USA > Minnesota > Renville County > The history of Renville County, Minnesota, Volume I > Part 12
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Navigation was opened on the Minnesota in 1853 by the new boat, the Greek Slave; the Clarion, also new, entered the trade this year.
Two events of 1853, of much importance in the development of the Minnesota river trade, were the establishing upon its head waters of the Sioux Agencies and the ercetion in their vicinity of Fort Ridgely. The necessity thus created, of transporting to such a distance up the river the large quantity of supplies re- quired annually by both soldier and Indian, gave an impetus for years to the steamboat traffic of the Minnesota.
The West Newton, Captain D. S. Harris, secured the con- traet to convey the troops with their baggage from Fort Snelling to the new post. She was a small packet. 150 feet long and of 300 tons burden, and had been bought the summer before by the Harris brothers to compete with the Nominee in the Mississippi river trade. She left Fort Snelling on Wednesday, the twenty- seventh of April. 1853, having on board two companies of the Sixth U. S. Regiment, in command of Captains Dana and Mon- roe. To help carry baggage, she had two barges in tow. The
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Tiger had also departed from St. Paul on the twenty-fifth, and the Clarion on the twenty-sixth, each with a couple of barges in tow, heavily loaded with supplies for the new fort and the agen- cies. The West Newton, being the swiftest boat. passed the Clarion at Henderson, and the Tiger near the Big Cottonwood. and thence to the site of the new fort (Fort Ridgely, at the month of Little Rock creek, was the first steamer to disturb the waters of our sky-tinted river.
The Minnesota this year remained navigable all summer, and a number of boats ascended it to Fort Ridgely and the Lower Sioux Agency. while others went to Mankato and other points. The passenger travel, as well as the freight trade, was excellent.
The winter of 1853-1854 was mild and open : the river broke up early without the usual freshet. Owing to the success of the prior season, the boatmen had great expectations. They were, however, doomed to disappointment. Captain Sammel Ilumbert- son, who owned the stern wheel steamboat Clarion, had sold it and purchased a fine new boat. 170 feet long with thirty-eight staterooms, which he called the Minnesota Belle. May 3. with a large load of immigrants and freight. he started up the Minne- sota. Ilis new boat failed to climb the Little Rapids, near Carver, and he had to abandon the trip. A rainfall a few days later swelled the river, and enabled the Black Hawk to reach Traverse des Sioux. The lola and Montello, during the summer, ran fairly regular trips between Little Rapids and Traverse des Sioux supplementing the Black Hawk, Humbolt and other boats plying below the rapids.
Large keel boats, denominated barges, propelled after the ancient method by a crew of men with poles, became common on the river this year. Andrew G. Myrick placed two of these barges on the river in charge of the Russell boys. These vessels were from 50 to 60 feet long, 10 to 12 feet wide, and with sides four to five feet high. along the top of which was fastened a plank walk. for the use of the pole men. A small low cabin for the cook was built in the stern, and during foul weather a big tarpaulin was spread over the goods. A full erew consisted of a captain, who also acted as steersman, ten to a dozen pole men, and a cook. With a fair stage of water the usual speed up stream was twelve to fourteen miles a day, but if sandbars or rapids interfered a mile or two would be a hard day's journey. Down stream, however, they would travel much faster. Most of the supplies for Fort Ridgely and the Sioux Agencies, as well as for all up river towns. had to be transported this year in such barges.
The snowfall in the winter of 1854-1855 was again light conse- quently the Minnesota continued low during the following spring. Louis Robert, having the contract this year to deliver the Sioux
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annuities, took them up to the Agency late in October in the Globe, of which Edwin Bell was then captain. Within two miles of the landing the boat struck on a rock, and the goods had to be unloaded on the river bank. While Captains Roberts and Bell were gone to carry the Indian money, amounting to $90,000 in gold, to Fort Ridgely, the Indians, who were gathered in force to divide the provisions, carelessly set fire to the dry grass, which was quickly communicated to the pile of goods, and most of them, including fifty kegs of powder, were destroyed.
Of his experiences, Captain Edwin Bell had said: "In 1855 I had command of the steamer Globe, making trips on the Minne- sota river, and in the early fall of that year we carried supplies to the Sioux at Redwood Ageney. The Indians would come down the river several miles to meet the boat. They were like a lot of children, and when the steamboat approached they would shout. Nitonka Pata-wata washta,' meaning 'Your big fire-canoe is good.' They would then eut across the bend, yelling until we reached the landing.
