History of Ramsey County and the city of St. Paul, including the Explorers and pioneers of Minnesota, Part 58

Author: Warner, George E; Foote, Charles M., joint author; Neill, Edward D. (Edward Duffield), 1823-1893. Explorers and pioneers of Minnesota. 1n; Williams, J. Fletcher (John Fletcher), 1834-1895. Outlines of the history of Minnesota
Publication date: 1881
Publisher: Minneapolis, North Star Pub. Co.
Number of Pages: 684

USA > Minnesota > Ramsey County > St Paul > History of Ramsey County and the city of St. Paul, including the Explorers and pioneers of Minnesota > Part 58

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The voyage of the Virginia demonstrated con- clusively, that the obstacles supposed to be insu- perable to navigation, in the form of the Rock

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Island rapids, were only so in imagination. This pioneer attempt succeeding so well, other boats followed the lead, so that, up to 1826, no less than fifteen boats had made the trip safely. These boats were: the Virginia, Neville, Put- nam, Mandan, Indiana, Lawrence, Sciota, Eclipse, Josephine, Fulton, Red Rover, Black Rover, War- rior, Enterprise and Volant.

In 1844, this number of total arrivals had been increased to the sum of forty-one.

These early boats came up the river with sup- plies for the fort and Indian traders, at such times as they could get freight in sufficient quantities to make the voyage a paying one. The little steam- boats Otter, Rock River, and Lynx, were then the boats that made most of the trips to this region.

This indifferently uncertain means of commu- nication was superseded in 1847 by the inaugura- tion of a regular line of packets, which was or- ganized by Messrs. Campbell and Smith, Bris- bois and Rice, H. L. Dousman, H. HI. Sibley and M. W. Lodwick, under the name of the Galena Packet Company. The "Argo" was the initial boat of the subsequent fleet, and was commanded by M. W. Lodwick, with Russell Blakeley as clerk. The Argo made weekly trips until Octo- ber of the same year, when she struck a snag near Wabasha and became a total loss. In the sum- mer of the next year the "Dr. Franklin" was obtained from Cincinnati, and took the place of the lost boat. She ran in opposition to the "Sen- ator" of St. Louis. In 1849 the "Senator" was added to the line, under command of Capt. Orrin Smith. She was replaced by the "Nominee" in the fall. In 1849-'50 and '51, the packet line ran twice a week; in 1853, three times a week. The "Ben Campbell," built in 1851, was added to the line in 1852. A steamboat war ensued in 1852, by the Harrises running the "New St. Paul" against the packet company. It was ended before the summer closed by consolidation with its riv- als. At this time Capt. Louis Roberts put on the Greek Slave, a new boat, which ran "wild." The steamboat interest now began to assume large proportions.

In 1854, three new steamers were launched by the Galena Packet Company, and six trips a week were made. The new boats were obtained none too soon, as during the season the Dr. Franklin

and Nominee were sunk. On account of the opening of the Galena and Chicago Union rail- road, in 1856, the business again largely increased, so that next year the Northern Belle and Granite State were added to the fleet, and subsequently, the Dubuque line of boats was merged into and became part of the number operated by the Packet company.

Another loss occurred this season, that of the Lady Franklin.

About this time, too, several new lines were put into operation; the Dunleith line, composed of three fine boats; the Prairie du Chien, Hudson and St. Paul company, of three boats, (1857); and the St. Louis Packet company, in 1858. At this time the Galena Packet company had five boats in operation; the Northern Belle, Milwaukee, Galena, Northern Light and Grey Eagle. Cap- tain Orrin Smith was president, and Russell Jones secretary and treasurer of the company. Among the private boats at this time, running from St. Louis to St. Paul, were the Northerner, Hawk-Eye State, Pembina, Denmark and Sucker State.

Captain Davidson, in 1859, started a line of boats from La Crosse and St. Paul, in opposition to the Galena Packet company. This line was composed of three boats, the Winona, Franklin Steele and Favorite. This move stirred up a fierce rivalry between the two lines, and rates were recklessly cut; so much so, in fact that a person could travel from St. Paul to Chicago for one dollar ; this rate including meals, berths and railroad and water transportation. This state of affairs continued until the fight was ended by com- promise, Captain Davidson getting control of the business of the Milwaukee road at La Crosse. Next year the five private boats running from St. Louis consolidated their business under the title of the Northern Line Packet company, which company operated for a period of fifteen years under that name, In 1866, the Galena Packet Company ceased running, whereupon Captain Davidson organized the North-western Union Packet Company, under the laws of Iowa. It was formed by the consolidation of two old companies. the North-western Packet Company, and the La Crosse and Minnesota Steam Packet Company. These two companies had been engaged in run- ning lines between Dubuque and St. Paul.

