Green County, Wisconsin - Chapter 15: Railroads of Green County, 1884

Chapter 15: Railroads of Green County

In 1816 the frontiers of the United States settlements had been extended into Michigan, Illinois and Missouri, while Prairie ^u Chien was its most distant military post. This remote village was brought into communication with approaching civilization by the agents of the American Fur Company from the way of the lakes, and by military transportation from the way of St. Louis. Canoes or keel boats pursued these ways at long intervals, yet with some degree of regularity, and this intercourse, slight as it was in comparison with modern connections by steam and rail, was sufficient to draw hither a few Americans for purposes of trade, or in discharge of some United States agency in connection with Indian or military affairs. The arrival of the first steamboat inaugurated a new era in commercial affairs and the building of roads in various directions tended to increase trade and traffic at this point. But the multiplication of steamboats and roads did not satisfy the demands of the public for cheap and rapid transit. Railroads began to be looked upon as a necessity, and aline that should connect Lake Michigan with the Mississippi as particularly desirable.

Between the years 1838 and 1841, the Territorial legislature of Wisconsin chartered several railroad companies, but with the exception of the "Milwaukee & Waukesha Railroad Company," incorporated in 1847, none of the corporations thus created took any )»articuiar shape. The commissioners named in its charter met Nov. 23, 1847, and elected a president, Dr. L.

W. Weeks and a secretary, A. W. Randall (afterward governor of Wisconsin). On the first Monday of February, 1848, they opened books for subscription. The charter of the company provided that |100,000 should be subscribed and five per cent thereof jjaid in before the comjDany should fully organize as a corporation. The country was new. There were plenty of active, energetic men, but money to build railroads was scarce, and not until April 5, 1849, was the necessary subscription raised and percentage paid. A board of directors was elected on the 10th day of May, and Byron Kilbourne chosen president. The charter had been previously amended, in 1848, authorizing the company to build a road to the Mississippi river, in Grant county, and in 1850, its name was changed to the "Milwaukee & Mississippi Railroad Company." After the company was fully organized, active measures were taken to push the enterprise forward to completion. The city of Milwaukee loaned its credit, and in 1851 the pioneer Wisconsin railroad reached Waukesha, twenty miles out from Milwaukee. In the spring of 1852, Edward H. Brodhead, a prominent engineer from the State of New York, was put in charge of the work as chief engineer and superintendent. Under his able and energetic administration the road was pushed forward in 1852 to Milton, in 1853 to Stoughton, in 1854 to Madison, and in 1857 to the Mississippi river, at Praivie du Chien.

propriate here to observe, that this enterprise, a great one for its day, and for the era in which it was achieved, was undertaken and successfully carried through, (to their honor be it said) by citizens of Wisconsin, residents of the city of Milwaukee.

In this connection it is proper to state that E. H. Brodhead, of Milwaukee, was the then president of the road. William Jervis, of the same city, was superintendent, and E. P. Bacon, general freight agent. Among other gentlemen who took a leading part in carrying through this great work, may be here mentioned, the Hon. Edward D. Holton, still living, and the Hon. Ashael Finch, lately deceased, (both of the city of Milwaukee).

Chicago, Milwaukee & St. Paul Railway

In 1859 and 1860, the Milwaukee & Mississippi Railroad Company defaulted in the payment of the interest on its bonds. A foreclosure was made and a new company, called the "Milwaukee & Prairie du Chien." took its place, succeeding to all its rights and property. In 1867, the Milwaukee & St. Paul Railway Company obtained control of the Milwaukee & Prairie du Chien Railroad. The legislature of 1857 had passed an act, authorizing all stockholders in all incorporated companies to vote on shares of stock owned by them. The directors of the Milwaukee & St, Paul Company had secured a majority of the common stock, and, at the election of 1867, elected themselves a board of directors for the Prairie du Chien Company. All the rights, property and interests of the latter company came under the ownership and control of the former. In 1865, Alexander Mitchell, of Milwaukee, was elected president, and S. S. Merrill, general manager, of the Milwaukee & St. Paul Railway Company, now the Chicago, Milwaukee & St. Paul Railway Company. They were retained in their respective [)Ositions by the new organization, and still continue to hold these offices, a fact largely owing to the able and efficient manner that has characterized their management of the company's affairs.

All things considered, it must be set down as a fact that one of the most important, (if not the most important) event which has ever happened in Green county, was the building of its first railroad. While the Milwaukee & Mississippi Railroad Company was in existence, it not only proposed to build a road from Milwaukee to Madison and Prairie du Chien, but also one to Dubuque, Iowa. We have already seen what success that part of its project met with which contemplated a road to Prairie du Chien. Let us now consider what more nearly concerns the people of Green county, the Dubuque project. But before dwelling upon the results of that scheme, it must be stated that there was an undertaking having in view a railroad through Green county which ante-dates the other. This was the incorporation of the

Southern Wisconsin Railroad Company

The object in view in organizing this company, was the building of a railroad from Milton, in Rock county, by way of Janesville, the county seat, through the counties of Green, Lafayette and Grant, to the Mississippi river. Of course, this was a project calculated to interest the people generally of Green county. Everybody wanted a railroad, and they wanted it as near their own homes as it could be built. The chartering of this company was a scheme originating in Green county, so great was the desire here to have communication with the outside world by means of the iron rail. This was early in the year 1852. A survey followed, reaching from Janesville to Monroe, and in the fall of 1853 work began near Monroe, but was soon discontinued for want of means. Early in 1854 the Southern Wisconsin Railroad Company transferred all its rights to the Milwaukee & Mississippi Railroad Company, and the firstmentioned company ceased to exist. The projected road now took the name of izing them to build the line, the intention being to extend it to Dubuque, in Iowa. This company, in the spring of 1855, employed a party of engineers to re-survey the line from Janesville to Monroe, preparatory to obtaining the right of way and commencing grading. J. T. Dodge, then of Janesville, now of Monroe, had charge of the surveying party.

The contract for the work was let late in the fall of 1855 to C. D. Cook, of Milwaukee, a leading railroad contractor of the State. The work had commenced in February, 1856, and the track laid to Brodhead in September, 1857. Meanwhile the road had been mortgaged three times, and, in August, of this year, was sold on the third mortgage. Owing to the difficulty of obtaining money, there was now an actual suspension of track-laying for want of means to pay the duty upon the rails. That difficulty was at length overcome by advances made mainly by the Bank of Monroe; so that the track was laid to Juda, in November, and to Monroe in December, 1857.

Early on the morning of a drizzling, rainy, muddy Thursday of last week, we left home to attend the celebration of the opening of the Southern Wisconsin Railroad to Brodhead. The day was an unfortunate one as to appointment ; the weather being unpleasant, and the circuit court for Green county being in session and engaged upon the case of Nehemiah Root.

About 11 o'clock A. M., an excursion train of six passenger and three or four freight cars, all crowded full, left the depot to meet the excursionists from Milwaukee, Waukesha, and towns along the line of road. At Janesville, the Milwaukee train of five crowded cars was added, and the train returned to Brodhead, arriving just in time to permit the whole company to take refuge in the large depot before the ajiproach of a passing shower. This unexpected moistening, not down on the bills, disconcerted the reception and dinner arrangements ; everything, however, passed off pleasantly and harmoniously. After dinner Judge Randall responded to a call in a few pertinent and welltimed remarks, succeeded by the banging of guns and the more pleasant roar of instrumental music.

The Monroe Brass Band furnished an excellent quality of music for the day, their playing being a matter of universal admiration ; the Brodhead Brass Band also played excellently well for so young a band; there was also a martial band from Decatur, that participated in all the festivities.

Brodhead is fast getting to be a lively village, and the business over the railroad is already quite important, though at the present ruling prices of produce the exports from this county are not a tithe of what they soon, probably will be.

