." It proved to be the property of William Carus, of Wisconsin, who, while engaged in scouting duty at the close of the Blackhawk war, became engaged in a hand-to-hand encounter with Indians, all in boats, and in the struggle the gun fell overboard.
In October, 1877, an immense convention at St. Paul urged the appropriation of a sufficient sum by Congress to open the rapids of the Mississippi and to effect other needed improvements ; two mil- lion dollars was asked for these purposes. The Emma and Key City were the ferry boats in 1877-8. In 1878 there passed through the drawbridge 3.139 steamboats. 884 barges, 176 wood flats, 498 log rafts, 159 lumber rafts, 37 tie rafts. There passed down the river 459,000,000 feet of lumber.
In 1878 the Diamond Jo Company located permanently at Eagle Point and was granted valuable privileges; Joseph Reynolds was
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the owner. J. A. Johnston had charge of the yards at first ; seventy- eight men were employed in January, 1880. In 1878 the company spent here about one hundred and fifty thousand dollars.
The establishment of an ice harbor at Dubuque was for the pur- pose of providing a shelter for boats during the winters. Waples Cut had been used for many years for that purpose; it was now proposed to dredge out this cut and enlarge it, all of which was expected to cost about forty thousand dollars. The necessary per- mission was secured from Congress.
On June 19, 1880, the water in the river was only fourteen inches below the high water of 1870; on the 21st it rose over the mark of 1870; on the 23d it had reached a stage of 22 feet 71/2 inches above low-water mark, or about 912 inches over the 1870 mark. Many persons were driven from their homes and were per- mitted to sleep in the City Hall. The Illinois Central tracks were nearly two feet under water. Nearly all land on the river front had disappeared and the buildings and lumber piles there were sur- rounded by the angry waters. On Jones street the water extended up to Locust ; all South Main was under water ; it covered the floor of the Illinois Central depot : it was two feet deep on Iowa and Third and Fourth. All houses on White at Fourth and Fifth were filled with water; it extended up White to Sixth; Couler avenue was completely flooded, all at Thirteenth, Fourteenth and Fifteenth being under the rushing flood. All high-water records were thus broken-height 22 feet 8 inches.
In 1880 the Diamond Jo Company built another large steamer- the Mary Morton, Capt. John Killeen; the boat cost about forty thousand dollars and was throughout a product of Dubuque ; Joseph Reynolds superintended the construction. He had previously built here the Libbie Conger and the Josephine. At her trial trip many Dubuquers were on board to testify their appreciation of the work of the Diamond Jo Company. Resolutions thanking the company and Superintendent Reynolds for their efforts and success were passed. At this date, June, 1880, the Diamond Jo Company had six steamers in service and was a popular line. At this time and before boats wintered here at the Eagle Point ways and in "the slough" at Waples Cut. In the fall of 1880 the Keokuk Northern Line successfully passed through serious financial troubles. In November Mrs. F. D. Chouteau and Miss Amanda Gregoire, sis- ters, were drowned in front of the city ; their bodies were not recov- ered for several days.
In January, 1881, Capt. W. J. Dolson, an old river man, died here; he was born in 1820 and learned boating when a boy; he lived in Dubuque after 1846, and was related to Capt. Thomas Levens. another prominent river man. Under the reorganization of the Keokuk Northern Line early in 1881 Henry Lourey became its president, vice Davidson, released. In February, 1881, there
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were at work in the Diamond Jo yards at Eagle Point about seventy- five men. The company put in condition the Stillwater, Mark Bradley and J. W. Mills, built several large coal barges and were at work on two new steamboats for Clinton and Rock Island owners. So great was the jam of ice at the bridge April II, explosives were employed to dislodge it. Mr. Dickey was superintendent at the Diamond Jo yards in 1880-1. In the spring of 1881 the Dubuque & St. Louis Packet Company was organized, with headquarters in Dubuque, and with B. E. Linehan as one of its principal members. The St. Louis & St. Paul Packet Line was called for short "the Saints Line." At the trustees' sale of the boats of the Keokuk Northern Line the following steamers were sold: War Eagle, Northwest, Belle of La Crosse, Alex. Mitchell, Rob Roy, Minneap- olis, Clinton and Redwing ; also several barges.
