USA > Iowa > Johnson County > Leading Events in Johnson County, Iowa, History > Part 20
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In September, 1870, a meeting of citizens circulated a peti- tion for the submission to the voters of Iowa City township the question of a tax for the benefit of the Iowa Southwestern. A law had been passed permitting an election for such a pur- pose when more than one-third of the voters petitioned the trustees for such a vote. If the tax was voted when the special election was called, the levy was to be made and collected in connection with the usual tax. Argument for the tax was abundant, but as we shall see later, it was of no avail in the results. One of the chief arguments for all the roads proposed was expressed in this language: "Everybody who would not see Iowa City dry up and be deserted, shunned by men of en- terprise and avoided as a place of bad omen, who would not see farmers sell out and remove to a competing railroad point where they are not to be cursed by a railroad monopoly, has an interest in voting the tax and thus securing the line which will make of us the best railroad town in the state, and will give Iowa City a population of 20,000 within six years and will increase the county to 40,000 in the same time, will line our water power with towering and busy factories, will pave our streets, make fruitful farms, make poor men rich and enable rich ones to retire, or die, and leave their money in the hands of active and progressive men." 235 It was announced by some of the officers that arrangements had been made whereby this line would be built and equipped within one year if the neces- sary support was forthcoming. In this connection it was promised that the tax should remain in the hands of the treas- urer and not be paid over until the cars were running into Iowa City. This statement was signed by S. J. Kirkwood, president, S. Sharpless, Rush Clark, and C. T. Ransom.
The fact that the Burlington road had gone twelve miles east, the St. Louis much farther west, and the Muscatine line
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seventeen miles south, led the citizens to make a special effort to secure another line to the eastern market. The plea for support to this line became almost pathetic, and yet on the face of it one must suppose that the railroads knew for what pur- pose they took certain routes and why they never came to Iowa City as expected. The time for voting taxes was bad and it took much persuasion by good men to bring it about.
This road was once more announced as a "sure thing" in June, 1871, when the contractors and officials, including Hink- ley and Smith and Messrs. Kirkwood, Ransom, and Sharpless, set out for Tipton to "break the first ground" in the enter- prise. It was then stated that "nothing could possibly occur to impede the progress of an enterprise so auspiciously be- gun." In proof of this a few months later an interview with the president of the C., B. & Q. railroad was reported, in which he stated that all the cash to pay debts was in hand and work would commence in the spring of 1872. People were urged to "wait a little while longer," and the through trains would be running on this line.
The next month a case came up in the courts of Clinton county on the legality of the tax levy of 1870 in aid of this road. The case was defended by some of the road officials, in- cluding Kirkwood, Edmonds, and Ransom, of Iowa City. The decision was given by Judge Richman against the taxpayers.
At an important meeting held in Clinton in March, 1872, the name of this line was changed to the Chicago, Omaha and St. Joe. There was much in a name, and this helped to continue the enthusiasm along the line. It was a sure thing. Track- laying was to begin by June 1, of this year, twenty-five thous- and tons of rails having been purchased and a dozen locomo- tives ordered for the new line.286
In November, 1872, "dirt was flying all along the grades," and the claimants who wanted money were paid off by the offi- cials, Mr. C. W. Irish, engineer of construction, and Mr. John- son, the superintendent of work. The contract had just been let for the grading across Filer's and Struble's lands east of Iowa City, to "three enterprising young men of Sigourney and Newton." This, it was reported, was the last of the heavy grading east of this point.
Through many trials and many disappointments for the decade following the road-bed so certainly begun and so sure
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of construction was waiting for completion. Then a new com- pany took the matter in charge and the conclusion follows.
On the twenty-first of November, 1884, the last spike was driven in the Clinton branch of the Burlington, Cedar Rapids and Northern railroad, which came into the possession of this line through securing the old Clinton and Southwestern, or Iowa and Southwestern, grade and completing it to Elmira, the junction point as it exists today. No ceremonies nor parade were observed when this common event occurred, as it had hap- pened before and few appear to have known anything about it. The announcement said: "Trains will run from Clinton to Cedar Rapids making connection at Elmira with trains for Iowa City." So after so many years of effort, so many official meetings and votes on bonds, the realization of a road to Clin- ton had come to pass, but not the through line to Chicago as had been hoped and planned for fifteen years. The summary of this period would be interesting, but would necessarily re- peat much that is contained in other portions of this chapter. It was in 1878 that the B., C. R. & N. obtained control of the line through purchase by a syndicate on the foreclosure of the re- ceiver's certificate. The Rock Island system now controls this line, and all the branches of the old B., C. R. & N. Improve- ments came in due time and these may continue in the form as suggested when the new passenger station was added to Iowa City.