A Great Event

The completion of the Southern Wisconsin Railroad to Monroe, in Green county, was, indeed, a great event; perhaps, when viewed in all its bearings, the greatest that has ever occurred within the limits of the county. That this may not pass from the minds of future generations readily, we give a few extracts from the Monroe iSentinel, concerning its progress from the eastern edge of the county to Monroe, and the happy time had by the people upon its coraplelion to the county-seat of Green county.

We have the satisfaction of announcing that the track-laying on the Southern Wisconsin line is resumed, and the workmen to-day commence laying the rail this side of Brodhead. Some of our moneyed men have given their names as surety that if the company will commence laying the rail, they shall receive the necessary money, $1,300 per mile - to take iron out of bond, or enough to lay as far as Juda. If the stock-holders will come right up to the work like men, the road will be opened to Monroe in a few weeks. There are but fifteen miles to lay, besides side tracks and switches at Juda. We are well aware that the times are very hard, but it must be borne in mind, tliat the produce of the stock-holders is taken at Milwaukee quotations, and if ever}'^ one will take hold with a will, we will have the road. "A bird in the hand is worth two in the bush;" we can get the road this fall by one earnest and concentrated effort. Next season the difficulty may be greater.

H. Thompson is the accredited agent of the company, to take and forward produce or subscriptions, and pay over only so fast as the company actually expend on the line. If he calls at your house don't send him away empty.

Southern Wisconsin Railroad

SOUTHERN WISCONSIN RAILROAD, [From the Monroe Sentinel, Nov. 18, 1857.] The track-layers to-day, (Wednesday) will have the rail laid into Juda, and by Saturday night, will probably have finished all side-tracks. It is now but eight miles from Juda to Monroe, and a little more hard work will bring the cars to this point. Let every man who has a cent in money or a bushel of wheat, pay the same toB. Dunwiddie, director, or Henry Thompson, Esq., agent, and those gentlemen will faithfully apply the same to the taking of iron out of bond. It will not do to let the track-layers cease until the last switch in this town is laid.

We are informed by friend Graham, of this town, [Monroe] that the track-layers are now putting down the switches and side-tracks at Juda, and towards the latter part of this week will commence moving westward towards Monroe.

now rendering, to secure the completion of our road. It has furnished money to carry on the work when no other bank in the State would loan a penny - a fact that must not be forgotten when the cars shall rumble into town.

By politeness of friend Graham, we paid another visit to the railroad, Tuesday. At the time we left, 4 o'clock p. m., the rail was laid half way across the trussel-work - which is nearly a quarter of a mile in length. To-day the train will run over it, and we have engaged a passage on the first car.

We are in high feather, we are elated. We feel good. Why ? Go with us a few rods towards the southern portion of .the village, and we will show you two parallel iron rails leading to the east and connecting with all her roads, over which the strong engine with its ribs and muscles of iron and steel, is hereafter to play back and forth like the weaver's shuttle, fetching and carrying its load of men and merchandise.

The cars have come to town, and every day " Richland timber " echoes the scream of locomotive. The facts that our people have paid the M. & M. R. R. Co., thousands of dollars within a few weeks, and that the Messrs Graham have laid the rail at the rate of about half a mile per day throughout the worst month of the year, all go to demonstrate one thing, namely, that this village is to , be a little world of bustle and activity, from this time lienceforth ; and here we make the assertion, which we will prove by-and-by, by the figures, that Monroe will be the heaviest produce station in Wisconsin. It is a strong assertion, we know, but not over-grown, when it is considered that there will be tributary to this market alone over

Some kind of a celebration will undoubtedly take place at the formal opening, which will not occur for two or three weeks yet, inasmuch as there are several places where the track will have to be ballasted, to be safe. We are told that some of the officers of the road will be in town the present week, to examine depot grounds, and arrange for the opening.

The Railroad Celebration

Below we give the ordei' of arrangements for the approaching railroad celebration in honor of the opening of the Southern Wisconsin Railroad to Monroe, to take place on Tuesday the 19th lust:

Excursion tickets will be issued by Henry T. Thompson, B. Dunwiddie and John W. Slewart, the con.mittee appointed for that purpose, to whom application may be made.

fancy ever created - seven passenger cars almost filled with citizens of Monroe and vicinity, left the depot grounds of this village to meet at Janesville the guests from the cities and villages of our Slate, who were disposed to join with us in our joy and good cheer.

All were happy and cheerful as a party could well be; some chatting, some singing, some silently enjoying their first ride upon a railroad train - all possessing with satisfaction the hour after the bent of their minds. At the various stations fresh additions were made to the load, so that by the time the train arrived at Janesville, the citizens of that seldom astonished place actually rolled their eyes in wonder that so many people could be collected anywhere between that vast city and sundown.

The Milwaukee train with some six cars arrived a little before 11 o'clock, and soon afterwards attached itself to the down train and started for this point, both trains being made one. The return trip was made in good time and the excursionists welcomed by a large body of our citizens.

As soon after the arrival as quiet could be restored, the president, George E. Dexter, Esq., presented S. P. Condee, of this village, who made an eloquent, appropriate and cordial reception speech, which was replied to on behalf of the guests by Hon. E. D. Holton, in an equally appropriate manner. At its conclusion, the excursionists proceeded to the various hotels and to private residences, wi.'iiher they were cordially invited by our citizens, the specially invited guests stopping at the American.

The dinner at the American was of the best order, and heartily greeted by hungry humanity. After dinner, came toasts in the following order:

Vth. The iron roads of our country, a net work binding State to State in political union, community to community in commercial and social intercourse, the only talisman which can convert into reality the statesman's dream of a single and united Republic stretching from ocean to ocean.

8th. The whistle of the locomotive. It swallows up the secret of the fife, and the roll of the drum ; its resonant echoes sounding peace on earth and good will to man.

10th. Panics. The thunder storms of the financial atmosphere purifying it, and compelling, as politicians say, a recurrence to fundamental principles.

11th. The State of Wisconsin, nestled between two great highways, scooped out by nature. The energy of her people will complete the work in crowning with success her splendid projected system of railways.

There were a few incidents and arrangements of the celebration that had some little effect to raar the festivities, and for which our citizens may be unjustly blamed. W^e have not time to allude to them, and it would perhaps do no good if we. could.

We cannot close without giving in our testimony to the very affable, kind and courteous manner in whicli Conductor Sanburn discharged all the duties of his station. He never wearied in answering the thousand questions that were given him by inquisitive folks unaccustomed to railroad travel, greeted all with the same unvarying politeness, and assiduously labored for the comfort and safety of the large family he had to provide for. It is of vast importance to a railroad corporation to have obliging and courteous employes, such as we feel and know Mr. Sanburn to be, and we are twice glad that we have such upon the Southern Wisconsin Railroad.

So great was the desire of the people of Green county to have a railroad, that, at an early day, they had subscribed liberally toward the building of the one contemplated from Janesville to Monroe; but, with all their liberality, there was still a lack of means to carry forward the enterprise. The system of "Farm Mortgages" was therefore resorted to, which, in the end, caused a great deal of trouble and anxiety to many of the farmers of Green county, although no very great pecuniary loss (except in a few case?) was the result - thanks to the energetic and selfsacrificing efforts of E. D. Clinton of Erodhead. Brooks Dunwiddie of Monroe, and perhaps one or two others in a less degree.

