History of Linn County Iowa Part 88

William Ure, Fairfax, representative 16th, 17th.

E. D. Wain, Mt. Vernon, representative 7th.

Edgar A. Warner, Waubeek, representative 13th.

Charles Weare, Cedar Rapids, representative 10th.

Amos Witter, Mt. Vernon, representative 8th, 8th extra session.

Joseph B. Young, Marion, representative 9th, 9th extra session, senator 10th, 11th.

Linn county has never had a governor, lieutenant governor, a secretary of state, state auditor, state treasurer, or member of railroad commission.

John W. Atkins served as superintendent of public instruction from 1882-1888. John T. Hamilton served as speaker of the house during the session of 1890. S. N. Parsons served as secretary of the senate in the 24th General a.s.sembly. George Greene, Jr., served as adjutant general from 1890-1894. L. S. Merchant was state binder during the years 1885-88. George A. Lincoln has been fish commissioner continuously since April 1, 1901. James H. Trewin is serving as a member of the state board of education. J. T. Hamilton was a member of the state board of control from 1906-1909. Johnson Brigham, a former resident of Linn county, has been state librarian since 1898. On the supreme bench of this state sat George Greene, Norman W. Isbell, and J. H. Rothrock.

L. S. Merchant was state oil inspector for a few months in 1893. He was succeeded by Luther A. Brewer, who served from 1893-1897.

In congress we have had the following representatives: Wm. Smythe, and Wm. G. Thompson, Marion; J. T. Hamilton, and James W. Good, Cedar Rapids.

CHAPTER XL

_The Bridges Across the Cedar at Cedar Rapids and Early Steamboating on the Cedar River_

One of the most enterprising men who devoted all his time to the upbuilding of Kingston, which later became part of Cedar Rapids, was David W. King, who arrived a short time after Robert Ellis. Mr. King and the settlers on the west side of the river early devised schemes by which to get in touch with the east side and the county seat. True, it was all right when the river was frozen over and in summer when the river was down so that it was safe to ford the stream, but there were times when it was impossible to ford the river on account of high water.

D. W. King obtained a license to operate a ferry across the river, which he continued to run up to the time of his death in 1854. This ferry was operated till about 1857 when the bridges were opened. Even for some time after the first bridge was put in operation did the ferry do much business, as the first bridge soon after it had been completed went out with the flood in the spring of '57, and the second bridge, finished that fall, also went out by an ice gorge in January the next year. Then for a time the ferry was used from and to May's Island as the bridge from the east side to May's Island had been properly erected so as to stand the floods.

The establishment of a ferry at this point brought trade to Cedar Rapids and accomplished much in making Cedar Rapids a business center, to which place travelers and others came. It was not till many years later that free bridges could be offered to the citizens of the town.

But in this respect the city was ahead of other cities of the state.

It was David W. King who early began a toll bridge, and it is said that "when the boulder in the river near the Watrous mill was visible the early pioneer could with safety drive across the river." If it was not they had to pay for crossing on the toll bridge. David King's ferry was the first step in the direction of progress in Cedar Rapids. By virtue of a law which went into effect December 22, 1848, Mr. King was authorized to establish and keep a ferry across Cedar river at a point in Linn county opposite Cedar Rapids for a term of ten years with exclusive privilege for the s.p.a.ce of one mile on either side. Here King for a number of years did a thriving business, and Cedar Rapids received the benefits of the trade which extended west into Benton county.

THE FIRST BRIDGE

In an old paper, being part of the records of the house pa.s.sed January 23, 1853, the following may be found: "An Act to create a Board of Commissioners with authority to erect a free bridge across the Cedar River at Cedar Rapids in Linn County.

"SECTION 1. Be it enacted by the General a.s.sembly of the State of Iowa that John M. May, Frederick A. Williams and Gabriel Carpenter be and are hereby appointed and const.i.tuted a Board of Commissioners to receive voluntary subscriptions in trust for the erection of a free bridge across the Cedar river at Cedar Rapids in Rapids Towns.h.i.+p, Linn County, with a draw of not less than forty feet in said bridge for the free pa.s.sage of boats and other craft navigating said river.

"SEC. 2. Provided, that the Board should furnish Bonds in the sum of $20,000.00 to be approved by the County Judge of Linn County.

"Sec. 4. Providing, that the construction of the bridge should be begun within ninety days from the time of the beginning to collect subscriptions and that the bridge should be completed within two years from the time that active work was begun."

This bridge was begun in the fall of 1856 and completed during the winter of 1856 and 1857. It was located below May's Island at the foot of Daniels street, now Seventh avenue. This bridge was really gotten up to spring a real estate boom in property owned by Carpenter, Major May and others on the west side of the river. It is said Major May himself subscribed $1,000. However, the location of the bridge was ideal. It was needed and was something the people of the town took a great pride in; in the early day toll bridges were the rule and not the exception.