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The North-western Union Packet Company be- came the competitor of the Northern Line Packet company running between St. Louis and St. Paul, and the St. Louis and Keokuk company, running between St. Louis and Keokuk. These lines ran together in harmony until the North- western Union Packet company put on the "Phil. Sheridan" which act inaugurated a fight for the spoils. The competition became very keen, and continued developing until rates were once more reduced to merely nominal figures. The warfare was maintained on both sides until Captain Davidson gained control of the whole business. The different boats compos- ing the opposition line were designated by means of a white collar, placed on the smoke stacks, and therefore, the line became known as the White Collar Line. The control obtained by Captain Davidson resulted in his organizing a new line, the Keokuk Northern Packet Company, which was composed of the principal boats form- ing the Northern, North-western and Keokuk lines. This was in the spring of 1873. The Keo- kuk Northern Packet company continued to oper- ate on the river until the close of navigation in 1880, when it passed into the hands of a receiver.

In the spring of 1881 the St. Louis and St. Paul Packet Company was organized, under the laws of Missouri, and the St. Paul Freight and Pas- senger company, under the laws of Wisconsin. The first named company own the Gem City, Grand Pacific, White Eagle, Arkansas, Alexan- der Kendall, and Maggie Reany; the latter own the War Eagle, Bright Light, Bald Eagle, Min- neapolis, Belle of La Crosse, Alex. Mitchell and James City.

In the meantime the "Diamond Jo" Line lad been, for some years past, operating on the upper river. This line was started in 1866, by "Dia- mond Jo" Reynolds, then a stockholder in the North-western Line, who purchased from that company the boat "Diamond Jo" which had been named after him. This was the commencement of the line operated by Reynolds, who first ran this boat between Fulton and St. Paul. Soon after the purchase of the "Diamond Jo," he ob- tained the "Ida Fulton" and "Bannock City," which were put into the same trade. Subse- quently, about 1868, the "Tidal Wave," "Josie" and "Arkansas" were added to the line. In 1870 22

the boats of this line ran as far as Burlington, and the "Imperial" was added to the fleet. .

In 1877 the "Arkansas" and "Tidal Wave" were sold, the latter to the Yellowstone Packet Company, which was engaged in carrying govern- ment freighits up the Missouri and Yellowstone rivers. After the sale the "Tidal Wave" became known as the "Grand Pacific.17

In the spring of 1875, the operations of the Diamond Jo Line were extended to St. Louis, and trips are now regularly made there and back. The present fleet consists of the Diamond Jo, Josie, Libby Conger, Josephine, Mary Mor- ton and Imperial. The last named only runs be- tween Dubuque and Fulton. The Libby Con- ger was built in 1879 and the Mary Morton in 1880.

In the early days of steamboating in Minnesota, boats used to run as regularly on the Minnesota as on the Mississippi; but of late years the depth of water has been insufficient. The long remem- bered flood of 1850 first demonstrated the naviga- bility of the river. During the high water three boats, the Anthony Wayne, Nominee, and Yan- kee, made excursions up the Minnesota river, the Yankee going up a distance of three hundred miles.

Captain Louis Robert was about the first man to run boats regularly on the Minnesota. Among the next were Captain Reaney, in 1857, and Cap tain Davidson about the same time. In 1858 and '59, regular trips were being made by the Favorite and Franklin Steele. The first boat ever lost on the river was the Julia, which sauk when in command of Capt Reaney, in 1859, at a place called Hurricane Bend, below Mankato. The boats that used to run regularly in this trade were the Jeannette, Favorite, Franklin Steele, Antelope, and Julia, all now out of existence. Among the earliest captains were Robert, David- son, Reaney, MacLagen, Bell, Haycocks, and All. Mankato was as far as the boats usually went on regular trips, but sometimes they went as far as Fort Ridgely and New Ulm, and three or four . trips would be made to Redwood and Yellow Medicine Agency.