"In the fall of that year. 1855, their supplies were late, when I received orders from Agent Murphy to turn over to the Indians twelve barrels of pork, and twelve barrels of Hour. As soon as we landed, we rolled the supplies on shore. I was in- formed that the Indians were in a starving condition. It was amusing to see five or six of them rolling a barrel of pork up the bank, when two of our deck hands would do the work in half the time.
"A young Indian girl stood at the end of the gang plank, wringing her hands and looking toward the boat, exclaiming 'Sunka sanicha,' meaning . They have my dog.' The cabin boy told me the cook had coaxed the dog on board and hid it. I could speak the language so as to be understood, and 1 mo- tioned to the girl and said, 'Niye kuwa.' meaning 'Come here.' She came on board, and I told the cook to bring the dog to me. When the dog came, she caught it in her arms, exclaiming. 'Sunka washta,' meaning 'Good dog.' She then ran on shore and np the hill. It seemed to me that white people took advan- tage of the Indian when they could, even steamboat eooks.
"When the flour and pork were on level ground, the barrel heads were knocked in, and the pork was eut in small strips and thrown in a pile. Two hundred squaws then formed a cirele. and several Indians handed the pieces of pork to the squaws until the pile was disposed of. The four was placed in tin pans, each squaw receiving a panful.
"Later, in the same season, we had an unfortunate trip. The boat was loaded deep. Luckily Agent Murphy and Capt. Louis Robert were on board. We had in the cabin of the boat ninety thousand dollars in gold. About three miles below the Ageney.
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we ran on a large boulder. After much effort. we got the boat afloat. Major Murphy gave orders to land the goods, so that they might be hanled to the Agency. We landed and unloaded, covering the goods with tarpaulins. There were about fifty kegs of powder with the goods. While we were unloading, the agent sent for a team to. take Captain Robert and himself. with the gold, to the Agency. Then we started down the river. We had gone only a few miles, when we discovered a dense smoke. caused by a prairie fire. The smoke was rolling toward the pile of goods, which we had left in charge of two men. When we reached the ferry at Red Bank, a man on horseback motioned us to land, and told us that the goods we left were all burned up and the powder exploded. This was a sad blow to the Indians.
"The following is a list of the steamboats rimming on the Minnesota river, during high water, in the year 1855 and later: Clarion, Captain HIumberson ; Globe, Captain Edwin Bell: Time and Tide, Captain Nelson Robert; Jeannette Roberts, Captain Charles Timmens; Mollie Moler, Captain Houghton; Minnesota, Captain Hays: and the Frank Steele and Favorite, both side- wheel steamers. These boats were drawn off when the water got low ; and when the railroad paralleled the river, all boats quit running.
"On the sixteenth day of December, 1895, I called on Gov- ernor Ramsey again. to talk over okl times, forty-five years after my first call. What changes have taken place since then! When I started to leave, I thought I would see how much the governor remembered of the Sioux language. I said, Governor, nitonka tepee, washta.' 'What did you say, captain?' asked the gov- ernor. I replied, 'Nitonka tepee, washta,' 'Why, captain,' said he, 'that means, my house is large and good :' and, with a wink, "Captain, let's have a nip.' Of course we nipped, and said 'Ilo!' All old settlers will know the meaning of the Sioux exclamation, 'Ho!' "
A good fall of snow during the winter of 1855-56 eansed an abundant supply of water in the river next spring. The navi- gation of the Minnesota for the season of 1856 was opened on April 10 by the Reveille, a stern-wheel packet, in command of Captain R. M. Spencer. Four days later, the Globe, with Nelson Robert as captain, departed from St. Paul for the same river, and she was followed the next day by the HI. S. Allen.
The Reveille was considered a fast traveler, and as an in- stance of her speed it is recorded that on her second trip of this year she left St. Paul at 2 p. m. on Thursday, April 17, with 132 passengers and a full load of freight, and arrived at Mankato by Saturday: and that leaving the latter place at 5 a. m. the next day, she reached St. Paul by 8 p. m. that evening, after having made twenty-four landings on the way.
