History of Houston County, Minnesota, Part 11

Author: Franklyn Curtiss-Wedge
Publication date: 1919
Publisher:
Number of Pages: 1343

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HISTORY OF HOUSTON COUNTY

Otterness, Knud Olsen Ike, with his three sons, Knud, John and Ole; and a number of others. This was the beginning of a large Scandinavian colony which soon peopled a large portion of the town.

Union township received its first settler in 1853, when David House, with his wife and father, located a claim in section 14, in the Hokah Valley. Edwin Butterfield had chosen this same claim a few months previous, but without making any improvements had gone further west on a prospect- ing tour. Finding nothing better to his liking, he returned to the claim he had selected and found Mr. House on it. Accordingly, he took a claim in section 13, and in the fall brought his family. A little later in the same year came Frank J. Kitzinger, who staked a claim in section 15, and started the first hotel. About the same time Marcus Sammons settled in section 29.

Money Creek township was settled in 1853. John Campbell and Nathan Vance, who had previously made several trips to this region looking for a mill site, came here in the spring of that year, and located in the northern part of the township. Campbell secured 320 acres, including the site of the mill and hamlet of Money Creek. Vance took a claim adjoining. The two men moved into a tepee, whose owners were absent, and were thoroughly frightened when the Indians appeared with angry demonstrations at the white men who had thus stolen their habitation. But they were propitiated by a few presents and left the two settlers in possession. As the spring advanced, fifteen acres were broken on the Campbell claim, corn and potatoes planted, and a shanty erected. In the fall Mr. Campbell returned to Wis- consin. Sometime in 1853, Willis Thompson settled in section 19 and James Spaulding in section 26. Toward spring in 1854, Campbell brought his family here, with goods, provisions, oxen, cows, swine and the like. Not long afterward he started a mill, but did not complete it for some time. When Mr. Campbell went back to Wisconsin in 1854, Mr. Vance remained here several years. He built a cabin, broke some land, and in time brought his family here. Among others who came in 1854 were Captain John Bates, Charles Williams, Russell Thurber, Cyrus B. Sinclair, Stephen Robinson and Nora F. Berry. About the same time, the Root River Valley portion of the township was being settled, James Spaulding being followed in 1854 by Martin Christianson, Ole Omodt and others. In 1855, settlers began to appear in the northwest corner, among whom may be mentioned Samuel Nichols and son, S. A. Nichols, Phil. Mohan, and J. McLeod.

Sheldon township received a few settlers in June, 1853. Probably the first was Gutorm Guttorsen who located in Sections 7 and 8. Michael and Andrew Michaelson and Andrew Jermondson arrived about the same time, and selected their claims while sitting on the bluff east of Badger Valley. In 1854 came Ole Targeson. In the southeastern part of the town in that year, claims were taken by John Brown and Benjamin Swan.

The first claim in Yucatan township was staked out in the spring of 1853 or 1854 by Asa Comstock, who did not, however, locate on it until later. The first settler was Edwin Stevens, who came up from Black Hammer township in the fall of 1854. He put up a cabin in the form of an old fashioned "A" tent, constructing it of two layers of basswood logs, the lower layer flat side up and the top layer flat side down, filling the interstices

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HISTORY OF HOUSTON COUNTY

with hay and then piling the whole structure thick with hay. The ends were made of similar basswood logs driven upright into the ground. At one end was a small door made of split basswood logs fastened together by securing them to cross logs with wooden pegs. This door was hung on leather hinges. At the other end was a stone fireplace and stone chimney, filled in with clay. This cabin was located in the woods on the South Fork not far from where the Howe Mill was later built in Section 23. In 1854 E. Mackintire took a claim in section 33. In 1856, Stevens platted a town- site, and before fall the new village had five log cabins. The same year, Mackintire and his partner Cooper had a mill running. In the fall of 1855, Stevens sold out to Peter Larr and Hiram Howe.

Mayville township received attention in 1854, when Jerry Hooley settled in Section 9. John Pope took land in section 31, that year, but built his cabin over the line in Caledonia. In 1855 a number arrived among whom may be mentioned Edward Buckley who settled in section 9, James Cashman who settled in section 4, Martin Rohan who settled in sec- tion 8, Thomas and James Kennedy who settled in section 5, Thomas Moriarity who settled in section 8 and James McCurdy who settled in sec- tion 11. In the northwestern part of the town, Charles Klein settled with his large family. John Mann secured a claim in section 4.