A daring attempt was once made by Captain Davis to take a boat called the Freighter, up the Minnesota with the intention of arriving at the Red River of the North. This was in 1858. The

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attempt did not succeed. In trying to get over the portage between Lac Traverse and Big Stone, . slie became a wreck. Afterwards the machinery and other portions were recovered and became part of the International, the first boat to nav- igate the waters of the Red River of the North. Some Indians at a later date told Captain Reaney that if the attempt had been made two weeks earlier the portage could have been effected. It should be mentioned that this was the route by which the colony on the Red River once obtained their seed wheat, it being transported all the way from Prairie du Chien by batteaux, via the same portage that proved fatal to the Freighter.

At present, boats only make trips on the Min- nesota river at rare intervals, on account of the difficulties of navigation. It is believed that the expense of making improvements to render it navigable would not be very heavy, and it is probable that at some future time, action will be taken towards that end.

At best this sketch of the steamboat interest is but an incomplete one. So far as it goes it is ac- curate, touching organized lines, but the number of "wild" boats at many times were very large, and no record can be had of their operations. From 1850 to 1858 the number of arrivals con- stantly increased. From 1854 to 1858 the rush of immigration was particularly heavy, the num- ber of passengers averaging several hundred on each boat. The arrivals for these years were as follows: 1854, 256; 1855, 560; 1856, 857; 1857, 1,026; 1858, 1,068. The spring of 1859 was one of the latest ever known, the first boat not being able to arrive at St. Paul until May 1st. As soon as the icy obstacles had disappeared, however, the arrivals were innumerable. On May 4th, eighteen boats were at the wharves at one time, and later on no less than twenty-four could be seen at the landing simultaneously. In those days, before the advent of railroads, the opening of navigation was a great event in the lives of the inhabitants of St. Paul, and the officers of the first boat to ar- rive usually received quite an ovation from the citizens. Gone now are the glories of the river. Its importance, great as it is, and large as its in- fluence yet is in transportation matters, is merely secondary to faster and more improved methods of transit, so wonderfully developed have become other means of conveyance.

Boldly indeed stands out in relief the present condition of affairs when contrasted with that which prevailed before the ancient solitudes were disturbed by the shrill whistle of the locomotive.

While the river carried the burdens of com- merce on its generous bosom, its service was not all sufficient and other modes of transport were necessary to supplement its usefulness. During the dreary winter months its stream was in the bondage of the ice King, and no service could it then render. It was not likely that the hardy pioneers of these northern regions would rest content under such restrictions. Difficult as in- land transportation necessarily was, it was over- come, and communication established with the outer world. Obstacles were surmounted that required the exercise of great courage and perse- verance to accomplish. In winter the mails had to be carried a distance of two hundred miles on dog sledges on the ice of the river, after it be- came frost bound, until the early winter of 1849, when a road was laid out by Wiram Knowlton, of Willow River, (Hudson) from there to Prairie du Chien, a distance of two hundred and twenty- three miles. This road however consisted chiefly of the erection of a few rude bridges over some of the streams and the marking of the route by the usual method of "blazing" the trees. Had it not been for the snow, this "road" could not have been used at all. It is safe to say that there was nothing in its entire distance that could ever re- call the name of Macadam.

If popular rumor is to be trusted, there is somewhere in the Highlands of Scotland, by the side of a turnpike, a large stone, bearing the fol- lowing doggerel inscription:

"If you had seen this road before it was made, You'd lift up your hands and bless Gen. Wade."

An educated individual reading this strange announcement, would naturally remark that the expression "a road before it is made," is a logical contradiction probably of Hibernian origin; but if not logically justifiable, for vulgar conveni- ence, it is an expression that might well have been applied to this road of Knowlton's, and no doubt the people blessed him for its construction as the Scotchmen did General Wade. Over this - rough road travellers had a hard time of it, as most of the "stopping places" were "camps" that the tourist had to make for himself in the snow.

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SAINT PAUL-STAGE COMPANIES.

