Houston County, Minnesota - Chapter 8: Transportation, 1919

The history of river transportation in Houston county be^rins with the days of the birch bark canoes of the Indians, continues through the days of the barges, batteaux, rafts and skiffs of the explorers, missionaries and traders, developes into the days of the palatial packers, and declines through the days of the grain boats, and is ending for the time being at least with the days of the excursion boats and small pleasure craft, with a possibility of a revival of an important freight traffic. The history of land transportation in the county begins with the days of the Indian trails, continues through the days of the ox cart, stage coach and mail routes and developes into the days of the railroads, the first forty years of the railroad era being characterized by the gradual increase in the use of horses, and the last half decade being co-incident with the rapid increase in the number of automobiles used for both travel and pleasure. The history of improvement in routes in travel includes the story of the dredging and regulation of the channel of the Mississippi, the deepening and straightening of Root River, the building and gradual improvement of roads and streets, and the recently inaugurated system of highly improved highways under county, state and federal supervision.

Situated as Houston county is, on the once great highway of commerce, the Mississippi River, it was natural that the first settlers for the most part should come by steamboat. The landing at Brownsville was one of the best along the whole upper course of the great river. Here were landed the throngs of settlers bound not only for this county but also for the rich regions west and northwest. There was also a steamboat landing in Jefferson township and a ferry landing at La Crescent.

Many volumes have been written regarding transportation on the upper Mississippi with its many picturesque features. Its history is beyond the scope of the present work. After the founding of Ft. Snelling in 1819, the mail and supplies for the garrison were carried by soldiers from Fort Crawford (Prairie du Chien) in the summer by keel boats or canoes, while in the winter the distance was traversed on the ice in a sort of sledge drawn by dogs or a Canadian pony. The early traders usually used Indian canoes, keel boats or batteaux or skiffs. The canoes were manufactured with a frame of white cedar covered with the bark of a white birch or of green hides with the hair side in stretched over a frame of willows. They were made from ten to twenty feet in length, capable of carrying two or three tons of lading, and were of light enough weight so that they could be easily carried over portages. They were propelled with a paddle and often accomplished from eighty to one hundred miles a day. The batteau were 'isaally rowed by six or seven men. They were light made boats usually about forty feet in length, from ten to twelve feet wide, and could carry about five tons. The ordinary skiffs were rowed by from two to twenty oarsmen. The keel boats or barges were intended to be propelled by poles stuck in the bottom of the river, the men leaning with the shoulder against the upper end shoving the boat along by walking on the deck or on a plank. These barges were at least partially provided with an upper deck, partly to walk upon, partly as a protection of the men and the cargo against the rain or the other inclemencies of the weather. Most of them were also provided with temporary masts and simple tackle and rigging for use when the wind and the width and comparative straightness of the channel provided a favorable opportunity. This poling or pushing of the barges against the current was not only a toilsome and tedious, but also a very unsatisfactory way of transportation. High water suitable for boats of deep draft could not be navigated as it was impossible to manipulate poles long enough to reach to the bottom. At the times of low water sandbars were almost unconquerable obstacles. Yet in spite of these difficulties there was considerable river traffic even in those days. There was also some land traffic, the travelers going on foot with a pack on their back, following the paths of the Indians in the summer, and using snowshoes to get across the trackless wastes in winter.

The first steamboat on the upper Mississippi, the Virginia, passed Houston county in May, 1823, on the way to Fort Snelling. For nearly twenty years thereafter all the steamboats passing the county were ones chartered by the government to carry supplies to the troops at Fort Snelling. In 1842, the "Rock River," was put into the general freight and passenger service, and the following year the "Otter." After this the river trade increased and before long there were several companies operating boats and indulging in a spirited rivalry. The river was made still more accessible to people coming from the East, when in the middle fifties com* munication was first established with its mighty course by rail. For many years the steamboat business continued to flourish. Its decline started in the early seventies, when the completion of the railroad bridge at Winona in December, 1870, and the railroad bridge at Hastings in December, 1871, gave St. Paul and Minneapolis through communication with the east. The extension of the railroad line southward from Winona through Houston county on the western bank of the Mississippi still further curtailed the steamboat business, while the completion of the Chicago, Burlington & Quincy on the east bank of the Mississippi from Prairie du Chien in 1886, still further spelled its doom, as all the principal towns on both banks of the upper river were thus provided with railroad facilities. Many of the palatial packets were turned into grain boats, some were taken elsewhere and used on the lower Mississippi or the Ohio. After this the packet service gradually diminished, until 1919 when it was entirely suspended. There are, however, many prominent men who believe that the Mississippi is again destined to become a great highway of commerce exceeding in this regard even its former splendor.

In the meantime many millions of dollars have been spent in efforts to improve the upper Mississippi. Extensive dredging operations have been conducted, frequent "wing dams" have been constructed to keep the channel in its proper place, and the river banks rip-rapped with trap rock in several places.

A characteristic feature of transportation in the early days was embodied in the stage coach lines. The old territorial road from La Crosse to St. Paul crossed Houston county through the towns of La Crescent and Mouhd Prairie. At one time no less than three different stage lines were operating out of La Crosse over this route. The first important stop was the Lorette House in Mound Prairie. At meal times there were busy scenes, with the great coaches drawn by four or six horses, driving up with a flourish, unloading their crowded loads of passengers, and changing horses, while the loud voiced drivers gave noisy orders, gossiped with the loungers, and quarreled among themselves. Sometimes the Lorette House served nearly one hundred persons at single dinner. The carriers on nearly all the mail routes also carried passengers, and some operated quite pretentious stages. As early as 1860, J. J. Belden was furnishing Caledonia with a tri-weekly mail service from La Crosse. The La Crosse- St. Paul stage business ceased with the completion of the railroad from La Crosse to St. Paul. But the mail routes continued for many years thereafter.

The following mail routes were in existence in Houston county in 1876 : BrownsviUe to Calendonia - ^Daily. Leaving Caledonia at eight o'clock, and arriving at Brownsville at eleven o'clock A. M. Leaving Brownsville at three o'clock, arriving in Caledonia at seven o'clock P. M.

Caledonia to Houston - ^Tri-weekly. Leaving Caledonia at seven o'clock, arriving in Houston at ten o'clock A. M. Leaving Houston at one o'clock, arriving in Caledonia at six o'clock P. M., Tuesdays, Thursdays and Saturdays.

