USA > Iowa > Wright County > History of Wright County, Iowa, its peoples, industries and institutions > Part 11
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"Section 1. Be it enacted by the Senate and House of Representatives of the United States of America, in Congress assembled, that there be and is hereby granted to the state of lowa, for the purpose of aiding in the con- struction of railroads from Burlington, on the Mississippi river, to a point on the Missouri river, near the month of Platte river; from the city of Davenport, via lowa City and Fort Des Moines, to Council Bluffs: from Lyons City, northwesterly to a point of intersection with the main line of the lowa Central Air Line railroad, near Maquoketa; thence on said main line, running as near as practicable to the forty-second parallel, across the said state of lowa to the Missouri river; from the city of Dubuque to a point on the Missouri river, near Sioux City, with a branch from the mouth of the Tete Des Morts, to the nearest point on said road, to be completed as soon as the main road is completed to that point, every alternate section of land, designated by odd numbers for six sections in width on each side of said roads. But in case it shall appear that the United States have, when the lines or routes of said roads are definitely fixed, sold any sections or any parts thereof, granted as aforesaid, or the right of pre-emption has attached to the same, then it shall be lawful for any agent or agents to be appointed by the governor of said state to select, subject to the approval of the secre- tary of the interior, from the lands of the United States nearest to the tier- of sections above specified, so much land in alternate sections of parts of see- tions, as shall be equal to such lands as the United States have sold, or otherwise appropriated, or to which the rights of pre-emption have attached as aforesaid; which lands ( thus selected in lieu of those sold and to which pre-emption rights have attached as aforesaid, together with the sections and
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parts of sections by odd numbers as aforesaid, and appropriated as afore- said ) shall be held by the state of lowa, for the use and purpose aforesaid; provided, that the land to be so located shall in no case be further than fifteen miles from the lines of said roads, and selected for and on account of each of said roads; provided further, that the lands hereby granted for and on account of said roads severally, shall be exclusively applied in the construc- tion of that road for and on account of which such lands are hereby granted, and shall be disposed of only as the work progresses, and the same shall be applied to no other purpose whatsoever.
"Section 3. And be it further enacted, That the said lands hereby granted to the said state shall be subject to the disposal of the Legislature thereof for the purpose aforesaid, and no other; and the said railroads shall be and remain public highways for the use of the government of the United States, free from toll or other charge upon the transportation of any prop- erty or troops of the United States.
"Section 4. And be it further enacted, That the lands hereby granted to said state shall be disposed of by said state only in manner following: that is to say, that a quantity of land not exceeding one hundred and twenty sections for each of said roads, and included within a continuous length of . twenty miles of each of said roads may be sold; and when the governor of said state shall certify to the secretary of the interior that any twenty con- tinuous miles of any of said roads is completed, then another quantity of land hereby granted, not to exceed one hundred and twenty sections for each of said roads having twenty continuous miles completed as aforesaid, and included within a continuous length of twenty miles of each of such roads, may be sold; and so from time to time until said roads are com- pleted ; and if any of said roads are not completed within ten years, no fur- ther sale shall be made and the lands unsold shall revert to the United States."
It will be noted that the act of Congress provided that the lands were to be disposed of by the state for the purpose of aiding in the construction of railroads, but for no other purpose. The power of the state to dispose of the lands and the manner of their disposal was prescribed by the fourth section of the act, which provided that a quantity not exceeding one hundred and twenty sections within a continuous length of twenty miles of the road might be sold, and when the governor of the state certified to the secretary of the interior that any continuons twenty miles of the road was completed, then another quantity, not to exceed one hundred and twenty sections and included within a continuous length of twenty miles, might be sold, and so
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on from time to time, until the road was completed. The Dubuque & Pacific Railroad Company was organized for the purpose of building a line of rail- way from Dubuque, on the Mississippi, to Sioux City, on the Missouri.