Thus began the settlement in the various townships of Houston county. The great influx was in the middle fifties, and before the opening of the Civil War, while the county was still more or less wild, most of the desirable claims had been taken.

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CHAPTER VIII

TRANSPORTATION

The history of river transportation in Houston county begins with the days of the birch bark canoes of the Indians, continues through the days of the barges, batteaux, rafts and skiffs of the explorers, missionaries and traders, developes into the days of the palatial packers, and declines through the days of the grain boats, and is ending for the time being at least with the days of the excursion boats and small pleasure craft, with a possibility of a revival of an important freight traffic. The history of land transporta- tion in the county begins with the days of the Indian trails, continues through the days of the ox cart, stage coach and mail routes and developes into the days of the railroads, the first forty years of the railroad era being characterized by the gradual increase in the use of horses, and the last half decade being co-incident with the rapid increase in the number of auto- mobiles used for both travel and pleasure. The history of improvement in routes in travel includes the story of the dredging and regulation of the channel of the Mississippi, the deepening and straightening of Root River, the building and gradual improvement of roads and streets, and the re- cently inaugurated system of highly improved highways under county, state and federal supervision.

Situated as Houston county is, on the once great highway of commerce, the Mississippi River, it was natural that the first settlers for the most part should come by steamboat. The landing at Brownsville was one of the best along the whole upper course of the great river. Here were landed the throngs of settlers bound not only for this county but also for the rich regions west and northwest. There was also a steamboat landing in Jefferson township and a ferry landing at La Crescent.

Many volumes have been written regarding transportation on the up- per Mississippi with its many picturesque features. Its history is beyond the scope of the present work. After the founding of Ft. Snelling in 1819, the mail and supplies for the garrison were carried by soldiers from Fort Crawford (Prairie du Chien) in the summer by keel boats or canoes, while in the winter the distance was traversed on the ice in a sort of sledge drawn by dogs or a Canadian pony. The early traders usually used Indian canoes, keel boats or batteaux or skiffs. The canoes were manufactured with a frame of white cedar covered with the bark of a white birch or of green hides with the hair side in stretched over a frame of willows. They were made from ten to twenty feet in length, capable of carrying two or three tons of lading, and were of light enough weight so that they could be easily carried over portages. They were propelled with a paddle and often ac- complished from eighty to one hundred miles a day. The batteau were usually rowed by six or seven men. They were light made boats usually

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HISTORY OF HOUSTON COUNTY

about forty feet in length, from ten to twelve feet wide, and could carry about five tons. The ordinary skiffs were rowed by from two to twenty oarsmen. The keel boats or barges were intended to be propelled by poles stuck in the bottom of the river, the men leaning with the shoulder against the upper end shoving the boat along by walking on the deck or on a plank. These barges were at least partially provided with an upper deck, partly to walk upon, partly as a protection of the men and the cargo against the rain or the other inclemencies of the weather. Most of them were also pro- vided with temporary masts and simple tackle and rigging for use when the wind and the width and comparative straightness of the channel pro- vided a favorable opportunity. This poling or pushing of the barges against the current was not only a toilsome and tedious, but also a very unsatisfac- tory way of transportation. High water suitable for boats of deep draft could not be navigated as it was impossible to manipulate poles long enough to reach to the bottom. At the times of low water sandbars were almost unconquerable obstacles. Yet in spite of these difficulties there was con- siderable river traffic even in those days. There was also some land traffic, the travelers going on foot with a pack on their back, following the paths of the Indians in the summer, and using snowshoes to get across the track- less wastes in winter.

The first steamboat on the upper Mississippi, the Virginia, passed Houston county in May, 1823, on the way to Fort Snelling. For nearly twenty years thereafter all the steamboats passing the county were ones chartered by the government to carry supplies to the troops at Fort Snell- ing. In 1842, the "Rock River," was put into the general freight and pas- senger service, and the following year the "Otter." After this the river trade increased and before long there were several companies operating boats and indulging in a spirited rivalry. The river was made still more accessible to people coming from the East, when in the middle fifties com- munication was first established with its mighty course by rail. For many years the steamboat business continued to flourish. Its decline started in the early seventies, when the completion of the railroad bridge at Winona in December, 1870, and the railroad bridge at Hastings in December, 1871, gave St. Paul and Minneapolis through communication with the east. The extension of the railroad line southward from Winona through Houston county on the western bank of the Mississippi still further curtailed the steamboat business, while the completion of the Chicago, Burlington & Quincy on the east bank of the Mississippi from Prairie du Chien in 1886, still further spelled its doom, as all the principal towns on both banks of the upper river were thus provided with railroad facilities. Many of the palatial packets were turned into grain boats, some were taken elsewhere and used on the lower Mississippi or the Ohio. After this the packet service gradually diminished, until 1919 when it was entirely suspended. There are, however, many prominent men who believe that the Mississippi is again destined to become a great highway of commerce exceeding in this regard even its former splendor.

