USA > Iowa > Dubuque County > The history of Dubuque County, Iowa : containing a history of the county, its cities, towns, etc. > Part 77
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S. J. Rickard, Capt. Oaks and J. W. B. Murphy, were the three first mes- sengers whose names appear on this book, followed by A. Davidson, W. M. Van Brunt, Herman H. Stanton, J. Mansur and many others.
April 26, 1852, Way-bill 15, Dubuque to Chicago, one package, $455, from Cook, Sargent & Co. to George Smith & Co., Chicago, is noted : "The above package was returned to C., S. & Co., no messenger this week."
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HISTORY OF DUBUQUE COUNTY.
In this same year, 1852, several valuable packages were consigned to the once popular R. K. Swift, Chicago, by David Decker.
The tariff per $1,000, Dubuque to Chicago, was $1.50, and $3.25 on freight per 100 pounds-double the present rates. From the opening of the Dubuque office, in May, 1851, until March, 1853, all matter for Dubuque was billed from Chicago, and all matter from Dubuque was billed to Chicago. Up to the latter date, the messengers received the prepaid charges on matter for- warded from Dubuque, as also charges collected on matter received. March 5, 1853, appears the second package, $6,967, A. Gillespie, Livingston, Fargo & Co., Buffalo, which no doubt contained the first statement and remittance. Time from Chicago to Dubuque, four days; from St. Louis, nine to twelve days; and from Buffalo and Dunkirk, eight to nine days. "About these days," as the almanac men would say, the run from Chicago was increased from a weekly to a semi-weekly, continuing until July 1, 1854, when it was made tri-weekly, and was still a tri-weekly run up to July 11, 1855.
From March 31 to June 7, 1855, twelve shipments of gold coin were made by P. Quigley, Receiver of the United States Land Office, Dubuque, to the Assistant Treasurer of the United States, New York, aggregating $600,000, or $50,000 each shipment. It was the robbery of one of these shipments that caused so much excitement in the public mind, but especially in express circles at that time.
On the 21st of September, following these shipments, Charles G. Clark, money clerk of the Company in New York, received at the hands of John Upton two boxes purporting to contain $25,000 each, in gold, from Dubuque. It was suspected that these boxes did not contain gold, and, upon being opened at the office of the United States Sub-Treasurer, these suspicions were con- firmed, they containing bullets, sheet-lead and brown paper.
After months of mystery, a clue was unexpectedly obtained, which led to the arrest of William C. Ayer and Oliver King, of Lowell, Mass., together with Samuel C. White, the Company's messenger between Chicago and Detroit.
Upon the trial of the accused, which was begun at Detroit on the 18th of June, 1856, before Judge Douglas, the consignment was traced from David O. C. Quigley, son of the United States Receiver at Dubuque, to Edwin Hayden, agent of the Company at that point ; to J. W. Parker, messenger between Dun- leith and Chicago ; to Alexander Raynor, agent of the Company in the latter city; to White, the messenger accused of the robbery, and finally to the Sub- Treasury in New York, where the fraud was discovered.
After a trial continuing several days, at which testimony was introduced tending to prove the accused was in possession of large sums of money in gold subsequent to the robbery, a verdict of guilty was rendered, and the felonious trio were railroaded to the State prison.
Alexander Holland, agent at New York, paid the United States Sub- Treasury the sum of $50,000 in gold, with interest, though no portion of the stolen property was ever received by the Company.
Mr. Waples was succeeded by A Gillespie, Edwin Hayden, Thomas Adams, Thomas B. Fargo, Oliver H. Drew, T. W. Stewart, W. J. Hancock, E. T. Keim and Hiram S. Holbrook. Of these, Mr. Hayden is now the resident Director of the Company at St. Louis. Mr. Adams was for nineteen years Superintendent of Iowa, resigning in 1875, being succeeded by W. J. Hancock, as Superintendent of the Iowa Division, which has since been enlarged, and is now known as the Iowa & Nebraska Division, embracing all the lines operated
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by the Company in Iowa, Nebraska, Southern Minnesota and Northern Mis souri, with 500 agencies and four assistants, viz., John Flynn, route agent' Dubuque ; Charles Sloan, route agent, Cedar Rapids ; W. W. McLain, Bur- lington, and S. J. Roberts, Omaha.
The Dubuque agency, under the management of Hiram S. Holbrook, now employs sixteen messengers, a clerical force of six men, and requires three teams to transact the business centering in the city.
