USA > Wisconsin > An illustrated history of Wisconsin from prehistoric to present periods : the story of the state interspersed with realistic and romantic events > Part 58
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Previous to the consolidation, the Rock River Valley Union Railroad Company had failed and passed into the hands of its bondholders, who fore- closed and took consolidated stock for their bonds. The only one seriously af- fected by this failure was T. F. Strong, Sr., of Fond du Lac. The old management, under A. Hyatt Smith and John B. Macy, was superseded, and William B. Ogden made president. Enterprising railroad magnates, interested in reaching the fertile fields of the Rock river valley, and the inexhaustible timber of northern Wisconsin and Michigan, had constructed from Chicago on the wide (six feet) gauge, a road seventy miles northward to Sharon on the Wisconsin state line. The gauge of the road was changed to the standard four feet eight and one-half inches in width, and the work upon the line pushed northward, reaching Janesville, in 1855, and Fond du Lac, in 1859. The Rock River Valley Union Railroad Company had built about thirty miles of road from Fond du Lac southward towards La Crosse Junction. This was before the consolidation took place. The old, partially graded line on a direct route between Janesville and Madison was abandoned.
In 1852, a new charter was granted to the Beloit and Madison Railway Company, for the purpose of building a road from Beloit via Janesville to Madison. It appears that when its charter was subsequently amended, Janes- ville as an intermediate point was left out. This branch was pushed through from Beloit, reaching the city of Madison, in 1864. Kenosha and its princi- pal citizens were the main subscribers to its capital stock. The company hav- ing failed to pay interest upon the bonds which were secured by mortgage, the road was sold upon foreclosure to the Chicago and North-Western Railway Company, in 1863, and is now operated as the Kenosha division.
The Galena and Chicago Union Railway Company built a branch of the Galena line from Belvidere to Beloit, previous to 1854. During that year it leased the Beloit and Madison road and operated it from 1856 in connection with the Milwaukee and Mississippi Railroad Company, reaching the city of Janesville, by way of Hanover Junction, eight miles west of Janesville.
In 1855, the Galena and Chicago Union, and the Chicago and St. Paul Companies, were, by legislative enactments, consolidated under the name of the Chicago and North-Western Railway Company.
573
WISCONSIN'S RAILROADS.
The Green Bay, Milwaukee and Chicago Railroad Company was char- tered in 1851, for the purpose of constructing a road from Milwaukee to the Illinois state line, there to connect with the road from Chicago, called the Chi- cago and Milwaukee Railroad Company. Both of these roads were completed in 1855, and were operated in connection until 1853, at which time they were consolidated as the Chicago and Milwaukee Railroad Company. This road became the property of the Chicago and North-Western Railway Company, on May 2, 1866, by perpetual lease, and is now operated as one of its Chicago divisions.
The North-Western Union Railway Company was organized under the general railroad law of the state, in 1872, with C. J. L. Meyer, of Fond du Lac, as its president, and James Coleman as secretary. The company was or- ganized for the purpose of constructing a direct line from Milwaukee to Fond du Lac, which was completed during the years 1872-1873. The Chicago and North-Western Railway Company was principally interested in its construction, in order to shorten its line from Chicago to Green Bay. This line was also partially constructed by aid from the various towns and cities along the line from Fond du Lac to Milwaukee.
In 1852, the Sheboygan and Mississippi Railroad Company was incorpo- rated for the purpose of building a road from Sheboygan to the Mississippi river. It was completed from Sheboygan to Plymouth in 1858, reaching Glen- beulah in 1860, Fond du Lac in 1868, and Princeton in 1872. The extension from Fond du Lac to Princeton was sold by virtue of a decree of foreclosure, and the corporate name changed to Sheboygan and Fond du Lac Railroad Company. This line is seventy-eight miles in length, and passes through a fertile agricultural country. The cities of Sheboygan, Fond du Lac, Ripon, Princeton, and the counties and towns along the route, aided in its construc- tion to the extent of $250,000. This line has been owned and operated by the Chicago and North-Western Railway Company for many years, and is now known as the Sheboygan and Western division.
The Milwaukee, Manitowoc and Green Bay Railroad Company was char- tered in 1870, to build a road from Milwaukee to Green Bay, via Manitowoc. Its line from Milwaukee to Manitowoc was completed in 1873, at which time the corporate name was changed to Milwaukee, Lake Shore and Western Rail- road Company. In December, 1875, the road was sold under a decree of fore- slosure, and its name changed to Milwaukee, Lake Shore and Western Railway Company. This line has always been owned by the Chicago and North-West- ern Railway Company, although operated by separate management, until Sep- tember 1, 1893, at which time its management was placed directly under the control of the Chicago and North-Western Railway Company.