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On May 5, the Reveille landed at Mankato a company of set- tlers numbering two or three hundred, known as the Mapleton Colony; and the following Saturday (May 10) the H. T. Yeatman landed at South Bend a company of Welsh settlers from Ohio, numbering 121 souls. The Yeatman was a large stern-wheel boat, about the largest that ascended the Minnesota, and this was her first trip. She continued in the trade only a few weeks, while the water was high. Her captain was Samuel G. Cabbell. Regular trips were made this year by several boats to Fort Ridgely and the Lower Sioux Ageney, and some ascended to the Upper Ageney, at the mouth of the Yellow Medicine river.
The time table of Louis Robert's fine packet, the Time and Tide, issued for this season, shows the distance from St. Paul to Yellow Medicine to be 446 miles. To an old settler who actually traveled on a Minnesota river steamboat in those early days, the idea of a time table may seem rather amusing; for if there was anything more nneertain as to its coming and going, or more void of any idea of regularity, than a steamboat the old time traveler never heard of it. Now stopping in some forest glen for wood, now tangled in the overhanging boughs of a tree with one or both smoke-stacks demolished, now fast for hours on some sand- bar, and now tied up to a tree to repair the damage done by some snag, while the passengers sat on the bank telling stories, or went hunting, or feasted on the luscious wild strawberries or jniey plums which grew abundantly in the valley, were com- mon oceurrenees in steamboat travel. Many a pioneer remembers the Time and Tide, and how its jolly captain, Louis Robert, would sing out with sonorous voice, when the boat was about to start, "All aboard ! Time and Tide waits for no man," and then add, with a sly twinkle in his eye, "and only a few minutes for a woman." Though we of today may think such method of travel tedious. yet it had many pleasant features, and to the people of that time, unaccustomed to the "flyers" and "fast mails" of today, it seemed quite satisfactory.
The Minnesota river trade was unusually brisk in 1857 owing to a good stage of water. Two new boats outered this year, the Frank Steele, a side wheel packet, owned by Captain W. F. Davidson, and the Jeannette Robert, a large stern wheel packet, owned by Captain Louis Robert. The total trips made during the season was 292, of which the Antelope made 105.
The winter of 1857-1858 proved very mild, and the Minnesota river broke np unusually early and was kept in good navigable condition during the season. The Freighter was the only new boat to engage in the trade this year. There were 179 arrivals at Mankato from points above as well as below the former, though did not exeeed twenty-five or thirty. The total number of trips
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was 394. the Antelope again heading the list with 201 to her credit.
In 1859, the river broke up early after a mild winter, and the Freighter arrived at Mankato, the first boat, on March 27, having left St. Paul two days before. An abundant rainfall kept the river in good navigable condition its entire length through most of the season. The Favorite, an excellent sidewheel packet of good size. built expressly for the Minnesota trade by Commo- dore Davidson. entered as a new boat this spring.
As the water was quite high in the upper Minnesota, Captain John B. Davis of the Freighter, conceived the idea of crossing his boat over from the Minnesota to Big Stone lake and thence to the Red river, and accordingly about the last of June he at- tempted the feat. Whether the crew found too nmch whiskey at New Ulm or the boat found too little water on the divide, authori- ties differ, but all agree that the captain and his erew came home in a canoe about the last of July, passing Mankato on the twenty- fifth of the month, having left his steamboat in dry dock near the Dakota line. The Freighter was a small. flat-bottomed. square- bowed boat. The Indians pillaged her of everything but the hull, and that, hall buried in the sand about ten miles below Big Stone Jake, remained visible for twenty or thirty years. The captain always claimed that if he had started a month earlier his attempt would have been successful.
The navigation on the Minnesota in 1860, owing to the low water. was mostly confined to the little Antelope, in her trips to Shakopee and Chaska. Of 250 arrivals at St. Paul she had to her credit 198. The new boat Albany, of very light draught, also the Eolian, which had been raised from the bottom of Lake Pepin. where she had lain since the spring of 1858, and the Little Dorrit were put into the trade instead of the Frank Steele, the Time and Tide and the Favorite, which came up as far as St. Peter for a trip or two. The Jeannette Robert managed to get up as far as Mankato a few times, and during a small freshet in July, made one trip to the Sioux Ageney.
