History of Grant County, Wisconsin, Part 81

Author: Butterfield, Consul Willshire, 1824-1899
Publication date: 1881
Publisher: Chicago : Western Historical Co.
Number of Pages: 1044

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Ferries .- While the early Indian, from the very necessities of the case, was obliged to es- tablish trails as means of communication with his neighbors, he was far from perceiving the necessity of providing permanent means of crossing the streams, numerous or otherwise, which might intersect these forest pathways. He considered himself fortunate if a stray canoe should happen to furnish the means of a dry and convenient passage across the brawling obstructor, but if this was absent, the copper-colored inhabitant, not being troubled with that superabundance- of clothing rendered necessary by modern civilization, plunged in, and stoutly breasted the min- iature waves or swift-sweeping currents, and, with a few muscular strokes, landed on the oppo- site shore, and pursued his way without giving a second thought to his interceptor. In this, the first explorers of the country, and those who visited it later on, were fain to follow the ex- ample of their dusky companions and predecessors, and it was a number of years before ferries, with their rude but safe appliances for conveying the traveler dryshod over the larger streams, were established. Gradually, however, as settlers began to come in, and the inconvenience of a cold bath, not to mention the great disadvantages of swimming cattle and himself, soon brought about a new order of things in the shape of fixed ferries at certain accessible points. The con- struction of the military road in 1835 brought in its train the establishment of the first legally authorized ferry, at the point where the military road crossed the river. This ferry was run by a Canadian Frenchman by the name of Jean Brunet, a shrewd, hard-working, enterprising representative of that class without whose aid the great Northwest country might have lain many years longer, covered with the darkness of uncertain tradition. By means of a flat-boat propelled by poles, oars, or transferred from point to point by means of ropes, as occasion served, Brunet was wont to convey the early settler, the wandering hunter, or detachment of troops, across the- broad bosom of the Wisconsin. On the north shore of the river the ferryman had erected a comfortable stone house, one of the first erected in this western country, and combined the avo- cation of tiller of the soil with that of ferryman. Brunet was succeeded by Jean Barrette, who- bought out the original proprietor, and so satisfactorily had the ferry been conducted that, upon the second session of the Legislature, in the latter part of 1837, the early legislators granted to- Barrette, his heirs and assigns, permission "to establish and keep a ferry across the Wisconsin

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HISTORY OF GRANT COUNTY.

River at that place where the military road running from Prairie du Chien to Fort Winnebago crosses said river, for the term of ten years from and after the passage of this act." Section second of the same act provided, " that no district, county, or Board of County Commissioners shall have power to grant license to any person to establish a ferry across said river within one mile immediately above or immediately below the place aforesaid."

The ferry landing upon the Grant County side of the river was between a quarter and a half mile below the present bridge.

At the same session an act was passed authorizing " William Walker and Joseph H. D. Street, their heirs and assigus to establish and keep a ferry across the Mississippi River at Cass- ville, in Grant County, and for one-fourth of a mile below and one-fourth of a mile above said town, to the west bank of said river, and for one mile below the mouth. of Turkey River, for the term of ten years from and after the passage of this act ; provided, said Walker and Street shall keep, or cause to be kept, a good and sufficient horse or steam ferry-boat, at the place aforesaid, for the safe conveyance of passengers, horses, cattle or hogs across said stream with- out delay ; and provided, also, that said ferry, when so established, shall be subject to the same laws, and under the same restrictions as other ferries are, or may hereafter be, in this Terri- tory."

Still another act granted the required authority to James P. Cox and Justus Parsons to establish a ferry across the Grant and Mississippi Rivers, at Parson's Landing, in the county of Dubuque, to the town of Osceola, in Grant County.

This act was confirmed at a meeting of the Board of County Commissioners, held April 2, 1838, when it was " Ordered that license to keep a ferry across the rivers of Grant and Missis- sippi issue to James P. Cox and Justus Parsons, at the following place : From J. P. Cox's land- ing, Osceola, to Jones' Island, and from said island to Parsons' Landing west of the Mississippi River, and at the following rates of ferriage, viz .: Ferrying a person from Osceola to said island, 183 cents; each head of neat cattle, 163 cents; each hog, 4 cents ; each sheep, 3 cents. For car- riages of all kinds, 8} cents each wheel ; double the foregoing rates for crossing the Mississippi River from said island to said Parsons' Landing, and for crossing both the rivers around the island, quadruple the sum for crossing the Grant.'

