USA > Wisconsin > Monroe County > History of Monroe County, Wisconsin, past and present : including an account of the cities, towns and villages of the county [microform] > Part 8
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CHAPTER VII.
THE LEGEND OF CASTLE ROCK.
Among the natural curiosities to be found in Monroe county there is, situated near Sparta, an enormous bluff which is about 600 feet high, having on its summit a large circular rock, and from its resemblance of an ancient castle it has received the name of Castle Rock. It is about five miles northeast from the city and surrounded by a range of bluffs, and is plainly visible for a long distance along the St. Paul railway when approaching Sparta from the east. For a great many years it has been a resort for pienie parties and travelers and a curiosity even fo those who reside near it. The top can now be reached by means of a ladder and a view from its summit unfolds a beautiful picture such as only Wisconsin can produce, and on a clear day even the hills of Minnesota are plainly visible. Around this beauty spot has been drawn a delightful romantic legend from the pen of D. McBride. Esq .. now deceased, formerly one of the editors of the Sparta Herald, which runs as follows :
"Some 200 years ago a roving band of Senecas made a raid upon the land of the Dakotas, while the latter were on the war- path, in pursuit of the Cheyennes, and captured Yah-ha-rah (Silent Water), daughter of Keneau-ton-aken (War Eagle). A terrible storm having struck down the Seneca chief and the ma- jority of his followers soon after the raid, his brother. Po-ga-mie, took the captive girl to the French missionary station, at the point now known as Mackinaw, where she was ransomed by the missionaries and put under the charge of the 'sisters' until such a time as she could be returned to her relatives. At this place Silent Water made the acquaintance of a young Frenchman by the name of LeClere, who had been banished from his native land for killing a person of rank in a duel. The two lonely ones became sympathizers, and a tender affection sprang up between . them, which was soon interrupted by the appearance of War Eagle, who had, after some months, succeeded in finding the whereabouts of his child and had come to take her home. LeClere was lonely after Silent Water had gone, and he resolved to seek
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IHISTORY OF MONROE COUNTY
his love in the land of the Dakotas. Taking an interpreter with him he started out on his journey, and after many stirring adven- tures reached the camp of War Eagle. He now found that the old chief had betrothed his daughter to a favorite, Mame-tah, who looked on LaClere with distrust and jealousy. Finding that their love was hopeless if they remained in the land of the Dakotas, the young lovers planned an elopement. They left the lodges while War Eagle was on the war-path, but were closely followed by Mam-e-tah, who led them a hard chase, until he was finally slain by the arrows of Silent Water. In their wander- ings, for they were journeying towards the missionary station, the young lovers discovered the bluff. now known as Castle Rock. the beauty of which so charmed Silent Water that she begged LeClere to make a lodge there for the season. at least, and he reluctantly complied. The rock became their castle, and on its very summit was their wigwam erected. Autumn was beginning to brighten 'the oak leaves with a ruddier hue, and the lovers had concluded that they would shortly continue their journey towards the missionary station when an incident occurred that dashed all of their hopes from them. War Eagle, who had spent the intervening time in searching for his child. came suddenly upon them, just as they were preparing for their departure. Silent Water discovered him and his followers sitting at the base of the rock one morning upon arising from her couch. The chief and his men were in counsel, and when the counsel was ended the former advanced close to the rock and bade his child. whom he could not see, to come down, declaring at the same time that he intended to kill LeClere and to take her home. The lovers resolved at once to die together if either must die : but they also concluded to sell their lives dearly, and they made instant prep- aration to defend their fortress. The siege lasted for several days -in fact. until all the arrows and ammunition of the besieged ones had been used, then, clasped in each others arms, they awaited the end. War Eagle, on finding himself no longer op- posed, boldly ascended the rock and aimed an arrow at the breast of LeClere, which was anticipated by Silent Water, who sprang forward in time to receive a death wound, thus for a moment saving her lover's life. Exasperated by her death LeClere smote War Eagle with his weapon, and having rendered the old chief senseless, hurried the body from the eminence. A moment later the Frenchman yielded up his spirit at the hands of War Eagle's braves.