Caledonia to Newburg - ^Tri-weekly, via Spring Grove. Leaving Caledonia at seven o'clock, arriving in Spring Grove at ten o'clock A. M., and in Caledonia at seven o'clock P. M., Tuesdays, Thursdays and Saturdays.

Houston to Winona - Bi-weekly. Leaving Houston Tuesdays and Fridays, at eight o'clock A. M. via Money Creek to Winona. Arriving in Houston at seven o'clock P. M., Wednesdays and Saturdays.

Gradually they were discontinued, some by reason of the building of the Reno-Preston some by the establishment of the rural free delivery. The only post office at the present time that does not have railroad connection is Eitzen, just on the Iowa line in Winnebago township.

Most of the early settlers, whether they came overland all the way or landed from the steamboats made their way to their new homes with a yoke of oxen. Some brought their oxen overland from as far away as southern Illinois, usually walking alongside while the women and children, when tired, rode on top of the goods in the cart. Those who came by steamboat had to secure further means of transportation after landing. Some bought or hired their oxen at La Crosse or Brownsville. Others who were fortunate enough to have friends already here, were met at the lAndiwg place and taken with their goods to their prospective claims.

A few of the pioneers had horses, both to make the trip here and for farm work after their arrival. But it was not until the county became more thickly settled that horses came into general use. The oxen, indeed, were much more suitable for general farm conditions in a pioneer country, could stand the climate and insufficient shelter better, and could exist on rougher forage than the horses.

In making their way to their new homes, the first comers among the whites followed the Indian trails, or picked their way as best they could through the valleys, over the ridges and across the prairies. The routes they made gradually developed into established lines of travel.

In territorial and early State days, the Minnesota Legislature repeatedly memorialized Congress asking for appropriations for various territorial and State roads, the most important of which were to cross Houston county. Some were to extend east and west and some north and south. In these memorials the importance of Houston county as the gateway to the wonderful agricultural wealth of Minnesota was duly set forth in glowing terms, but Congress did not grant the money and the financial burden of maintaining the highways remained with the people of the county. The early legislatures, however, established several territorial road routes which had a part of their course in Houston county, and this served to advertise the locality and bring settlers through here, even if it did not furnish financial aid in road construction.

The first official action toward good roads in Houston county was taken at the first meeting of the county board, May 26, 1854. Petitions were presented, for a road from Brownsville, by way of James A. McCan's, David Brown's and William Oxford's to the Iowa State line near Eliakim Laflin's in what was afterward Winnebago township, and one from Brownsville by way of William Richmond's to Jacob Beusch's on the Root River. These petitions were laid over. A highway to be known as Road 1 was ordered viewed by Darwin T. North and Job Brown from Brownsville, by way of Hiram Butterfield'a to the forks of the Root River, and another to be known as Road 2, was ordered viewed by Job Brown and Enoch C. Young, from Brownsville by way of Caledonia, to the western line of the county where it was to intersect with the Decorah road. On June 8, the petitions laid over from the previous meeting were granted. Christopher Clark and Samuel Dean were appointed viewers of Road 3, from BrownsviUe to the Iowa State line at Lafiin's, and William Richmond and William Shelby were appointed viewers of Road 4 from Brownsville to the Root River at Beusch's. At the same meeting there was laid over, a petition for a road from Brownsville by way of William Oxford's on Crooked Creek; George Powlesland's ; section 31, township 102, range 5 ; and Norweigian Ridge to the FiUmore county line near the mill at Riceford. This route duplicated, from Browns- ville to Oxford's the route of Road 3, so on July 5, the commissioners appointed Joel Finn and William Oxford, viewers of Road 5, to extend from Oxford's by way of George Powlesland's; section 31, township 102, range 5; and Norwegian Ridge to the county line near Riceford. On the same day, July 5, 1854, three other roads were also ordered viewed. Peter Cameron and Samuel Armstrong were appointed viewers of Road 6, to extend from the northeast comer of the county on the Mississippi by way of Thompson's sawmill (Hokah) and the Norwegian Ridge to the place where the large Indian trail crossed the south line of the county. J. N. Stewart and David House were appointed viewers of Road 7, to extend from Thompson's sawmill (Hokah) by way of Eugene Butterfield's and Levi West's to intersect with the road from Brownsville to Caledonia. Darwin T. North and Clark W. Thompson were appointed viewers of Road 7 to cross the county from east to west, starting at BrownsviUe, and extending by way of Thompson's sawmill (Hokah) and the forks of the Root River. Oct. 2, 1854, a petition was granted for a road commencing at M. N. Taylor's and extending by way of John S. Looney's to the county line near the mouth of Rush Creek on the best route to Chatfield. M. N. Taylor and Terry A. Grover were appointed viewers.

Supervision over the roads of the county was established July 5, by the creation of eight road districts as follows: District 1, townships 101 and 102 and south half of 103, range 4 ; District 2, north half of township 103, range 4, and northeast quarter of township 103, range 5 ; District 3, Pine Creek election district (all of the county east of the middle line of range 5, and north of the Root River) ; District 4, west half of township 104 range 5, northwest quarter of township 103, range 5 one mile on the east side of township 104, range 6 and one mile wide on the east end of the north half of township 103, range 6 ; District 5, remainder of township 104, range 6, township 104, range 7, north half of township 103, range 7, and the remainder of the north half of township 103, range 6; District 6, south half of township 103, range 6, township 102, range 6, township 102, range 5, and the south half of township 103, range 5; District 7, township 101, ranges 5 and 6; District 8, townships 101 and 102, and the south half of township 103, range 7. Supervisors were appointed for the various districts as follows : 1, David Brown ; 2, Levi West ; 3, Henry Gillette ; 4, Nels Oleson; 5, Thomas Ck>nniff ; 6, B. N. Lawrence; 7, Eliakim Laflin; 8, James Smith.

With the increased settlement, there was an added necessity for more roads. But the lajdng out of even such crude roads as were provided in those days, was expensive, and therefore in many instances, instead of establishing roads, the county boards established cartways, which were unimproved trails leading from the main roads to the homes of various settlers.

In the late fifties it was found that some of the state and territorial roads established were being obstructed by settlers who deliberately fenced up portions of the roads laid out across their lands. In many instances, the marks of the surveyed route had become obliterated. July 21, 1859, the board ordered all obstructions removed, and provided for a survey in case of dispute. Sept. 14, 1859, still further action was taken, it being provided that where the marks of the original survey had been obliterated and there was uncertainty or dispute about the real roadway, the town supervisors should have power to call in a surveyor and relocate the obliterated roadway.