These ferries were soon after established, and furnished means for crossing their respective streams for many years. Through the interior of the county but few ferries were known, fords taking their place until the advent of that emblem of civilization-the bridge. Near Paris, at an early date, a ferry had been established across the Platte, under private auspices. At cer- tain seasons of the year, these fords were extremely treacherous and unsafe, owing to the swift- ness of the currents of the streams, and numerous accidents combining in rare instances a dis- tressing loss of life told of the dangers lurking in the riotous depths of these on-rushing waters. Soon, however, with the advent of properly laid out roads came the accompaniment of bridges, and only the remembrances of the lurking dangers in the silent depths remained to haunt the spot.

RAILROADS IN GRANT COUNTY.

Probably no section of the Western country has had more projected railroads to the square mile, compared with the actual railroad facilities, than Grant County. Local lines and trunk lines have been from the earliest times almost annually projected in all parts of the county, run- ning in all conceivable directions, and with varied termini. "Great expectations " might well be the characteristic applied to the railroad interests of Grant County. As a matter of fact, until within two years previous to this writing the larger part of the county has been left with- out railroad connection.

As early as 1836, a railroad was chartered in the county. Early in the session of the first Territorial Legislature an act was passed incorporating the " Belmont & Dubuque Railroad Company." Section 8 of this act gave the company power "to construct a single or double track railroad from the town of Belmont, in Iowa County, to the nearest and most eligible point on the Mississippi River within the Territory ; and they shall have power to extend the railroad

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HISTORY OF GRANT COUNTY.

if they shall deem it expedient, from Belmont to Mineral Point, and from thence to Dodgeville in the said county of Iowa, with power to transport, take and carry property by the power and force of steam, of animals, or of any other mechanical or other power, or of any combination of them ; and they shall also have power to make, construct and erect such warehouses, toll-houses, carriages, cars, and all other works and appendages necessary for the convenience of said com- pany in the use of said railroad." In a subsequent section it is " Provided, that the toll on any species of property shall not exceed fifteen cents per ton per mile, nor upon any passengers more than six cents each per mile." This was the second road chartered in the State, the first being the La Fontaine Railroad Company, to run from La Fontaine, on the Fox River, to Winnebago City.

The incorporators of the Belmont & Dubuque Railroad were John Atchinson, Francis K. O'Ferrall, William I. Madden, James Gilmore, John Foley, Charles Bracken, Richard McKinn, Robert McPherson and Paschall Bequette. This road was never built.

The next railroad of which historic mention is made, was one agitated in 1843 and 1844. It had more important termini than the first one-no less, in fact, than Lake Michigan and the Pacific Ocean. It was proposed by Ira Whitney, of New York, as a part of a trans-continental route, intended to afford a means of reaching Oregon, a section then coming into notice. Aid was solicited from Congress, but the project was never carried out, or even begun.

In 1843-44, the subject of a road from Grant County to the lake was warmly agitated, the object being to afford a means of transit for the vast quantities of lead ore then being mined in this section. Galena, however, opposed the road, thinking it would interfere with her jobbing trade. Potosi was anxious for the road. A committee was appointed, of which Maj. G. M. Price, of Cassville, was Chairman, to report to the House of Representatives the practicability and expediency of the construction of a road from Potosi to Lake Michigan. The road was projected on two routes, one to run up the hollow at Potosi and pass near Lancaster and Fenni- more ; the other nearer Platteville; and $20,000 per mile was thought to be a liberal estimate for building. The income was estimated to be 5} per cent upon the investment.

In 1845, a continuous line of railroad from Maine to the Mississippi was talked of, and in that connection a road from Chicago to Galena was proposed, of which Potosi was to have a branch. The outcome of this effort was the " Galena & Chicago " Railroad, but it did not enter Grant County.

The same year a project was formed for an immense system of railroads to be concentrated at Pensacola, Fla., of which the Illinois Central (as now built) was to be a part; and it was to be extended north through Potosi.

In 1847, a company was chartered to construct a railroad from Lake Michigan "to the Mis- sissippi, in the county of Grant." Among the charter members were J. H. Rountree and Samuel Wilson. In 1849, the terminus was fixed at Cassville, and William Prideaux, M. K. Young, and C. L. La Grave added to the commission.