In the meantime many millions of dollars have been spent in efforts to improve the upper Mississippi. Extensive dredging operations have been

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HISTORY OF HOUSTON COUNTY

conducted, frequent "wing dams" have been constructed to keep the channel in its proper place, and the river banks rip-rapped with trap rock in several places.

A characteristic feature of transportation in the early days was em- bodied in the stage coach lines. The old territorial road from La Crosse to St. Paul crossed Houston county through the towns of La Crescent and Mound Prairie. At one time no less than three different stage lines were operating out of La Crosse over this route. The first important stop was the Lorette House in Mound Prairie. At meal times there were busy scenes, with the great coaches drawn by four or six horses, driving up with a flourish, unloading their crowded loads of passengers, and changing horses, while the loud voiced drivers gave noisy orders, gossiped with the loungers, and quarreled among themselves. Sometimes the Lorette House served nearly one hundred persons at single dinner. The carriers on nearly all the mail routes also carried passengers, and some operated quite pretentious stages. As early as 1860, J. J. Belden was furnishing Caledonia with a tri-weekly mail service from La Crosse. The La Crosse- St. Paul stage business ceased with the completion of the railroad from La Crosse to St. Paul. But the mail routes continued for many years thereafter.

The following mail routes were in existence in Houston county in 1876: Brownsville to Calendonia-Daily. Leaving Caledonia at eight o'clock, and arriving at Brownsville at eleven o'clock A. M. Leaving Brownsville at three o'clock, arriving in Caledonia at seven o'clock P. M.

Caledonia to Houston-Tri-weekly. Leaving Caledonia at seven o'clock, arriving in Houston at ten o'clock A. M. Leaving Houston at one o'clock, arriving in Caledonia at six o'clock P. M., Tuesdays, Thursdays and Saturdays.

Caledonia to Newburg-Tri-weekly, via Spring Grove. Leaving Caledonia at seven o'clock, arriving in Spring Grove at ten o'clock A. M., and in Caledonia at seven o'clock P. M., Tuesdays, Thursdays and Saturdays. Caledonia to Waukon-Bi-weekly. Arriving at Caledonia at twelve o'clock, Tuesdays and Fridays, and departing at one o'clock the same day.

Brownsville to Freeburg-Weekly. Leaving Brownsville Saturday morning at seven o'clock and returning in the evening at six o'clock.

Houston to Winona-Bi-weekly. Leaving Houston Tuesdays and Fridays, at eight o'clock A. M. via Money Creek to Winona. Arriving in Houston at seven o'clock P. M., Wednesdays and Saturdays.

Riceford to Houston-Weekly. Leaving Riceford Saturday mornings, arriving in Houston at eleven o'clock A. M. Leaving Houston at one o'clock and arriving in Riceford at seven P. M.

Gradually they were discontinued, some by reason of the building of the Reno-Preston some by the establishment of the rural free delivery. The only post office at the present time that does not have railroad connec- tion is Eitzen, just on the Iowa line in Winnebago township.

Most of the early settlers, whether they came overland all the way or landed from the steamboats made their way to their new homes with a yoke of oxen. Some brought their oxen overland from as far away as

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HISTORY OF HOUSTON COUNTY

southern Illinois, usually walking alongside while the women and children, when tired, rode on top of the goods in the cart. Those who came by steam- boat had to secure further means of transportation after landing. Some bought or hired their oxen at La Crosse or Brownsville. Others who were fortunate enough to have friends already here, were met at the landing place and taken with their goods to their prospective claims.

A few of the pioneers had horses, both to make the trip here and for farm work after their arrival. But it was not until the county became more thickly settled that horses came into general use. The oxen, indeed, were much more suitable for general farm conditions in a pioneer country, could stand the climate and insufficient shelter better, and could exist on rougher forage than the horses.