"The rude storms of 200 years." says the romance, "have
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torn and crumbled the stately form and graceful battlements into small rocks and sandy debris at the base of the rock. Its beautiful flowering shrubbery and noble crown of evergreens have long since disappeared. Naught but the scraggy stubs and roots of the tall red cedars that once adorned the lofty summit are left to tell the sad and melancholy tale of the fearful tragedy at Castle Rock."
CHAPTER VIII.
RAILROADS.
CHICAGO, MILWAUKEE & ST. PAUL.
Running through the county of Monroe are two good systems of railroads which have brought not a little to the development of the resources and interests of this county. as well as of the state of Wisconsin, and a brief outline of the history of these two great lines deserves a place in this work. For after all that may be said it is plain to be seen from the records of the past that the real development of the county began with the establishment of the railroad system affording. of course, a rapid and cheap method of transportation when otherwise food. clothing and sup- plies of all kinds and publie travel were accomplished by means of the old-fashioned stages and freight-hauling lines, with teams.
The LaCrosse and Milwaukee Railroad Company was incor- porated by an act of the legislature, approved on the 2nd day of April. 1852. Its first president was Byron Kilborn. a man who played such a prominent part in the development of the city of Milwaukee and of the state. In 1854 stock subscriptions were obtained. and a survey having been made the general line of the road was established on what is practically the same route now used by the Chicago. Milwaukee and St. Paul railway between Milwaukee and LaCrosse. Previous to this. however. in 1851. the Milwaukee and Fond du Lac Railroad Company was incorporated and in 1853 the company received its charter under the name of Milwaukee, Fond du Lac and Green Bay railroad. By an act of the legislature. approved June 27. 1853, these two railroads were allowed and authorized to consolidate, which they did, and began the building of the road towards Fond du Lac later on in 1854. The Milwaukee. Fond du Lac and Green Bay railroad was consolidated with the LaCrosse and Milwaukee company. assum- ing the latter name and proceeded with the construction of the road already commenced. by turning it in the direction of LaCrosse.
In 1836 congress donated a large grant of land to the state to
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assist in railroad purposes, and the western part of this was con- ferred by the state to the LaCrosse and Milwaukee company after the consolidation, and on March 14, 1857, the road was com- pleted as far as Portage, ninety-eight miles from Milwaukee and just about one-half way to what is now the city of LaCrosse. The times were hard during the year 1857-58 and the railroad, in common with other business interests, suffered very much and there were a number of changes in its officers. The end of the year 1857 found this little railroad with a debt of $8,263,660.91, while the entire stock issue of the road amounted to $7,687,540.26. The annual report of that year is truly a story of financial em- barrassment and business difficulties. The report set out as fully as the officials dared to but in a much guarded manner the dis- astrous results of the acts of the legislature and other official corruption by which the land grant of the previous year was obtained. On the 27th day of September, 1857, the road passed into the hands of Selah Chamberlain, who had been the original contractor and builder of a portion of it. He leased it from the LaCrosse and Milwaukee company and continued with the con- struction of the road, and the whole line was opened up from Milwaukee to LaCrosse on the first day of October, 1858.
In 1860 Chamberlain surrendered the lease to Messrs. Broson & Sutter, the trustees of the second mortgage holders at this time. An order was made by the United States District Court appoint- ing Col. Hans Crocker as receiver of the western division of the road from Portage to LaCrosse. He was also subsequently ap- pointed receiver of the eastern division from Portage to Milwau- kee, and after taking possession of the entire road he operated it until the 12th day of June. 1863. when by an order of the court he surrendered the western division to the Milwaukee and St. Paul Railroad Company as purchaser, and turned over the eastern division of the same company to operate under him as receiver, in which capacity he continued to act until January 9, 1866, when the entire road went into the possession of the Milwaukee and St. Paul Railroad Company. Previous to this the Chicago and St. Paul Railroad Company had been organized and started to build a line between Chicago, Milwaukee and St. Paul, and on the first day of January, 1872, the Milwaukee and St. Paul com- pany formally purchased the Chicago and St. Paul railroad. This was made by giving the bonds of the St. Paul company for about $4.000,000 in gold, payable in London in 1902, bearing 7 per cent interest. The road between Milwaukee and Chicago was not com- pleted until 1872, and in the following year was transferred to
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the Milwaukee and St. Paul company and a route 410 miles long between Milwaukee and St. Paul then completed. The road con- tinued to operate under the name of Milwaukee and St. Paul railroad until February. 1874, when by an act of the legislature the name was changed to the Chicago, Milwaukee and St. Paul Railway Company, which name it has borne ever since.