The Company's office is on Main, between Fourth and Fifth streets, and is supplied with every facility for business expedition.
Merchants' Dispatch .- An Eastern corporation, organized in 1855, and at one time owned by the American Express Company.
In 1871, the company was re-organized, separating from the American Express enterprise, since when it has been going it alone and yearly transacts an immense business. In the same year, an office was opened in Dubuque. for the State, and placed under the care of W. J. Hancock ; Mr. H. was suc- ceebed on March 10, 1880, by W. E. Cole, who still directs its affairs.
The office of the Dispatch is at No. 447 Main street, and its business is dis- tributed throughout the Northwest.
Diamond Jo Line .- One of the wealthiest and correspondingly influential corporations in the Northwest, for the transportation of freight and passengers between St. Louis and St. Paul, was established in 1867, by Joseph Reynolds, of McGregor, Iowa.
In the spring of 1874, an office was opened in Dubuque to supply the country tributary to that city with cheap and accessible means for the shipment of commodities East and South, which has justified the venture, and materially increased the commercial advantages of this section.
The line owns six steamers, arriving and departing at Dubuque tri-weekly, in addition to a large number of barges, wharf-boats, etc., with the parapher- nalia usual thereto. It is under the control of the founder, who is represented in Dubuque by E. M. Dickey, who has been in charge since the office was established at this point.
The Diamond Jo boatyard and marine ways are located at Eagle Point, three miles above the city, where boats, barges and wharf-boats of the line are built and repaired, is under the direction of Mr. Dickey also, who employs an average of sixty men the year round, paying therefor weekly wages amounting to $600.
The Keokuk Northern Line Packet Company is made up of the Northern Line Packet Company, established in 1858, at St. Louis ; the Northwestern Union Packet Company, organized at La Crosse, in 1865, and the St. Louis Keokuk Packet Company-a St. Louis venture. In 1873, these several lines consolidated into one corporation, and are to-day among the heaviest and best- known organizations operating on the Western rivers.
The Company controls twenty boats and manages two separate lines of trans- portation for freight and passengers, one between St. Louis and St. Paul and the other between St. Louis and Keokuk. The steamers employed in the for- mer trade touch at Dubuque daily during the season of travel, and realize to passengers the full meaning of what constitutes a " floating palace." They are speedy, handsomely fitted and furnished, and much sought after by tourists- into the cool resorts of Upper Minnesota during the torrid seasons. The Company is now engaged in building three new steamers, designed solely for passengers.
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HISTORY OF DUBUQUE COUNTY.
The present officers are : W. F. Davidson, President ; John F. Baker, Superintendent, and F. L. Johnston, Treasurer. The Company is represented in Dubuque by John Farley, Esq.
DUBUQUE & DUNLEITH BRIDGE.
The interests of Dubuque and Northern Iowa suffered for many years .: consequence of the lack of transportation facilities between Dunleith and Dubuque. The ferry which plied between these cities was in the hands of the Illinois Central Railroad Company, and it was charged that this medium of communication was not only a merciless monopoly, but inadequate to the purpose.
It will be remembered that the munificent land grant from Congress to the Illinois Central was made upon the condition that it extend its' connections to Dubuque in 1860. The corporation extended the railroad to Dunleith in 1855, but the contract was not specifically executed until thirteen years later, or in 1868, by the completion of "the bridge."
The necessity of this improvement was a subject that for many years enlisted the hearty approval and eloquent vindication of the most prominent, public-spirited, enterprising and wealthy of Dubuque's citizens. Its consum- mation, however, was postponed for many years, and did not take shape until 1867. In that year, the Bridge Company, independent of the Railroad Com- pany, was organized, and arrangements for the construction of the " connect- ing link " between Iowa and Illinois gotten under way. Previous to that date, " bridge talk " had been a staple commodity, and culminated in a meeting at Julien Hall, in 1866, at which a plan was proposed, and adopted without a dissenting voice, for the organization of a company; the Common Council proffered its aid, and citizens everywhere expressed their desire for " a bridge." But the organization inaugurated at Julien Hall did not flourish, and, as stated. nothing came of the projected undertaking until the date above specified, when the Dubuque & Dunleith Bridge Company was organized, under an act of Congress authorizing the construction of a bridge over the Mississippi at this point. By liberal subscriptions on the part of a few, and wise investments by many, the stock was all taken in Dubuque, New York and Boston.