574
HISTORY OF WISCONSIN.
In 1866, the Appleton and New London Railroad Company was incor- porated to build a road from Appleton to New London, and from thence to Lake Superior. Its charter was afterwards amended, authorizing it to extend its road to Manitowoc. This line was sold to the Lake Shore and Western Railroad Company, which company extended it to New London, on the Wolf river, where it connects with the Green Bay and Minnesota road. This was also a branch of the Milwaukee, Lake Shore and Western, which is now one of the arteries of the great Chicago and North-Western Railway system.
The Baraboo Air Line Railroad Company was incorporated in 1870, for the purpose of constructing a road from Madison, Columbus or Waterloo, via Baraboo, to La Crosse, or any point on the Mississippi. This line was organ- ized in the interest of the Chicago and North-Western Railway Company, with which it consolidated, and the work of building a connecting line between Madison and Winona Junction was vigorously pushed forward. Lodi was reached in 1870, Baraboo in 1871, and Winona Junction in 1874. Some por- tions of this road were very expensive in construction. The ridges between Elroy and Sparta were tunneled with much difficulty and at great cost. The company in 1874 reported an expenditure for its three tunnels of $476,743.32, while the one hundred and twenty-nine and one-tenth miles between Madison and Winona Junction necessitated the expenditure of $5,342, 169.96.
In 1867, the Chicago and North-Western Railway Company bought the principal interest in the Winona and St. Peter Railway, from D. N. Barney & Co., a line being built westerly from Winona, in Minnesota, and of which one hundred and five miles had been constructed. It also bought of the same parties their interest in the La Crosse, Trempealeau and Prescott Railway, a. line being built from Winona Junction, three miles east of La Crosse, to Winona, Minnesota. This last line was put in operation in 1870, and is twenty-nine miles long. With the completion of its Madison branch to Winona Junction, in 1873, it had in operation from Chicago, via Madison and Winona, to Lake. Kampesha, Minnesota, a distance of six hundred and twenty-three miles.
In the year of 1856 congress granted to the state of Wisconsin a large and valuable tract of land, to aid in the construction of railroads. The Chi- cago, St. Paul and Fond du Lac Railroad Company claimed that the grant was obtained through its efforts, and that therefore it should have the so-called northwestern grant. The contest made at the adjourned session of the legis- lature of 1856 resulted in the grant being conferred upon the Wisconsin and Superior Railroad Company, a corporation chartered for the express purpose. The general impression was, at this time, that the new company was organized in the interest of the Chicago, St. Paul and Fond du Lac Company, as it con- solidated with that company in the spring of the same year, and thus obtained, or shared in, the grant of 3,840 acres per mile along its entire line, from Fond.
575
WISCONSIN'S RAILROADS.
du Lac, northerly, to the Michigan line. The consolidation extended its road to Oshkosh in 1859, to Appleton in 1861, and, in 1862, to Fort Howard, thus forming a line two hundred and forty-two miles long. The line from Fort Howard to Escanaba, Michigan, one hundred and fourteen miles long, was opened in December, 1872, and made a connection with the Peninsula Railroad of Michigan. The consolidation now became a part of the Chicago and North-Western Railway Company, extending from Escanaba to the iron mines, and thence to Lake Superior at Negaunee.
EARLY ENGINES AND ENGINEERS.
Benjamin Garvin*, the veteran engineer, who ran the first locomotive over the Green Mountains in Vermont, from Windsor to Northfield, in 1848, to Montpelier, in 1849, and to Burlington and Rouse's Point, in 1850, and who is now one of Fond du Lac's good citizens, was twice sent to Erie, Pennsylva- nia, early in 1854, and once to Dunkirk, New York, by the Illinois and Wis- consin Railroad Company, returning in the spring of the same year, with three six-foot gauge engines. The Erie engines were loaded on flat cars at Erie, Pennsylvania, run to Toledo, there unloaded and sent across the river on a scow, reloaded on cars and sent to Chicago, where they were again unloaded, near the Michigan Southern depot, loaded on a scow and run up the river to where the old North-Western depot and shops were located, on Kinzie street. The first engine brought to Chicago by Ben Garvin was called the " Chicago." This was unloaded at Chicago, May 5, 1854. On May 25th, he unloaded a locomotive, called the " Keystone," and on June 6th, the one called the " Erie."