Although road matters have occupied the major part of the attention of the county and town officials from the earliest days, nevertheless until recently there were few really good roads in the county. Most of the roads, in fact, after the springtime rain, were practically impassible. This condition, unfortunately, in many parts of the county still remains. But beginning several years ago, a decided effort has been made to establish better highways, and this is resulting in some excellent stretches of road. The mileage of improved roads is increasing year by year, the citizens are awakening to the necessity of better transportation facilities, and in time the main routes of travel will be in such condition as to be a source of comfort and pleasure to travelers at all seasons of the year.

The trunk line system provides for the permanent improvement and maintenance of the highways most commonly traveled. The system as now contemplated embraces three main routes and one branch route.

Road No. 1 enters from Fillmore county and extends through Spring Grove township and village, Wilmington township, Caledonia township and village, follows part of the west and north line of Mayville township, then through Union, Hokah township and village. La Crescent township and village, and into Winona county.

Road No. 2 enters from Winona county, extends through Money Creek township, Houston township and village, Sheldon township, Caledonia township and village, Wilmington, Eitzen village, Wilmington township and into Iowa to New Albion.

Road No. 3 extends from Brownsville through Brownsville township, Mayville and Caledonia village, follows the line between Caledonia and Mayville, and then through Winnebago and Jefferson to New Albion in Iowa.

The stretch of road from La Crescent to La Crosse was built and is maintained by the city of La Crosse. It was originally constructed with great difficulty and at heavy expense, being built up from the soft oozy bed of sloughs and swamps. The main bridge from Pettibone Island to La Crosse was erected by the people of La Crosse.

Before the building of bridges, the ferries constituted an important feature of transportation. The principal ferries in Houston county crossed the Mississippi at La Crescent to La Crosse, and the Root River at Houston and Hokah. The ferries played a considerable part in the early history of the county. Ferry licenses were granted by the legislature and by the county boards. The first one granted in this county was by the Minnesota Territorial legislature, authorizing Charles F. Jenson to operate a ferry across the Mississippi River near La Crosse. He was to select any place he chose opposite "Prairie La Crosse'' and within four miles thereof, and was to have an exclusive right for six years, no other ferry to be established within a mile of him. He was to operate the ferry at all hours, but after 9 o'clock at night could charge double fare. He was to be allowed to charge regular rates as follows : For each foot passenger, 15 cents ; for each horse, mare or mule with or without rider, 50 cents ; for each ox or cow, 50 cents ; for each two horse or two ox or two mule team, loaded or unloaded, with driver, $1.00; for each single horse carriage, 75 cents; for each additional horse, mule or cow, 25 cents ; for each swine or sheep, 4 cents. All freights of lumber, merchandise, or other articles, not in teams, at the rate of 10 cents a barrel, and 50 cents a thousand feet of lumber, with 5 cents a hundred weight for all other articles.

Oct. 4, 1854, Peter Cameron was granted a license by the county commissioners to operate a ferry across the Mississippi at his landing near the northern line of the county. That year he had started a canal beginning in the lower part of section 13, in La Crescent township and terminating near the center of section 14, at a point in Pine Creek where a fragmentary lake or slough extends well up to the first terrace. A steam ferry boat was also built at La Crosse, 150 feet in length but the machinery did not arrive, the proprietor died, and the enterprise was abandoned.

July 5, 1854, William McConnell was granted a license by the county board to operate a ferry across the Mississippi River. He was to pay the county an annual fee of $25. This license was on July 2, 1855, transferred to Smith, Clinton & Bates.

In 1855 Mr. Bates put on a steam ferry boat known as the "Honey-Eye," but which the settlers nicknamed "Mu-Chick-e-Vous," It was an antiquarian and dangerously dilapidated affair. The early settlers used humorously to relate that, sometimes, while crossing the river, it had to tie up to an island, let the steam go down, take off the safety-valve, and with buckets fill the boiler, then get up steam again and finish the trip. For two years the people had to submit to such ferry accommodations as this boat furnished. Before the boat was finally abandoned the Kentucky Company had become the owner, and when it was too much impaired to attempt another trip, a pew boat was brought from Pittsburgh, Pa., and this ran up to the spring of 1857, when it was cut down by a field of ice and sunk, while tied up at Ia Crosse.

Feb. 7, 1857, Thomas McRoberts, the agent of the Kentucky Company, was granted the exclusive privilege of maintaining a ferry across the Mississippi at a point near the foot of Mississippi Avenue in the village of La Crescent, subject, however, to the provisions of the charter granted to the Wfnona & La Crosse Railroad Co. The rates he was allowed to charge were AS follows : For each foot passenger, 20 cents ; for each horse, mare, mule or ass, with or without rider, 50 cents ; for each head of loose cattle, 35 cents ; for each head of sheep or swine, 10 cents ; for each two or four horse wagon, 75 cents ; for each pair of horses, mules or oxen, in wagon, 75 cents ; for each Bingle horse, carriage or cart, 75 cents; for each two horse carriage and driver, $1.00; for lumber a thousand feet, $1.00; for freight a hundred pounds, 10 cents.

Under this license, after the /sinking of the former boat in the spring of 1857, a large boat, called the ''Jo Gale," was then chartered for the summer business, and at the same time a new boat was ordered at New Albany, which reached here in the fall of 1857. This was the "McRoberts," named as a compliment to the agent of the company. This boat ran 21 years, or until August, 1878.

For several years, about the time of the war, there was great dissatisfaction with the ferry. The company charged $1.50 each for passengers. This high rate caused an opposition boat, the "General Pope," to be put on, the fare on which was fifty cents each way. Freights also were so reduced that a farmer with 500 bushels of wheat to transport would save $25. At one time Gen. C. C. Washburn became interested in the ferry question, and materially assisted in securing cheaper rates.

In 1877 the McRoberts was sold by the Kentucky Company to J. C. Day, and was later owned by J. C. Day, Thomas McRoberts and P. S. Davidson. Its successor as a ferryboat was the Warsaw, which, when the river was free of ice, made regular trips, in the summer time, making as many as eight round trips a day.