The Milwaukee & Waukesha Company was authorized, in 1848, to extend its road to the Mississippi, in Grant County. In 1850, its name was changed to the Milwaukee & Mississippi, and enthusiasm ran very high. Meetings were held along the line, and J. T. Mills wrote from Madison that upward of $600,000 had been subscribed, and it was proposed to loan out the school fund to the enterprise. The road was contracted to Waukesha, including T rails and equipment, at $11,350 per mile. As the terminus was to be at or near the northern limits of Grant County, the people took a deep interest in it, as affording the first means of outlet for their products. It was to run through Dodgeville, and under that expectation the "Potosi & Dodgeville " road secured a charter, intending to form a connection with the road at Dodge- ville. At this period the lead mines were at the zenith of their production; the extent of the underground wealth was vastly exaggerated, while the discovery had been made that the surface, so long supposed to be comparatively unproductive, was valuable for agricultural purposes. Hence, the residents considered that they were soon to be in the very center of travel and of population. It was confidently expected and predicted that the " future metropolis of the Mis-

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HISTORY OF GRANT COUNTY.

sissippi " would lie within the limits, or close upon the confines of Grant County. The Mil- waukee Commercial Advertiser, in speaking of the above-mentioned road, said, in July, 1851 : "The rush of business and travel through this great artery of communication and trade, will scarcely find its parallel in the West, if in any portion of the United States."

The Herald of March 27, 1851, announced that books of subscription to the capital stock of the Potosi & Dodgeville Railroad would be opened at Potosi, Platteville and Lancaster, as required by the act. April 24, the Potosi Republican stated that 400 shares had been taken in that place up to that time. During that year, and the early part of 1852, meetings were held at various places in the county, in the interest of the projected line. In October, 1851, a meet- ing was held at Lancaster, Judge M. M. Jackson Chairman and J. Allen Barber Secretary. The speakers and all present united in the opinion that immediate steps should be taken toward organizing the company ; and Mr. B. F. Woods was appointed to solicit subscriptions to the stock. December 11, 1851, a meeting was held at the Methodist Church, Potosi, to awaken popular interest. F. H. Bonham was President and George H. Stuntz Secretary. Messrs. Bonham, Vance and Block were appointed to canvass their respective neighborhoods to secure subscrip- tions to the stock. December 20, 1851, another meeting was held at the same place to complete the subscription to 1,000 shares of stock in this road, the same having been nearly subscribed previously. February 17, 1852, another meeting was held at Potosi at which a resolution was passed instructing the commissioners of the projected line to correspond with the directors of the Milwaukee & Mississippi Railroad and of the Galena & Chicago Railroad for the purpose of obtaining their views and intentions regarding a consolidation with the proposed road. The road, however, never proceeded further than this, owing to a change of route in the Milwaukee & Mississippi Railroad, by which it terminated at Prairie du Chien instead of in Grant County as called for by the charter. In 1852, the " Southern Wisconsin Railroad " was projected and chartered ; and in November of that year a survey was made from Janesville to Dubuque, the route running as follows : Beginning at Dubuque, up the river on the west, to Eagle Point, crossing the Mississippi a little below the place where a lithograph or imaginary city was laid out in 1835 or 1836, on Section 20, Township 1, Range 2; thence northwest along the east bank of said river to Sinipee, on Section 7; thence northeast to Gilmore's farm, and the place known as " Bulgero," on the Platteville and Galena road ; thence east toward Janesville. The intention of the company was to let the contracts at once, and it is stated that the route of descent to the Mississippi was by easier grades and with less expense than by any route above Dubuque. August 24, 1853, an election was held in the town of Potosi, on the question of taking stock in the proposed road, on condition that the company would extend a branch to that place. Theamount of stock to be subscribed was $50,000, and the vote resulted as follows :

For the Railroad.

85 Against

297

Majority for 212

During September Judge Jackson canvassed portions of the county, for the purpose of obtain- ing subscriptions to stock. The Potosi people claimed that both their location and harbor facil- ities would bear favorable comparison with any point on the western limits of Wisconsin ; that a harbor might be made on Grant River, by means of a canal, equal or superior to that of Galena or Dubuque. It was predicted that the canal once opened to the Mississippi, upper river boats would be constantly coming in in search of passengers and freight ; and if Potosi was a railroad terminus, it would monopolize trade from Galena, Cassville and Prairie du Chien. As to the site for a city, the Potosi Republican claimed that the "Hollow " was " sufficient in extent to accommodate any reasonable population that might wish to 'borough ' here together," say forty or fifty thousand. It was also contemplated to form a connection with the Illinois Central at Dunleith, which was then in course of construction, a distance of only fifteen miles from Potosi. Neither of these roads however were built. During the latter nart of 1880. the Chicago.

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HISTORY OF GRANT COUNTY.