That part of the Chicago and North-Western Railway Company's road now known as the Wisconsin division, was commenced at Fond du Lac on July 10, 1851, and at Chicago somewhat later. The road was built on the six-foot gauge, and completed from Fond du Lac to Chester, in October, 1852, and from Chester to La Crosse Junction, during the winter of 1855-56, reach- ing the latter place on March 6, 1856. The La Crosse road had already passed that point several days previous. The southern terminus of the road was built from Chicago to Woodstock, on the six-foot gauge plan, and from thence to Elk Grove, which was completed in 1853, and to Woodstock in the fall of 1854 and spring of 1855.
The gauge of the road was changed from the six-foot to standard from Chicago to Woodstock in 1855; from Woodstock to Janesville the road had been built on the standard gauge plan ; from La Crosse Junction to Fond du Lac
*Ben Garvin, was born at Chichester, New Hampshire, October 2, 1823, and was considered one of the best engineers and mechanics in the United States. Mr. Garvin was in the employ of the Chicago and North-Western Railway Company, and its various prede- cessors, from 1854 up to 1872.
576
HISTORY OF WISCONSIN.
the gauge was changed May 19, 1856, to the standard gauge. The first engine on the standard gauge at the southern terminus was the "Woodstock ," a Hinckley engine.
The first locomotive placed on the northern terminus of the road, at Fond du Lac, was the " Winnebago," a fourteen-ton Hinckley engine, which was hauled over from Sheboygan, via the old plank road, arriving at Fond du Lac on Sunday afternoon, September 12, 1852, where she was viewed by thou- sands of curious people. This little engine met with some adversities while being toted over from Sheboygan, besides causing considerable damage to the road and bridges en route. At one point on the road she was stuck in the mud for several days, but was gotten out after much hard work and con- siderable profanity. The toll adjusted and paid to the plank road company was $1,200. It must have been an unique sight to have seen this little iron giant hauled through a comparative wilderness, by more than twenty yoke of oxen, accompanied by numerous teamsters, and several overseers, and viewed by many spectators, consisting of early settlers and awe-struck Indians.
The first engineer of the " Winnebago " was one Wood, who arrived with it at Fond du Lac. Its next engineer was Philander Steenberg, who now re- sides at Fond du Lac, and is as hale and hearty as in those pioneer days. The " Winnebago" was rebuilt standard guage in 1856, under the supervision of Mr. Garvin, at the Fond du Lac shops.
The second engine to arrive at Fond du Lac from Sheboygan, over this same route, was the " Fountain City," a twenty-seven-ton engine, which ar- rived in the fall of 1854. The first engineer of the " Fountain City " was Dan Richardson, who is known as " Happy Dan," and who, for many years, re- sided on his farm in the town of Fond du Lac, but recently removed to Louisiana.
The third engine, which was operated for a short time on the northern end of the road, was the " Rock River," which was brought from Chicago in the spring of 1856, by way of La Crosse Junction. This celebrated engine was placed on the road at Minnesota Junction by Engineer Ben Garvin, on May 5, 1856, and run to Fond du Lac on May 19th. This was the same engine run by Philander Steenberg between Chicago and Woodstock in the early days.
The " Winnebago," after many years of usefulness, was relegated to the scrap pile about 1869, while the " Fountain City " and " Rock River" were sold to the New York and Erie Railway in 1856.
The first passenger train from Fond du Lac to La Crosse Junction, mak- ing a through line from Milwaukee, was run on March 6, 1856. The first through train from Chicago to Fond du Lac was in the fall of 1859, and the first
577
WISCONSIN'S RAILROADS.
train from Fond du Lac to Chicago was run about the same time. The first train from Oshkosh to Chicago was on October 17, 1859. The first train which run into the city of Oshkosh was on the 31st day of July, 1858, with Ben Garvin at the throttle.
THE FIRST GREAT DISASTER.
On November 1, 1859, an excursion train started from Oshkosh, and at Fond du Lac was made up with the regular passenger train for Chicago. This was a free excursion, celebrating the completion of the road through to Oshkosh. The engine "Perry H. Smith," was run by one George McNamara. The train was made up of eleven coaches, with Arthur A. Hobart, conductor, and contained about sixteen hundred people. At Watertown additional excursionists were taken aboard. When the train, which was running at about twelve miles per hour, reached Belleville, now called Johnson's Creek, the engine struck an ox, which at the crossing had become frightened, ran along the track, and became entangled in the cattle- guards of a culvert, and the engine was thrown from the track, and several passenger coaches telescoped. The scene was one of indescribable confusion and excitement. There were at least two hundred persons in the four demol- ished cars. Fourteen persons were killed, or died soon after from injuries, while many were seriously injured.
