USA > Wisconsin > Buffalo County > History of Buffalo County, Wisconsin > Part 29
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TRANSPORTATION.
but it exerted, at first especially, considerable influence on the transportation of produce from certain parts of the county. Ar- cadia and Independence, already established, but languishing be- fore, received the customary " boom " during the construction and the working of the new line. Everybody wanted to have a slice of the big fortunes to be realized by settling in these newly devel- oped centres of trade, which, also, received their best support from adjacent parts of Buffalo County, especially the towns of Glencoe, Montana and Dover, with the upper parts of Waumandee and Lincoln. As long as, for the sake of attracting trade, prices were kept up at fair positions, the other advantages, the short haul in some cases even better roads, could not but be appreciated by the farmers. Merchants from everywhere became very anxious to establish themselves especially at Arcadia, where even old establ- lished business firms from Fountain City were eager to establish branch-stores. Fountain City was indeed deprived of much of its former territory of commercial contribution, but events have not justified or verified the great expectations once excited by the situation of Arcadia.
The next enterprise in railroad construction within our county was that of the Valley Division of the Milwaukee and Omaha Road, connecting Eau Claire with Wabasha, and running through the western part of the Chippewa bottom for over twelve miles within this county. By this the village of Durand, which up to that time, had had but very unsatisfactury commercial connec- tions, rose at once to the rank of a local trading center. This cir- cumstance made itself felt in some degree in the trade especially that of wheat, at Alma. In former times Mondovi, for instance was about half-ways between Alma and Eau Claire, and especially before the latter had railroad connections, the former was the bet- ter place for shipping wheat, though for other produce, Eau Claire on account of its large floating population and manufactories and its intimate connection with the lumbering interests had been at all times a better market. But after the construction of the Chip- pewa Valley road this was changed at once, since Durand was much nearer than either Alma or Eau Claire, with almost level roads to it. Prices at Durand were booming up the place, and people from that neighborhood, who formerly had come with their wheat to Alma, naturally went to Durand, which was so much
337
TRANSPORTATION.
nearer, and where they could not only sell wheat, but all other kinds of produce, and where most of them had their postoffice. The market in cattle and hogs, those on the hoof especially, also went largely to Durand, if not to Independence or Arcadia. Though the loss was less severely felt, because the provision for the Beef Slough workmen required a large number of cattle during spring and summer, yet people who were thoughtful about such matters became anxious to be connected with the outside world by that line of modern communication called a railroad. For something over six months every year, we had water communication and transportation, the latter cheaper than by railroad, but the advan- tage of cheaper transportation by the river was greatly diminished by the necessity for accumulating great quantities of staple articles during winter, and also merchandise for the same season. There was a prospect that this desire might be gratified some six years ago, when Mr. Stickney, a gentleman quite well known in railroad circles even then, put a corps of surveyors or engineers upon the eastern bank of the river, and promised that the road would be built within one and one-half year. Contracts were entered into, reading in the usual way, stipulating a time for commencing grad- ing, and also for the actual opening and subsequent continuous operation of the road. All that was, of course, solemnly promised, but just as carefully avoided, so that, about three years afterwards all the contracts had expired, and nothing remained but a very natural distrust in the promises of railroad projectors of any kind. The Stickney concern had not acquired any right of way in this county by actual purchase, and when, some three years ago, the Chicago, Burlington and Quincy Railroad Company sent an agent for purchasing, or contracting for, the right of way between Alma and Winona, under the Winona, Alma and Northern charter, in which Hon. A. Finkelnburg and Hon. R. R. Kempter figured as resident stockholders and incorporators, the work was comparat- ively easy, and progressed favorably and rapidly, in general, while in particular cases then, as usually, those came to the surface, who did not care to sec the improvement proposed, but saw, neverthe- less very clearly the personal advantage to be derived from the necessity of certain pieces of land having to be purchased of them by the Railroad Company. In this age and this country we are perhaps not warranted in criticising acts of selfishness, nor would
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it be prudent to do so, since by the selfish actions of some one else we might be thrown into a position, in which appearances might be decidedly such, tliat it would be impossible for us to clear ourselves from the imputation of egotistic motives for our own actions. It must also be remembered that railroad companies are not in the habit of building their lines for the sole and exclusive benefit of others, but rather of themselves. We cannot perhaps, deny, that unfair advantage appears, and has been claimed, to have been taken of individuals in procuring contracts for right of way, and other privileges by the railroad company and its agents, but yet we must admit, that all agreements as far far as money is concerned, have been honorably discharged as incurred, or if incurred even to the controlling of contractors and subcontractors in their payments for work and material, and also for boarding their workingmen. That some errors, or even worse than that, should have happened in spite of all precautions, may have been unavoidable in the execution of a work of such magni- tude.