By an act of the fifth General Assembly of Iowa, passed July 14, 1856, in extra session called for that purpose, the Legislature of Iowa accepted the grant of Congress upon the terms, conditions and restrictions contained in the act, and by the same legislative act granted to the Dubuque & Pacific Railroad Company so much of the lands, interests, rights, powers and privi- leges as were granted and conferred upon the state by the act of Congress, aforesaid, to aid in the construction of a railroad from the city of Dubuque, to a point on the Missouri river at or near Sioux City, with a branch on the Tete Des Morts to the nearest point on said road, to be completed as soon as the main line was completed to that point.
Among other conditions imposed by the Legislature upon the railroad company. it was provided that it should complete seventy-five miles of the road within three years from the ist day of December. 1856, thirty miles in addition in each year thereafter for five years and the remainder of the whole road by December 1. 1865, and if the company failed to comply with these provisions the state reserved the right to resume all rights conferred by the act and to resume all rights to the lands granted and remaining undis- posed of.
By an act of the Legislature, which took effect February 17, 1857, the railroad company to whom grants had been made was authorized to secure construction bonds by mortgage or deed of trust, on the lands, subject, how- ever, to all the conditions imposed by the grant of Congress and that of the state. Under this act, the Dubuque & Pacific Railway Company made a deed of trust, with power of sale, to Abraham S. Hewett and others as trustees, who, under the powers conferred by the trust deed. conveyed to purchasers many of the lands covered by the grant far in advance of the completion of the road, and the twenty-mile continnous limit was ignored.
The Dubuque & Pacific Railroad Company failed to comply with its grant and to complete its line of road by December. 1865. In fact, it had only completed its road to Cedar Falls by that time and by an act of the Legislature, approved March 10, 1868, the state of lowa undertook to resume absolutely all the right, title and interest granted to the Dubuque & Pacific Railroad Company under the act of July 14. 1856, except the title of said company to one hundred and twenty sections of the land for each and every twenty miles of the road which was then completed and equipped. After
(9)
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some controversy, the railroad was completed from lowa Falls to Sioux City by John J. Blair, of New Jersey, through the lowa Falls & Sioux City Rail- way Corporation, which also succeeded to the lands resumed by the state under its act of forfeiture against the Dubuque & Pacific Railroad Company.
Meantime, the Dubuque & Pacific Railroad Company never furnished a list of the lands selected and earned or claimed to have earned by it under its grant and up to the present time no such list is on file in the state land department. About thirty-two thousand acres in Wright county passed under the grant to the railroad company, selections being made as far north in the county as section 1, in Lincoln township. This situation with ref- erence to the record title of these remained until the thirty-fifth General Assembly. Previous legislatures had undertaken to provide for the issu- ance of certificates by the secretary of state upon railroad lands earned under the respective grants, but the Dubnque & Pacific Railroad Company having failed to comply and the state having resumed all unearned lands by its act of March 10, 1868, and the lands to which such company was in fact en- titled never having been judicially or otherwise determined, the secretary of state declined to issue certificates upon lands. the title of which had been derived through the trustees of the defaulting company. This left the title to over thirty-two thousand acres of such lands in Wright county, and large quantities in Franklin and other counties, in doubt and uncer- tainty.
Through the earnest efforts of Senator D. C. Chase, the thirty-fifth General Assembly passed an act known as chapter 6, acts of the thirty-fifth General Assembly, and which took effect March 13, 1913, by which it is provided :
"Section I. That the secretary of state is hereby authorized, upon the application of any person claiming title under the trust deeds executed by the Dubuque & Pacific Railroad Company, to secure its construction bonds, to any lands included in the list of lands certified to the state of lowa. by the commissioner of the general land office and approved by the secretary of the interior, as selected to satisfy the grant made to the state of lowa, by act of Congress approved May 15, 1856, in aid of the construction of a railroad from Dubuque to Sioux City: to certify said land as insuring to the grantees of the said Dubuque.& Pacific Railroad Company, which cer- tificate shall be signed by the governor, and attested by the secretary of state, with the seal of the state, and deliver the same to such applicant, who is hereby authorized to have said certificate recorded in the county in which
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the land so certified is situated, and when so recorded, shall be notice to all persons the same as deeds now are, and shall be evidence of the title from the state of Iowa, to any person deriving title to said land under the Dubuque & Pacific Railroad Company, to the land therein described under the grant of Congress by which the land was certified to the state so far as the cer- tified lists made by the commissioner aforesaid, conferred title to the state; but where lands embraced in such lists are not of the character embraced by such acts of Congress or the acts of the General Assembly of the state, and are not intended to be granted thereby, the lists, so far as these lands are concerned, shall be void; nor shall the secretary include in any of the lists so certified to the state, lands which have been adjudicated by the proper courts to belong to any other grant or adjudicated to belong to any county or individual under the swamp-land grant, or any homestead or pre-emption settlement; nor shall said certificate so issued confer any right or title as against any person or company having any vested right, either legal or equitable, to any of the lands so certified."