T. F. Strong, Jr., who was on the train, was at once sent by his father, the assistant superintendent of the railroad company, to Watertown for assist- ance. The young man, without permission, appropriated a horse and buggy that he found tied near a farm house, and hastened with it to Watertown, which was about eight miles from the wreck. Fortunately upon his arrival he found a gravel-train nearly unloaded. Making his errand known, the flat-cars were soon laden with beds, liquors, bandages, physicians and everything that could be of service on such an occasion. Within a short time the relief train was at the wreck, and conveyed the dead and dying to Watertown.
Among those killed were Major J. Thomas, United States marshal, who was thrown into a mudhole head foremost and drowned. T. L. Gillet, one of the promoters of the road, was crushed, torn and disemboweled ; Jerome Mason, the express agent and telegraph operator, was thrown across the stove and so shockingly burned that he was only recognized by his boots ; John Boardman and Isadore Snow, two carpenters, were instantly killed ; Edward H. Sickles, a bookbinder, was badly crushed, and died shortly afterwards ; Van Buren Smead, of the Democratic Press, had his skull fractured and died November 29th. All of these were Fond du Lac people. The balance of the killed were four from Oshkosh and three from Watertown and other places.
578
HISTORY OF WISCONSIN.
Among those seriously injured were Judge Robert Flint, Mrs. R. M. Lewis, Mrs. James Kinney, Mrs. John Radford, Edward Beeson, J. Q. Grif- fith, James W. Partridge, and A. D. Bonesteel, all of Fond du Lac. Many others were cut and bruised.
The able but eccentric Dr. D. A. Raymond, of Fond du Lac, and one of the passengers, had a presentiment that an accident would happen, and in consequence took with him a case of surgical instruments and lint. Dr. T. S. Wright did the same.
Among the prominent passengers aboard the unfortunate train, were Perry H. Smith, the vice-president of the road, T. F. Strong, Sr., the assistant superintendent, Robert Drummond and Edward S. Bragg.
It is a strange incident, but nevertheless true, that the mate of the ox that caused this wreck, the following year, nearly wrecked a twin engine and a train at the same point. The engine " Perry H. Smith " was so unfortunate that engineers on the road became superstitious, and refused to run her, thus necessitating her transfer.
The Fond du Lac Commonwealth of November 2, 1859, in describing the disaster, said :
" The smash-up took place in the woods, on low, marshy ground, there being a deep ditch on each side filled with water. The engine and cars that left the track were plunged into the water, mud and soft ground, and not less than three cars were utterly demolished-a mass of splinters above the body of the car, and the strong frames driven deep into the earth. There were seven cars, filled to a jam, that did not get thrown from the track or any person injured on them save those who were standing on the platform. In one minute after the crash, we never saw a cooler set of men, or a band of more heroic women. They leaped to the work of saving others with remarkable effectiveness, and it seemed but a few moments before all were dragged from the ruins, the dead decently cared for, and the wounded made far more comfortable than one would conceive possible in such a location. The cushioned seats of cars, laid upon doors, made passable beds, while the ladies' skirts were freely stripped to make bandages for the wounded."
The most excited man among the passengers was big-hearted Perry H. Smith, while the coolest on board was the little lawyer, who afterwards won fame as one of the generals of the famous Iron Brigade-Edward S. Bragg.
The Chicago and North-Western Railway Company now owns and operates 1,337.84 miles of main line in Wisconsin, besides several hundred miles of branch and leased lines. The chairman of the Board of this most prosperous and enter- prising company is Albert Keep, of Chicago; Marvin Hughitt, of Chicago is the president ; M. L. Sykes, of New York City, is the secretary and treasurer ; and Wm. A. Thrall, of Chicago, general passenger and ticket agent-all men of exceptional ability.
THE
MILEAGE
Miles.
Chicago & North-Western Railway
5,061.53
Chicago, St. Paul, Minneapolis & Omaha Railway 1,481.61
Fremont, Elkhorn & Missouri Valley Railroad. 1,300 53
Sioux City & Pacific Railroad. .. 107.42
Total
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Among those seriously injured were Judge Robert Flint, Mrs. R. M. Lewis, Mrs. James Kinney, Mrs. John Radford, Edward Beeson, J. Q. Grif- fith, James W. Partridge, and A. D. Bonesteel, all of Fond du Lac. Many others were cut and bruised.
The able but eccentric Dr. D. A. Raymond, of Fond du Lac, and one of the passengers, had a presentiment that an accident would happen, and in consequence took with him a case of surgical instruments and lint. Dr. T. S. Wright did the same.
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