Milwaukee & St. Paul Railroad, the present proprietor of the former "Milwaukee & Missis- sippi," graded the line to Gratiot on the Mineral Point Railroad, which, as well as the Platte- ville & Calamine, it had recently acquired by purchase, with the intention, which will very probably be realized, of continuing the line thus formed from Milwaukee via Janesville and Mon- roe, to Platteville, and from the latter place to Dubuque, possibly upon the very route surveyed nearly thirty years previous.

All the agitation has resulted in nothing, and until 1854, the inhabitants of Grant County were a long distance from the pathway of the iron horse. In October of that year, however, the Illinois Central Railroad was opened to Galena, which being the principal market, both of supply and shipment for Grant County, and only six hours distant from its center, the event was looked upon with great interest by the people of the county, being the first rail communi- cation available to them. For two years it continued to be the only outlet. In 1852, the Madison & Prairie du Chien Railroad had been incorporated, to run along the northern bound- ary of the county; in 1853, it was consolidated with the Milwaukee & Mississippi Company, and, during 1854-55, the construction of the road was proceeded with. It ran westward from Madison, entering the valley of the Wisconsin at Mazomanie, and Grant County at Muscoda, running within its borders to Woodman, a distance of twenty-two miles. In September, 1856, the road-bed was completed to the Grant County line, and, on the 1st of October, the cars entered the county at Muscoda, which was the first visit of the iron horse to Grant County.

In 1853, the Western Wisconsin Railroad & Mining Company was authorized to con- struct a railroad from Hazel Green to Prairie du Chien. Its Grant County Commissioners were N. Dewey, B. C. Eastman, J. Allen Barber, D. R. Burt, J. H. Rountree, Jefferson Craw- ford, John Edmonds and Charles McCoy.

In 1854, the Potosi & Dodgeville Company was authorized to extend its road through Cassville, N. Dewey, D. McKee and others being made Commissioners.

In 1856, the Arena & Dubuque Railroad proposed to build a road between the points mentioned. G. Messersmith, J. H. Rountree, N. H. Virgin and D. Banfill were members. Platteville proposed to aid this road to the amount of $100,000.

In 1856, the Northern Pacific Railroad Company was chartered. The head of Lake Superior, and any point on the west side of the Mississippi not south of Wisconsin, were to be its starting points. Among the corporators were William Hull, J. Allen Barber and Nelson Dewey.

In 1856, the Legislature chartered the Muscoda & State Line Railroad, to run on the Fourth Principal Meridian. It was said that Galena was ready to help it with her capital; Platteville was pledged for a considerable amount, and the farmers along the line would push it to comple- tion. The road as projected was never built.

In 1857, the Western Wisconsin Railroad was incorporated, to run from below Jamestown to Prairie du Chien. W. E. Parish, B. Hutchinson, Nelson Dewey, S. E. Lewis, O. Cole, J. A. Barber, N. W. Kendall and A. W. Ewing were the organizers.

The Platteville & Calamine Railroad was incorporated March 15, 1861. The corporators were M .. M. Cothren, D. W. Jones, Hanmer Robbins, E. Bayley, Samuel Moore, John H. Rountree, Noah Virgin, Nelson Dewey and others. The capital stock was $500,000, and authority was given in the charter to construct a road from Platteville to Calamine. In 1863, the charter was amended so as to authorize the extension of the road to the Mississippi, and to Monroe. It was intended as a link in a chain connecting Milwaukee and Dubuque. In Sep- tember, 1863, meetings were held in Milwaukee, Dubuque and other places along the line, at which a good deal of interest was manifested, and the result was a subscription to the stock of the road by the various towns. In the latter part of 1866, the people of Platteville became thoroughly awakened in regard to the building of this road, which would give them connection with the Mineral Point road, running through La Fayette County to Warren, in Illinois, on the Illinois Central. In January, 1867, a bill was introduced into the Assembly by Hon. Hanmer Robbins, of Platteville, authorizing the people of that place, Lima and Harrison to

ON/ Rexton.

LANCASTER.

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HISTORY OF GRANT COUNTY.

vote aid to the Platteville & Calamine Railroad, on condition that the cars should run through to Platteville by September 1, 1868. At the same session a bill was passed authorizing the Milwaukee & Prairie du Chien road to continue their Southern Wisconsin branch from Monroe to Dubuque. This road would have run nine miles south of Platteville, and was opposed by the people of that village. The opposition in fact was so great that it gave rise to "the great struggle in the Legislature" of that year. After it became a law, the opposition immediately applied to the courts to enjoin action under it, claiming it unconstitutional. The court sus- tained the opposition in part, which prevented the consolidation with any road west of the Mississippi.