O. W. Streeter was by act of the legislature approved March 3, 1855, given the exclusive right of maintaining a ferry across the Mississippi, at a point to be selected by him in Section 11, Township 104, Range 4, for fifteen years, no other ferry to be established within a mile of him. He was to be under bonds of $500 to keep safe boats in good repair, and to give good service at all hours, though allowed to charge a double fee for those who crossed after 9 o'clock at night. The regular rates were established as follows : Foot passenger, 20 cents ; horse, mare, mule or ass, with or without a driver, 50 cents ; single horse carriage, 75 cents ; two horse, two ox or two mule team, loaded or unloaded, with or without driver, $1.00; additional horse, mule, or cow, 30 cents; additional sheep or swine, 10 cents; for lumber, a thousand feet, $1.00; all articles of merchandise in barrels, ten cents a barrel ; for other articles, a hundred pounds, six cents.

Mr. Streeter, on Oct. 31, 1855, sold his rights to Cjnrus K. Lord. The ^ first regular boat was run by Captain W. G. McSpadden, and was called the "Wild Kate." The first part of the name was peculiarly expressive and appropriate, for^ while it was a most valuable assistance to the emigrants and settlers, it had no regular time table, and, like a train running out of schedule time, was always '*wild." The great bulk of travel in those days was from the east, and so the "Wild Kate" used to remain over on that side until somebody desired to come over, when, by the aid of two horses working treadmill fashion, it would be slowly propelled to the shore on the Minnesota side.

The Target Lake Plank Road & Ferry Co. was incorporated Feb. 28, 1856, for the purpose of constructing a single or double track road from a point within a mile of section 24, to a point within half a mile of section 28, in township 104, range 4. Toll gates were to be erected at convenient intervals and tolls collected not exceeding the following rates : For each vehicle, sled, sleigh or carriage drawn by two animals, five cents a mile, if by more than two animals, two cents a mile for each additional animal ; for each vehicle, sled, sleigh or carriage drawn by qne animal, two cents a mile ; each horse and driver or led animal, one cent a mile ; each score of sheep or swine.

one cent a mile ; each score of neat cattle, four cents a mile. Persons attending religious services on Sundays were to be exempt from toll traveling both ways, and men liable to military service were exempt from toll while going or returning from any military gathering at which presence was required by law. The capital stock was placed at $1,000 and divided into a thousand shares. Commissioners appointed to receive the stock subscriptions were Nicholas Hintgen, Thomas B. Stoddard, Joel Marsh, John W. Thompson, Ole Rundson, William Hunter and C. W. Jenks.

On March 1, 1856, E. A. Goodell was granted a charter for fifteen years to operate a ferry across the Mississippi at any point he might select in Brownsville ; no one else for that period to operate one within one and a half miles of the point he should select. In the day time he was allowed to charge the following rates : For each foot passenger, 10 cents ; for each horse, mare, mule or ass with or without a rider, 25 cents; for each two horses, two ox or two mule team, loaded or unloaded, with driver, 75 cents ; for each single horse carriage, 50 cents; for each additional horse, mule, ox or cow, 25 cents ; for each swine or sheep, 5 cents ; for lumber per thousand feet, $1; for articles of merchandize in barrels, 5 cents a barrel; all other articles a hundred pounds, 6 cents. During the night hours from 8 P. M. to 5 A. M. he was allowed to charge double.

In 1863, the steamer "Spray" was put on, operating between Brownsville and La Crosse. It was owned by Harvey Rumsey and operated by Captain Whittaker. After about three months it was succeeded by the ''Elxpress,'' a stem-wheel boat of 35 tons register, operated by Captain G. L. Winslow. In 1872, Captain Winslow had a boat of 24 tons register built at La Crosse which he named the ''Vigor" and with which he replaced the ''Ebqpress" the following year. About this time, however, the railroad company but on the steamer "Jessie Girden'* as a transfer boat. Finding that it would not pay to continue in competition. Captain Winslow went further . down the river and engaged in business. But when a few years later, tlie railroad bridge was built and the railroad ferry discontinued. Captain Winslow returned and operated a ferry for many years.

A charter to be in force for twelve months only, was on Feb. 27, 1856, granted to J. L. Wertz, to establish and maintain a ferry across the Root River in section 28, township 104, range 4. The rates were established as follows: Foot passenger, 5 cents; horse, mare or mule, with or without rider, 15 cents ; each ox or cow, 10 cents ; each two horse, two ox or two mule team loaded or unloaded, with driver, 25 cents ; each single horse carriage, 20 cents; each additional horse, mule, ox or cow, 10 cents; each swine or sheep, 5 cents ; all freight of lumber, merchandise or other articles not in teams at the rate of 10 cents a barrel, 50 cents a hundred feet of lumber; and 5 cents a hundred pounds for all other articles.

Transportation on the Root River has never been of great importance, though during the early days there was a shipbuilding yard at Houston, and boats laden with goods went as high as Rushford. The completion of the present improvements to the river will make it available for launches.

row boats and canoes, though the current will be so swift that the use of the deepened river for either pleasure or transportation will be almost negligable.

One of the largest single projects in Houston county has been the straightening of Root River for drainage purposes under the state judicial ditch law. Due petition being made, the court heard the petitioners and the remonstrances in 1917, and damages and benefits being duly assessed, and the county bonds provided for, the work was started. It will be completed in 1919. The river has been dredged, in many places a new channel has been built, and other improvements made. While much of the picturesqueness of the river has been ruined, and while there has been since the beginning considerable opposition to the project, it is believed by many that the project will reclaim considerable overflow land and regulate to some extent the disastrous spring floods to which the Root River Valley is subject.

The project of improving the Root River is by no means a new one. In the early days, when the river was navigable to above Houston, and many goods were brought up that way, it was believed that with a little deepening, the river would become an important highway of commerce. In 1856, the Minnesota Legislature memorialized Congress to this effect, asking $15,000 for deepening the river. The facts as set forth in the Memorial are an interesting statement of conditions as they then existed. It was stated that the navigation of Root River from its mouth to Rush* ford, a distance of about fifty miles by the river, was obstructed by driftwood and snags, which a moderate appropriation, judiciously expended, would easily remove, and therefore render the river navigable for that distance. It was further stated that the valley of the Root River was already thickly inhabited, that large amounts of goods and merchandise were being transported into the valley by tedious and circuitous overland routes, at heavy expenditure, whereas the Root River if cleared would form a convenient and comfortable route of travel. It was also set forth that there was already a surplus of production in farm products, and that the opening of the Root River would provide a market for these products on the upper Mississippi, to which region supplies were then being brought from points in Missouri, Iowa and Illinois, further down the Mississippi River.