In 1874 the legislature passed what was known as the "Pot- ter" law, which limited the rates for passengers and freight traffic, and this provided for a board of railroad commissioners. This law went into effect May 1. 1874. and George II. Paul. John W. Hoyt and JJoseph Hosborn were appointed railroad commis- sioners. At about this time there was considerable feeling on the part of the people against the railroad company on account of the fact that the railroads regarded the "Potter" law as uncon- stitutional and refused to reduce their charges for the passage and freight traffic until compelled to do so by a decision of the supreme court of the state.
In 1876, however, the "Potter" law was repealed and a law passed establishing the maximum prices for freights. and since that time there has been considerable legislation which has resulted in the present law giving supervision of railroads to the jurisdiction of a railroad commission appointed by the governor.
The Chicago, Milwaukee and St. Paul railway has completed the line to the coast, beginning at Mobridge. South Dakota. where it joins on to the end of the old line under the name of Chicago. Milwaukee and Puget Sound railway. While the two systems are practically one they are run under separate manage- ment. and through this county there now passes daily two of the finest passenger trains, perhaps, in the world. the "Olympian" and the "Columbian, " fitted with every convenience known for the comfort of a traveler.
THE NORTHWESTERN RAILROAD COMPANY.
In the year 1873 the Chicago and Northwestern Railroad Com- pany constructed its line through this county. This company was first organized as the Illinois and Wisconsin Railway Com- pany and was to run the line from Chicago to the Wisconsin state line. It was consolidated, however, with the Rock River Valley Union railroad, which was to run from the state line to Fond du Lac and thus to form what was afterwards designated the St. Paul and Fond du Lac Air Line Railway Company.
In 1859 the road was sold to a syndicate of capitalists and was reorganized under the present Chicago and Northwestern
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Railway Company. Subsequently the Dixon, Rockford and Kenosha and the Galena and Chicago railroads became consoli- dlated with and a part of the Northwestern in June, 1864. and in October that same year it absorbed the Peninsular railway, and in 1869 the Detroit and Madison railway. and in 1871 the Baraboo Air Line, running from Madison. and in due course the North- western absorbed the Winona and St. Peter running from Winona to New Uh, Minnesota, and thence extended to Lake Kanipeska, Dakota, 320 miles from the Mississippi river. The line was built from Madison to Elroy, where it formed connections with the West Wisconsin railroad, and this and the other line formed the shortest route from Chicago to St. Paul, only lacking a short length to fill the gap between Winona and Elroy. but while this was not a very great distance and the difficulties encountered in constructing this line were tremendous. There was in existence a company called the LaCrosse, Trempeleau and Prescott Railway Company which contemplated building a railroad from Winona, running southwest into Monroe county. The Northwestern com- pany purchased this road from Winona junction, finished the track to Sparta. Monroe county, and opened the whole line for regular traffic with a grand excursion on the 25th of September, 1873. The line from Madison to Sparta passes through one of the most picturesque portions of Wisconsin, and nowhere in the state can more beautiful scenery be found. Passing through Madison, the lake country. it skirts the shores of Devil's lake, goes by the dells of the Baraboo river, and runs into the beautiful hill country between Elroy and Sparta. But this beautiful hill country was the means of a vast expenditure of money. perhaps greater than any other present road in the middle west. Among the difficulties met with were the numerous springs of water, and many devices had to be resorted to in order to continue the work and take care of the flow. It became necessary to make three long tunnels between Kendall and Sparta. the longest of which. "No. 3." is situated in the town of Ridgeville and is 3.800 feet in length and cost nearly $1,000,000 to construct. The other two, "No. 1" and "No. 2." between Norwalk and Wilton, and Wil- ton to Kendall, are about 1.700 feet in length.