Just before this time, in the spring of 1848, Amherst Willoughby and Simon Powers, had commenced running a two-seated open wagon, drawn by a couple of horses, from St. Paul to St. Anthony, which made the round trip every day. Taking advantage of the new road opened they determined to start a stage line from St. Paul to Prairie du Chien ; which they accordingly did in the winter of 1848-'49. They operated this line for several consecutive winters, and in the summer maintained the St. Paul and St. Anthony stage line, which gradually increased in business. This necessitated larger accommada- tions for its growing traffic, and, accordingly, in 1851, the firm obtained a Concord coach, which they ran for the benefit of their patrons. This was the first Concord coach in Minnesota. After- wards Messrs. Willoughby & Powers put ou a line running from Stillwater to St. Paul. In the spring of 1852, the St. Anthony business was in- vaded by a couple of gentlemen from Michigan, Messrs. Benson & Pattison, who entered into a lively competition with Willoughby & Powers for business-a competition that soon degenerated into a war, which brought the price of a passage down from seventy-five to ten cents. This keen competition continued for two or three years. It was finally compromised by Benson & Pattison buying the St. Anthony line. Messrs. Willoughby & Powers continued the Stillwater line, and soon in addition, had a line running to Shakopee. In 1855, Willoughby & Powers dissolved partnership. Mr. Powers carried on the stage business for a while by himself, but soon after sold the business to Robert Gibbens, who continued it for a num- ber of years.

The winter mail route had been discontinued some time previously by Willoughby & Powers, the contract having been obtained by M. O. Walker & Co. of Chicago, who carried the mails from St. Paul to Dubuque. This they continued until J. C. Burbank & Co. got the winter mail contract, in 1858-9. This last was the "coming" firm, which, by consolidation, purchase, or other- wise, was to control the land transportation busi- ness for some time to come.

In 1856, Allen and Chase bought out the in- terest of Benson and Patterson and ran the St. Anthony line, in connection with several mail contracts they had for the upper Mississippi

country. All of these different lines, however, became ultimately consolidated and merged into the Minnesota Stage Company. This company, also absorbed the line running to Superior, es- tablished in 1854 by William Nettleton, and after- wards carried on by C. Doble.

In 1852, J. C. Bnrbank obtained the con- tract held by II. M. Rice, for carrying the mail, twice a week in summer and once a week in win- ter, from St. Paul to Prairie du Chien. Mr. Bur- bank also got a sub-contract from Prairie du Chien to Black River Falls, from a Mr. Ormsby, the recognized contractor.

Mr. Burbank, it should be mentioned, became afterwards the first express messenger in the ter- ritory. It was discouraging work, at the outset, and not very remunerative. He traveled the Knowlton road in winter and ran on the steamer "Nominee" in summer, as far as Galena, where he made connection with the American Express Company, which had its terminus there. He formed partnerships with W. L. Fawcett in 1852, and with Ed. Holcombe in 1853, but each, in turn got discouraged and gave up the business, leav- ing him alone. IIis business, however, increased so that in 1854, he organized the North-western Express company. The company consisted of J. C. Burbank and Charles T. Whitney. The latter, in 1856 sold his interest to Capt. Russell Blakeley. The express business, although of large extent and importance, soon became merely second- ary to the staging operations of the firm. The engagement in this latter branch was purely acci- dental. It was owing to the manner in which M. O. Walker and Company performed their con- tract, that it was originated. No dependence could be placed upon them, and therefore, Bur- bank aud Company, in order to perform their ex- press bussiness with promptitude, found it ad- visable to put ou a line of stages between Dubuque and St. Paul, via Decorah, Iowa. This line being conducted in a manner superior to that of the old line they soon succeeded iu getting the main por- tion of the passenger business, and in 1858, they obtained the mail contract over this route.

Next year the Minnesota Stage Company was organized, into which was absorbed the lines of Allen and Chase. La Crosse was the nearest railroad terminus, and to this point the stages of the company made regular trips, carrying passen-

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HISTORY OF RAMSEY COUNTY.

gers, mail and express matter. Allen and Chase retired in 1860 and John L. Merriam, who was the partner of J. C. Burbank in the forwarding business, purchased their interest, the firm becom- ing known as Burbank, Blakeley and Merriam. About this period they controlled the stage busi- ness of the state and monopolized the mail con- tracts. In 1863 this branch of their business had become so extensive that they sold out to the American Express Company all the express ter- ritory south of St. Paul, and devoted their entire energies to the stage business, which they de- veloped to au immense extent.