The money was not granted, however. With the passing of the years the river diminished in volume, the tilling of the soil caused the stream to fill up with loose earth washed from the fertile fields, dams were constructed, and navigation was impossible. The dams in time were washed out, but the other river obstructions continued to increase. Thus conditions remained until the dredging of the judicial ditch.

All the railroads of Houston County are owned by the Chicago, Milwaukee & St. Paul Railway Co. The lines are the River Division, the Southern Minnesota Division, the Reno-Preston Division and the La Crescent-Dubuque Division. The Mississippi is bridged near La Crescent, thus giving connection with La Crosse.

in developinfiT the newly opened regions of the upper Mississippi River valley. This was especially true of the people of Houston county, which was the point of entrance of so many of the pioneers who were seeking lands in Minnesota. Brownsville had not long been settled when a railroad was projected which was to have its eastern terminus at that village on the Mississippi and extend westward over the rich Minnesota and Dakota prairies.

The Louisiana & Minnesota Railroad Co. incorporated by the legislature March 3, 1853, was authorized to construct a road along the western bank of the Mississippi from St. Paul southward to the Iowa boundary. The Minnesota & Northwestern Railroad Co., incorporated March 4, 1854, was authorized to construct a railroad from the northwest shore of Lake Superior by way of St. Anthony (Minneapolis) and St. Paul, to Dubuque, crossing the Iowa boundary at any convenient point. Thus both these roads were authorized, should they desire, to cross Houston county. But on June 29, 1854, Congress passed an act which bestowed a grant of alternate sections, designated by odd numbers, six miles on each side of a road which should enter the state somewhere between sections 9 (in Fillmore county) and section 17 (in Freeborn county), thence northward to St. Paul, and thence by the most practical route to the eastern boundary of the territory in the direction of Lake Superior, thus fixing the route of the Minneapolis & Northwestern.

As early as 1855, the Territorial Legislature took action toward establishing a railroad through Houston county. By an act approved March 2, 1855, the Root River Valley & Southern Minnesota Railroad Co. was established with an authorized capital of $5,000,000. The road was to have its eastern terminus at Hokah. From there it was to extend westward by the most feasible route to the Great Bend of the Missouri River. The privilege was also granted of extending a branch from Hokah, up the west bank of the Mississippi by way of Target Lake to Eagle Bluffs in Winona county, and to connect at any point the directors might think proper with the line to be established by the Lake Superior, Puget Sound & Pacific Railroad Co. Authority was given to complete a steamboat canal fiom the main channel of the Mississippi River, through Target Lake to Root River, in section 28, township 104, range 4, and to remove all obstructions to navigation between Hokah and that point. A right of way was granted for both canal and railroad, not to exceed two hundred feet in width. Elaborate directions for operating the railroad were included in the act. The holders of the charter were Edward Thompson, Samuel McPhail, James Smith, Edward Bell, Ole Knudson, T. B. Twiford, W. B. Gear, Benjamin Thompson, John Looney, Joseph Sovesse, William F. Dunbar, B. Pringle, James Mo- Cann, H. N. Famham, W. W. Bennett, Robert H. Shankland, J. S. McCuen, David Olmsted, Benjamin F. Brown, Joseph P. Hamelin, H. D. Huff, Thomas Foster, Jacob McCrary, and William Bross. In those days riders were often attached to bills entirely foreign to its original purpose, and this act incorporating the railroad also provided that the county seat of Fillmore county should be at Carimona, and that Wright county should be fully organized. March 1, 1856, the act was ammended, allowing the construction of a branch from Hokah to Brownsville.

On Nov. 3, 1855, the officers met at their headquarters at Chatfield. The board then stood as follows: Clark W. Thompson, president; C. A. Stevens, vice-president; H. L. Edwards, secretary; T. B. Twiford, treasurer; H. W. Holley, chief engineer. The executive committee were T. B. Twiford, Edward Thompson, T. B. Stoddard, William B. Gere and T. J. Safford. Soon after this a survey was made by the chief engineer, H. W. Holley, from the Mississippi River to Hokah.

On Dec. 8, 1856, a public meeting of those favorable to the construction of the road was held in Chatfield. The meeting was called to order by William B. Gere, who stated the objects of the meeting, and gave a brief history of the enterprise, stating that $50,000 had been subscribed to the stock. G. W. Willis was appointed chairman of the meeting, and Edward Dexter was selected for secretary. Earnest speeches were made by several gentlemen. A committee was appointed to solicit subscriptions to defray the expenses of an agent to Washington, to secure, if possible, congressional aid in the form of a land grant. This committee succeeded in raising about $1,300 in Chatfield, and James M. Cavanaugh, afterwards member of congress, was appointed to proceed to Washington and look after a land grant. The thanks of the meeting were voted to Col. Thomas B. Stoddard, of La Crosse, for his services in behalf of the enterprise.

But in spite of these elaborate preparations, not a foot of roadbed was graded, nor were there any railroads in Minnesota until some years later. Railroad service was approaching, however, and in the middle fifties the Mississippi was linked to the east with iron rails. Oct. 14, 1858, the Milwaukee & La Crosse started operating trains to La Crosse, thus establishing direct railroad connection from the Atlantic to within a few miles of Houston county.

To encourage the building of railroads in Minnesota, Congress, by an Act approved March 3, 1857, granted to the Territory of Minnesota in trust for prospective railroads vast tracts of government land. In accordance with this Act, the Legislature, by Act approved May 22, 1857, designated four Land Grant roads, granting them alternate sections designated by odd numbers, six miles in width on each side of their lines, 120 sections for each continuous twenty miles located, and 120 more for each continuous twenty miles in operation. One of these roads was the Root River Valley and Southern Minnesota.

In this grant, the charter of the road was considerably amended. Its eastern terminus was to be at La Crescent instead of Hokah. From La Crescent it was to extend westward by way of Target Lake up the Root River Valley and westward. Numerous branches were authorized, including one from Hokah to Brownsville. A certain limit was placed on the time allowed for completing the various lines.