An unusual occurrence, one would call it, for the citizens to take so much pride in a building belonging to a great corpora- tion that they should turn out in great numbers to inspect and approve it, but this was observable in the instance of the new Rock Island depot constructed in 1898. The agent, H. D. Breene, made it possible for all who cared to come, to help in the dedication of the new structure on Wright street, which, it is said, was named for Carroll Wright, the attorney for the Rock Island in Des Moines and a friend of the city. Comment made by John J. Haley, secretary and treasurer of the Pitts- burg, Fort Wayne, and Chicago Railway, who was in the city a short time previous, makes the opinions of home folks unneces- sary. He said: "It's the handsomest depot of its size in the United States. Indeed I never saw its equal, size considered, anywhere in the world." This man had forty years experience in railroad building and management, so he must have spoken
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with some authority, as well as to please his friends. The first train to stop at the new station was No. 13, the Omaha Express, which went its way at midnight, Tuesday, October 4, 1898. The railway company invested $25,000 in this enterprise, and the city was favored by the investment, and careful architecture, under the direction of Mr. Breene and the superintendent of maintenance and construction, Mr. McFarlan.
The recently completed electric railway line and its success- ful operation in Iowa City suggests an account of the first ordinance granting a franchise for such a purpose and the time it may require to bring to fruition an effort of this na- ture in any community. For many years, probably more than twenty, there were great expectations of another trunk line of railway through the county, but it was almost exactly twenty years from the time the first ordinance was passed until the first cars were running on the city railway.
In the spring of 1891 "The Iowa Investment Company" se- cured a franchise for an electric street railway for a period of something near fifty years, and this proposition was to be accepted or rejected within forty-five days. The bond of the company was duly presented before the time expired and was for "accepting the franchise for an electric street railway." 287 An item in a report of the city council for March 14, 1893, reads as follows: "The council last night was in session for the special purpose of considering the charter asked for by the Haines Bros. and Samuel J. Tilden, Jr., of New York, allow- ing them the right to build an electric street railway line in Iowa City." The gentlemen mentioned were expected to come here and to make a personal proposition in a short time fol- lowing this action and the name of Samuel J. Tilden, although not the real article, had some effect in securing swifter action on the part of the city council. One member said he could not possibly attend a special meeting but when the name of the former governor of New York was read as one of the parties concerned, he said: "If Mr. Tilden, our old democratic candi- date for the presidency is going to build the road, I will be there." Under these conditions the official who summoned the members did not make any effort to explain the situation and to state that this Samuel J. Tilden was a nephew of the governor.
This incident reported to Mr. Tilden seems to have pleased
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him, and he gave particular attention to the investigation of the plans for the city railway and expressed himself that "a street railway line ought to pay in Iowa City." No one doubted that work would begin as the franchise called for "before August 1, 1893." The current statement was to the effect that "dirt would fly by the middle of July." A repre- sentative of Haines Bros. and Tilden came to Iowa City in the early part of June and gave assurance that the contract would be let to the General Electric Company to build the line at once, if local cooperation was satisfactory.238
The subject of the interurban is almost too recent to demand much detail, but it may be well to sum up for the purpose of completing the record, that the Cedar Rapids and Iowa City line was finally built under another form than was ever in the minds of the promoters of 1865 and following, for the first car was sent over the interurban on August 9, 1904, and the ma- chinery at Coralville was started for the first time on that date. The Sunday following, August 14, the regular schedule was announced to begin, on a two hour basis, which was to be reduced to one hour or less as the road became well established and the grade well ballasted.289
Lastly, the city railway, after twenty years of prospect, has come, and its installation was made the occasion for special public demonstration. Under the direction of the Commercial Club of Iowa City the program was concluded in the following order:
With the driving of the silver spike in the last rail by Presi- dent J. O. Schulze, of the Iowa City Electric Railway company, the new street car line for the university city was formally opened by exercises under the auspices of the Iowa City Com- mercial Club.
As an evidence of the appreciation of the club and of the . city for the system the club held dedicatory exercises at the corner of College and Clinton streets. A large crowd gathered to attend the event and to listen to the addresses which were made by the representatives of the various institutions about the locality. Mayor Ralph Otto spoke in behalf of the city. County Attorney McDonald spoke for the county, Dean W. G. Raymond represented the university and Pres. F. E. Ayers gave a short address in behalf of the Iowa City Commercial Club. The program was ended by the driving of the silver
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spike by the president of the company, Otto Schulze, the event which marked the completion of the road.
The speakers and the committeemen gathered in the car which stood at the west end of the line on College street and were introduced by Elmer E. Johnston, vice president of the Commercial Club.
The street car line is about one mile in length, running from the Rundell Land Company's addition to the interurban sta- tion at the corner of College and Clinton streets. The full system when completed will make nearly four miles of track.