Then followed a storm. The Company applied to the Board of Super- visors, in June, 1867, for right to locate the western end of the bridge, and to the Common Council, at a session convened during the same month, for right of way into the city. In both instances, petitioners' prayers were granted, but there were many citizens who insisted upon having a wagon-way across the bridge. By opposing any concession made, they hoped to secure this desid- eratum, in which event they were willing to grant the largest privileges com- patible with the good of the city. Public meetings were held, memorials flooded the Council, and, altogether, a lively row became imminent, threatening to seriously embarrass, if not defeat, the enterprise. The Council, however, refused to rescind its action granting the right of way, and the work was not therebylonger delayed.
The first Board of Officers was: William B. Allison, President; H. L. Stout, Vice President and Treasurer ; W. E. Massey, Secretary ; R. B. Mason, Chief Engineer, and J. E. Ainsworth, Assistant ; Hon. Platt Smith. R. B. Mason, J. F. Tucker and H. L. Stout, Directors.
When the organization was perfected, bids for the construction of this inter-State highway were advertised for, to be opened and awarded on the 13+h of January, 1868. On that day the same were executed by the successful
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HISTORY OF DUBUQUE COUNTY.
bidders as follows, and the work practically begun : To the Keystone Bridge Company, of Philadelphia, the building of the superstructure, the draw-piers to be completed by the 1st of August, 1868, and the superstructure by the 1st of January, 1869.
Messrs. Reynolds, Saulpaugh & Co., of Rock Island, were the successful bidders for the substructure, the work to be completed by December 1, 1868.
On Monday morning, January 27, 1868, a force of twenty men was set to work, excavating for the first abutment, on the west side of the river, adjoining Rhomberg's distillery, and thereafter the work was carried forward without delay until its completion was published two weeks before the day provided for in the contract.
Soon after work was commenced in Dubuque, a steam-engine was placed on timbers resting on the ice, and the piles for the first pier on the Dunleith shore were driven while the ice was yet in the river. The frozen surface, however, became weak soon after, and, on the 7th of March following, work was temporarily suspended. But floats were improvised from flatboats impressed into service, and, with but a brief delay, the work was resumed and prosecuted with increased diligence. The piles for the last pier were driven during the spring, from 250 to 375 being used in each pier, the spaces being filled in and around with broken rock to a leveled surface, for the foundation of heavy cross timbers to support the rock-work masonry of the main body of the pier. This part of the " building " was done with the greatest care, that the spaces might be evenly filled and the piles free from obstructions. To the end that these prerequisites might be fully complied with, men in submarine armor attended to the adjustment of the water-tight caissons, in which the stonework was done by men thereby protected from interruption by water. So skillfully was every stone in the piers prepared for its place, and each course rose above the other with such precision under the watchful eyes of the engineers and overseers, that, when an altitude of forty feet above the water had been reached, the center of the narrow top was found to be at that point of relative space required for the support of the iron superstructure, without alteration or reconstruction.
The valuable improvements in iron-bridge building perfected within the last twenty-five years were incorporated in the structure, and, unlike most of the massive railroad iron bridges of England and Continental Europe, seems like a skeleton, so light and airy that nothing but the fact of experience and the warrant of engineers induce a belief that it can sustain a train of freight-cars weighing 200 tons. To the eye, seen from a short distance, the ironwork appears to be a few large, heavy bars of iron bolted together at intervals of a few feet, perpendicular iron posts kept in place by iron rods crossing each other diagonally, and the sides held in place by horizontal cross rods at the top and bottom. The strength of the iron, its resisting power under tension, its weight in proportion to lengtli, and the weight it is known to be capable of sustaining, arc adjusted by mathematical formulas, based on the most rigid experiments which science can devise, and combined in a structure of the least weight with the greatest strength possible in view of the purpose intended. Tempests may sweep the river, but will produce no effect on such a triumph of mechanical skill. Unlike the heavy, solid, bolted iron plates which form the body of the Tubular Victoria Bridge, here is open ironwork, graceful in structure, beauti- ful in design, and representing $750,000 worth of the use of American brains and labor to promote commercial interests with facility and profit.
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HISTORY OF DUBUQUE COUNTY.
The length of the bridge is 1,760 feet; the distance from the main track in Dunleith to the main Iowa shore is about 1,800 feet. The partly pile work in Dubuque before the track reaches First street is about 4,400 feet and 700 feet further to the depot. Each of the water piers contains about 600 cubic yards of stone, while the draw-piers contain double that quantity, and the total weight of the structure is estimated at not less than 12,000 tons.