The spring of 1861 opened with a big flood in the Mimesota. The first boat. the Albany, left St. Paul on March 30, and arrived at Mankato April 1. She was officered by J. V. Webber, captain (who was now the owner, having purchased her from the David- son company in March ), Warren Goulden, first clerk, and Moses Gates, engineer. It was claimed by the older Indians and traders that the upper Minnesota was higher this spring than it had been since 1821. In April the Jeannette Robert ascended farther up the river by two miles than any steamboat had ever done before. and might easily have accomplished what the Freighter attempted and failed to do in 1859, to wit, pass over into the Red river, if
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she had tried ; for the two rivers were united by their high flood between lakes Big Stone and Traverse.
This season the Minnesota Packet Company, of which Captain Orrin Smith was president, put two first class boats, the City Belle and Fanny Harris, into the river to compete with the Davidson and Robert .lines. The Fanny Harris, on her first trip, which occurred during the second week of April, went to Fort Ridgely. and brought down Major (afterwards General) Thomas W. Sherman and his battery to quell the southern rebel- lion, which had just started. With her also went the Favorite, and brought down Major (afterward General) John C. Pember- ton, with his command of eighty soldiers, the most of whom being southern men, were much in sympathy with their speeding brethren.
The barges of Captain Cleveland were kept busy in the traffic between Mankato and points below. The first shipment of wheat in bulk from the Minnesota was made in June of this year, 1861, on one of these barges. It comprised 4,000 bushels, and was taken direct to La Crosse. Ileretofore it had been shipped in saeks. Wheat had now become the principal export of the val- ley. During the earlier years all the freight traffic on the river had been imported, but by this time the export of trains had grown to be an important item. With so many Indians in the valley the shipment of furs, which at first had been about the only export of the country, still continued valuable: but furs, because of their small bulk, eut but little figure in the boating business. This year the value of the furs from the Sioux Agen- cies was $48,416; and from the Winnebago country, $11,600.
From this time there was a gradual rednetion in river traffic. In 1866 the St. Paul and Sioux City railroad reached Belle Plaine, and connections were there made with boats For points higher up the river. In October, 1868, Mankato was reached, and in 1871 the Northwestern railway reached New Ulm, which practically ended the navigation of the Minnesota river.
The Osceola, a small boat, owned by Mark D. Flowers and Captain Hawkins, aseended the Minnesota as far as Redwood once in 1872. twice in 1873 and once in 1874, the water having been low and navigation diffieult. In 1876, owing to high water in the spring, the Ida Fulton, and Wyman X came up the river : and ten years later one trip was made by the Alvira. For an- other ten years no steamboat was seen on the Minnesota until. taking advantage of a Treshet in April, 1897, Captain E. W. Durant of Stillwater, ran his boat, the Henrietta, a stern-wheel vessel 170 feet long with forty staterooms, on an exeursion to Henderson, St. Peter and Mankato.
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CHAPTER VIIL.
LAND OFFICE RECORDS.
Original Claimants to Renville County Land-Roll of Honor of Those Pioneers Who First Cleared the Land and Erected Cabins-Old Settlers Who Braved the Rigors of Pioneer En- deavor.
The original patents to land in Renville county, upon which all subsequent deeds and transfers are based. were obtained chiefly under the pre-emption act, under the homestead law. and from the railroads. The first settlers obtained their homes under the pre-emption act, by the provisions of which they were re- quired to make certain improvements, to live upon their land a certain length of time, and to pay $1.25 an acre. There were cer- tain restrictions as to the size of the claim and as to the eligi- bility of those who filed. Instead of paying money the settlers often paid soldiers' script which they had purchased at a dis- count. This script had been issued to soldiers, entitling each veteran to a certain number of acres free. Few of the soldiers ever used this script to obtain land, and thousands of these papers fell into the hands of speculators, by whom they were sold to settlers. Under the homestead act. which replaced the pre-emption act, the government issued a patent after a person had lived on an eighth or quarter section taccording to location : for a certain period. and made certain improvements. Many of the people obtained their land from the railroads: many different railroads having land in Renville county.
