History of Linn County Iowa Part 47

This company, while a Nebraska corporation, soon after its organization and up to 1884 kept its general offices and accounting department in the Blair building in Cedar Rapids. It was organized at Fremont, Nebraska, in January, 1869, to construct a line of railroad up the Elkhorn Valley, in Nebraska, and obtained a land grant from the state of Nebraska amounting to about 100,000 acres, also some county bonds from Dodge and c.u.ming counties, Nebraska. In 1869 John I. Blair and his a.s.sociates in the Sioux City and Pacific, and the Cedar Rapids and Missouri River enterprises obtained control of the company, and undertook the construction of the railroad. Ten miles of track north from Fremont were laid late in the season of 1869. In 1870 the road was finished to West Point, and leased to the Sioux City and Pacific Company, which company from that time on continued to operate (under said lease) the several extensions of the Elkhorn road up to August, 1884. In 1871 the road was extended to Wisner, a distance of fifty-one miles from Fremont, where the terminus remained until 1879, in which year the main line was built to Oakdale, and six miles of track laid on the Creighton branch north from Norfolk. In 1880 the main line was extended from Oakdale to Neligh, and the Creighton branch finished to Plainview. In 1881 the main line was extended to Long Pine, and the Creighton branch finished to Creighton. In 1882 the main line was extended to Thatcher, and in 1883 to Valentine. In August, 1884--at the time of the purchase of the Iowa roads by the Chicago & Northwestern--this last named company acquired all the stock in the Fremont, Elkhorn & Missouri Valley Railroad, and thereafter the work of extension was pushed vigorously.

In the two succeeding years a line was built into the Black Hills country and the main line of the road extended to the eastern boundary of the state of Wyoming. Between 1884 and 1888 several lines of railroad in the south Platte country of Nebraska were constructed by the Fremont, Elkhorn & Missouri Valley Company. L. Burnett, was engineer in charge of location and construction until the road was completed to Wisner. From 1879 to 1889--during which period the main line from Wisner to the west line of the state, the Black Hills branch as far as Whitewood, and the South Platte lines were built--P. E. Hall was superintendent of construction and J. E. Ainsworth chief engineer.

John I. Blair was the president from 1869 to 1872, Prince S. Crowell, of East Dennis, Ma.s.sachusetts, from 1872 to 1876, and James Blair, of Scranton, Pennsylvania, from 1876 to 1883, when he was succeeded by Horace Williams, who remained the president of the company until the control was taken by the Chicago & North-Western Railway Company in 1884.

THE MAPLE RIVER RAILROAD

The major portion of the land grant to the Cedar Rapids and Missouri River Railroad--transferred to The Iowa Rail Road Land Company--was situated north of the main line of the Cedar Rapids & Missouri River Railroad. In 1876 a large portion of several counties was vacant and still the property of the land company, so the stockholders interested in the Cedar Rapids & Missouri River Railroad and The Iowa Rail Road Land Company decided to build branch lines north from the main line to the end that purchasers might be found for the land and thus settle up the country, and furnish business for the main line. The Maple River Railroad Company was organized in that year to build these lines. The money for the building of the same was furnished by the stockholders in the Cedar Rapids and Missouri River, and Chicago, Iowa and Nebraska companies, they taking the stock and bonds of the Maple River Railroad Company issued for construction. The road was leased to the Chicago & North-Western Railway Company in advance of construction. Work was begun in the fall of 1876, and in 1877 the line was completed from Maple River Junction to Mapleton, a distance of about sixty miles.

In 1879 a branch was built from Wall Lake Junction to Sac City. This Sac City branch was extended to Holstein in 1882, and in 1883 to Kingsley. The building of the above lines was under control of P. E.

Hall, vice president. J. E. Ainsworth was the chief engineer. In 1884 when the Cedar Rapids and Missouri River, Chicago, Iowa and Nebraska, and Sioux City and Pacific roads were purchased by the Chicago & North-Western, the Maple River Railroad was included in the sale, and from that time on became a part of the Chicago & North-Western Railway, which company has since extended the branch line from Kingsley to Sargeants Bluffs, thus making another through line from the east into Sioux City, and also extended the main line from Mapleton to Onawa.