On the first trip Prof. B. J. Lambert, who has been the engi- neer of the line, acted as motorman, and ran the lever like one who had been in the service for years. The car was gaily decorated with bunting, and the playing of the Marine band gave the corner where the dedication was held the appearance of an old time celebration.
The officers of the street railway company are: J. O. Schulze, president; J. H. Rohret, vice president; D. A. Reese, secretary-treasurer; G. A. Sueppel, J. H. Maggard, direc- tors, 289
MUSCATINE OPPOSITION.
CITY
DON JOSE AND THE KNIGHT OF THE BLACK STEED.
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CHAPTER XIII
The Public Schools
T HE general government provided for the public schools of the future by reserving, in the beginning, one section of land in each township and later two, the proceeds of which when sold should form the principal of a school fund, the in- terest being distributed annually among the counties of the state and by these to the several districts according to the school population.240 In accordance with this, the county com- missioners of this county made an order early in their history, that care should be taken of this school section, the clerk of the board being authorized, in July, 1840, "to commence suit against any person or persons that have or may encroach upon any school section of the county.241 This is the only reference to schools in the proceedings of the commissioners up to 1843. At the July session, 1843, "A. H. Haskell, the superintendent of Mechanics' Academy, was allowed thirty dollars for court and jury rooms for district court at the May term, 1843." 242 Another three years pass before the subject of schools is mentioned again, this time to levy the first tax as suggested further under the title of county revenue.""" Ten cents for each hundred dollars of valuation would not go very far toward car- ing for the schools of the present day, when one-half the entire amount, approximately, that is levied goes for school purposes. This was the first school assessment and was made for the purpose of part payment for instruction. Beyond this amount the patrons must pay in personal sums.
In January, 1847, the first report on school funds was made by the treasurer, according to the requirements of the law.2" Grocery licenses and fines came into this fund. It must be understood that the "sale of ardent spirits" was then in- cluded under the grocery license, yet the total amount when this first report was made, when all sums were collected, was
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only $654.84, and this, remember, for the entire county.245 Free schools were questioned for more than ten years after this date, and objections to any tax were loudly expressed, leading in some instances to open contention for the possession of property of the district.
At the time of the first school census, 1,122 children of school age were reported, and the fund collected at that date, $463.46, was distributed. Iowa City township had 413 between the ages of five and twenty-one, and was entitled to $170.60; Big Grove, 147 children, $60.73; Liberty, 111, $45.86; Washing- ton, 96, $39.57; Newport, 91, $37.61; Pleasant Valley, 59, $24.38; Scott, 59, $24.38; Penn, 59, $24.38; Clear Creek, 47, $19.42; and Cedar, 40, $16.53. Ten townships only reported. Monroe failed and hence under the provisions of the law could not draw any of the money.248
The commissioners were very liberal in allowing the trus- tees of district number two in Iowa City township to use the court house for school purposes at a rental of six dollars per month in advance. One condition in addition to the rental was attached, namely, "to leave the room in as good condition as they found it." The funds of the county raised for school purposes were placed in the hands of a school fund commis- sioner, an officer frequently mentioned in early school history. He was under bonds far in excess of any amount he ever handled, at first for five thousand, and later for ten thousand dollars. S. H. McCrory filled this office in the beginning. He was succeeded by Eli Myers. Judging from the sums allowed the commissioner of the school fund for his services, and the amount of the fund itself, the office was a rather peculiar one, unless he had other duties in his official position other than the care of this fund alone in its collection and administration. John McCaddon succeeded Eli Myers in this office in 1850, his first allowance being recorded in July of that year, and in this connection it is learned, that, the apportionment of money made in 1846 was not all paid over until the July session, 1850. Big Grove, Clear Creek, and Liberty townships made no claim to their allowance, according to the record.247
During the period of the school fund commissioners they were required to keep a record of the school lands disposed of, the name of the purchaser, date of his contract, number of lot
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or parcel of ground, the price per acre, with the cash and credit account in the transaction. Under the administration of Eli Myers prices ranged from $1.25 to $15.25 per acre, depending then as now on location of the lot of land. His total sales of school lands were 2,379 acres, for which he received in cash $1,477, and in credit $4,314. His successor, John McCaddon, sold 1,383 acres, receiving in cash $533, and in credit $1,590. He was succeeded by John Parrott in 1852, whose sales amounted to 5,725 acres, with cash, $2,521, and credit, $7,116 respectively.
The total sales of school lands in the county from Septem- ber, 15, 1848, to July 1, 1854, amounted to $15,554, the greater part of it at $1.25 per acre. It appears that no more was sold until April, 1858, when contracts were made for the sale of 1,280 acres, none of it for less than $3.30 per acre.