There is one feature in the architecture of the piers worthy of admiration. It is the peculiar form of the upper end, which has not been applied to any other of the bridges across navigable rivers. This " cut-water " is not a wedge form, an ellipse, nor a uniform curve. Its point is the junction of two curves, derived by describing arcs from the ends of the base, as centers of an equilateral triangle, formed by the width of the pier and its up-stream projection. This has the beauty of a greater benefit in not deflecting the current of the river as any other form would do, leaving the water undisturbed thereby, not affecting the passage of boats, and, though the current rushes by at the rate of three miles an hour, a piece of wood floating near the head of one of the piers is merely checked on its way for a moment, and then passes onward by its side. This is one of the practical benefits of employing scientific skill in the construc- tion of the piers.
The whole structure is of wood and iron, except the floor timbers support- ing the ties whereon the rails are laid, which rest on iron supported below the bottom chord, so that comparatively a light weight is added to the bridge itself, which is a great improvement in the construction of iron supension bridges, on account of reducing the horizontal tensile strain.
The length of the draw is 360 feet, leaving on each side of the draw-pier a clear space of 160 feet, for the passage of rafts, steamboats and other craft ; the bridge is placed at a right angle to the channel of the river, so that no dan- ger need be apprehended to boats on account of deflected or cross currents, as is the case with the Rock Island bridge.
Work was prosecuted with such vigor, that about the 15th of December, 1868, the bridge was completed and ready for use, a fortnight prior to the day specified in the contract, and at a total cost of $800,000 in round figures. On the 22d of December, it was subjected to a private test, which was repeated one week later, at the formal opening, and found to be in all respects according to contract.
It was delivered to the Company on the 1st day of January, 1869, and has since been operated in part by the Illinois Central road, according to the terms of a contract entered into on the 13th day of November, 1867. . By the pro- visions of this arrangement, the Railroad Company pay a toll of 25 cents for each passenger, 3.5 per cent per hundred for all tonnage not exceeding 170,- 000 tons, and 2 cents per hundred weight when the tonnage exceeds 350,000 tons.
The stock of the Company is stated at $1,200,000 ; one-quarter of which is held by the Illinois Central Railroad Company, the balance by citizens of Dubuque and the East, on which has been paid, since the bridge was completed, a dividend of 2} per cent semi-annually, in February and August. The aggre- gate earnings, in the past ten years, have not been less than $2,000,000, and the stock is considered among the best in the market. The present Board of officers consists of W. B. Allison, President ; H. L. Stout, Vice President and Treasurer, and Gen. C. H. Booth, Secretary. The first train in the course of business crossed the bridge December 30, 1868.
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HISTORY OF DUBUQUE COUNTY.
The view from the bridge is surpassingly grand. On the east the towering bluffs of Dunleith frown down upon the river from a height of 200 feet. Northward is seen the winding river, the Wisconsin bluffs and the Iowa island shore for several miles, with bluffs in the distance terminating at the river's edge in the bold, perpendicular rocks of Eagle Point. To the northwest a depres- sion indicates the locale of the beautiful Coule Valley, an inviting resort to citizens and strangers. To the west, the two miles of river front of Dubuque lies spread out, flanked and supplemented by the city itself, with its public buildings, church spires and private residences embowered among trees, in full view at a single glance. Rising beyond are the bluffs, rich in the foliage of gardens and vineyards, the landscape heightened by the varied colored homes which dot its surface. To the southwest the Iowa bluffs are seen for miles below the point known for many years as the burial place of Julien Dubuque. Far and near the advantages of this improvement can be contemplated at a glance, and the farmers and merchants and manufacturers of Dubuque, as also the traveling public, are to be congratulated on the completion of an enterprise which has entailed unmeasured benefits, and promoted a prosperity unques- tioned.
CITY RAILWAYS.
The Dubuque Street Railway Company was organized on the 1st of October, 1867, by Platt Smith, J. K. Graves, John Thompson, H. L. Stout, C. H. Merry, T. C. Roberts and A. H. Gibbs, with J. K. Graves, President ; Joseph Herrod, Secretary and Superintendent. For some months previous, the project had been canvassed, but, unfortunately, while no one opposed the scheme, few could be found willing to pledge their faith with liberal stock subscriptions. It was thought that a street railway could not be inade to pay the expenses of its operation. But, while this may have obtained with some, there were others who differed materially from such a conclusion, and confirmed such difference of opinion by contributions to promote its advancement. The Common Council, at its October session, 1867, adopted an ordinance conceding the right of way and other privileges, and imposing certain conditions and responsibilities. Taking advantage of such legislation, the Company was formed and officered, as cited.