This wise and laudable act upon the part of Senator Chase furnishes each owner of such land the means of perfecting his title of record at slight expense.
CHAPTER X.
RAILROADS AND TRANSPORTATION.
When the early settlers came to Wright county they were in advance of all railroads in the state of lowa. The first settler, William Stryker, of Troy township, arrived on July 5, 1854, nearly two years before the iron horse crossed the Mississippi river at Rock Island and Davenport, the first large cities touched by the Rock Island & Pacific road, en route from Chicago to the West. Wright county did not have her first railroad until twenty- seven years after her first settlement was effected, when the Burlington, Cedar Rapids & Northern ( now Rock Island system ) reached Clarion from the east. About the same date, the Chicago & Northwestern Company built from Eagle Grove to Elmore, Minnesota, with a station point at Goldfield and Thrall, after first having entered Eagle Grove. A\ branch of the old lowa Central road was also soon pushed through to Belmond, from Hamp- ton on the east, and reached Clarion by survey, August 1. 1895. These great systems all crossed Wright county about the same date, and since then the territory has developed as if by magic. So, after waiting a quarter of a century and more, the people of this county secured excellent shipping facili- ties, though they were the last in the central Northwest to do so. But this is not all the story of railroad building in Wright county, by any means, for mention should be made of the numerous "paper roads," the schemes that seemed at the time to be feasible, but proved of no avail in solving the trans- portation problem of the county. Most all of the active promoters of these railroads that were projected, but, for one reason or another, were never finished, have long since been gathered to their fathers, including Hon. John F. Duncombe, of Ft. Dodge, who figured largely in many of them during the seventies and eighties. He was honest and in earnest and desired to develop this county, along with its adjoining sisters, but the fates seemed to thwart his efforts. "It is better to strive and climb and never reach the goal, than to live and die an aimless, worthless soul." the poet has said, but this could not be said of all promoters. However, the aims of Mr. Dun- combe were high and praiseworthy, though capitalists did not see things in the same light that he did, for he wished to see a transportation line from
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the lumber districts of the far North to the coal fields of the Des Moines river, in which he was largely interested.
Reverting to the pioneer and his hardships in transporting the neces- saries of life, it will be seen that he had much to contend with, having little but a stout heart to buoy him up through two and more decades. Com- mencing at the Mississippi river, the market moved slowly westward to Cedar Falls; then to Jowa Falls, in 1868; then to Alden and, finally, to Webster City in the spring of 1860. In 1871. the Chicago, Milwaukee & St. Paul line had reached the town of Garner, Hancock county, north from Wright. After having to draw dressed pork to Cedar Falls and Waterloo in Civil-war times, and there sell it, in the early part of that conflict, at as low as one dollar and fifty cents per hundred weight, and wheat at forty cents per bushel, while their corn rotted in the crib for want of market places, the pioneer farmers finally had a shipping place and market within a day's drive. The gloom that had surrounded and depressed them for so long began to disperse. Yet, with such improved conditions, all was not as it should be. The roads between Webster City and the Boone river settle- ments in Wright county were none too good. The roads from Clarion and other points to Garner were still worse, being impassable most of the season with even a light load of produce. But that was better than going to Cedar Falls, camping out, eating a cold luncheon, sleeping on the ground and returning with scarcely enough money to pay the annual taxes. Hence it was that railroad schemes were proposed and encouraged throughout north- western lowa, including Wright county.