"In mortgaging their farms," says Miss Bingham (History of Green County, pp. 34-36), "some of the farmers were influenced wholly by a desire to get the railroad here, but most of them were also moved by a spirit of speculation. Stock in the railroad company was given them for their mortgages, and the general opinion of its value was such tliat farmers made their mortgages as large as the company would allow them to be. The company promised to pay the interest on all the mortgages, and promised that no mortgages on land west of Brodhead should be sold until the road reached Brodhead, and none from west of Monr.ie until the road reached Monroe. In October, 1854, stock to the amount of 1485,900 had been taken. 'J''he greater part of it was in Green county, but the mortgages given in the vicinity of Shullsburg amounted to $128,000. By February, 1856, work on the road had begun. The mortgages were taken to New England, where they sold readily. The company also obtained money at three different times by mortgages on the road; but much of the money obtained in these ways was used on the Prairie du Chien road, and work on the Southern Wisconsin was not prosecuted with the vigor which the mortgageo's h;id hoped for. The road to Prairie du Chien was finished in April, 1857, but the company had not then the money to push forward the other road. * * * j^ ^yg^g really

Green county, not the railroad company, that brought the road from Janesville, and a great number of citizens are entitled to a share of the credit of it; but, much as it cost in money, the greatest cost of the road was in the anxiety and long suspense it brought the raortgageors.

''The company assumed an appearance of great fairness towards the mortgageors. Sometimes a director was chosen from among them, and, as was especially the case in the election of Judge Dunwiddie, this was conducive to the interests of both the company and the mortgageors; but the appearance was frequently deceptive. On one occasion, all the stock-hold ers and their wives were given a tree rule to Milwaukee, to attend a railroad meeting. They were all urged to go, but, after their arrival at the meeting some pretext was raised by which almost every one of them was prevented from voting. The agreement of the company in regard to using the mortgages from the country west of Monroe was so far kept tliat, before the sale of the road in August, 1857, all those given west of Green county were released. The desire for the road was so great in Lafayette county that E. D. Clinton, the general agent of the road, and the man who, more than any one else, was the cause of its extension from .Janesville, found more difficulty in releasing the mortgages than lie had found in obtaining them. Two men refused to com[)ly with the condition of a release, which was to pay the recorder's fee, and in these cases Mr. Clinton paid the costs himself. The mortgages given in the western part of the county were all sold before the road reached Monroe, and the promise in regard to paying the interest on the mortgages was not fulfilled. After the completion of the road, the stock was raised by a fictitious dividend and by some other devices to ninety per cent. The holders of the mortgages were by this time glad to sell them, and the company bought them and settled with the mortgageors by buying their stock at ninety per cent. A few of tlie farmers had previously effected a settlement with the purchasers of their mortgages, and paid more; but ten cents on a dollar was all that any of them were obliged to pay, and a few of them never paid anything."

Farm Mortgages

I was sent by the Milwaukee & Mississippi Railroad Company, as their stock agent, to ascertain what could be done to build the road west of Janesville. I went to Monroe, there being very little interest at Janesville, and called on Judge Dunwiddie and Mr. Ludlow, also on Judge Bingham, who has since died. These men introduced me to John H. Bridge, who then lived eight or ten miles south of Monroe (now in Monroe). I informed them there was so little money in the country, we could not build as rapidly as we wanted to without resorting to farm mortgages. We had taken farm mortgages and used them successfully in building the road to Janesville. I consulted with the men referred to at Monroe, and others they introduced me to. I tried to impress upon them that giving farm mortgages would secure an early completion of the road to Monroe, and that they had only to convince the farmers that by mortgaging their farms they would not put their property in jeopardy.

For the purpose of giving them an understanding on what condition the mortgages were taken, we appointed a county meeting at the court house in Monroe, and invited all the people of the county interested to be present.

Tliere was a general rally, ami the court house was filled. Quite a luuuber of the directors of the railroad were present, with the chief engineer. I was called upon to explain the object of the meeting. I then said: "I am glad the directors are present, as I have just come from the La Crosse road. In my explaining the plan of the company, if I do not state it correctly they will correct rae." I then laid on the table a large number of copies of reports of work the previous year, which, as it regards correctness, was certified to by John Catlin, the president of the company, and William Taintor, secretary, by affidavit. Their veracity was not doubted by any one acquainted with them. I requested each one interested to take stock by mortgage; also to take a copy of the report home and look it over carefully. "After you have heard what I have to say," I continued, "and these directors in explanation, if you feel safe and wish to secure the road to ]Monroe, you will come to Monroe, where Dr. Peck, who is with me, and is a notary public, will fill up the mortgages and take the acknowledgement at your houses. We do not wish any but genuine mortgages, with the expectation of your paying it; if the company fail to pay, just as you would have to pay a bank note. We want to do everything in good faith, so that we can realize the money on the mortgages to build the road without loss. I now attempt," I said farther, "to explain the pro])osition of the company to take your mortgages - This is the plan, that you give your note and mortgage to the company or holder, for any amount you wish to take, to run ten years, with coupons attached, interest payable annually, at the rate of 8 per cent., for which the company authorizes me, as their agent, to give you a receipt in full for the shares of capital stock, or any number of shares, of §100 each in said company. The company will give you an indemnifying bond that they will ])ay the interest for ten years, also pay you 2 per cent, annually, making it that the company allows you 10 per cent.

Perhaps this is not worded precisely, but it is the general idea, as I now recollect. At the close of n)y first talk in the court house at Monroe to induce men to give their mortgages, the directors were called upon to speak. They fully endorsed what I had said in regard to the good faith and responsibility of the company. If you give your mortgages you will be protected as the mortgageors have been heretofore, and you will secure the completion of the road to Monroe. One of the directors said the first man that will give his mortgage to the amount of $10,000 shall have an engine put on the road bearing his name. I believe John II. Bridge secured that honor, and the company fulfilled their agreement. There was a full representation of Green county at that meeting. I then explained to them that the mortgages given east of Green county a number of years previous to this drew 10 per cent annually, the company agreeing to pay 12 per cent, interest, also the 2 per cent, bonus. "Now you will find in these reports," said I, "that the company have promptly paid the interest as agreed. [If I recollect right this report was for the previous year's earnings.] After the road was completed to Madison, that year the road earned, after paying interest on farm mortgages and mortgages on the road, and running expenses, enough so that the company gave 15 percent, dividend to paying stockholders, as you will see by the report. I gave $5,000 among the first. I have never been called u])on to pay 1 cent of interest, and no other mortgageor. I am credited upon the stock book annually 2 per cent., to lay there until the principal becomes due. You know the country better than I do. I liave never been west of Monroe on this line. I know of no reason why the company cannot be as successfr.l in the future as in the past. I see no waste land from Janesville to Monroe that compares Avith the non-producing land next to Madison on that line half way to Rock river. I do not want you to give mortgages because I have. After you look the report over, if you want to give a mortgage, let me know."

I told them also I believed their land would be doubled in value by having the road completed to Monroe. I think that has been more than realized. There is one farm, to my knowledge, that was sold for $20 an acre, the highest price that could be obtained at that time, which has since been sold for $64 an acre. The rise of land, and increased facilities for transportation, have exceeded ray representation. In Rock county, farmers could not get their wheat taken to market at the halfs. I presume the same fact existed in Green county. After the road was built to Whitewater, they could market their wheat from that point at less than 10 per cent., while before they could not get it done for less than 50 per cent. The same facts existed along the whole line. Circumstances occurred that the cost of the road exceeded all expectation and greatly exceeded the expense of the road that had been built. At that time there was very little prospect of any benefit from the road until completed to the Mississippi river. The company gave such an extraordinary contract to complete it in so short a time that I have no doubt they were slaughtered a half million dollars; consequently they piled up liabilities of bonds to pay interest upon without a corresponding income from tlie road. This embarrassed the mortgageors. Tiie company failed to pay annual interest according to agreement. When the road was completed to Prairie du Chien, the company found themselves in competition with the Mississippi river, and was compelled to carry wheat from Prairie du Chien to Milwaukee for nine cents a bushel, which Avas a very little, if any, more than from Madison to Milwaukee, half the distance.

fraud on the railroad company. They got possession of $130,000, only paying $10,000. The company lost in that transaction at least $130,000. These circumstances combined had a tendency to discredit the companj', and disable them from making any negotiations with capitalists, for further means to build the road. They had issued, under press of circumstances, third mortages to the amount of $300,000, and the coupons had become due, and there were no means of paying them in hand. It was thought best by some of our directors to negotiate with parties who would take the road on the irresponsible foreclosure of the third mortgage bonds subject to the first and second mortgage, on conditions that all of the common stock-holders should not be entitled to vote until the earnings of the road should be sufficient to pay up running expenses and interest on bonds, and yield a dividend to common stockholders; then, they should be restored to vote as provided in the charter. This proposition was acceded to by the directors very reluctantly. However the road was sold and taken possession of by Mr. Myers from New York, their president. This measure being adopted, left no provision to carry out the obligations of the former company to the mortgageors."