In May, 1881, the river reached the stage of 16 feet 6 inches ; again on October 24 it reached a stage of 21 feet 2 inches, or only 18 inches below the high water of 1880-22 feet 8 inches. A small iron steamer was built and launched by the Iowa Iron Works late in 1881. Thus far the Diamond Jo Company had built four steamboats, one new hull and four large barges. In 1882 it built the raft-boat W. J. Young, Jr., for a Clinton company. This was the ninth steamer built here by the Diamond Jo Company in three years. The W. J. Young, Jr., was 140 by 28 by 412 and cost twenty-five thousand dollars. In 1882 the Iowa Iron Works began to build for steamers what was called the "featherwing wheel," which entered the water straight and left it straight; it was first put in the Vixen and proved a success. The Diamond Jo Line had in service the Josie, Libbie, Conger, Mary Morton, Josephine and Pittsburg. The "Saints Line" had in service the White Eagle, War Eagle. Arkansas, Keokuk, Minneapolis, Centennial, Alex. Mitchell, Grand Pacific and Alex. Kendall.
In the spring of 1882 the ice harbor was talked of in earnest ; the government was expected to appropriate thirty thousand dollars for that purpose ; it was necessary to buy considerable land adjoin- ing the Waples Cut from Mr. Stout before work could be com- menced. It took considerable time to secure the desired land from Booth and Stout, who had made valuable improvements on the tract wanted. In June it was decided to use thirteen thousand dollars left over from the old harbor appropriation and secure a new one of twenty thousand dollars, all for the ice harbor. In 1880 Major Mackenzie surveyed the various sites for an ice harbor and reported the most desirable at Dubuque. Waples Cut, enlarged, was chosen, and the engineers showed that the cost would be about forty thousand dollars; in 1882 Congress appropriated twenty thousand dollars to start the work; the plan was to dredge down six feet below low-water mark and provide room for twenty
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steamers and fifty barges. In 1883 the Diamond Jo yards suffered a fire loss of about fifteen thousand dollars.
In 1884 W. F. Davidson was president of the "Saints Line." Many boats came to the Diamond Jo yards for repairs. Their vessels Pittsburg, Sidney, Mary Morton and Libbie Conger ran from St. Louis to St. Paul, but the Josephine plied between Du- buque, Davenport and Rock Island only. In 1884 Congress appro- priated another twenty thousand dollars for the ice harbor. In 1884 the Iowa Iron Works built in the ice harbor the iron tug-boat Ida Patton ; she was 77 x 14 x 512 and cost about nine thousand dollars. Four boats for the government were under contract here in 1884. This year a company with a capital of one hundred thon- sand dollars was formed to make important improvements at and near Eagle Point. They cut a canal 350 feet long and 40 feet wide through the island opposite Eagle Point and constructed piling to the mainland at Smeed's bottom. They had docks and a ferry boat in operation. It was called the Eagle Point, Dubuque & Grant County Ferry ; the boat was built by the Diamond Jo Company. The ice harbor was not yet completed, but late in 1885 work was again commenced.
The Diamond Jo boats and masters in 1885 were as follows : Pittsburg, Killeen; Mary Morton, Boland; Sidney, Best; Libbie Conger, Corbett ; Josephine, Congar; Josie, Sweeney. So great was the demand for quick river transit the Diamond Jo Company prepared to construct fast passenger boats to ply from St. Louis to St. Paul-all of steel and to be built here; many steel barges were projected. Six steel hull steamers were planned at once. The design was to separate the passenger and freight traffic. By July, 1885, the ice harbor was practically completed. The J. K. Graves, an iron hull rafter, was built in the ice harbor in 1885. The Van Sant & Musser Transportation Company built a large rafter here early in 1886; it was called Musser and was 137 feet long. The Diamond Jo Company built the upper part and the Iowa Iron Works the iron and steel part. At this date the princi- pal river business was the towing of log and lumber rafts ; the usual size of the rafts was about five hundred feet long and two hundred and fifty feet wide; Thomas Dolson was captain. Joseph Reynolds was president and general manager and E. M. Dickey superinten- dent of the Diamond Jo Line ; this line built a barge with a double steel hull in 1886. The sudden movement of all the ice in the river about March 18, 1886, was witnessed by thousands of persons. At this date there were about eighty steamers engaged in the upper Mississippi trade, exclusive of the Diamond Jo and "Saints" lines. The following boats were owned at Dubuque: Helen Mar, Louis- ville, Menominee and B. E. Linehan, by Knapp, Stout & Co .; A. Reiling, by the Standard Lumber Company; Nellie, by Specht Bros. ; Jim Watson, by Hamsen & Linehan. Forty-eight business
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firms along the river owned the above eighty boats. Previous to the spring of 1886 the Iowa Iron Works had confined its boat work principally to iron hulls, but at that date it established a gen- eral shipbuilding department.
The Campbell was the transfer packet in 1887; it was in opera- tion in March. In August, 1887, J. K. Graves was president of the boat club. In January, 1888, the Upper Mississippi River Con- vention assembled here and took strong action in favor of large river improvements; the visitors were banqueted at the Lorimier House. Owing to the construction of light draft boats rafting was continued all summer in 1888, regardless of low water.