The Southern Minnesota Railroad Company was the name taken by the Root River Valley & Southern Minnesota Railroad, May 23, 1857, the day after the land grant was conferred. On April 3, the railroad had a meeting at La Crosse, and a survey by the chief engineer, H. W. Holley, was ordered to be made at once, to begin at or near St. Peter and to extend thence eastward to La Crosse. The party, accordingly, started to make this survey from Chatfield to St. Peter on April 6, 1857. The survey from St. Peter to La Crescent was completed early in June. About this time the Milwaukee & La Crosse Company became interested in the proposed road.

The survey being completed, the grading was started. A number of bridges were built, including one over Thompson's Creek at Hokah, and a trestle over the slough east of La Crosse.

After the Five Million Dollar Loan Bill was passed, the company executed a mortgage, issued bonds and deposited them with the state, receiving therefor $575,000 in state bonds, having at that time granted 37i/^ miles on its branch up the Minnesota, and about 20^4 on its Root River branch. The company defaulted on the payments April 1, 1860, and the Governor advertised the property at public sale, and there being no bidders, transferred it to the state. In the next three years the state conferred the property and rights on various persons, but they were not able to comply with the conditions. On May 13, 1863, a meeting of those interested was called at Riceford, and a reorganization of the old Root River Valley & Southern Minnesota was perfected with the following directors: T. B. Stoddard (president) ; Luke Miller (vice-president) ; Charles D. Sherwood (secretary) ; Edward Thompson, Richard Chute and Hiram Walker (executive committee) ; Parker Paine, A. G. Chatfleld, Thomas McRoberts and Charles H. Lee. But the Civil War was raging and this company, like the others, was unable to take up the work, and the property and rights again reverted to the state.

Another attempt was made the following year. March 4, 1864, the Root River Branch of the road, projected from La Crescent up the Root River Valley, through Chatfleld to Rochester, was transferred with all its rights to a revived Southern Minnesota Railroad Company, coiysisting of T. B. Stoddard, C. D. Sherwood, Luke Miller, Daniel Cameron, Clark W. Thompson, William D. Hurlbert, Hiram Walker, William Meighan, B. D. Sprague, H. W. Holley, Thomas McRoberts and William Morin. It was required that ten miles of the road be completed for operation within a year. But the time elapsed and the ten miles did not materialize. The time was accordingly extended a year. In 1865 work was commenced in earnest. The war was over, general conditions were resuming their normal tenor, and new settlers were flocking to the Mississippi Valley. The original intention was to have the line started from the river near the present railroad bridge, thence across the bottoms to the village of La Crescent, and curving around southward, run three miles in that direction to the point of the bluflTs at the entrance of Root River Valley into that of the Mississippi, and then to follow its present course toward Hokah. But a new route was adopted, several miles of the old grade now occupied by the River Division were abandoned, and tt line ran straight west from a lower point, leaving the eastern terminus several miles from the village of La Crescent, greatly to the disappointment of the people of that hamlet.

The grading was accomplished with much difficulty, and a considerable amount of trestle work had to be constructed across the Mississippi bottoms. In September, 1866, railroad iron was barged up the Root River during the high water, and unloaded at convenient points, so the track was laid up the valley as far as Hokah without the use of construction trains. Then a locomotive and some platform cars were brought over the river from La Crosse, and before the end of the year the requisite ten miles had been completed, and the line was at once pushed on to Houston. It was in 1866 also that a machine shop and foundries were erected at Hokah. There a good water power was obtained with a fall of twenty feet. At this place the company began to manufacture its own cars, and by the close of 1870, some 300 had been turned out.

Rushford remained the terminus for about two years. In the meantime, the company on July 4, 1866, had secured a grant of lands westward to the state line. The people of Chatfield were turning their attention toward the Winona & St. Peter, to which they hoped to secure a branch, and the people of Rochester were content in that that road had reached their village the year previous. It was therefore decided that the Southern Minnesota, instead of going to Rochester by way of Chatfield, should extend westward through the southern tier of Minnesota counties.

Accordingly the road was pushed on to Lanesboro in 1868. In October, 1867, the Minnesota Central Railway Co., building southward from St. Paul, reached Austin. Leaving a gap west of Lanesboro, the Southern Minnesota, in 1869, started at Ramsey, a point on the Minnesota Central, a short distance north of Austin, and built their line west to Alden in Freeborn county. The next year the gap between Lanesboro and Ramsey was filled, and on Oct. 26, 1870, the road was open from the Mississippi to Alden. Before the end of the year, the line had been extended west to Winnebago City in Faribault county. In the years following the road was gradually extended clear across the state and into South Dakota.

In 18J2 the shops at Hokah were abandoned except as repair shops, and the construction shops established at Wells. The company at that time had seventeen locomotives and more than 300 cars. The locomotives were chiefly wood burners, but the great coal fields of Iowa now having been brought within reach, five were sold, and the others altered so as to allow the use of coal. Later the repair shops were removed from Hokah.

In 1875, when the bridge was completed across the Mississippi near La Crescent, the Grand Crossing terminus was abandoned and the people of La Crescent realized their ambition of immediate connection with the west.

The Southern Minnesota Railway Co. was reorganized from the Southem Minnesota Railroad Co. March 3, 1877. The Southern Minnesota Railway Extension Company was also organized. Jan. 1, 1880, the Southern Minnesota, after receiving a deed from the Extension Company, deeded its road from the Mississippi River to Sioux Falls, and the branch from Wells to Mankato, to the Chicago, Milwaukee & St. Paul, the latter issuing bonds and taking possession of the road May 1, 1880.

The Reno-Preston Division had its inception early in November, 1873, when several meetings were held in Caledonia to consider the matter of securing railroad facilities for that village. Among those interested were Thomas Abbotts, C. A. Coe, N. F. Dorival, W. H. Harries, Wells E. Dunbar and Nicholas Koob. November 28, the Caledonia & Mississippi Railroad

Co. was duly incorporated, and authorized to construct a line from the Mississippi by the most convenient route to Caledonia. The original board of directors consisted of Thomas Abbotts, A. D. Sprague, C. A. Coe, N. E. Dorival, Richard Lester, Michael Roster, William Oxford, O. J. Weida, Nicholas Koob, Mons Fladager and Joseph Vossen. The first officers were: President, Thomas Abbotts ; vice-president, A. D. Sprague ; treasurer, Nicholas Koob ; secretary, N. F. Dorival ; attorney, Richard Lester. During the winter subscriptions were taken, and in the summer a survey was made by Joseph Till, and a little grading done. Plans were made for the purchase of ties and rails. But there was considerable opposition on the part of those who feared that the line would take business away from the county to La Crosse instead of bringing business to Caledonia. Money was hard to obtain, the company was unable to meet its obligations for the grading done, various suits were brought, and much bitterness resulted, deepened by a newspaper controversy which kept the county in a turmoil for months. Then the proposition lay dormant for several years.