I explained the obligation of tlie old company, and said there was no necessity of giving tlie road up. The crops on the ground if they could provide rolling stock to move it to market would pay every cent of tlie interest, and the bonds and farm mortgages before they could get judgment or foreclose on tlie mortgages. The road was worth in cash all the mortgages and bonds, including the farm mortgages and the president could well afford to provide for the latter. He appeared very friendly to the mortgageors. I could not get him, however, to agree to make any provision to protect them. Believing, as I did, that the road was well worth all the liabilities, I turned my whole attention to the legislature. I paid my own expenses at three sessions to get legislation to compel the railroad company to protect tlie mortgageors from paying interest as agreed when the mortgages were taken. I did not believe the directors had a right to hand over the road voluntarily to be foreclosed, and disfranchise the stockholders from representation of their stock. Wlien I held meetings I read the charter which showed that each stockholder was entitled to one vote for every share of stock held by him. I consulted with lawyers; they agreed with me that it was an illegal organization until recognized by the legislature. I consulted with Mr. Harvey while he was a candidate for the governorship. I submitted to him what had been agreed upon by the friends of the mortgageors, that we would ask the legislature to pass a bill to appropriate 3 per cent, of the freight of every bushel of wheat, and all other freight in proportion, and of the fare of passengers, for a sinking fund to pay off the farm mortgages. He said if he was elected he would include that in his message. He considered it reasonable and just. He was elected, and failed to include the fact in his message. I went to liim, after reading his message, to know the reason of his not fulfilling his agreement. He said he went to Milwaukee and consulted with the principal railroad men who said it would embarrass mortgageors if we provided a sinking fund to pay off the mortgages, because it would raise the price of the mortgages so they could not be bought. Then I said: "Governor, your advisers do not care anything about the holders of the mortgages. They bought the mortgages in good faith; we have their money to build the road when we could not raise it anywhere else; they ought to have their pay."

We went to work to get iip a bill while the legislature was in session to carry out our idea of a sinking fund. Mr. Spencer, the manager of the road, had a bill that would legalize, if passed, their organization. When offered, this bill was laid on the table, and our bill was introduced, and referred to a committee. Mr. Spencer come to me, and said if their bill was passed it would protect the mortgageors. I said to him, 'Mr. Small holds large amounts of these mortgages to collect. If you can bargain with him to surrender the mortgages for the stock, you can have any legislation you want, that is reasonable." He consulted with Mr. Small, and they came to an agreement and Mr. Spencer's bill passed.

It seemed impossible at the time we took the mortgages that any man should suffer by mortgaging his farm if the company had fulfilled their agreement that they would pay the interest on the mortgages and hold the givers of the same harmless for ten years, besides paying them the 2 per cent, annually. It will readily be seen that if the stock was worth only SO per cent, at the end of ten years, the 2 per cent, per annum, which the company agreed to pay would make up the amount of the principal. At the time the mortgages were given in Green county, the stock was, I believe, worth 100 cents on the dollar.

The plan for the consolidation of the above railroad interests under the name and style of the Milwaukee & Mississippi Railroad Company is now in process of completion, through the agency of E. D. Clinton, agent for the M. & M. R. R. Co.

The plan which he has adopted comprises two kinds of stock. The first, personal or cash subscription ; and the second mortgage or real estate security stock.

The first of these plans will require the payment of cash at the rate of 25 per cent, per annum; the second requires merely the giving of a mortgage for one-half the value of the real estate named therein, the valuation thereof to be made by your own neighbors, and the appraisals to be made in good faith. The conditions of this valuation will be fully explained by the agent at each meeting.

It remains for us to give our opinion of the plan, the policy of which will be questioned by some, and the deep interest we believe the owners of real estate have in taking all the second kind of stock that lies within their power. We believe the plan to be thoroughly feasible., safe and clesirahle, and that the opportunity to take stock in this way, should be embraced by every one witli a view to his own interest alone.

The plan is safe. The company will pay the interest on all money borrowed for the use of the road upon the credit of these real estate securities, and allow to each of the mortgageors the sum of 2 per cent, per annum, giving a certiticate for stock to the amount of the mortgage, more or less, as if the whole had been paid up or into the treasury of the company. The money borrowed upon the strength of these securities will be carefully appropriated for the building of the road, and by the legitimate operation of the process for the liquidation of the debt the mortgageor becomes a bona fide stock-holder to the amount of his mortgage without the outlay of a dollar. In fact it amounts to the payment of all his stock as a bonus for the use of his credit.

Now, in our judgment, every farmer, every real estate owner, should deem it a privilege to have the opportunity under the mortgage system. The great advantage offered by railroad facilities i.n getting produce to market, we need not dilate upon. But the additional advantage of receiving into our own pockets the proportional net earnings of the road, is a consideration too important to be lightly thrown away.

the opportunity is offered to do so without the outlay of a dollar of consideration, further than loaning their credit to a perfectly reliable company, of which they may become a part ? We think not - and we feel very sure that that man, whoever he may be, that lets this opportunity pass, will have occasion to regret it at no distant day, when it is too late to remedy the evil his timidity has wrought to himself and family. We would rejoice to see our farmers become stock-holders to the amount of $500,000 if it were possible, and it is possible. Why should not the farmers of Green and the counties west, become the real owners of this line of railroad at no distant day ? Is it really an object for you to pay into the pockets of eastern capitalists the necessary expenses of transporting your own produce ? Why not have it return to your own pockets ? Answer, if you please.

When you have notice of a meeting or meetings in your respective neighborhoods, by all means turn out. You will then meet with the agent, who will explain to you fully and clearly, the mode and manner of all these things, and when you come out to the neighborhood meetings bring your women folks. They have an interest in all this matter. Your wives, your daughters, have an interest in common with yourselves, men. They should have an opportunity to become informed in the premises. It is necessary that the wife should join her husband in executing the mortgage. She should be permitted to understand it, and thereby enabled to give an intelligent signature to the papers.

Mr. Clinton will be able to satisfy any man or woman who may be desirous of making a permanent investment under circumstances peculiarly favorable to those persons, that it is not only a privilege, but really a duty they owe to themselves and their dependants.

We earnestly recommend a general attendance at these meetings. It may be pretty safely estimated, judging fiom the manifestations here to-day, August 80, that Green county will take of mortgaged stock about 1300,000. At this place, the meeting to-day, have subscribed over $66,000. The work goes bravely on, and we are bound to have the road.

Pursuant to adjournment of a meeting held on the evening of August 10, a large number of the citizens of Green county assembled at the court liouse, in Monroe, at 2 o'clock, on the afternoon of Aug. 29, 1854, to deliberate upon the construction of the Southern Wisconsin Railroad.