THE MISSOURI VALLEY AND BLAIR RAILWAY & BRIDGE COMPANY

In 1882 congress granted to the Sioux City & Pacific Railroad Company the right to build a bridge across the Missouri river to connect the Iowa and Nebraska portions of its railway at the point where the line crosses the river between Missouri Valley, Iowa, and Blair, Nebraska.

The Sioux City & Pacific Company not being financially able to undertake the work, a.s.signed its rights under said act to the Missouri Valley and Blair Railway & Bridge Company, which company was organized in 1882 for the purpose of building the bridge and its approaches. The capital stock of the bridge company was subscribed for by the several railroad companies whose roads made up the through line from Fremont to Chicago, viz: the Sioux City and Pacific, Cedar Rapids and Missouri River, Chicago, Iowa & Nebraska, and the Chicago & North-Western companies, each taking stock in proportion to its mileage in the through line between Fremont and Chicago. The money for the construction of the bridge was raised princ.i.p.ally by the sale of bonds, which bonds were guaranteed--both princ.i.p.al and interest--by the several railroad companies who were stockholders in the bridge company.

Work was begun early in the summer of 1882 and the bridge completed and opened for traffic in November, 1883.

When the bridge was opened for business it had cost about $1,300,000, of which $400,000 was for the bridge proper across the channel of the river and the other $900,000 for the approaches and protection work.

Several hundred thousand dollars have since been expended in protecting the river banks so as to hold the channel of the river under the bridge. After its completion the bridge was operated by the Sioux City and Pacific Railroad Company under a contract.

Horace Williams was the president of the bridge company from the date of organization to the time when the control pa.s.sed to the Chicago & North-Western Railway. P. E. Hall was vice president and in general charge of construction. George S. Morrison was the engineer who made the plans and directed the building of the bridge. When the Chicago & North-Western Railway Company took over the Cedar Rapids and Missouri River and the other roads in 1884, it became the owner of the entire capital stock of the bridge company and moved the accounting offices away from Cedar Rapids.

The total grants of lands to these companies by the United States, the state of Nebraska, and several counties in Iowa, amounted in the aggregate to about one million, nine hundred and ninety thousand acres.

As the several railroads were projected it was the policy of the companies to acquire land around the stations and plat and sell town lots. For convenience in distribution of the proceeds to the stockholders, and in handling the real estate, land and town lot companies were organized from time to time to take over and dispose of not only the land grant lands but of the purchased lands and town lots.

THE IOWA RAIL ROAD LAND COMPANY

This company was organized in 1869 and its capital stock distributed pro rata among the stockholders of the Cedar Rapids and Missouri River Railroad. The land grant of that railroad company was conveyed to the land company on September 15, 1869. In 1887 the Iowa Rail Road Land Company bought from the Iowa Falls and Sioux City Railroad Company for cash, all of its remaining unsold lands and the bills receivable, and other a.s.sets resulting from previous sales.

From time to time thereafter, through consolidation and purchase, all of the remaining real estate and bills receivable of these several land and town lot companies and of the Moingona Coal Company, which were under common control, pa.s.sed to the owners.h.i.+p of The Iowa Rail Road Land Company.

The Cedar Rapids and Missouri River Railroad was finished in 1867, and the land grant completely earned then. From that time on the officers of the railroad company and of its successor, the land company, for thirty-five years persistently and continuously worked to have this land grant finally adjusted so that the tracts actually granted might be definitely known and the companies receive evidence of t.i.tle thereto. Their efforts were finally successful in 1902.

John I. Blair was the first president of this company. Horace Williams was president from 1871 to 1872. In 1872 J. Van Deventer, then of Clinton, Iowa, and later of Knoxville, Tennessee, was elected president and remained so until 1889, since which time P. E. Hall has been the president of this company.

Henry V. Ferguson, now vice president of this company, came into the employ of these companies in 1868, and has been continuously in their service since that time. P. E. Hall has been an officer of The Iowa Rail Road Land Company since 1871.