The authorized capital stock of the Company was fixed at $75,000 : the subscribed stock at $50,000; which has since been paid up. A contract for the building and stocking of the road was soon after concluded with Charles Hathaway, of Philadelphia, and, about the 17th of November of the same year, ground was broken, and thereafter the work vigorously prosecuted to the finish.
The route selected, and which is yet maintained, is from the southern ter- minus of the ferry landing below Jones street, on the levee, to Main, up Main to Thirteenth, to Clay, to Eighteenth, to Couler avenue, to the fair grounds, a distance of about three miles ; over which the cars began running on Saturday, May 23, 1868, with a complement of five cars and fifteen horses. The route at first was from the ferry landing to the present depot, but, as the demand for transportation increased, the same was extended to its present limits, i. e., the Fair grounds.
Since the organization of the Company it has undergone some changes. It was leased to Platt Smith and James Hughes until 1876, in which year Joseph H. Rhomberg, John J. Linehan and B. E. Linehan purchased the fran- chise, paid up the outstanding indebtedness, reduced the fare from ten to five
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HISTORY OF DUBUQUE COUNTY.
cents, and completed other improvements, for which they have since been re-imbursed by an increased patronage.
In 1872, the Company completed a commodious stable and car-house at the upper end of Couler avenue, which were built under the supervision of John Harriman, Superintendent of the road. Both are of brick, the former 50x65 feet and two stories high; the latter is one story high, 50x150 feet, with a capacity for twenty cars.
The stock of the corporation embraces thirteen first-class cars, neat, strong, well painted and ventilated, capable of accommodating twenty passengers each, requiring the services of thirteen men to handle, who are paid an average of $45 per month each, and thirty-five horses. Cars pass each other every five minutes from early in the day until late at night, and one hour is occupied in making the round trip.
The amount invested is stated at $65,000; the annual receipts are esti- mated at $15,000, and the present officers consist of J. A. Rhomberg, President ; J. J. Linehan, Superintendent, and B. E. Linehan, Secretary and Treasurer.
Hill Street & West Dubuque Steam Railway .- The demand for motive power, other than horses, for the purposes of propelling street cars has been, and continues to be, very emphatic.
In 1875, the Baldwin Locomotive Works, appreciating the requirements in that behalf, built, at their own expense, an experimental steam street car. The same was completed in November, and a trial of the venture made, under per- mission from the Common Council of Philadelphia, on the West-End Railway of that city. Subsequently, an arrangement was perfected with the City authorities of Brooklyn, by the terms of which the car was run in the city of Churches from January until June, 1876.
The practicability of the undertaking having been demonstrated, and the further fact that the cost of its employment per day would save to the company in whose service the "motor " would be entered, a matter of not less than $3, induced the formation of a corporation in Dubuque, after a careful canvass of the situation and consideration of other plans suggested.
The original projector of the enterprise was the Hon. J. K. Graves, who for some time had been endeavoring to evolve a plan by which the summit of the bluffs might be reached by rail. A steam elevator at Fourth street was spoken of at one time, but this was finally abandoned. Some time after, a company was chartered to construct a horse railway up Julien avenue, but, for some unexplained reason, the enterprise went by default. In April, 1877, a meeting was held in the interest of building a railway up the bluffs via Hill street, which was largely attended. Among those present were J. K. Graves, E. and S. Langworthy, D. S. Cummings, John D. Bush, Henry Wheeler, Scribe Harris, Robert H. Collier, H. B. Glover, Frank Adams, G. B. Burch and James Martin. The matter was fully discussed, and, after some informal suggestions, the meeting adjourned after the organization of a company for the purpose of building a railroad to the bluffs, the cars of which were to be moved by a motor, such as is now employed. Application was made to the Common Council for an ordinance granting the right of way, which was acted upon favorably, and work on the projected improvement was commenced. The road starts from the corner of Main and Eighth streets, thence west on Eighth to Hill ยท street, to Third, to Alpine, to Julien avenue to Broad street, which was the terminus until July 3, 1879, when an extension to the Western Brewery, in progress for several months theretofore, was completed, and to-day the
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