David Noggle, Esq , of Janesville, was then called upon for a speech, who responded by a few pertinent remarks in reference to the importance to Green county of the speedy completion of the road.

E. D. Clinton, Esq., agent of the Milwaukee & Mississippi Railroad Company, was then introduced to tlie meeting, who addressed the audience upon, 1st. The feasibility of the route; 2d. The certainty that tlie road will pay; 3d. The ability of the farmers to build the road; and 4th. The safety of mortgaging real estate to raise the necessary means to get the road into successful operation, and the benefits which would accrue to the farmers should they mortgage their farms to build the road and own it themselves.

By invitation Mr. Finch, of Milwaukee, sj)oke in relation to the consolidation of the stock of the Milwaukee & Mississipi)i and Southern Wisconsin Railroad Companies.

Mr. Brodhead chief-engineer of the Milwaukee & Mississipj)i Railroad Company, added remarks in reference to the feasibility of the route, its value and importance, and the superiority of the narrow over the broad guage.

B. Dunwiddie, Esq., of Monroe, suggested the propriety of appointing a coraraittee of farmers, and others interested in the road, to confer with Mr. Clinton upon the subject under consideration.

We learn by a gentleman who has been in company with the Messrs. Clinton and Peck, of the Milwaukee & Mississip])i Railroad Com pany, who are now engaged in the several towns holding meetings, explaining the plan of the company, and taking mortgages for stock in the road, that something over |1 60,000 of stock has been taken and but four towns as yet been visited by the agents. It is now the expectation that a sufficient amount of stock will be taken during the week, to complete the consolidation and this will warrant the purchase of the iron for the road as far as to Monroe, which will be effected immediately by Mr. Holton, who is now in New York on business connected with the road. There will be an opportunity to take stock at Monroe during this week.

We shall report weekly the state of the railroad stock subscription until the whole is taken. Up to this day (Monday, September 18,) Green county has raised the figures to $410,000. Today and to-morrow meetings are to be held at Decatur and Clarence, at which i:)laces we feel quite safe in saying the figures will be raised to $4*50,000. In addition to tins the subscription west of Green county has reached the sum of $40,000. The people of CJreeii cannot be stopped short of ^500,000. The citizens of this countv will be the recipients of the benefits of this large amount of stock in a paying road. We feel justly elated at the display of so wise a selfishness on the part of our citizens. It is an evidence of their intelligence and sagacity. The aggregate accruing wealth to the county we will not stop now to delineate. Mr. Clinton has held two meetings in Lafayette county, but being obliged to return home on business for the La Crosse & Milwaukee Company, his further visit to the counties west will be deferred until further notice - two or three weeks perhaps.

We copy below the latter part of a report just mnde by Mr. Clinton, agent of the Milwaukee & Mississippi Railroad Company, to the j purposes of successful and economical farming, directors, concerning his operations in the southwestern counties. The business seems to have been managed with great ability on the part of the agent, and his efforts have been seconded nobly by the people. The plans of the company have been frankly laid before the farmers and business men of the west, and have met with their approval, as the stock books plainly tell. Only two meetings had been held in Lafayette county, one at Benton and one at Shullsburg, when Mr. Clinton was obliged to return; but such men as Messrs. Earnest, Williams, Townsend and Lee, of Shullsburg, Murphy, Parker, Johnson and Gibson, of Benton, and Edwards, of Hazel Green, Grant county, have exhibited great interest in the movement, and the people will be on hand when called upon.

On Monday we closed our work at Decatur, in Green county, with a good^ bona, fide subscription of $485,900, and was obliged to leave blank papers with Brooks Dunwiddie, of Monroe, to fill up for those who had spoken for an opportunity of subscribing, but had been unable to meet us for that purpose before we left. Every dollar of that stock is reliable. It is taken by the very best, the most cautious, prudent and intelligent men along the line. Hardly a successful, candid farmer who has taken the time to examine the subject but has become a stock-holder by all the cash stock he can carry, or by a mortgage upon his farm. The whole line of road to the Mississippi river is through a country not excelled by any portion of our State, and no estimate can be made of the amount of business which it will furnish to this road. Not only is it rich in agricultural products, but untold wealth is buried beneath the soil for many miles through which this road will run. In addition to the fertility of its soil and the wealth of its mines, the prairies are everywhere skirted with heavy timber, supplying almost every farm with sufficient for all the and a surplus large enougli to supply the road with ties and wood, at a low price. With so many of the elements of prosperity surrounding this road, it cannot but pay large returns to those who have subscribed so liberally to construct it, if their means are judiciously and economically expended in its speedy construction. 1 am, gentlemen, yours truly,

We are informed that some evil disposed persons, or grossly misinformed, are circulating stories to the effect that some of the farmers who early mortgaged to the M. & M. Railroad Company had lost their lands, or suffered loss by doing so. This whole story is a sheer fabrication. We are authorized authoritatwely to state that there is not only no truth in this story, but that there is no foundation whatever for it. There are rival interests at the bottom of these undermining reports. Our Green county farmers have come nobly to the work of raising the stock for this important road, and we have no patience with those malicious persons - tools for other interests - whose vocation seems to be to raise fears in the minds of those who have had liberality and forethought enough to enter into this matter. They still have confidence, but some will feel uneasy at these reports, not knowing whether there may be some truth in them. We now, once for all, say to our farmers that they have made a good and safe investment, and will reap a full reward in time What they have done they will never see cause to regret. The stock of this com|)any is to-day worth 100 cents on the dollar. Men can judge whether it is likely to be less when built to IMonroe, or to the Mississippi river, and Prairie du Chien.

Mr. Clinton,, a full abstract of the present amount of stock subscription. There are 6,255 shares, making the round sura of $625,000. Rock county has about |100,000 of stock, Green near half a million, with many thousand over in Illinois, adjacent to the State line. That we feel a little elevated at a sight of what the Green county farmers have done, we won't take any pains to conceal. They have done the wisest thing that has been done, for they have taken the most stock of any county in the State, by very many tens of thousands. Before ten days shall have elapsed, all that will be required to give this county a half million will have been done. We desire that this sum shall be reached and fixed ais a permanent investment for this county. Had it not been for the unavoidable call of Mr. Clinton away from this line of operation, there could, if desirable, have been 1 1 ,000,000 of stock taken. There is hardly half the people in the southern part of the county that have yet taken stock. We mean those who desire it, and are only waiting oppoi'- tunity. For although there have been many meetings held, yet they were so hurried that the people could not be accommodated. We now regret, and all will have cause to regret, that, although the interests of the county will be largely represented in the new board of directors, the people will not own all the stock in the road or that portion from Janesville to Monroe. The best system of building railroads is now pursued by this com])any that has ever been adopted in the world. Because the owners of the road are those who will be chiefly benefitted by its completion. It is only strange that the system had not obtained long ago. By this system the earnings of the road remain with the people through whose country the road passes. The inhabitants are thus interested in liaving a good road, taking care of it, and having it generally well managed.

to give any great company land to build a road to the Pacific. Lethim give the land to settlers and we will insure the building of the railway to meet the waves of the western ocean in less than ten years. The people will do this, only give them the land, and let the land jobbers and robbers go the devil or to Washington - there ain't much to choose.

Now Messrs. Lafayette county, Grant county and Dubuque folks, don't let the agent, Mr. Clinton, return until he gets the railroad matter finished up, as far as you are concerned. Let us know on what basis we stand with you. If you want anything to do with our road, please do it soon, or let us know it at your earliest convenience ; and the people in Green county will take good eare that the work goes on anyhow.