This great company has grown to be one of the important railroads of the country, and a map of its lines shows the vast territory reached by its various ramifications; and the traffic has demanded not only the building of direct routes, but great hauling capacity for freights to and from the far west, so that in order to avoid the heavy grades between Elroy and Sparta the
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Northwestern company caused to be incorporated in 1910 what is known as the " Milwaukee, Sparta and Northwestern Railway Company." which has constructed an air line in the short space of one year from Milwaukee to Sparta, passing through the east- ern and central portion of the county, piercing the range of hills at Tunnel City, near the tunnel of the St. Paul company. and crossing the tracks of the St. Paul a few miles east of the city of Sparta. At the time this work will be distributed trains will be in operation on this road.
CHAPTER IN.
THE WEST WISCONSIN RAILROAD.
Closely connected with the history of the village, now the city of Tomah, was the construction of what was known as the West Wisconsin railroad, from Tomah to Black River Falls. There was considerable agitation with regard to the building of this road among the citizens of both places, and in view of the advan- tages for transportation purposes, the two communities sub- scribed for a large amount of stock in order that the road might be built.
Accordingly the movement was set on foot to take advantage of national aid by the granting of lands in this state to assist in the construction of railroads. An act of Congress passed the 5th day of May, 1864, among other things made a special grant of certain lands in this state for the construction of a railroad from Tomah, in the county of Monroe, to the St. Croix river or lake between townships twenty-five and thirty-one. and from thence to Lake Superior and Bayfield. To digress a moment, the con- struction of this road as contemplated, if it had been completed clear through to Bayfield and in operation today, undoubtedly would have had a great influence upon the past history of not only the city of Tomah. but the city of Black River Falls, for it would run through a rich country.
On March 20, 1865, the legislature of this state by a joint resolution accepted the grant as provided in this act of congress. Previous to this a railroad company had been incorporated by an aet of the legislature, approved April 1, 1863, and was originally known as the "Tomah and St. Croix Railway Company." It was granted the right to build a road from Tomah in the county of Monroe, or on the right of way of the Milwaukee and LaCrosse Railway Company, or any other railroad running out of Tomah by way of Black River Falls, and from there by the most feasible route to such point on Lake St. Croix, between townships twenty- five and thirty-one, as the directors should determine. This act was called "an act of incorporators, the Tomah and Lake St. Croix Railroad Company," and to repeal and annul a portion of
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HISTORY OF MONROE COUNTY
the grant of land heretofore made to the LaCrosse and Milwau- kee Railroad Company.
The list of the incorporators of this railroad here given con- tains the names of a number of men who afterwards attained prominence in the state of Wisconsin. Here they are: William Wilson and William Carson, of Dunn county : Joseph Thorpe and R. F. Wilson, of Eau Claire county : Andrew S. Greg and II. S. Allen, of Chippewa county : A. Gaylord. of Polk county; N. S. Dunbar aud Charles B. Cox, of Pierce county : H. L. Humphrey, of St. Croix : Miles D. Prindle, of Pepin county : George M. Gil- key. of Buffalo county: R. C. Field, of Trempelean : Carl C. Pope and William T. Price, of Jackson county: Richard Dewhurst, of Clark county, and C. D. Spaulding, of Monroe county.
Afterwards, and on the 6th day of April. 1866, the name of the company was changed to that of the West Wisconsin Rail- way Company, and the construction of the road was commenced. The first strip of it between Tomah and Black River Falls was built in the summer of 1868, and train service was started regu- larly between Tomah and Black River Falls, which continued up until November, 1873, at which time trouble arose between the company and the town of Tomah from the fact that the company claimed that the town had not kept its contract with regard to the subscription of stock, and threatened to tear up the line from Warren's Mills to Tomah and thus out the village off from Jack- son county. This threat was finally put into execution and the company sent a crew of men down to that end of the line, and on the last Sunday of November. 1872, they tore up the track between Tomah and Warren's Mills. It was only accomplished after strong resistance by the citizens of the village and the excitement ran high at the time. During the same year. 1872. the company con- structed a track through Warren's Mills to Elroy, making a junction at the latter place with the Chicago and Northwestern Railway Company, and by this means, as well as by the tearing up of the track from Tomah to Warren's Mills, great injury was inflicted upon the business interests of Tomah and the citi- zens were very indignant and did not propose to tamely submit to such high-handed procedure. Accordingly, on the 29th of January. 1873, a bill was introduced in the legislature by the llon. A. E. Bleckman, then the member of the assembly from Monroe county, entitled "a bill requiring the West Wisconsin Railroad Company to relay. maintain and operate its road from Tomah to Warren's Mills in Monroe county." The bill was referred to the judiciary committee, which reported it back
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again with amendments and recommended its passage, and after a warm fight in the legislature it passed both houses and was approved by the governor February 18, 1873. The company. however, defied this act of the legislature, refused to comply with it in any manner, under the claim that the act was uncon- stitutional, and thus began, perhaps, the first chapter in the history of railroad legislation in the state of Wisconsin regarding the acts of such corporations.