In August, 1867, the people of Platteville, Elk Grove and Kendall subscribed stock to the amount of $270,000, in the Platteville & Calamine Railroad. In the latter part of 1869, the work was so far advanced that the road-bed was graded, and the iron had begun to be laid, and it was finally opened to Platteville July 1, 1870, and of this road the Witness said : "The road was built most of the way through a section of country, the citizens of which gave it no encour- agement, and nearly without aid, except what the people of Platteville and Mr. Beecher, pro- prietor of the Mineral Point Railroad gave."

During the years of 1863 and 1864 several roads were planned, but ended with the planning.

In 1865, M. K. Young, C. L. La Grave, S. E. Lewis and others procured a charter to construct the Dunleith & St. Croix Railroad. It would have passed through Jamestown, Paris, Waterloo, Potosi, Cassville, Glen Haven, Bloomington and Wyalusing. It is said that one or two members rode into the Legislature on this road, but this was the only riding done upon it.

The Oshkosh & Mississippi Railroad Company was chartered in 1866, to build a road from Oshkosh to any point on the Mississippi or any point on the State line in Grant County. Among its incorporators Hanmer Robbins, W. W. Field and Addison Burr. In 1868, a route was sur- veyed from Fennimore to some point opposite Guttenberg, Iowa, two miles below Glen Haven. The routes to the Mississippi were all too steep, except by the valley of Sandy Creek, which enters the Mississippi three miles below Glen Haven. Some of the towns appropriated money to pay for these surveys. It was expected that twenty miles of this road (the Oshkosh & Missis- sippi) would soon be running, and that work would soon be begun on the west end. The road had been projected in 1866, to run in a southwesterly course from Oshkosh to the Mississippi, with the object of affording a connection between the vast lumber interests and iron mines of the northeastern part of the State and the Mississippi River, and would give Grant County an out- let in both directions.

January 28, 1868, the Herald said : "About one year ago we deemed it possible that Grant County might fall heir to several railroads, one centrally through the county ; another along the Mississippi, another from Mineral Point north by way of Muscoda ; a fourth, the Platte- ville & Calamine, and perhaps a fifth, the Southern Wisconsin ; all in addition to the Milwaukee & Prairie du Chien."

In 1868, an act was passed in the Legislature authorizing the towns of Blue River Valley to vote aid to a branch road from some point on the Milwaukee & Prairie du Chien road, to Montfort or Wingville.

In 1869, Nelson Dewey, William Humphrey, H. A. W. McNair, W. P. Dewey, J. C. Hol- loway, D. T. Parker, B. M. Coates, W. W. Field and W. O. Thomas formed the Military Ridge & Grant County Railroad Company, to construct a road from the northeast side of the county through Fennimore, Lancaster and Cassville to McGregor.

The Wisconsin & Dubuque Railroad Company was organized in 1869, to construct a road from Shullsburg through Grant County, to the famous fatal " point on the Mississippi."

In 1870, the Dubuque, Platteville & Milwaukee Company (formerly the Plattville & Cala- mine) was authorized to extend its road to the mouth of the Platte, and thence to Cassville, and connect with the Military Ridge Railroad.

544

HISTORY OF GRANT COUNTY.

In 1871, another company was chartered to construct a railway from Dunleith along the. river shore, through Potosi and Cassville to St. Croix. The same year the Eastern & Mis- sissippi Company was organized, to construct a road from Shullsburg to the Mississippi.

In 1871, it was proposed to extend the Mineral Point road northwest to the Mississippi,. thence to Tomah, making a through line from St. Paul to Chicago, nearly sixty miles shorter than any other. October 20, 1871, an election was held in Potosi on the question of voting aid to the Dubuque, Platteville & Milwaukee Railroad, the vote standing sixty-one majority in favor of aid to the extent of $40,000 ; at that time there had been voted by towns along the line, the amount of $120,000, and with the sum raised and expended by Platteville, the amount of $240,- 000. The " Wisconsin Midland Railroad " was organized under the general laws of 1872 with the same object as the previously projected " Oshkosh & Mississippi Railroad," the route being from Oshkosh through Portage to Arena, then to Mineral Point, Platteville and Dubuque. In 1873, the company issued its prospectus, and some enthusiasm prevailed along the line.

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History of Grant County, Wisconsin, Part 81

Author: Butterfield, Consul Willshire, 1824-1899 Publication date: 1881 Publisher: Chicago : Western Historical Co. Number of Pages: 1044

Author: Butterfield, Consul Willshire, 1824-1899
Publication date: 1881
Publisher: Chicago : Western Historical Co.
Number of Pages: 1044