In the early spring of 1879, the Clinton, Dubuque & Minnesota Railroad Co., desiring feeders for its river road, began to consider favorably the idea of building a road from the Mississippi westward through Caledonia. Accordingly, this company made an offer to complete a narrow gauge road, iron it, equip it, and put it in operation, in consideration of certain bonuses to be voted by the citizens of the territory through which the road was to pass. The old Caledonia & Mississippi was therefore reorganized as the Caledonia, Mississippi & Western, and the surveying and the purchase of the right of way extended vigorously. The question of the bonus aroused all the former controversy in Caledonia. The newspapers again took up the fight. At this juncture a number of citizens from La Crosse proposed to organize a company to build a line from La Crosse to Omaha by way of Caledonia. But there was considerable doubt as to their good faith, their plans were nebulous, while the Caledonia, Mississippi & Western was ready io start actual work at once. Therefore, on May 23, 1897, the bonds to the amount of $20,000 were voted by a substantial majority.

The question of a terminus was now considered. No mention had been made of Preston in the plans of the company. The road was to pass south of Preston, and townships of Canton and Harmony were each asked to vote a bonus of $12,000. Caledonia voted $25,000. Canton and Harmony, however, refused to vote the bonus asked, and the company turned its attention to Preston, agreeing to make Preston the terminus of the road on condition that the citizens of Preston vote a bonus of $25,000 and persuade the citizens of Harmony and Canton to change their opinions. After a bitter fight the conditions were fulfilled, Preston voting $25,000, Harmony $12,000 and Canton $12,000. The bonuses voted and the right of way secured, it did not take long for the narrow gauge road to be built. The first shovel of dirt was thrown in June, 1879, and on Sept. 7, 1879, the first rail was laid at Reno. The first train reached Caledonia Sept. 25, 1879. On Christmas day, 1879, the gang was within sight of Preston, but the cold was so intense that work was suspended, and it was not until toward evening on Dec. 26, 1879, that the first train reached Preston. This first train, a work train.

was in charge of Conductor W, W. Foot and H. G. Vesley, engineer. The first passenger train, in charge of the same engineer and the same conductor, started running regularly Jan. 19, 1880. During the construction of the road Frank Adams was constructing engineer and F. 0. Wyatt superintendent.

In April of that year the officials of the Chicago & Northwestern went over the line with a view to purchasing it and continuing the tracks to Chatfield. But the Chicago, Milwaukee & St. Paul heard of this, and at once purchased the road from the eastern stockholders.

From that date until 1901, the line retained its narrow gauge tracks, with poor connections at Reno, and with all the freight disadvantages attendant upon the necessity of a transfer at Reno. In 1890 Senator Richard E. Thompson introduced a bill in the Minnesota legislature, authorizing the railroad and warehouse commission to order the gauge broadened. The towns along the line took up the agitation, and the company decided to comply with the wishes of the people. Work was conmienced in the summer of 1901, and the first standard gauge train reached Preston Monday morning, Nov. 11, 1901, at 5:30 o'clock. The train consisted of engine 1343, a combination mail, baggage and smoking car, a day coach, and the superintendent's private car, occupied by several officials. The train crew consisted of W. W. Foot, conductor; Robert Byrens, engineer; J. D. Hanlon, fireman; J. D. Schwartz, express messenger and brakeman, and H. W. Rollins, mail agent.

The actual change from the narrow to the standard gauge was accomplished with little delay. The narrow gauge passenger train brought the mail as usual on Saturday, Nov. 9, and immediately returned to Reno. Monday morning the mail left Preston on time, as usual, on the wide gauge train and the change became an accomplished fact.

In 1870, all the gaps being filled up, the Southern Minnesota was running trains from the Mississippi to Wells. The railroad promoters were interested in Lanesboro, Fountain and Wykoff , and were in hope that these places would grow in such a manner as to eliminate Preston from among the important villages of the county. Accordingly, the company refused to establish any stations between Lanesboro and Fountain, and those desiring to take the train from Preston had to drive to one or the other of these places. Finally the citizens of Preston organized a freighting association and obtained the permission of the railroad officials to erect a freight house and station, the expense of building, maintaining and operating the same to be borne by the citizens of Preston. The building was at once erected, and W. C. Grant was employed as operator at $45 a month. However, for a time passenger trains stopi)ed only when flagged. Shortly afterward, in 1871, a postoffice was established there with W. C. Grant as postmaster, and the trains were compelled to stop to leave and receive mail. After a time, when the affairs of the company reached the courts, the court ordered the new company to buy and operate the Isinours station.

When the depot was built stage and freight lines were established from Isinours to Preston. The stage line was Preston's only public passenger connection with the outside world until the narrow gauge road was built to Reno in 1879. The narrow gauge still left Preston with nothing but the stage lines and private teams to convey passengers to the north and west. H. R. Wells for many years worked for the opening of a branch from Preston to the main line of the Southern Minnesota. Finally the president of the Chicago, Milwaukee & St. Paul consented to receive a delegation of citizens to talk over the matter. This committee, consisting of H. R. Wells, R. E. Thompson, Henry Nupson, George W. Hard, J. W. Hopp, S. A. Langum and A. W. Thompson, met President A. J. Earling at Chicago, June 6, 1902, and after a long discussion the president promised that surveys should be made. Several surveys were made during the summer of 1902, and the company decided to build the road providing the citizens of Preston would secure a right of way free of charge to the company. This was done, and in the spring of 1903 the citizens turned over to the company deeds to the right of way the entire distance, the cost being met by an issue of $5,000 bonds, which were authorized at a special village election at Preston, only 13 voting in the negative. The railroad started work in the spring, but owing to the wet season track laying was not completed until the fall. The civil engineer in charge was C. S. Coe. The first train over the new road left Preston at 12 :48, Monday, Nov. 23, 1903, eighteen minutes after scheduled time. William Shook was the conductor, Levi Kline the engineer, George Laskey the fireman, and J. E. Ford and Gus Shultz the brakemen. A number of leading citizens had arranged for an excursion, being met at Isinours by many prominent men of Lanesboro.