As early as 1871 a five per cent. tax was voted in aid of a railroad, that failed of construction, and later, at intervals, aid was voted to no less than four other construction companies; but. from various causes, all save one of the bonuses were forfeited. In the records of Pleasant township the following agreement, unique in its way, is inscribed :
"To the people of Pleasant township: I hereby agree to turn over the five per cent. tax of Pleasant township to any railroad company if the tax is voted, to the lowa & Minnesota Co. if they can, and we cannot get to Belmond by November 1, 1878, and if another road can get there before we do, we will turn over said tax, and I hereby agree to give said township of Pleasant 10 per cent. of said tax to pay election expenses, etc.
"By Le Puntis, Engineer. J. F. DUNCOMBE, Gen. Manager."
The language of the notice shows it to be the work of the engineer, rather than of the accomplished attorney whose name is affixed as "Gen. Manager." However, it was another railroad that "got there first," though
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not until nearly four years after this agreement was entered into. The first line to run a train of cars into the township was a branch of the lowa Central, extending from Hampton to Belmond. It was the design of the construction company ( says a writer of Pleasant township) that built the line, to extend it to some far western terminus, making a trunk line across the state, but the scheme failed of accomplishment and perhaps never existed except in the minds of the construction company which was building the grade from the aid furnished by the people, by subscription and taxa- tion. In February, 1882, says the record of events in those days, aid was voted the Forest City Southern, which failed to call for the money, and in June, 1884, a tax was voted to aid the Chicago, Iowa & Dakota, which also, never called for the money, its route having been occupied by the Burlington, Cedar Rapids & Northern, which 'in that year built its line unaided. In February, 1886, a five per cent. tax was voted to aid the Mason City & Fort Dodge company, conditional upon that company completing its line to Belmond by October of that year. It failed to complete by a couple of weeks, and lost the bonus. Once afterwards, in April, 1887, the people of Pleasant township ( says Mr. Eller, who was authority on all these schemes to provide the county with a railroad ) were asked to vote aid, this time to the Sioux City & Northern, but the proposition was defeated. Three separate lines now open communication in five directions, connecting with every town adjacent and giving direct routes to the markets of the east and north and to the lumber and coal fields.
The old "Duncombe grade" was bought by what was termed the Chicago, lowa & Dakota. This was an organization headed by that wily old railroad king, John I. Blair, of New Jersey, who built so many of the lowa early-day railroads, and was, of course, represented by local capital in Hardin, Hancock and Wright counties. It purchased the grade abandoned by Duncombe, from Belmond north, and proposed building from Eldora to Iowa Falls and thence up the Iowa river until the route struck the old grade. But the Burlington, Cedar Rapids & Northern company anticipated the move by starting a line from Dows north to Forest City, which was pushed to completion in one season. The old Duncombe grade was crossed several times on the way, and out of this grew a long litigation, in which the Chicago, Iowa & Dakota finally recovered some damages, but the other company held the line, which has been extended as far west as Estherville.
The last railroad to be constructed in Wright county was the Mason City & Fort Dodge, extending from the former city to the Lehigh coal
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fields, stretching across the county in a north and south direction and having stations at Belmond, Clarion and Eagle Grove, at first, and, later, at Cor- nelia, Florence and Nucl. Eventually it passed into the hands of its present owners, the Chicago Great Western, which has come to be a permanent blessing to the county, as it is an excellent highway and maintains shops at Clarion. Chicago, St. Paul, Omaha and Kansas City are all on this great thoroughfare, with direct trains from Clarion.
This, in brief, is the story of railroad building in the "kingdom of Wright." The records of the county and state railroad commissioners for 1915 show the following statistics concerning the present main lines and branches of roads running through Wright county, with the names of the corporations given as stated by the records : Chicago & Northwestern, 23.80 miles; Chicago & lowa line, 6.50 miles; Chicago, Rock Island & Pacific, 56.50 miles: Chicago Great Western, 33.48 miles. This gives a grand total of railroad mileage in Wright county of one hundred and twenty and twenty-eight hundredth miles.