The fact that the company failed to comply with this law compelled the citizens of Tomah to go to the courts, and accord- ingly upon an application made to the supreme court and on the 29th day of August, 1873, leave was granted to commence action against the company, and the attorney-general instituted pro- veedings in the nature of quo warranto. to have declared for- feited the defendant's charter, and asked that the company be dissolved under the act of February 13. 1873, above mentioned. The company in its answer to this writ claimed that the act was unconstitutional and nugatory, and demurred to the complaint on the following grounds: First, that the court had not juris- diction of the subject matter. Second. that the complaint did not state facts sufficient to entitle the plaintiff to the relief demanded herein, or to any relief.
This action was brought to hearing upon the demurrer at the January, 1874, term of the supreme court, and the demurrer was overruled. The defendant company then answered and the village in turn demurred to the answer set up by the company on the ground that it did not state facts sufficient to constitute a defense. When the matter came up for hearing the court held that the company, in discontinuing the road and taking up the track from Warren's Mills to Tomah, violated the provisions of its charter and its duty to the state under its charter: and that the railroad company was required by chapter thirty-one of the laws of 1873, being the act of February 13th, to relay and operate that part of the road which it had originally received a charter to build, and was bound to maintain it : namely. that portion of the line which they had, as has been stated, torn up between Tomah and Warren's Mills. The court entered an order, sus- tained the demurrer to the company's answer with leave to the company to amend by the first day of the next term.
This decision of the court was a body blow to the claim of the company, and in order to save further litigation a proposition was made to the village of Tomah to settle the case by a payment of a sum of money. A meeting of the citizens was called and
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the matter considered, and after one or two stormy sessions the proposition of the company to pay $10,000 in consideration of the dropping of all litigations was finally accepted, and this ended the matter. By an act of the legislature February 13. 1876, the act of February 13, 1873, was repealed and the building of the line from Warren's Mills to Elroy was legalized. The member of the assembly from Tomah at this time was Charles D. Wells. Portions of the old road bed from Tomah to Warren's Mills may still be seen, mute monuments of those stirring times which lead not only to physical violence. but costly litigation on the part of this little community to maintain its rights against a corporation.
CHAPTER X. MONROE COUNTY NEWSPAPERS.
BY L. B. SQUIER. MONROE CITIZEN.
The beginning of newspaper work in Monroe county dates from some time in the year 1854, when L. P. Rising began the publication of a small paper called the Monroe Citizen. Mr. Rising came from Cattaragus County, New York, bringing with him a knowledge of the printer's trade and a small printing out- fit. He settled near the western line of the county, about two miles from Sparta. Here he cultivated a small farm and also got out a paper about 8x12 inches in size, which he printed on a press of his own construction. Nominally it was issued at Sparta and the subscription price was $1.00 per year. It did not appear with regularity, but at intervals, according to the opportunities of the eccentric farmer-editor. The period of existence of the Citizen was limited to about two years.
SPARTA HERALD.
This was the first regular newspaper in Monroe county ; was published under different names at different periods in its his- tory. The Sparta Watchman was established at Sparta in the spring of 1855 by Milton Montgomery and J. D. Condit. This was prior to the entrance of any railroads into the county and the printing outfit obtained at Beaver Dam was brought to Sparta by wagon. After publishing the paper one year Montgomery and Condit sold it to Lneins M. Rose, who had been connected with the Watertown Chronicle. Mr. Rose changed the name of the paper to Monroe Freeman, and published it until the spring of 1858. when it was purchased by David McBride, who had previously published the Mauston Star. He changed the name to the Sparta Herald, which the paper has retained to the pres- ent time with the exception of the two years 1867-1869. In the spring of 1867 the paper passed into Democratie control and was called the Sparta Democrat. It was edited by William Jay
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