In making their way to their new homes, the first comers among the whites followed the Indian trails, or picked their way as best they could through the valleys, over the ridges and across the prairies. The routes they made gradually developed into established lines of travel.

In territorial and early State days, the Minnesota Legislature re- peatedly memorialized Congress asking for appropriations for various territorial and State roads, the most important of which were to cross Houston county. Some were to extend east and west and some north and south. In these memorials the importance of Houston county as the gate- way to the wonderful agricultural wealth of Minnesota was duly set forth in glowing terms, but Congress did not grant the money and the financial burden of maintaining the highways remained with the people of the county. The early legislatures, however, established several territorial road routes which had a part of their course in Houston county, and this served to advertise the locality and bring settlers through here, even if it did not furnish financial aid in road construction.

The first official action toward good roads in Houston county was taken at the first meeting of the county board, May 26, 1854. Petitions were presented, for a road from Brownsville, by way of James A. McCan's, David Brown's and William Oxford's to the Iowa State line near Eliakim Laflin's in what was afterward Winnebago township, and one from Brownsville by way of William Richmond's to Jacob Beusch's on the Root River. These petitions were laid over. A highway to be known as Road 1 was ordered viewed by Darwin T. North and Job Brown from Brownsville, by way of Hiram Butterfield's to the forks of the Root River, and another to be known as Road 2, was ordered viewed by Job Brown and Enoch C. Young, from Brownsville by way of Caledonia, to the western line of the county where it was to intersect with the Decorah road. On June 8, the petitions laid over from the previous meeting were granted. Christopher Clark and Samuel Dean were appointed viewers of Road 3, from Brownsville to the Iowa State line at Laflin's, and William Richmond and William Shelby were appointed viewers of Road 4 from Brownsville to the Root River at Beusch's. At the same meeting there was laid over, a petition for a road from Browns- ville by way of William Oxford's on Crooked Creek; George Powlesland's; section 31, township 102, range 5; and Norweigian Ridge to the Fillmore county line near the mill at Riceford. This route duplicated, from Browns-

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HISTORY OF HOUSTON COUNTY

ville to Oxford's the route of Road 3, so on July 5, the commissioners ap- pointed Joel Finn and William Oxford, viewers of Road 5, to extend from Oxford's by way of George Powlesland's; section 31, township 102, range 5; and Norwegian Ridge to the county line near Riceford. On the same day, July 5, 1854, three other roads were also ordered viewed. Peter Cameron and Samuel Armstrong were appointed viewers of Road 6, to ex- tend from the northeast corner of the county on the Mississippi by way of Thompson's sawmill (Hokah) and the Norwegian Ridge to the place where the large Indian trail crossed the south line of the county. J. N. Stewart and David House were appointed viewers of Road 7, to extend from Thomp- son's sawmill (Hokah) by way of Eugene Butterfield's and Levi West's to intersect with the road from Brownsville to Caledonia. Darwin T. North and Clark W. Thompson were appointed viewers of Road 7 to cross the county from east to west, starting at Brownsville, and extending by way of Thompson's sawmill (Hokah) and the forks of the Root River. Oct. 2, 1854, a petition was granted for a road commencing at M. N. Taylor's and extending by way of John S. Looney's to the county line near the mouth of Rush Creek on the best route to Chatfield. M. N. Taylor and Terry A. Grover were appointed viewers.

Supervision over the roads of the county was established July 5, by the creation of eight road districts as follows: District 1, townships 101 and 102 and south half of 103, range 4; District 2, north half of township 103, range 4, and northeast quarter of township 103, range 5; District 3, Pine Creek election district (all of the county east of the middle line of range 5, and north of the Root River) ; District 4, west half of township 104 range 5, northwest quarter of township 103, range 5 one mile on the east side of township 104, range 6 and one mile wide on the east end of the north half of township 103, range 6; District 5, remainder of township 104, range 6, township 104, range 7, north half of township 103, range 7, and the remainder of the north half of township 103, range 6; District 6, south half of township 103, range 6, township 102, range 6, township 102, range 5, and the south half of township 103, range 5; District 7, township 101, ranges 5 and 6; District 8, townships 101 and 102, and the south half of township 103, range 7. Supervisors were appointed for the various dis- tricts as follows: 1, David Brown; 2, Levi West; 3, Henry Gillette; 4, Nels Oleson ; 5, Thomas Conniff ; 6, B. N. Lawrence; 7, Eliakim Laflin; 8, James Smith.