THE TOWN LOT COMPANIES

The Blair Town Lot and Land Company was organized in June, 1871, and took over the unsold town lots and purchased lands along the line of the Cedar Rapids and Missouri River Railroad, and also the avails from previous sales. It was consolidated with The Iowa Rail Road Land Company in 1888.

The Sioux City and Iowa Falls Town Lot and Land Company, organized in 1871 to dispose of the town lots and purchased lands along the Iowa Falls and Sioux City railroad between Iowa Falls and Sioux City, was consolidated with The Iowa Rail Road Land Company in 1888.

The Elkhorn Land and Town Lot Company was organized under the laws of the state of Nebraska in February, 1871. There was conveyed to this company the land grant made to the Fremont, Elkhorn and Missouri Valley road, also the purchased lands and town lots at the several stations between Fremont and Wisner. This company was consolidated with The Iowa Rail Road Land Company in 1899.

The capital stock of these three companies was issued pro rata to the stockholders of the respective railroad companies along the lines of which these town lot companies respectively operated.

The Missouri Valley Land Company was organized in May, 1875, and purchased for cash the remaining unsold portion of the land grant of the Sioux City and Pacific Railroad Company, as well as the unsold town lots and purchased lands belonging to that company. This company was consolidated with The Iowa Rail Road Land Company on May 3, 1901.

THE MOINGONA COAL COMPANY

When the Cedar Rapids and Missouri River Railroad was extended west from Boone there was purchased for account of the stockholders of that company certain timber and coal lands at and near Moingona--where the line of railroad crosses the Des Moines river. The Moingona Coal Company was organized in June, 1866. These coal and timber lands were conveyed to that company, and its shares of capital stock ultimately allotted pro rata to those stockholders in the Cedar Rapids and Missouri River Railroad, who had furnished the money for the construction of the line west of Boone--known as the third division of the Cedar Rapids and Missouri River Railroad. The town of Moingona was platted and put upon the market and coal mines opened at that point, which mines were operated continuously for about twenty years. In 1899 mining operations had ceased and the personal property of the coal company having been closed out, the remaining real estate was turned over to The Iowa Rail Road Land Company.

The aggregate sales up to 1910 made by these railroads, land and town lot companies and this coal company, including land grant lands, purchased lands, and town lots, amount to sixteen million, six hundred and sixteen thousand dollars. The taxes paid by said companies on said real estate while held by them amount to two million, seven hundred and forty-seven thousand dollars.

For many years it has been fas.h.i.+onable for magazine writers and a certain cla.s.s of politicians to severely criticise and condemn the public men of that day for their action in making land grants to railroad companies. The members of congress have been characterized as imbecile and corrupt, and the recipients of land grants denounced as thieves and robbers. While it is quite probable that in some cases sufficient care was not exercised, and that such grants sometimes have been a little too liberal, looking at the situation as it was in those days and the subsequent results, there can be no doubt whatever that the policy was a sound one and the action of congress in most of the cases exactly right.

A large portion of what is now known as "the middle west" then consisted of vast unbroken stretches of prairie land, impossible of settlement because of the want of timber for fuel and building purposes. This territory could not support a population until transportation facilities were provided for carrying in the necessary lumber, fuel, and supplies, and carrying away the agricultural products as the land should become cultivated. The price of the land at private entry was then $1.25 per acre. The government gave half of the lands within the land grant limits to the railroads and immediately advanced the price on the even sections to $2.50 per acre, not only getting the same amount of money for the same acreage, but making sales of the government land much more rapidly.

[Ill.u.s.tration: SCENE AT TROY MILLS]

[Ill.u.s.tration: MILL AND DAM, COGGON]

Soon after the first of these grants was made it became the policy of the government to give away its public lands to actual settlers. Until the railroads were built through these vast bodies of vacant lands it had not been possible for the United States to even give away its lands, but after the construction of such roads the whole of this vast territory was in a few years occupied by actual settlers. This settlement and the growth in population and wealth resulting therefrom have more than any one thing contributed to the present greatness of this United States.