The following newspaper items at various dates will tend to throw further light, in detail, on the construction of the various railroads through Wright county :
December 8. 1880-"Crossed the Line -- Today the Toledo & Northi- western track layers crossed the county line and are shoving along briskly for Eagle Grove Junction, which point they will most likely reach in about two weeks' time and there go into winter quarters. Well, Wright county has two railroads at last-the real genuine 'wax works,' no imaginary paper roads-let all the people 'rejoice and be exceedingly glad,' for the day is near at hand when they will be out of the wilderness." This referred to what is now the Chicago & Northwestern line, through Woolstock, Eagle Grove and Goldfield.
Then, on December 15, 1880, the Monitor referred to the coming of the Burlington, Cedar Rapids & Northern railroad (now the Chicago, Rock Island & Pacific), in words as follows: "It is expected that track-laying will be completed to Clarion Thursday night, but, at the suggestion of Captain Dows, the jollification has been put off until Friday-dinner to be served at noon sharp. While speaking of the subject of eating, allow us to again suggest the propriety of farmers living near town bringing in supplies in way of turkeys, chickens, bread, etc. There will undoubtedly be a good turn-out and it is important that the provender be abundant. The affair comes off at the court house. Officers of the railroad company and many
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others are expected." The jollification came off as expected, over five hun- dred persons participating, and all voted it the best dinner ever gotten up in Wright county.
In the fall of 1880 an item appeared in a local paper, with its corre- spondence from Woolstock, which said: "The Toledo & Northwestern track-layers reached Woolstock depot Saturday afternoon, and the smoke, as it issued from the mouth of the majestic 'fire-hero,' may be seen for miles around and the clang of hammers and buzzing of busy workmen show each and all to be men of business qualities."
CHAPTER XI.
MILITARY HISTORY OF THE COUNTY.
The only opportunities that the loyal citizens and patriots of Wright county have ever had to show their honor and bravery were in the early Indian troubles with the savage Sioux warriors, the Civil War, and the recent Spanish-American War.
When the first band of settlers came here, there were still roaming skulking bands of Indians, along the Iowa and Boone rivers. They were not permanent dwellers, for this county was partly within the neutral strip which was supposed to keep the Sioux, on the north, and the Sacs and Foxes, Pottawattamies and Omahas, on the south, from coming together in war. However, no trouble ever arose, save the scare brought about by the awful Spirit Lake massacre of April, 1857. While not a part of the history of Wright county, yet inasmuch as the massacre named frightened many settlers from this county, it may be well in this connection to mention the canse which lead up to that blood crime committed by the Sioux Indians.
The following account was written by one of Wright county's first settlers, Maj. Minter Brassfield, who was then a resident of the county. He says :
"Very few knew the cause of this terrible affair. I was acquainted with the Lott family and with the Indians he had killed. Henry Lott lived near the forks of the Boone and Des Moines rivers. He had traded with the Indians and had been in the habit of getting them drunk and then cheating them. To get even with him a band of them went to his place, probably to kill him. He saw them coming and he and one of his boys ran to a high bluff where they could see the Indians and what they were doing. They threatened to kill his wife if she did not tell them where Lott was. The boy tried to go to Boonesboro, but froze to death on the way. Lott watched the Indians till they went away and then returned to his house. Ilis wife never recovered from the abuse and fright, but died shortly after- ward.
"Lott married again and in a few years moved to Lott's creek, near present Livermore. One or two years after he had located at Lott's creek,
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I was hunting about ten miles north of his place. A company of Indians came to my hunting tent and asked for whisky. I told them that they could probably get some from Lott. They went on and camped within forty or fifty rods of Lott's place. They remained there a few days, when Lott got them drunk. He then asked their leader to go with him to shoot a fine elk which he claimed he had seen. After driving some distance from the camp, he killed the old Indian with an ax. He then returned to the camp and compelled his eldest son, then living, to help him kill nine other Indians, including two squaws.and one papoose. An Indian boy named Josh, about fourteen years old, and a little girl, about seven, escaped. Lott then hid all of the property of the Indians and broke for the settlements.
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