Was the construction of this railroad line an undisputable, unqualified benefit to Buffalo County? We could fill a much larger book than the one before you with the arguments pro and con in answering this question, and it is doubtful whether after reading such a book, we would be much wiser than now. It may also be objected that we are not yet fully competent to answer the question, and that it is fair to wait and to see. One thing is sure, that the railroad is the great developer and civilizer of our modern time, and, whatever may be the result for individual persons and single localities, the benefit for the community at large can not be denied, though we may have to bide our time and to digest new proposi- tions and possibilities, not heretofore presented. As a historical reminiscence we may recount the following facts:
First contracts for right of way at Alma were made in Sep- tember 1882.
First definitive survey and platting of line finished about the middle of October 1883.
First contracts or subcontracts for grading were given out forth- with, as soon as the line was established. Track-laying com- menced in November 1884 at the Chippewa and finished to La Crosse about January 1st, 1885. This line was operated since and
TRANSPORTATION.
339
regular trains were put on at first between La Crosse and Trevino in March 1885.
The annexed time tables give an idea of the passenger trains and the regular freight trains but the number and extent of through freight trains can only be estimated, and must for the present and ever since the introduction of through-trains be ad- mitted to have been a surprise to all.
Although the annexed time-table has been changed since writ- ing the above, it may still stand here for a testimony of the enter- prising spirit of the company.
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CHICAGO, BURLINGTON & NORTHERN RAILROAD. Time Tables Alma Station.
TRAINS GOING SOUTH.
STATIONS.
No. 2.
No. 4.
No. 6.
Lv. Minneapolis
8 35 A. M.
1 10 P. M.
8 00 P. M.
St. Paul
9 15
1 50
Alma
12 06 P. M.
4 43
66
11 03
Winona
12 38
5 16
11 26
La Crosse
2 15
7 05
66
1 05 A. M.
66
Prairie du Chien
4 20
66
9 25
.. .
3 04
4 15
6 Savanna
8 00
1 05
A. M.
6 15
Lv. Oregon
3 10 A. M.
9 25 A. M.
Ar. Chicago
7 05
12 45 P. M.
Ar. Fulton
8 38 P. M.
6 45 A. M.
Peoria.
2 15 A. M.
11 40
" St. Louis.
7 05
5 00 P. M.
Way freight passes Alma at 1:08 P. M.
TRAINS GOING NORTH.
STATIONS.
No. 1.
No. 3.
No. 5.
Lv. Chicago
3 00 P. M. 10 30 P. M.
" Peoria.
2 15 A. M.
4 50
¥
St. Louis
8 30 P. M.
10 30 A. M.
Ar. Oregon
6 30 P. M.
1 40
66
Savanna
8 05 A. M.
8 25
3 35
66
Dubuque
9 45
10 30
5 30
Prairie du Chien
11 15
11 55
6. 50
La Crosse
1 25
P. M.
2 00 A. M.
9 00
66
66 Winona
3 00
4 00
10 30
Alma.
3 30
66
4 11
10 58
St. Paul
6 25
66
7 05
66
2 00 P. M.
= Minneapolis.
7 05
7 42
2 40
Way freight passes Alma at 10:25 A. M.
Trains 3, 4, 5 and 6 run daily; 1 and 2 daily except Sunday. Through tickets to all points in the United States and Canada on sale at Alma.
Baggage checked through to destination.
Peerless dining cars and Pullman sleepers on all through trains. No change of cars to Chicago, Peoria or St. Louis.
For tickets, sleeping car accommodations, local time tables, and other J. B. GLOVER, AGENT, Alma.
information, apply to
8 40
66
Dubuque
5 45
11 00
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TRANSPORTATION.
TOWN ROADS.