General provision for schools was urged upon the legisla- ture of the territory commencing as early as 1842 and 1843. Communications from individuals and editorials contain argu- ments that appear very common since then. Some facts are set forth that would answer for texts in political and social science. The poorest and most destitute were declared to be deserving of the opportunities for education. "No duty," it was urged, "was more imperative upon the governing body, than the provision for the educating of the children. To what purpose," it is inquired, "is it that various and multiplied laws are enacted if those upon whom they are intended to operate are left in ignorance?" The laws were evidently in- tended for intelligent people, not for the ignorant, since the most intellectual are the most law abiding. "An ignorant body politic can never be, practically, a free one. Though it may enjoy the largest franchise, nominally, it will still be the most detestable of despotisms. Such a community must always be swayed by passion."
The whole youth of a country can never be educated unless the government interferes to bring it about. Though at first the number of those who may be found dependent upon gov- ernmental aid for education may be small, yet the number will constantly increase until ignorance "would abound in the land."
"That legislature which, even in these times of distress,
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when almost the whole community are looking to legislatures for relief, should spend the entire length of its session in devising ways and means for a system of education for the youth of the land, would render its constituents a far greater service than if it should find a way to pay all their debts, and put money into the purse of each individual.
"That something is demanded from the governing authority of this Territory for the extension of the opportunities for schooling, no one can doubt. What measures, in what way con- structed, it is not yet determined, but officials must settle that from their own knowledge of the needs of the time. The only question for them to answer now is, will they take this matter up?"
The subject was especially urged upon younger members of the legislature of the territory, who might, by carrying such a measure to a successful issue, make themselves remembered through all the future, and win for themselves the very highest commendation.
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A writer of the time cited the educational system of Prus- sia as a model for Iowa, and "How long," it was asked, "shall Prussia with her monarchy be in advance of Iowa Terri- tory ?'' 248
Since the population was more numerous in the town than on the outskirts, it was quite natural that the first schools should be established in that quarter. As all know, there were no free schools yet established in 1840, but it was then that Jesse Berry opened a school by erecting a frame building on College street, in Iowa City, just west of the present inter- urban depot. It was eighteen by twenty-six feet in dimensions, and in this house in the fall of the year mentioned he began his school with fifteen pupils, that being the total number of school age, so it is said, in the town. The tuition was rarely paid in cash, for that was a scarce article in those first days as well as at later times, when methods of procuring it troubled the entire population as well as the government. Some paid in wood, some in vegetables, others in washing the garments for the teacher. But he was paid in some way, and probably had all the necessities of life that were required to make him happy. He was pronounced a good teacher, and a fair type of those who began the first plans of the schools in the new land.
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Doubtless he did as efficient work with his limited equipment as some with all the lumber of the present day.
Provision was made for a system of free schools by an act of the territorial legislature which was approved January 16, 1840, but no funds sufficient to carry any school were then available and buildings must be erected by voluntary subscrip- tion, according to the law then passed. The office of superin- tendent of public instruction was created in 1841, and he was to apportion the school funds of the territory.24ยบ
In the fall and winter of 1842 and 1843, Jeremiah Stover taught in the first school house built in the county. This was in the south part of what is now Pleasant Valley township, on the bank of Buck creek in the southwest quarter of section thirty-six. It was sixteen feet square, "mud fireplace, mud chimney, no window, puncheon floor, with split slabs for seats, while desks it had none." This was located on the claim of James Walker and was known as the "Walker school house." Thirteen pupils attended, the price of the tuition being one dollar and a half for the three months, the patrons agreeing to furnish the wood for the term, the teacher to cut it and make his own fire, which labor as well as the instruction was per- formed to the satisfaction of all concerned. The teacher told of his experiences fifty years after without any regrets.
A general view of the early schools may be mentioned here before discussing the individual divisions or the local educa- tional interests. The settlements began in the early days of their history in much the same manner, and it is not necessary to describe the conditions in each instance.
In 1842, James Douglas, in the Clear Creek settlement, gave a part of his house for the use of a school and Mrs. Berry taught there with an attendance of twelve pupils. In the same winter Benjamin Harner opened a school in the cabin of David Crozier in Penn, or what is now Penn, township with sixteen of the neighborhood children, and it will be remembered that the distance was not considered in the time of the log school house. This cabin was soon burned and the school had to be abandoned. In this same year Margaret Montgomery was em- ployed to teach a school in Hardin township at one dollar and a half per week, and board among the patrons. "Boarding 'round," was the usual custom, and of course considered as a
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part of the teacher's compensation. Cedar township, as it is now called, had a school in 1841, on section thirty-one, where Mrs. Fanny Pratt taught in her own house, with a charge of one dollar per month for each pupil. Big Grove had a real school house in 1844, which was built by Chauncey Fowler on section nine; it was fourteen feet square, of round logs, the windows being of that kind described by an old settler as of "greased paper," the opening in the logs having that kind of a covering which let the light in but not the heat out. In the
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