During the early spring of 1857 this bridge in a high flood was carried away and two sisters by the name of Black, living on the west side and who were crossing the bridge at the time, lost their lives.

During the following summer there was much agitation for a bridge, especially by the people having real estate and residing on the west side of the river and farmers who had located in the western part of the county as well as in southeast Benton county. During the summer a floating bridge was built across the river at what is known now as First avenue. This was also a short lived bridge, having been carried away by the ice gorge in the spring of 1858.

During the same summer materials were secured and some was saved from the old bridge and a temporary bridge was erected across May's Island, between May's Island and east Cedar Rapids, while on the west side a ferry boat was used. In February, 1855, the county court granted a license for twenty-five years to H. G. Angle for the erection and maintenance of a toll bridge at First avenue. It provided that no other toll bridge should be erected on the river for two years within two miles on either side of this contemplated toll bridge. In the decree of the court it was also mentioned that in case a free bridge was constructed within two miles a reasonable sum of money should be paid to the person or company owning the toll bridge. This toll privilege was transferred in the following year to George Greene, John Weare, William Greene, P. W. Earle, A. F. Steadman, H. E. Higley, N. B. Brown, Lowell and Lawson Daniels, E. H. Dobbs, J. J. Child, and J. P. Rogers.

This bridge, however, was not opened for traffic until the winter of 1859-60. The stockholders were made up of Cedar Rapids people, and at one time the stock was above par. The prices charged were as follows: 25 cents for a double team and wagon; for driving cattle 5 cents a head: for driving sheep 3 cents a head; and for pedestrians 1 cent each. Some time later reduction was made by the management for round trip ticket holders. Many squabbles were had over these tickets. It is said that an Irishman came to T. J. Dudley, Jr., wanting to start suit for preventing him returning, he having lost his round trip ticket, and offering him $10.00. Mr. Dudley quietly went down to the office of the company and told the man to cross. He was permitted to do so and willingly parted with his $10.00 to Dudley, the latter paying the customary price to the gatekeeper. This story of Dudley's wit, showing how a lawyer got the best of it, was repeated in many families in Cedar Rapids, and as a consequence a number of young men took up the study of law for a profession.

For a number of years citizens residing in west Cedar Rapids and in the eastern part of the county made various attempts for a free bridge across the river. Much of the grain and produce came from Benton county and the western part of Linn county. A number of grain merchants and others were located on that side of the river and had their grain in storage at that place and were asking the railroad authorities for permission to erect freight houses on that side of the river. A number of citizens of Cedar Rapids who were interested in Kingston real estate also attempted this enterprise, believing that the time was not far distant before Kingston would become the more important town of the two. A pet.i.tion was circulated for a free bridge across the Cedar river and presented to the board of supervisors to take the matter under consideration. At the January term, 1871, the board appropriated $14,000 for the purpose, providing that the city or citizens of Cedar Rapids, or both, should guarantee to furnish the balance of such sum as should be necessary to pay for a first-cla.s.s iron bridge across the Cedar. It was further provided that no part of the county funds should be expended until the whole sum necessary had been raised by subscription or otherwise. The citizens of Cedar Rapids, and others interested in the city, at once circulated pet.i.tions for funds and also authorized the mayor of Cedar Rapids to call an election and vote on the question of issuing bonds to aid in the construction of said bridge. This pet.i.tion was signed by S. C. Bever, one of the early bankers, and by more than fifty citizens wanting a bridge located at what is now First avenue, asking that the city vote bonds to the extent of $6,000, promising that the citizens would guarantee the balance for the erection of a bridge.

Another pet.i.tion was signed by John F. Ely and about one hundred other citizens all interested in locating the bridge at the foot of Park avenue, now Third avenue. These gentlemen asked for the issuance of $12,000 worth of city bonds, and were willing to guarantee any additional sum necessary over and above the amount appropriated by the county and city, which they were to raise by private subscription.

Thus, there were two factions within the city, one working against the other in the matter of the location of the bridge. These factions were composed, of course, of people who were interested in the location at a point that would be most advantageous to their private interests.

During the winter of 1870-71 it was very cold and severe until in March when it became suddenly warm. Heavy rains followed and the river on or about the first of March was very high and the ice commenced to move out. Large quant.i.ties of ice came rolling and surging down the stream and carried everything down the river. In a few days the toll bridge at First avenue went down, struck by one of the ice floes which made it collapse. The Bourne saw mill also became a total wreck, and more or less damage was done to all the mills along the river. On account of the disaster to the toll bridge all communication with Kingston was cut off and it became necessary to do something at once.

The city council was called together and the mayor called for an election. In this council sat J. J. Snouffer, Dr. Mansfield, Stephens, C. C. Cook, David Denlinger, E. S. Hill, James Bell, and E. Robbins, with Mayor Thomas Z. Cook. The city voted bonds to the extent of $12,000 by a majority vote of 483 for and 83 against the bond proposition. All this time E. Robbins, one of the aldermen, operated a small boat called the "Aurora," which had previously been used between this point and Vinton, as a ferry boat above the dam. It was so arranged that eight teams could cross at the same time.