To those who feel an interest in knowing what the people of Green county think of Mr. Clinton, we all had abundant opportunity to see him and learn his character as a railroad man, the whole souled men of Green are his endoisers, to-day. The people of Green desire that his reception shall be of such a nature in the west, that upon his return they will know the basis on which the work is to be commenced in iIk^- spring. They desire to be satisfied with it at that lime.

Editors Sentinel : - Business connected with the line of another road in which T am interested, calls me away from the line of the M. & M. R. R. for the present, and I wish to say through your ])aper to those who have spoken for an opportunity of taking stock, and upon whom 1 have in some instances promise! to call, that Dr. Peck, who has been with me through the whole work, will be in Monroe, from and after the 6th of December next, and if any persons wishing to subscribe will leave their names with II. B. Poyer or B. Dunwiddie, he will call on tliem at their residences. We have met with the most complete success west of here to the Mississippi river, and now only lack S30,-

The subscribers to the stock of the Milwaukee & Mississippi Railroad Company in Green county are respectfully notified that they ought to procure the recording of patents and certificates at the earliest day possible, as a matter of convenience to themselves individually and the company.

We had intended to have published the very satisfactory report of Mr. Clinton to the M. & M. board of directors, but the message takes all the room we have to spare for this week. Next week we will give the report and some other ijiilroad matters. We have had a lengthy article on hand for several weeks, from the Milwaukee Sentinel^ and are only waiting room. IX. - E. D. Clinton's Report.

We take pleasure in publishing the annexed report of E. D. Clinton, embodying the result of his canvassing tour through the southern counties for subscriptions to the stock of the Southern Wisconsin Railroad. It will be seen that the most gratifying success attended Mr. Clinton's labors, and that the farmers, miners and property owners all along the line of this road stand ready to help forward the enterprise, not only with their good will, but with substantial aid and comfort. It is confidently believed that a subscription of $'2,000,000 will ensure the building of the road, and that work can be commenced and steadily prosecuted as soon as the money market recovers from its stringency. The indications now are that the ensuing year will be a favorable one for railroad projects founded on a proper basis and secure of a good business. Labor and materials, especially iron will be mucb cheaper than during the past two 3'ears, and thougli capital is not likely to be abundant, it can be had for such a road as tlie Southern Wisconsin, which is backed by a liberal home subscription, traverses a most productive region is sure of a heavy traffic and connects at Janesville with the Milwaukee & Mississippi Railroad, one of the most successful enterprises in the west.

MiT.WAUKEE, ISTov. 30, 1854. To the board of directors of the Milwaukee & Mississippi Railroad Company: Gentleiiex: - The amount of stock subscriptions to the M. & M. R. R,, on the line between the city of Janesville and Mississippi river at the date of my first report was a little short of $500,000. At that time I had visited only hurriedly that part of the line west of Green count}', and but casually that part of Rock county west of Janesville. Since the date of that report I have visited almost every town immediately upon the line and at every point where the books have been opened, very liberal subscriptions have been made; and had I not been hurried through by the urgency of other engagements, I am satisfied that a very much larger amount would have been raised. The amount now upon the books, every dollar of which is believed to be of the most available character is $950,800, a very large proportion of which is farm mortgages. To this amount may safely be added $50,000 from men who are only waiting for an opportunity to subscribe and who would be upon tiie books if we had not been so hurried that we could not call ujion each man personally. This amount I feel confident will be more than realized on the return of Dr. Pock, who will go immediately back and remain for some time upon the lino for the pui'pose of i>crfecting the abstr.acts of titles to the mortgages already taken and who will call upon all those awaiting an opportunity to subscribe.

In addition to the above amount, the committee appointed at a meeting of the citizens of Dubnque held on the ]5th inst. pledged to me at least $100,000 of individual cash subscriptions and at least $300,000 of the bonds of the city.

This amount could be very considerably increased and should you determine to take a less amount of the city bonds when they are voted to be given for a subscription of stock it would, I have no doubt, be very generally satisfactory to the stockholders, and individual subscriptions would be quickly raised to an equal amount.

'In conclusion allow me to say that we have everywhere met with a hearty reception and our efforts have been materially aided by the exertions of the most reliable and substantial men all along the line. At Shullsburg, New Diggings, Benton and Jamestown, we had the hearty co-operation of Messrs. Griffin, Townsend, Judge Knowlton, Earnest, Murphy and others who took hold with a determined will. At Shullsburg, aided by such men as I have mentioned, we took, in a single day, a subscription of $127,000 the largest amount subscribed in any one day on the whole line.

At Dubuque also we found warm friends who look hold of tl'.e matter with an earnestness that speaks well for the interest felt at that place in the success of the enterprise. Messrs. Jones, Langworthy and Farley, are particularly zealous in their efforts and felt quite confident that an amount fully equal to that pledged, would be very speedily raised.

and good will of the whole community througli which it passes, but what is far more important in the construction of this road, their aid in a material way will be given to the extent of their ability.

Monroe Branch. It has already been explained that, in 1857, the State legislature passed an act authorizing all stock-holders in all incorporated companies to vote on shares of stock owned by them. Upon this subject Mr. Clinton says: "Benjamin Hopkins, a member of the legislature (a shrewd manager), under the head of a petroleum bill, got an act passed to enable all stock-holders to represent what was known as "common stock." There being a majority of that character of stock of the railroad then furnished to Monroe, in the hands of what is now the Chicago, Milwaukee & St. Paul Railway Company, the railroad to Monroe was carried over to their control, where it still remains. This was in 1857 - the year the road was completed to Monroe."

Mineral Point Division. The road from Janesville to Monroe continued to run from the former to the latter place as the "Monroe Branch" until 1881, when, it having been extended west to the old Mineral Point road, the name was changed to the "Mineral Point Division," including the following stations: Janesville, Hanover, Oxford, Brodhead, Juda, Monroe, Browntown, Wayne, Gratiot, Darlington, Calamine and Mineral Point. This is the road extending east and west through Green county, at the present time (1884), and the only one.

The work west of Monroe was commenced in July, 1880, and finished to Gratiot in August, 1881. The first passenger train for Mineral Point left Monroe on Sunday, the 21st of the month last named.

Deacon Edmund D. Clinton was one of the first to become identified with the history of Brodhead, his residence here dating from the fall of 185fi. He was born in Ferrisburg, Addison Co., Vt., April 19, 1804. When he was thirteen years old his father, Henry Clinton, removed with his family to St. Lawrence Co., N. Y., where Edmund grew to manhood and learned the blacksmith trade, which business he followed a number of years. He was married in St. Lawrence county to Amanda Conkey, and in 1832 removed to Ohio. He came to Wisconsin in 1836, reaching Milwaukee June 29 of that year. There he opened the first blacksmith shop in that city, and went to work at his trade. In February, 1837, be went from Milwaukee to what is now Waukesha, and claimed land, to which he removed his family the following April. Here he engaged in farming and blacksmithing, and was also connected with a milling interest. A younger brother, Allen, went with him to Waukesha county, and an elder brother, Norman, came on in 1838, accompanied by their parents. Mr. Clinton was engaged in railroading for many years. He was one of the directors of the Milwaukee & Waukesha Railroad Company, when the first railroad in the State was built; afterwards with the Milwaukee & Prairie du Chien Railroad; also of the Milwaukee & La Crosse Railroad, all of which are now included in the corporation known as the Chicago, Milwaukee & St. Paul Railroad Company. He was the agent for the taking of stock and securing the right of way for these companies, in which he was eminently successful. He has been prominently identified with the interests of Brodhead, since he came here in 1856, and in the advancement of moral and religious sentiment he has been a prominent actor. He and his wife were converted at Canton, St. Lawrence Co., N, Y., in 1&32, and soon after removed to Portage Co., Ohio, where they united with the Presbyterian Church, but the society with which they united soon after withdrew from the Presbytery and became a Congregational organization, with which denomination he has ever since been identified. He assisted in the organization of the First Congregational Church at Milwaukee in 1836, and was made one of the deacons. In 1836 he wad connected with the organization of the First Congregational Church of what is now Waukesha county. He helped to organize the Congregational Church at Brodhead in 1856, and was at that time appointed one of the deacons, in which capacity he has ever since served in that Church. He has faithfully served the Church of his choice for a period of more than forty-nine years. His influence, also, in the temperance cause, and other social and moral reforms, has been marked and effective, especially in the cause of anti-slavery. Deacon Clinton's first wife died in February, 1874. His present wife was Mrs. Harriet Smith Adams, born in Essex Co., N. Y. He had, by his first marriage, seven sons, only three of whom are now living - Albert T., born June 25, 1830, now of Chicago, 111.; George, born Aug. 21, 1839, who was major in the 1st Wisconsin Cavalry, was taken prisoner and confined at Richmond and Andersonville, then exchanged and served till the close of the war. He is now superintendent of a division of the Chicago, Milwaukee & St. Paul Railroad, and resides in Chicago. DeWitt is the youngest surviving son. The oldest son, Henry P., born Oct. 4, 1827, was quartermaster in the 7lh Wisconsin regiment, and died in February, 1862, from the efiiects of exposure at and following the first battle of Bull Run. Charles W., the fourth son, born April 26, 1835, was a lieutenant in the