With the increased settlement, there was an added necessity for more roads. But the laying out of even such crude roads as were provided in those days, was expensive, and therefore in many instances, instead of establishing roads, the county boards established cartways, which were unimproved trails leading from the main roads to the homes of various settlers.

In the late fifties it was found that some of the state and territorial roads established were being obstructed by settlers who deliberately fenced up portions of the roads laid out across their lands. In many instances, the marks of the surveyed route had become obliterated. July 21, 1859, the board ordered all obstructions removed, and provided for a survey in

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HISTORY OF HOUSTON COUNTY

case of dispute. Sept. 14, 1859, still further action was taken, it being provided that where the marks of the original survey had been obliterated and there was uncertainty or dispute about the real roadway, the town supervisors should have power to call in a surveyor and relocate the obliterated roadway.

Although road matters have occupied the major part of the attention of the county and town officials from the earliest days, nevertheless until recently there were few really good roads in the county. Most of the roads, in fact, after the springtime rain, were practically impassible. This con- dition, unfortunately, in many parts of the county still remains. But begin- ning several years ago, a decided effort has been made to establish better highways, and this is resulting in some excellent stretches of road. The mileage of improved roads is increasing year by year, the citizens are awakening to the necessity of better transportation facilities, and in time the main routes of travel will be in such condition as to be a source of com- fort and pleasure to travelers at all seasons of the year.

The trunk line system provides for the permanent improvement and maintenance of the highways most commonly traveled. The system as now contemplated embraces three main routes and one branch route.

Road No. 1 enters from Fillmore county and extends through Spring Grove township and village, Wilmington township, Caledonia township and village, follows part of the west and north line of Mayville township, then through Union, Hokah township and village, La Crescent township and village, and into Winona county.

Road No. 2 enters from Winona county, extends through Money Creek township, Houston township and village, Sheldon township, Caledonia town- ship and village, Wilmington, Eitzen village, Wilmington township and into Iowa to New Albion.

Road No. 3 extends from Brownsville through Brownsville township, Mayville and Caledonia village, follows the line between Caledonia and May- ville, and then through Winnebago and Jefferson to New Albion in Iowa.

Road No. 4 branches from Road 2 at the South Fork bridge in Sheldon and extends to near the south line of Yucatan.

The stretch of road from La Crescent to La Crosse was built and is maintained by the city of La Crosse. It was originally constructed with great difficulty and at heavy expense, being built up from the soft oozy bed of sloughs and swamps. The main bridge from Pettibone Island to La Crosse was erected by the people of La Crosse.

Before the building of bridges, the ferries constituted an important feature of transportation. The principal ferries in Houston county crossed the Mississippi at La Crescent to La Crosse, and the Root River at Houston and Hokah. The ferries played a considerable part in the early history of the county. Ferry licenses were granted by the legislature and by the county boards. The first one granted in this county was by the Minnesota Territorial legislature, authorizing Charles F. Jenson to operate a ferry across the Mississippi River near La Crosse. He was to select any place he chose opposite "Prairie La Crosse" and within four miles thereof, and was to have an exclusive right for six years, no other ferry to be established

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HISTORY OF HOUSTON COUNTY

within a mile of him. He was to operate the ferry at all hours, but after 9 o'clock at night could charge double fare. He was to be allowed to charge regular rates as follows : For each foot passenger, 15 cents; for each horse, mare or mule with or without rider, 50 cents; for each ox or cow, 50 cents; for each two horse or two ox or two mule team, loaded or unloaded, with driver, $1.00; for each single horse carriage, 75 cents; for each additional horse, mule or cow, 25 cents; for each swine or sheep, 4 cents. All freights of lumber, merchandise, or other articles, not in teams, at the rate of 10 cents a barrel, and 50 cents a thousand feet of lumber, with 5 cents a hundred weight for all other articles.

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History of Houston County, Minnesota, Part 11

Author: Franklyn Curtiss-Wedge Publication date: 1919 Publisher: Number of Pages: 1343

Author: Franklyn Curtiss-Wedge
Publication date: 1919
Publisher:
Number of Pages: 1343