The following transcriptions from the land office records gives the original owners of all the land pre-empted and homesteaded in Renville county. This is the roll of honor of those who dared the rigors of a pioneer country and started the first development>. The list is in the main arcurate, though, through carelessness of the land offire registers and their clerks, the original entries are often misspelled, and transcriptions of more or less illegible hand- writing since that date have distorted some of the names in vari- ous ways. But especial efforts have been made to insure accuracy in this printed list, and the names of thousands of old pioneers will be recognized. A few of the original claimants are still living, and many families are still residing on the original claim of their father or grandfather.
In the following list, where a person's farm lay in several see- tions, or where a second claim was later taken in another section. only the first section of the first filing is given, except in special cases, for a constant repetition of names would needlessly cumber the rolls.
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Township 113, range 33 (Bandon). The first claim in this township was filed by John Ragain on October 5, 1867, section 20. 1876-Iver Jeremiason, 22; lver Iverson, 22; Tollef Pederson, 22: Mary Hansen, 26; Lars Olson, 26: Peter Olson, 26; JJohn P. Nestande, 26; Iver Brandjord, 32; Gabriel A. Nelson 34. 1877- John Kelly 12; Heirs of Michael Kelly, 12; Anthony Kelly, 12; Paul II. Kundson. 14: Andrew Dahlquist, 14. 1878-Gunerus Peterson, 2; Peter Pederson, 2; Ole Knudsen, 4; Patrick Cronin, 4: Jeremiah Desmond. 6: John Desmond, 6; Ilans Carlson, 10; Karl Oleson, 10; Hans Gumpolen, 34: Ole Erickson, 34. 1879- Thomas Brick, 6: John Igo, 24. 1880-Daniel Hanlon, 6; Mar- garet Desmond. 6: Jeremiah O'Shea, 30; Joseph Thomas, 24. 1881-Thomas Brick, 6: James Hurley, 18; Marthinus Johanson, 28. 1882-Patrick Cronin. 1883-Hans Carlson, 10: John Mc- C'abe, 20. 1885-Peder Nestande, 2; Eriek Elleword, 10; Arthur Gribben, 20.
Township 113, range 34 (Birch Cooley). The first claims were filed in 1861. Francis LaBathe filed in section 29 and Lonis La- Croix, Jr., in section 32. No other claim was filed until after the Massacre. The first claim filed after the Massacre was in 1864. 1864-Heirs of John Zimmerman, 31, 32. 1865-Peter Weindger, 20; Martha Clausen, 28. 1866-Joseph Reno, 29. 1867 -Robert W. Davis, 15; Darwin S. Hall, 27; Philip Vogtman, 30; Benjamin R. Damsen. 31; Joseph MeConnell, 33: William Tracy. 34. 1868-Frederick Blume, 18; John Conlon, 20; Henry J. Whiteher, 22; Sammel J. Bacon, 30. 1869-Dennis Larry, 26; Thomas O. Connor. 26; John Delaney, 28; Joseph G. Dean, 29; John Kumro, 32. 1870 Perry Burch 6; John R. Weimer, 15: George Buery, 30. 31 : Fred Blume, 30. 1871-William Killmer, 14; Wolfgang Weis, 19, 20; Joseph L. Preston, 21; Samuel H. Sands, 22; Patrick Ryan, 28; John Traey, 28; Phineas Reynolds, 29: Thomas Miller, 32; John Edget, 32; Randall M. Simmons. 32. 1872-David R. Culver, 2; Arnold Jackson, 8; Willard Drury. 11 ; Michael Kiefer, 18; Adehner Price, 18; Christian Blume, 18; George MeCullock, 20: John Vogtman. 30. 1873-Andrew J. Sherwood, 2; Thomas Gilroy, 10; Patrick Quirk, 10; Rufus II. Baker, 14: John Foley, 14, 24; Henry Sheer, 18; Terance Brazil, Jr., 21 ; Alexander MeConnell. 33; Christian C. Roe, 34. 1874- Marens Martin, 4; Heir of John Manley, 4; Peter Henry, 8; Owen T. Tubbs, 11: Michael Brick, 22; James Leary, 24; Jeremiah O. Keefe. 24; William Fox, 26; Daniel Tracy, 34. 1875 James M. Eaton, 4; John Strawsell, 18; Rufus F. Richardson, 22: Patrick Delaney, 22; Michael Brazil. 29; Samnel J. Comstock, 30; Wil- liam Tracy, 34. 1876-Robert Jones, 20; Michael Ragen, 24; David Shore, 24. 1877-Michael Toole, 34. 1878-John Carr, S; James Carr, S; John Drury, 14; Wesley Drury, 14. 1879-John Landy, 24. 1880-John Jones, S; James Head, 14; John
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Desmond, 24. 1882-William H. Jewell, 22. 1883-Michael Ryan. 6.