The Linehan Transportation Company brought its large steamer here for repairs ; its capacity was twenty cars and was bought in the South. The Linehan Ferry Company was active in 1888. The Dubuque Boating Association owned five boats this year ; sev- eral regattas were held; Captain Hobbs was usually the referee. In January, 1889, the St. Louis, St. Paul & Minneapolis Packet Company was organized.
RAFTER CAPTAINS FOR 1890.
Ezra Chace, J. H. Laycock, A. M. Short, J. A. Wooders, Orrin Smith, Vol. Bigelow, Gary Denberg, Derwin Dorrance. S. B. Winthrop, Thomas Peel, William McCaffrey, O. J. Newcomb, Asa Woodward, J. M. Newcomb, Joseph Buisson. C. Buisson, W. S. Mitchell, A. Roque. Thomas Dolson, Al. Hollingshead, James Follmer, George Carpenter, H. B. Bresee, Dan Davisson, James Hugunin. George Reed, Phil. Shackel, James Coleman, C. C. Car- penter, C. B. Romahn, John Hugunin, J. G. Moore, John Hoy, John Lancaster, R. H. Tromley, Henry Fuller, L. A. Day, M. M. Looney, Joseph Young, I. H. Wasson, William Davis, William York, D. F. Dorrance, J. M. Turner, A. P. Lambert, J. W. Rambo, IV. A. Kratka, E. D. Dixon, J. N. Long, Henry Walker, N. B. Lucas, R. M. Cassidy, R. S. Owens, William Dobler, William Anderlee, W. R. Slocum, John O'Connor. J. H. Short, George Tromley, Jr., Charles White, W. H. Whistler, Henry Slocum, Walter Blair. Ira Fuller, George Rutherford, Thomas Hoy, Joseph Dooley, J. H. Milliron. John Monroe, Robert Dodds, Cyrus King, George Brasser, Paul Kerz. The rafters Clyde, Jennie Hays, St. Croix and Nellie were owned at Dubuque.
By 1890 Dubuque had become a great center for the construc- tion of steel hulls. The Ferdinand Herold, which was launched late in July. 1890, was the twenty-second iron and steel craft sent out by the Iowa Iron Works; the Clyde was the first, in 1870. In July, 1890, the office of the United States steamboat inspector was removed to Dubuque.
Early in 1891 the Laclede Packet Company was organized at Burlington. C. H. Pitsch was manager of the St. Louis, St. Paul
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& Minneapolis Packet Company at this time ; its packets were few ; its most active boats were rafters. Diamond Jo Reynolds died at Prescott, Arizona, early in 1891 ; his fortune was estimated at from one million dollars to twenty million dollars. He was the owner of the Diamond Jo Line and was interested in immense deals else- where. Scores of stories were current as to his diamonds, and one reporter placed in the newspaper an immense diamond in his shirt front ; none of these stories were true. He had adopted the mark which was placed on all shipments handled by him; and his name Joseph was the origin of the name Diamond Jo.
In 1891 the Iowa Iron Works built for the government the tor- pedo boat Dubuque at a cost of $113.500; it was 150 feet long, 14 wide and 6 high ; it was modeled after the Cushing. The contract provided that if the boat could make more than twenty-eight knots per hour the contractors were to receive a bonus of fifty-six thou- sand dollars. The snag-boat James B. McPherson was built by this company in 1891 : it was 175 feet long and one of the finest vessels ever constructed here. It was launched on August 8. Senator Allison being present and speaking. William Hopkins superintended the construction.
In January, 1892, the Diamond Jo Line of steamers was granted the right to occupy and use a certain part of the public levee and to erect and maintain thereon a warehouse and office. This ordi- nance was vetoed by the Mayor and was passed over his veto. The Mayor's veto was based upon the opinion that the city did not receive for this franchise just compensation.
The Pilots' Transportation Company endeavored to do river business in 1892 on credit and failed. Many citizens in 1892 wanted the government to deed to the city the bed of Lake Peosta. In 1893 General Booth's new sand pump barge was christened Mound Builder by Miss Fannie Cozech ; it was built by the Iowa Iron Works and was 112 feet long. In 1893 the torpedo boat Ericsson was built here. At this date the Diamond Jo officers were E. M. Dickey, president ; John Killeen, vice-president; F. A. Bill, secretary and treasurer. The largest raft of lumber that ever passed down the river in barges was towed by the steamer Dolphin in April, 1893 ; there were seven barges, containing 2,270,000 feet of lumber, 760,000 lath, and to this was added here the hull of the old steamer Osborne and 200,000 feet more of lumber. It passed down at the rate of about seven miles an hour.
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