About the same time Keech & Co. established a ferry boat that was operated by horse power attached to a cable stretched across the river.

[Ill.u.s.tration: JUDGE N. M. HUBBARD]

The two men having the most to do with the building of this bridge were William Ure, a member of the board of supervisors, from Scotch Grove, and William Richmond, a part of the city council, who had charge of the entire work. These men devoted a great deal of their time in helping along the speedy construction of the bridge. The contract for the superstructure was let in April to Messrs. O'Hanlan and O'Hara at a cost of $22,000.00. The contract provided that the work should be done within ninety days from April 15th. The bridge proper was erected by the Canton Bridge Company, of Canton, Ohio, and cost about $20,000 for the abutment and piers. The other necessary masonry work made a total cost of $42,000. The bridge fund consisted of the following amounts: The county expended $15,000; city bonds, $12,000; subscriptions paid, about $16,000.

For many years this bridge was considered as a county bridge and all moneys used for repairs were paid from the county bridge fund; later it was looked upon as a city bridge, and repairs, etc., were paid for out of the city treasury. This bridge was completed August 15th and a celebration was had. It is still used and the bonds have long since been paid.

During the year 1874 the board of supervisors appropriated $8,000 for the B avenue bridge and the citizens subscribed $22,000, of which sum N. B. Brown subscribed $5,000, George Greene $4,000, William Greene $4,000, Higley estate $2,000. A contract was let for the bridge in September, 1874, in the amount of $28,500; other additions were made, making the bridge cost about $32,000.

Fourteenth avenue bridge, known as the James street bridge, was begun in August, 1875, and completed in December of the same year at a total cost of $27,000. The county appropriated for this bridge $11,500, the city $6,000, and the property owners paid $9,500, T. M. Sinclair paying the largest amount.

The First avenue bridge was constructed in 1884 at a cost of about $25,000, the bridge being opened for traffic in November, 1884.

The Second avenue bridge, being a cement bridge with railings, cost about $110,000, and was opened for traffic in December, 1905.

The new Fourteenth avenue, or James street, bridge was commenced by the Union Construction Company in 1909, and completed in the spring of 1910 at a cost of about $80,000.

EARLY STEAMBOATING ON THE CEDAR

The following account of some early steamboating adventures on the Cedar river is from the pen of B. L. Wick, and is taken from the first volume of the _Proceedings_ of the Historical Society of Linn county.

It is of interest.

The subject matter of steamboating on the Cedar will scarcely attract any attention today and means only a pleasure jaunt with more or less inconvenience among sandbars on the upper river. However, historically speaking, steamboating on this river was an epoch-making period for this section of the country, and the prosperity of our city was due in a large measure, to our dam, our grist, saw and woolen mills; and to our steamboat traffic. These industries made Cedar Rapids.

It has been said that the history of a town is frequently the history of a great river. This is true of nearly all the great European cities and is equally true of the great marts of commerce in this country. The great Father of Waters has, however, played an important part in the development of the middle west, of which great body of water the Red Cedar is one of its many tributaries. It has been stated that this great river system has 16,000 miles of navigable waters, and it is further the river along whose banks at least three of the European powers have contested for the extension of territory. I shall leave this discussion out of the question, and confine myself to one of its many branches--the Red Cedar.

It was not till August 7, 1807, that Robert Fulton propelled the Clermont up the Hudson by means of steam navigation at the rate of five miles an hour, and solved forever, the great question of water navigation. It was not long till the inventor and his friend, Livingston, extended their operations to the great west, and began building steamboats at Pittsburg, and on December 6, 1812, the "Orleans" of 400 tons burden, was the first steamer which made the trip to New Orleans, and thus opened up the newly acquired possessions. This boat was commanded by W. I. Roosevelt, a st.u.r.dy ancestor of a worthy descendant.

Prior to this time the products of the great West had been transported by means of rafts and flat boats, both slow and dangerous. Now river trade could be carried on up as well as down the river, and in what was then considered very quick time.

During the year 1819, Capt. Nelson was the first to propel a steamer, "The Independence," up the Mississippi river from St. Louis. It was not till 1825, according to an old pioneer, Dr. Isaac Galland, that Capt.

James White, commanding the steamer "Mandan," pa.s.sed the rapids at Keokuk.

In 1831, Col. George Davenport, the founder of the town which bears his name, explored the Red Cedar as far as Rock creek, and at this place established a trading post with the Indians, which continued for four years. This is the first navigation of this river by the whites on record. The first steamboat on the Des Moines river, of which we have any knowledge, was in 1837, which arrived as far as Keosauqua. The first keel boat was owned by Capt. Cash, and came up in the following year.