Township 112, range 34 (Birch Cooley). The first claims in this township filed before the Massacre were as follows: 1860- Joseph Conrsoll, Jr., 2, 11; Louisa Roi, 3, 10; Lillia La Croix, 4; Frederick La Croix, 4; Speneer La Croix, 4; John Magner, 11. 1861-Louis La Croix, Jr., 5: Antoine Young, 5. 1862-June 2, Luey Weeman Kawertewin, 6. The first claim after the Massa- cre was filed on November 10, 1862, by Mary S. Robertson, in seetion 6. 1865-John Anderson, 13. 1868-Nelson C. Frazier. 3. 1869-JJolm Klensler, 12, 1. 1870-Truman II. Sherwin, 4: Edward Kleinselinidt, 11, 12, 14: Holder Jacobus, 12. 1871- Maltris Persen, 1; David D. Frazier, 4; Hobart B. Jackson, 10: Peter Lahlte, 12: Clemens Tredbar, 12. 1873-Even J. Trana, 2: Ole Johnson, 2; Sevald Iversen, 2; Iver Iverson, 2; William H. Post. 10. 1875-Engebret Olson, 10: Helliek Anderson, 12. 1876 -Johan Raisanan, 6. 1877-Moses J. Griffin, 5.
Township 116, range 32 (Brookfield). The first claims in this township were filed by Edward K. Hitchcock, September 1, 1865. section 2: E. J. Tremper, August 7, 1865, section 12; David Har- rington. August 7. 1865, section 13: Walter G. Horton, August 7, 1865, section 14: James Moore, October 7, 1865, section 15; Ed- ward Hitchcock, September 1, 1865, section 22. 1866-Henry Jarret. 4: James A. Beaver, 6; C. H. Pettit, 8; Ezra Cornell, 10: Seth O. Adams, 10: R. J. Mendenhall, 14; Eben S. Fisher, 15; George N. Fisher, 15: Adam Sehreiver, 21; Henry Ritz, Jr., 21; James Edwards, 29: James A. Beaver, 29. 1867-Chas. T. Bar- kuloo. 6, 8. 1868-Jerome G. Todd, 2; Daniel G. Martin, 12. 1871-Joseph Catterlin, 12; Hattie A. Waldron, 18. 1872-Alex- ander Camp, 26: Chas. E. Porter. 26; John Wilt, 26; Margaret Baker, 28: Edward K. Pellet, 34. 1873-John Booth, 24; Henry Gerrand, 26; Thomas F. Deming, 28: Dighton Grinde, 28; William Fleet. 28 : George D. Stoddard, 28; George Taylor, 30; Edgar M. Ridont, 34. 1874-John Gerrard, 22; George L. Wilson, 34; Bartinus Case. 34. 1875-Chas E. Porter, 22; William A. Cald- well, 34. 1877-Aubrey M. Knight, 18: Thomas Simmons, 25; Benjamin J. Butler, 27; Abraham Slingerland, 27; Dugal N. Me- Call, 33: Neil J. MeCall, 33; Edwin A. Kniskern, 33; Preston Sonther. 33; Julia D. Graham, 35. 1878-William A. Butler, 27; Thomas F. Deming, 28; John Hendrick, 31; Sonthard E. Cool- idge, 31: Joseph Ashbaugh, 34. 1879-Nelson N. Shafer, 24: Dugal M1. MeCall, 33; Walter B. Graham, 34. 1880-Abner Daily, 18: John Doyle, 30. 1883-George R. Peacock, 25; Thomas Sim- mons. 25; William B. Chandler, 25; Nathan C. Potter, 27; Hugh B. Cannon, 31; Arnold Cates, 31 ; Preston Souther, 33: Clark Me- Ewen, 35; Robert T. Whitnall, 35. 1884-John L. Farber, S. 1885-Thomas M. Paine. 15: Charles H. Davis, 17.
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