But while the stage business, under able man- agement, had grown to such heavy dimensions, it was not the first organized system of overland transportation in this region. Long before stages were introduced the " Pembina " cart line was in existence and operating to the great benefit of St. Paul. Every year caravans of these antique vehicles came from the Red River territory bring- ing furs and skins, and returned laden with mer- chandise. These carts, constructed according to the most primitive ideas, were made entirely of wood fastened with leather, and had only two wheels. These solid wheels were fixed on wooden axles, destitute of lubricants, by means of wood- en pins, and were capable of supporting a weight of from seven to eight hundred pounds. The tractive power was usually furnished by oxen fastened to the cart by means of bands of buffalo hide. One man had charge of four of these carts, and the heads of the last three animals were tied to the precedent cart. The whole caravan formed in single procession, and had an imposing as it had a picturesque appearance. These carts cost about fifteen dollars each, and as a rule, would last three trips. It was calculated that it cost from $90 to $100 to transport each ton by this means. The drivers, ethnographically, were quarter and half-breeds, the white blood representing diverse nationalities, and producing many queer linguis- tical idioms and dialects. Their individuality was as strongly marked as their costume, which customarily consisted of coarse blue cloth, a red sash around the waist, bead worked cap, and mocasins. They were as fond of adornment as a Mexican " greaser," and indulged this idiosyn- cracy to the utmost.

The first recorded journey from the Red River

to the Mississippi, undertaken with a commercial object, was in 1820, when the exigencies of the Red River settlement obliged them to procure supplies of seed from Prairie du Chien. The voyage was accomplished in Mackinaw boats, all the way by water, except the narrow portage between Big Stone lake and Lac Traverse.

Droves of cattle, too, were often brought over this route, afterwards followed by the cart line, to be sold at Mendota. But it was not until 1844, that the first regularly organized communication was opened on this route, which occurred through the instrumentality of Norman W. Kittson, who was then special partner in the American Fur Company, with charge of all its affairs on the Brit- ish line. Although the first ventures were unremu- nerative, subsequent ones became very profitable, so much so, that soon after the inception of the enterprise, Joseph Rolette and Alexander Fisher organized a cart line from the Red River to St. Paul. Mr. Kittson's route was via Big Stone lake and Traverse de Sioux. Rolette and Fish- er's, via Otter Tail and the Sauk river; which latter eventually was adopted by Mr. Kittson. This route is that over which the Minnesota Stage Company, at a later date, ran their stages to Pem- bina. The journey usually took from thirty to forty days to accomplish, and was commenced as soon as pasturage could be obtained for the stock. These trains were "parked " at night, and a vig- ilant watch had to be kept to guard against In- dian attacks, or "road agent's" visits. The dis- tance by the nearest route was 448 miles. Mr. Kittson at first made Mendota the objective point. This was changed, and St. Paul became the end of the route, when the latter was incorporated, in 1849. In 1867, St. Cloud was the terminal point, the St. Paul and Pacific railroad reaching there at that date.

Of the carts that traversed these overland routes, a large number came from the British side. In 1857, Donald Gunn, of Red River esti- mated that three hundred carts went from that settlement to St. Paul; the return loads being valued at $150 each, or $45,000 in all. In 1858, four hundred came from that side, This trade was achieved, not only against the most persist- ent efforts of the Hudson Bay Company, to check it, but in spite of an American duty of twelve and one-half per cent. on the furs imported, and a

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British local tax of four per cent. on all goods imported, whether of British or American origin.

The completion of the Northern Pacific rail- road, at a later date, to Red River was the death knell of this primitive means of transportation. As previously intimated, much benefit accrued to St. Paul from the inauguration of this cart line. The value of the furs annually marketed was considerable, and the money received by these Red River men was mostly spentin the city for groceries, liquors, dry goods, blankets, cloth- ing, etc., the total value of their trade being very large. In 1844 six of these carts arrived at Men- dota. In 1851, 102 arrived at St. Paul. In 1857 the number had increased to 500; the next year as many as 600 were reported. From this period on' the number steadily declined. owing to the improved facilities of transportation then in vogue. In 1863 the number had decreased to 275. This was owing to the line of steamers es- tablished on the Red River by J. C. and H. C. Burbank and Company, which was connected with a wagon freight line operated by the same firm. The distance traversed by the steamboats brought the distance by land down to 216 miles. In 1845 the value of furs handled in St. Paul from this region was $3,000; in 1850, $15,000; in 1855, $40,000; in 1860, $186,000; in 1863, $250,000.

When the license of the Hudson Bay Company expired, and their exclusive control of that vast territory was ended, their system of transporta- tion was changed. In place of the difficult pas- sage of Hudson Bay, they adopted the Minnesota route. In 1858, before the introduction of steam upon the Red River, the company sent sixty pack- ages by this route. In 1859 over fifty tons were forwarded by the same channel, and formed a part of the first freight carried by the little steamer on Red River. Soon after a contract was entered into with Messrs. Burbank, to forward their entire supplies for the Red River trade, amounting to from 250 to 500 tons per annum.

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