The land grant railroads taken as a whole have not been a source of much profit to the original stock and bond holders. In many cases the companies have been forced into extensive and costly litigation to protect their rights; taxing authorities--both county and state--have regarded these land grant companies as legitimate prey. The fact that these several lines of road were built in advance of settlement and civilization in almost every instance, made the first earnings of the roads insufficient to pay interest on bonds issued for construction, let alone dividends to stockholders, so that quite often a large portion of the avails of the sales of these lands had to be used to pay interest on the bonds.

A majority of the land grant railroads have gone through reorganization and foreclosure, some of them several times. In the cases where there has been a profit to the original investors, it has been no greater than it ought to have been considering the risks run.

CHAPTER XXVI

_Some of the Old Cemeteries_

The father of Osgood Shepherd, who died in the summer of 1839, was interred at the top of the hill above the tracks on A avenue in Cedar Rapids where the Cedar Rapids Candy Company has erected a building.

During the excavation several other graves were found, but it is not known who were buried there.

Another cemetery where a number of old settlers were buried was on Fifth avenue and Eighth street where W. W. Higley later settled; these bodies were removed when Oak Hill Cemetery was laid out. At Linwood burials were made at an early date. One of the first cemeteries was known as Craig's cemetery on section 7 in Franklin towns.h.i.+p about three miles west of Mt. Vernon. Elias Doty was buried here in 1841 and James Doty in 1847. Members of the Craig family and many others of the first settlers were also buried here. This cemetery is not now kept up and it is not even surrounded by a fence.

Campbell's cemetery was set off by Samuel Campbell, who donated an acre for cemetery purposes. Here Samuel Craig was buried in 1840, members of the Oxley family, the Hunter family, and of the John Paul family, also of the Smith, Berry, Snyder, Blaine, and Darr families, names familiar to all who have a knowledge of early Linn county history.

The Rogers cemetery, laid out by old Dan Rogers, is on the west side of the river near Ivanhoe. Here, also, are buried many of the first settlers who lived on the west side of the river.

A little to the north of Cedar Rapids near the Illinois Central track the relic hunter can find some ruins of what is known as "McCloud's Run." Only a few crumbling ruins remain of what used to be an old mill known to all the old settlers in the county. Through this picturesque valley runs a winding brook known as "Cold Stream," a beautiful rivulet whose clear transparent water plays sonorous music as it runs swiftly over the pebbles as if hastening to join its forces with the Cedar. The surrounding hills have in a good measure been shorn of their beauty by cutting down the timber, and now only the naked clay hills remain, offering a poor pasture for cattle. West of this stream on top of the hill overlooking the city can be found a few broken headstones and some mounds, but no flowers and no evergreens can be seen, not even a fence of any kind, for this little s.p.a.ce, like all the surrounding hills, is given up to the pasturing of cattle. There in the vicinity of the city are more than ninety mounds showing that Linn county was from the earliest time a fit abode for man. Who these first settlers were we do not know; they have left us no other relics but these mounds; their funeral pyres and a few carvings indicate that they were Sun and Star wors.h.i.+ppers, but whether they belonged to our Indian race has never been ascertained; however, the mound builder serves as a chain in man's existence.

On the top of this hill is located the family cemetery of the McCloud family. John McCloud came here in 1838, and for a number of years was one of the prominent men of this county. From an examination of the small marble slabs thrown about in confusion, scratched by the hand of vandals, are to be found the following inscriptions: "Departed this life June 6, 1846, Hester, consort of John Vardy, age 37 years; in life beloved; in death lamented." "Angelia, died August 30, 1852." "Grant, died March 29, 1852." "Alpheus, died December 28, 1861." "Eliza Jane, died January 11, 1862." "Ester Ann, died January 11, 1861, 15 years."

All were children of John G. and J. McCloud. "John McCloud, died November 10, 1863, age 61 years 7 months and 29 days."

Mrs. John Vardy died in 1846 and was buried in this cemetery. Many of these places are neglected, and weeds grow in profusion and the head stones are marred and weather beaten so that the names, dates and deaths of many pioneer men and women have been effaced. This is the history of many neglected burial places in various parts of this county.