1st Wisconsin Cavalry, and died from the effect of vaccination, at Murfreesborough, Tenn. Edmund D., Jr., born Sept. 26, 1846, was the sixth son, and died at the age of thirty-one years. The third son, Edson, born July 31, 1832, died Feb. 2, 1871. He was one of the original owners of the village of Brodhead.

This branch of the Milwaukee & St. Paul Railway is the same nearly as the old track of the Sugar River Valley Railroad. Concerning the last mentioned, the Monroe Sentinel of April 18, 1855, says:

"Our friends in the Sugar river valley may have been puzzled to know why we have said nothing of this new and promising enterprise. We will briefly explain. We were wanting to know something definite of the result of all the negotiation in reference to the extension of the M. & M. Railroad over the line of the Southern Wisconsin. This last matter is finally closed; and as this was a necessary step, as a connection with this is specified in the Sugar River Charter, we feel now at liberty to say something of the road which, we trust, is to be built for the benefit of the people, especially those living in the valley of the Sugar river.

"This latter road is to be commenced in the valley of Sugar river, near where the M. & M. R. R. crosses the Sugar river, running up the valley of Sugar river by way of Decatur, Albany, Attica, Dayton, Belleville, etc., in a northwest direction, until it reaches the line of the road to Prairie du Cbien, in the' neighborhood of Arena. It is believed that this road will be good stock, or this is the opinion of several competent engineers who ought to know. If built it will accommodate a large and fertile section of country and contribute to enhance the value of the stock of the Milwaukee &> Mississippi Road.

The work of grading this road was uegun by the Sugar River Valley Railroad Company upon subscriptions to stock. The Milwaukee Sentinel, under date of January, 1857, says:

"We learn from J, H. Warren, an enterprising merchant of Albany, Green county, that the work on the Sugar River Valley R. R., which is to give the people of the fertile and popular region near the east line of Green county, an outlet to market and a connection with all the world and the rest, of mankind, is being pushed forward with commendable diligence.

"The contractors expect to have the track from Albany to Brodhead, on the Southern Wisconsin Railroad ready for the rails by the time the S. W. Railroad reaches Brodhead in the spring. This enterprise has been pushed along quietly, but surely, and rests on the sure basis of home subscriptions of stock."

"The majority in the town of Albany for railroad bonds to aid in the construction of the Sugar River Valley Railroad was ninety. There was also a good majority for the same in the town of Exeter. We believe all the towns along that route, in this county, except Spring Grove, have fully expressed a willingness to aid in building the road. We believe it is the purpose of those having in charge the construction of this road to grade and tie it, and then mortgage tlie same for the iron and rolling stock. Things look encouraging for our neighbors, and everything shows that they are working with a

"Charles Campbell, the president and principal man of the Sugar River Valley Railroad Company, has returned from his visit of several months in Europe, where it is said he has arranged matters for the probable speedy construction of the road. An engineer is to be sent over immediately to make a survey and report the condition of things, and, if found to be satisfactory and as represented by Mr. Campbell, that gentleman has no doubt of his being able to complete the arrangements for money to finish the road from Portage to Rockford, or seme other connecting point. The Sugar river valley folks, including Mr. Campbell, are highly elated with the prospect. The road, when built, will be a good thing for Albany."

The grading of the road was finished by the contractors - James Campbell and L. H. and E. F. Warren - from Albany to Brodhead in May, 1859. Nothing further was done on the line for twenty-one years. In July, 1880, J. H. Warren closed a contract with the Chicago, Milwaukee & St. Paul Railway Company to complete the road. The old grade, which, in many places, had been washed away, was repaired, and two and one-half miles of new grade made. The work was at once put in charge of E. F. Warren, who completed it so as to enable the Chicago, Milwaukee & St. Paul Railway Company (who had only to lay the rails and put on the rolling stock) to commence running on the "Albany Branch" Oct. 22, 1880. The expense of grading and ties was paid by was born in Susquehanna Co., Penn., Feb. 19, 1814. He belonged to a numerous family, and the parents not possessing largely of this world's goods, the children were early taught the important lesson of self-reliance; and in the case of James this lesson was never forgotten. He received what at that day was deemed a good common school education, and at the age of twentyone started out in life for himself, and in 1835, came to Wisconsin. The next season he rented a farm in Green county and devoted himself vigorously as a farmer. He soon purchased a farm in Albany, moved on to it in 1841, and was the first settler in that town. He was successful in his calling and accumulated suflicieut capital to establish a store in the village of Albany, about one mile north of his farm, in 1850. He had a vigorous constitution and a mind able to grasp and pursue large business operations. As early as 1855, he conceived the scheme of constructing the Sugar River Valley Railroad, and through his influence a charter was obtained, first for the construction of the road from the State line north to Albany; shortly afterward it was extended to Madison by an amendment. In 1856 matters had progressed so favorably that he was confident of success. While he has given that enterprise considerable thought and effort, he only lived to see the first link of the original road completed between Albany and Brodhead. The completion of this short line, being the point of his first railroad enterprise, gave Mr. Campbell great satisfaction. In 1861 Mr. Campbell served as a member of the general assembly from this county, and was an influential member of that body. He was watchful of every State interest, and as chairman of the committee on Claims, was vigilant in guarding the State treasury. The interests of his favorite railroad scheme received from him close attention, and he succeeded in procuring an amendment to his old charter of the Sugar River Valley Railroad, extending the line from Madison to Portage; and that portion of the land grant of 1856, that had been given to aid the construction of a railroad between those two cities, was given to this company. In 1862 Mr. Campbell gave up his mercantile pursuits and devoted his whole time and energies to the construction of this road. For a while everything was prosperous and satisfactory; but, in 1863 there was some trouble, the company became involved in debt, and work for a time upon the road was suspended, much to the pecuniary injury of Mr. Campbell, who was the principal contractor for building the road. The property was subsequently sold on execution and Mr. Campbell became the purchaser. * * In 1870, the time fixed in the charter for the completion of the road having expired, and the company having forfeited all claim to the land grant, Mr. Campbell procured from the legislature the charter of the Madison & Portage Railroad Company, and a transfer of the land grant to it. He then felt that the securing of the construction of his favorite railroad was within reach, and he bent his whole energies to the work, and in less than one year after the passage of the charter his hopes were realized, the road was completed, and cars were running on it between the cities of Madison and Portage. The labor of constructing this road was attended with many and serious obstacles, but Mr. Campbell knew no such word as "fail," and succeeded in overcoming all difticulties through his great perseverance and by the force of his will power. Considering all things this work was an important accomplishment, and placed Mr. Campbell prominently among the railroad men of the State. After this, for a number of years he was engaged in an effort to extend the road both north and south, so as to connect the immense lumber regions of Wisconsin with the vast prairie land and extensive coal mines of Illinois. For a time his prospects for success seemed excellent; he made three trips to England in this interest, and would no .doubt have succeeded in the enterprise but for the general depression of railroad securities following the crash of IS13. He always claimed that he would have obtained all the money he desired for his project but for the passage of what was known as the "Potter Law," governing railroads in this State. How this may have been it is difiicult to tell, but such was Mr. Campbell's claim. He gave up the work with great reluctance, as he never gave up willingly any favorite project. After running the Madison and Portage road a few years, arrangements were made by which it became a part of the Chicago, Milwaukee & St. Paul line, and is now owned by that corporation. Mr. Campbell was a contractor for the construction of a railroad in Iowa, and also sections of the Union Pacific, and completed his work in a satisfactory manner. For a few years previous to bis death which occurred in January 1883, he lived a more quiet life, devoting liis attention mainly to the management of a farm in the town of Dane, Dane county, and to another one in the State of Iowa. He also has been extensively engaged in the sheep husbandry in Texas, and within the space of two months during the last year of his life, he made two trips, one to California and one to Texas, in connection with his sheep operations He possessed many original ideas in regard to farming, and was generally successful in them. He had large interests in real estate and other valuable property. Mr. Campbell was married Nov. 26, 1840, to Lorinda Hills. By this marriage three children were born to them, one of whom is now living. She is the svife of George O. Clinton, who at one time was superintendent of the Rio Grande division of the Texas Pacific railroad and now occupies a similar position on a division of the Chicago, Milwaukee & St. Paul line. Mrs. Campbell survives her husband, and is now living in the village of Albany. As a citizen Mr. Campbell was universally respected for his sterling integrity of character, for his wonderful energy, and for his broad, liberal and thoroughly practical views on all questions of public interest. He was true to his friends and generous toward all who proved themselves worthy of his confidence. As a business man, he was clear headed, sound in judgment, energetic and decisive in liis action, and while modest and unassuming in his bearing, he was characterized by strong individuality, positiveness in opinion, and tenacity of purpose that caused him to succeed, where most men would have failed. As a husband and father, Mr. Campbell was generous, indulgent and kind, ever ready and anxious in seeking the comfort of all around him. The loss of such a man is no common one. He was of use in the world, and his example is worthy of imitation, and his removal during the time of such apparent usefulness, is among those mysterious dispensations of Providence, which to the finite mind is incomprehensible. Such a life deserves more than a passing notice, and some of the more important events of it have been mentioned, forming an imperfect sketch of the career of a generous and honest man thus called to his final rest.