In the preceding pages we have treated Transportation from the commercial standpoint, and as far as it is connected with export and import, and regulated by production of staple articles and the demand for such articles as can not be produced upon the spot, but are nevertheless wanted for use and consumption. Ex- port and import select some central points, at which articles of the former are collected, and articles of the latter are distributed. These points in our county must be looked for on the bank of the Mississippi, as long as we were almost exclusively dependent upon that river for transportation. Accordingly we find Fountain City and Alma to be the earliest centers of trade in the county as they remain the most important up to the present time. The found- ing and further progress of these two places must be considered in another chapter, in this we have to relate how from them roads began to spead themselves in every direction, at first with a dis- tinct intention of reaching other places, and directing the settle- ment of the adjacent country so as to connect with the starting points. Petitions to the legislature resulted in the appointment of commissions for laying out state roads. From Fountain City, then the " defacto " county-seat, a road was laid out in a general north- ern direction, keeping for about thirty miles upon the ridge of the bluffs, which divide the waters of the Trempealeau river from those of the Waumandee Creek, and descending into the valley of Elk Creek near the source of the south branch of the same, at the township line between townships twenty-two and twenty-three thence northwards in the valley to the westward turn of the creek. thence about six miles in a western direction to near where Gilman- ton is now situated, thence in a general northern direction to Mon- dovi and beyond to Eau Claire or Chippewa Falls. Prudence at that time demanded that crossings of streams should be avoided, since there was no immediate prospect for bridging them. This accounts for the persistant progress of the road uponthe " ridge," for which it still bears the name of the " Ridge Road." Another road was laid out from Fountain City to Alma, following the foot of the bluffs where the wide prairie did not invite a deviation for the purpose of straightening out the road. This same road was after - wards extended to Durand and Eau Claire. Another road intended to connect with the Fountain City Ridge Road at some place was
342
TRANSPORTATION.
laid from Alma to the Little Waumandee Valley, substantially where the present road on the Belvidere Bluff is situated. After crossing Little Waumandee Creek it kept on the east side of it and crossed the intervening ridge into the Loomis' Settlement near the line between Sections 35 and 36 of Township 23 North of Range 11 West. These roads, although yet extant as far as general direc- tions arc concerned, have been materially altered in numerous places, as convenience, necessity and other causes have suggested. One of the earliest roads required for intercommunication was the Beef River road. True to the notion or instinct that the crossing of a creek or river should, if possible, be avoided, the first road in that valley ran up and down the steepest grades, through ravines and finally also up into the Loomis' Settlement. The road from Fountain City to Waumandee Valley was also urgently called for. On the northern point of the sand prairic, towards the foot of the bluffs the state road turned in a western direction and from this point the Waumandee Valley road branched off in a direction al- most opposite, then again, as the trend of the bluffs required, in a more parallel direction. This road, also, kept as nearly as pos- sible along the bluffs, avoiding the crossing of swamps and streams. It must be evident to every one who even at the present time, after the labor of thirty years and large sums of money have been expended upon it, how difficult, and even hazardous the traveling on this road must have been at the start, since in spite of all improvements there are streetches in the road, disagreeable and dangerous to pass during the spring thaw, which in these places lasts a long time. The obvious advantage of running a road along the ridge of a series of hills is strongly counterbalanced by the difficulty of getting into the valleys, or out of them to the main trunk road. But in this county, as probably in all similar situations, the first settlements were made in valleys. The cultiva- tion of the comparatively level places on the top of the hills or bluffs was for many years confined to lands situated near the cen- ters of trade, or other favorable locations, that is such, where the wood cut down in the process of clearing could be conveniently dis- posed of at a remunerative price. These settlements in valleys necessitated the opening of roads to the bluffs and down the same. These roads were but too often located into ravines, which seen from below appeared to ascend sufficiently in their narrow ends,
343
TRANSPORTATION.
but such appearances are very often deceitful, not to say any thing about the frequent accumulations of bowlders in the narrow ends of almost all of our ravines. Some, who came later into our coun- try, or some of our young people, may be inclined to ridicule the earlier scttlers for adopting such foolish roads, and perhaps some people more philosophical than practical may suggest, that it would have been wiser, to make roads and settle along of them, and to extend settlements in this manner gradually. But the ne- cessity of earning a living, of procuring some shelter, of putting in a crop for the season and for next year, and to make fences, was so urgent with almost everyone, who arrived in those days, that it mattered little how many times they had to stumble in going to and from the towns, or visiting neighbors for business or other- wise. Every one admitted the necessity of better roads, and it must not be supposed that the people were unwilling to work on them, and to improve the old or build new ones, but everything could not be done at once. It was about ten years after the first considerable influx of settlers, that I became county surveyor, and as this was twenty years ago, and I have since traveled all over the county, I had as good a chance as any person to notice the actual condition of roads during this poriod.