A route from La Crosse, northward, on the west bank of the Mississippi, was contemplated in 1856. On February 25, of that year, a charter was granted the Winona & La Crosse Railroad Co., giving it a right to construct a railroad from Winona, to a point within two miles of the comer of sections 11, 12, 13 and 14, township 104, range 4. A few days later the company was authorized to construct a ferry from its terminus, to any point within six miles of La Crosse. Though a railroad was later built along this route, it was not built by this company nor by its successors.

The Chicago & Northwestern bridge at Winona was completed Dec. 29, 1870. The Milwaukee & St. Paul, now the Chicago, Milwaukee & St. Paul, used the Winona bridge for crossing from Minnesota into Wisconsin, running from Winona to La Crosse on the east bank of the river, over the tracks of the La Crosse, Trempealeau & Prescott Railroad, now owned by the Chicago & Northwestern. In 1872, the Milwaukee & St. Paul extended their line from Winona to La Crescent, where the trains were ferried to the Wisconsin side. But this track was used largely for freight service, the passenger trains continuing to cross at Winona. In 1875, as noted, the iron bridge from La Crosse to North La Crosse was completed and has since been used for all trafiic over the Chicago, Milwaukee & St. Paul.

In 1872, the people of Houston county secured railroad connection to the southward. In 1871, the Clinton, Dubuque & Minnesota Raih-oad Co. started grading a line at Dubuque, northward, and before the end of that year tracks were laid as far as Allamakee county. The track reached the state line in May, 1872, and on May 24, of that year, a station was opened there. The work was then pushed northward, the connection being made

Various routes have been surveyed in this county along which railroads have never been built. It may be that in future years one of these routes will be used for a trolley route tapping the rich farming districts of Houston and Winona counties.

The Five Million Dollar Loan and the repudiation of the Railroad Bonds issued under its provisions, was long a subject of controversy in this state. By an Act approved by the Minnesota territorial legislature May 22, 1857, four railroad corporations of this Territory, as already mentioned, were granted alternate sections, designated by odd numbers, six miles in width on each side of the roads and their branches, this being in accord with the liberal railroad land grant by Congress. These four railroad corporations, were the Minnesota & Pacific Railroad Company (changed to St. Paul & Pacific Railroad Company), the Minneapolis & Cedar Valley, the Transit Railroad Company (changed to Winona & St. Peter Railroad Company), and the Root River Valley & Southern Minnesota Raibroad Company. The companies were to pay three per cent of their gross earnings in lieu of taxes and assessments, and the lands granted by Congress were to be exempt from all taxation until sold and conveyanced by the companies. The corporations were generally given ten years to construct their respective roads. The financial embarrassments of 1857 retarded the progress of railroad building, and it also became evident that the parties who had obtained the railway charters mentioned had neither the money nor credit to complete these great highways in internal improvements.

The territory of Minnesota was admitted to statehood, May 11, 1858. The constitution ratified and adopted Oct. 13, 1857, provided, in article 10, section 2, that "no corporations shall be formed under special acts except for municipal purposes;" and it still further provided that "the credit of the state shall never be given nor loaned, in the aid of any individual, association or corporation." Notwithstanding the strong feeling worked up over the talk of getting bonds in the aid of railroads so badly needed in the state, the first act of the legislature, which was approved March 9, 1858, before the state was admitted, was to submit an amendment to the constitution, provided for loaning the State's credit to the four land grant roads to the extent of $1,250,000 each, or $5,000,000 in all, provided $100,- 000 for every ten miles to be graded, and $100,000 for every ten miles when the cars were running regularly. In return it required the roads to pledge the net income to pay the interest on the bonds, and to convey the first 24 sections of land from the government grant to the State, and to deposit in first mortage bonds an amount equal to the loan from the state for security. This proposal occasioned much uneasiness among the most prudent of the citizens in the State; and through public meetings were held denouncing the measure, it was, however, upon being submitted to the people, on the appointed day of a special election, April 15, 1858, carried by a large majority, there being 25,023 in favor to 6,733 against the amendment. The measure afterward became known as the Five Million Loan

Bill. The State bonds were of $1,000 denomination, had 25 years to run, with interest at 7 per cent, the raibroad companies to pay the interest, and were to be delivered to the incorporators of the companies when ten miles of the road was graded and ready for the superstructure. Owing to technicalities, it was extremely difficult to market these bonds. Times were hard and the companies were unable to pay the required interest.

On the assembling of the legislature in 1860 the interest on the state bonds having been defaulted, an amendment to the constitution was adopted and submitted to the people expunging the section sanctioned and approved by them April 15, 1858, reserving only the state's rights. The electors of the State, at the general election of November 6, 1860, with unanimity, by a vote of 27,023 to 733, approved of the amendment.

Of the subsequent history of the Five Million Dollar Loan Bill the Minnesota Legislative Manual says: ''Along with the prosperity of the State, caused so largely by the rapid railroad building, the State pride began to assert itself with more force, and the prominent citizens continued to urge an adjustment of the dishonored railroad bonds. In 1877 a proposition setting aside the proceeds of 500,000 acres for internal improvement lands in settlement was by act of the legislature submitted to a vote at a special election called for June 12, and was voted down by the decisive vote of 59,176 against to 17,324 votes for the proposition. This vote was largely owning to the fact that the state at that time had almost an entire new population that had come into the state long after the bonds were issued and had no definite knowledge of the history of the original indebtedness.

"In 1881 the Legislature enacted a law providing for the adjustment of these bonds, and designating the judges of the supreme court as a commission to make the settlement. The constitutionality of this law was questioned and the final determination of the supreme bench was that the law was unconstitutional, as also the amendment of 1860 prohibiting any settlement without a vote of the people. This latter Act had been previously determined unconstitutional by the Supreme Court of the United States. An extra session of the legislature was called in October of the same year, when the final adjustment was authorized by act of the legislature on a basis of 50 per cent of the amount nominally due, and after a careful examination of all the claims presented, the bond issue was forever set at rest by the issue of adjustment bonds to the amount of $4,282,- 000 to parties entitled to receive them. For the payment of these bonds thu proposition of setting aside the proceeds of the 500,000 acres of internal improvement lands was again submitted at the general election in 1881, and by a vote of 82,435 votes in favor and 24,526 votes against, th6 action of the legislature was ratified and the stigma of repudiation removed which had been fastened upon the state by the popular vote of 1877."