Jolui II. 'Warren is a native of Hogansburg, Franklin Co., N. Y. He was born on the 23d of August, 1825, and is the son of Lemuel and Betsey Warren (wee) Richardson. His grandfatiier served in the Revolutionary War, and his father, a descendant of the New England Warren of very early date, was a soldier in the War of 1812. John attended the common schools of his native place until thirteen years of age, and after removing to Wisconsin attended the first school taught in Janesville; later he was a pupil in a school which was kept in a log cabin in the town of Centre, and there completed his early education. Having decided to enter the medical profession, he began his studies at the age of twenty in the office of Dr. Nichols, of Janesville, and afterward studied with Dr. Dyer, of Chicago, and at the same time attended a course of lectures at Rush Medical College, from which he graduated in 1849. Immediately after graduation be established himself in his profession at Lodi, Columbia county, but in 1851, at the urgent request of a brother, relinquished his practice, and removing to Albany, Green county, engaged in milling and mercantile business, continuing in the same with uniform success till 18*70. Aside from his regular business he has been honored with many public trusts, and in all his active career has been a leading and influential man. In 1857, he was elected to the State Senate and was afterward chief clerk of the same. He was appointed collector of internal revenue in 1S62 by President Lincoln and held the oftice during a period of seven years, and was also appointed by Secretary Stanton receiver of commutation during the rebellion. He was also at one time a director of Sugar Valley Railroad and a stock-holder in the same. Subsequently he was the largest mail contractor in the United States, having over 100 mail routes. His business has caused him to travel extensively over the different States and Territories, by reason of which he has become well acquainted with the character of the Indians and heartily favors every movement that tends to furtlier the interests of the peace policy. In the discharge of all his public trusts his conduct has been marked by that energy and spirit of enterprise that ever characterized him in his private affairs, and by an honorable and upright course in all his dealings he has become known as one of the leading and prominent men of his State. In his political sentiments, he was formerly a whig but is now identified with the republican party. Dr. Warren was reared under Presbyterian influences, and although not connected with any Church organization is a firm believer in the principles of Christianity, and still adheres to the doctrines taught him by his mother. He was married on the 18th of December, 1854, to Louisa M. Nichols daughter of his old preceptor, the pioneer of Albany, Wis., and by her has two sons and five daughters - Herbert N., Julia, Lissie, Gertrude, Lulu, Benjamin and Fannie. Domestic in his habits. Dr. Warren finds his chief enjoyment in his own home, surrounded by his happy family, by whom he is respected and esteemed as a devoted husband and indulgent father. He is now a resident of Janesville.

The Chicago & North Westebx Railway

The Territorial legislature of 1848 chartered the "Madison & Beloit Railroad Company" with authority to build a railroad from Beloit to Madison only. In 1850, by act of the legislature, the company was authorized to extend the road to the Wisconsin river and La Crosse, and to a point on the Mississippi river near St. Paul, and also from Janesville to Fond du Lac. Its name was changed, under legislative authority, to the "Kock River Valley Union Railroad Company." In 1851, the line from Janesville north not being pushed as the people expected, the legislature of Illinois chartered the " Illi- & Wisconsin Railroad Company" with authority to consolidate with any road in Wisconsin. In 1855, an act of the Wisconsin legislature consolidated the Illinois and Wisconsin companies with the " Rock River Valley Union Railroad Company," and the new organization took the name of the " Chicago, St. Paul & Fond du Lac Railroad Company." In 1854, and previous to the consolidation, the company had failed and passed into the hands of the bondholders, who foreclosed and took stock for their bonds. The old management of A. Hyatt Smith and John B. Macy was superseded, and William B. Ogden was made president. Chicago was all along deeply interested in reaching the rich grain fields of the Rock River Valley, as well as the inexhaustible timber and mineral wealth of the northern part of Wisconsin and that part of Michigan bordering on Lake Superior, called the Peninsula. It also sought a connection with the Upper Mississippi region, then being rapidly peopled, by a line of railroad to run through Madison to St. Paul, Minn. Its favorite road was started from Chicago on the wide (six feet) gauge, and so constructed seventy miles to Sharon on the Wiscon' sin State line. This was changed to the usual (four feet, eight and one-half inches) width, and the work was vigorously pushed, reaching Janesville in 1865 and Fond du Lac in 1858. The Rock River Valley Union Railroad Company had, however, built about thirty miles from Fond du Lac south toward Minnesota Junction before the consolidation took place. The partially graded line on a direct route between Janesville and Madison was abandoned. In 1852 a new charter had been obtained, and the "Beloit & Madison Railroad Company" had been organized to build a road from Beloit by way of Janesville to Madison. A subsequent ametidment to this charter had left out Janesville as a point, and the Beloit branch was pushed through to Brooklyn in Green county, and on to Madison, reaching that city in 1864. This was the second railroad for Green county.