To single out any particular road, or pretence of one, as an ex- ample of bad, or as worst, would now be considered as spiteful, but I may be allowed to cite some instances of early improvements, judiciously managed, though perhaps superseded by better struct- ures, when time and means were at disposition for the purpose.
A very early attempt in this direction was the construction of the old bluff-road from Alma in the direction towards Wauman- dee. It was not by any means perfect, but then I remember, that the first travelers in that direction had to clamber over the huge boulders in the end of the ravine, that they had to carry their articles of furniture, of provisions etc. on their backs to the top of the ascent, and that it was only with the greatest exertions and considerable danger, that the empty wagons could be hauled up by the cattle, and that in some instance it was even necessary to take the wagons apart and haul up each half separately. As I do not remember the building of this road, I think it must have been done before my arrival, (in 1859.) In 1859 the Bluff Road from Buffalo City to Watmandee was finished with some pecuniary as-
344
TRANSPORTATION.
sistance from the Colonization Society, not by any means a very good road, but one much better than those formerly traveled in that direction. The first road laid out according to a uniform grade throughout, was the one. from Glencoe in the direction to Fountain City. It used to be known as the "Dug way" and was originally laid out, and some years subsequently improved, by Mr. David D. Davis, who had a deserved reputation as a surveyor and civil engineer. The old gentleman had an advantage over the younger class of the same profession by having in former times acquired a sound stock of information as to the probable cost of such undertakings. The town of Glencoe has probably the great- est comparative number of graded roads of any town in the county, all planned with excellent judgment. It came, after some time, to be understood generally, that graded roads were desirable in every respect, and though some of them might cost more than those laid out otherwise, to begin with, a much greater amount would be saved in the future repairs, not to speak of the saving on wa- gons and teams, and the greater comfort for every one who had to travel. A new impulse to the construction of graded roads was given by that of the road leading from the bluff east of Fountain City to the lower part of the town or village. This road was also laid out by Mr. Davis in 1871. One from the upper part of the village followed 1872. In 1876 the village of Alma laid out a road of the same kind from Laue's house to the bluff, joining the old road at the boundary line between Alma and Belvidere.
The first regularly graded road in the town of Nelson was the one up Spring Creek ravine, by which a numerous population, on the bluffs between Trout Creek Valley and the Chippewa or Beef Slough Bottoms was accommodated. This was followed by the grading from Centre Creek Valley to the bluff in a general south- ern direction. Then came the grade up from the Norwegian church near the Southeast Corner of Sect. 12 in Township 23 North of Range 13 West, all of which was executed by myself, as well as some smaller operations, one of which was the equaliza- tion of the grade on western decline of so-called Norwegian road.
In 1877 the eastern descent of the Alma and Waumandee road was planned and built, and the crossroad from the upper part of Little Waumandee Valley to Montana. Numerous other graded roads have since been built, but it is to be hoped, that many more
345
TRANSPORTATION.
will yet be planned and finished. The introduction of the railroad necessitated the dislocation of some roads along of it, which in cases led to decided alterations. So for instance, was the road from Rieck's house in Section 24, Township 20 North of Range 12 West, changed towards the east, to avoid the Sand Prairie. There had been a road in that direction for a long time, but on account of some difficulties in the proper construction, it was only occasionly used. A similar dislocation took place between Alma and Beef River bridge. Something ought to be said of the way the immi- grants arrived in the northern parts of the county, in most cases transporting all the necessary furniture for kitchen and house. Some of them came by way of Mississippi and landed at Fountain City or Alma, and moved to their respective locations as the roads were beginning to be marked out. Others came directly by land by the old road, from La Crosse to Black River Falls and then, keeping together in groups for mutual assistance, not against In- dians, but on account of difficult roads, wending their ways to their several destinations. One of the earliest pioneers of that region, Mr. S. S. Cooke, moved in 1856 in the month of June to his place in Section 27, Township 23 North of Range 10 West, in the south- ern part of the Town of Dover, where his oldest son Chauncey C. Cooke, Esq., still resides. It took the family two days to reach their destination, but they already found an intermediate stopping place at Patrick Mulcare's house in Glencoe. Of prominent people at or near Mondovi I know from accidental mention in my pres- ence, that they came by the landway, as indicated, and it stands to reason that they did not always have a roof to go under when night arrived, being obliged to camp out. One who has never seen the "Prairie Schooner " creeping through the valleys and over the hills, followed by the passengers who might also be called its crew, and by the few domestic animals that could be driven, or followed voluntarily, would not realize this once most prominent mode of travel and transportation. It was seen by myself as late as 1886, when out surveying a few miles from Mr .: Cooke's place. The disadvantages of this way of traveling through an unimproved country, destitute of roads and bridges, and of places of shelter, present themselve, so vividly to the mind of every reader, as not to require particular description; but the advantages, at least those who adopted it, were almost equal to the inconvenience. They
346
TRANSPORTATION.
could live on what they had along with them, or what they were able to purchase cheaply at some cultivated station; they therefore needed but little or no money. Against rain they were in some measure protected by the cover of the wagon, and fuel to start and maintain the necessary fires was in most places in this county abundant, and had not to be carried along, and this life in the wilderness was, after all, not so very different from that which many of the travelers had been leading in the frontier settlements from which they came, and which they would probably have to live for a time in those they intended to plant. It must especially be re- membered and considered that most of this kind of travel was per- formed during the later spring or during summer and early fall. This was necessary especially on account of cattle and horses, for which even steamboats, as far as they might be employed, had but very unsatisfactory arrangements. But on land grass cost no more than the cutting, while water of the purest kind was to be found everywhere along the roads or trails across the country.
The ranks of old settlers who came to their homes in this primitive manner, are now sadly thinned, and soon no one will remain to tell the tale of the mingled hardship and enjoyment of- these expeditions, but all of them that I had the pleasure to get acquainted with, looked back upon their adventures with much more satisfaction than regret.
We have mentioned all kinds of transportation but one, which I know from personal observation, sometimes was executed. This is the transportation of flour, and very likely of other things, occasionally, upon the backs or shoulders of early pioneers. Even as late as 1859, most of the provisions were brought into the county by steamboat from Galena, although a mill had been started at Fountain City and one at Eagle Mills, possibly also the one at Gilmanton, then Mann's Mill. There were still some set- tlers who had either no wagons, or no passable roads to their ca- bins, but bread was needed, and flour must be brought, so the most natural, though at the same time most primitive, tedious and exhaustive, way of transportation had to be resorted to. It is well to mention this, if for no other purpose than to show our posterity to what toilsome expedients their predecessors were sometimes reduced for the maintenance of themselves and their families.
347
TRANSPORTATION.
My friend Chas. F. Eager, now a banker at Volga, Dak., among the remarks in the report on his own early settlement says: When we first settled near Mondovi our postoffice was Eau Galla, and I remember of father carrying groceries in a basket from Alma (24 miles) to our place, one mile south of Mondovi.
MAIL SERVICE.
Civilized communities require the opportunity of regular in- tercourse, not so much in person, as by letters, or by commissions sent orally. We find this exemplified in the history of the great Roman Empire, in which regular posts were organized, originally for gubernatorial, administrative or military purposes, but by de- grees extended to the transmission of messages in general, and of letters in particular, and, perhaps by private enterprise, and un- der special privileges granted by the government, the transporta- tion of passengers and of merchandise. The destruction of the Empire, and the insecurity of the roads during the turmoil of the Dark Ages from the fifth to the fifteenth and sixteenth century made it too hazardous to keep up regular communications of any kind, and a postal service such as had been established in the Roman Empire, and as we have now developed in modern states or governments could not be thought of. Concealment afforded the almost single chance for security, and a messenger, once sus- pected to be such, was deprived of his best protection. Hence all transmission of important intelligence had to be effected by spec- ial messengers, who had to be armed themselves, and frequently also accompanied by armed companions. At about the same time in which America was discovered, a regular postal service began to be instituted in the " Roman Empire of German Nationality," as it was styled, by the granting of a monopoly to a nobleman, Francis von Taxis by name. He organized a mounted mail be- tween Vienna and Brussels in 1516, and having exclusive privileges for establishing similar lines throughout the Einpire, probably ex- tended his connections, as he might find it profitable. It is a mat- ter of history that this monopoly continued until about 1870 in most of the German states, and although much modified, and con- trolled by legislation, must still have been considered valuable, since it was bought out by the governments for a considerable sum. I have mentioned this as the model, on which postal service was organized in most modern states, and to show how it had to ac-
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