At this point of our story we note the fact that at the October meeting of the board of trustees in 1899, Mr. C. B. Soutter was made the president of the board. Mr. Soutter had been a resident of Cedar Rapids since 1881 when he came from New York city to fill the very responsible place in the business house of T. M. Sinclair & Company made vacant by the death of Mr. Sinclair. The duties of the management of the large packing house were very onerous and responsible, yet Mr. Soutter was able, besides fulfilling them, to give much of his valuable time to his duties as a trustee of the college, to which he was called in 1883. He had already, therefore, for many years, shown marked interest in college work and adaptation for it by taste and culture when in 1899 he was felt to be the logical successor to Dr. Avery in the presidency. He entered at once with zeal and intelligence upon his new and enlarged duties. He was unintermitting in his attention to them until he resigned his office in October, 1907, and, greatly to the regret of his brethren, withdrew from the board of trustees.
On the 23rd of December, 1904, Dr. William Wilberforce Smith was chosen president of the college to succeed Doctor McCormick. Doctor Smith was not a clergyman as his predecessors had been and as hitherto has been usual with American colleges in their selection of a president. He had studied at Princeton Theological Seminary, and had been graduated therefrom, but he had never been ordained to the ministry. He had followed the vocation of a teacher, and was called to the presidency of Coe from the Berkely School in New York city, a school of high grade for boys. He entered upon his duties as president of Coe College at the opening of the college year 1905, and remained with the college for three years. He is now occupying the very honorable position of head of the School of Commerce and Finance in the James Millikin University, Decatur, Illinois.
His administration was marked by three notable events, all of which indicate stages of great progress in the history of the college: First, the successful launching of the plans to put the college on the list of the accepted colleges of the Carnegie foundation for the advancement of teaching. This took place near the close of the year 1908. Second, the attainment of the Science Hall, given by Mr. Carnegie at the cost to him of $63,500 upon the condition that the college raise $45,000 for its maintenance. Third, the successful completion of a financial campaign whereby a conditional grant of $50,000 was obtained from the General Board of Education [John D. Rockefeller Foundation] on the condition that the college pay all its debts and raise in various funds the sum of $200,000 additional for endowment and buildings. This campaign increased the assets of the college by $293,000.
It was during this campaign that the services of the Rev. Dr. H. H. Maynard, field secretary of the college, were so peculiarly strenuous and so uniquely valuable. Dr. Maynard merits most honorable mention for his bold conceptions and his heroic execution of them, wherein the word "fail" was expunged from his dictionary. Dr. Maynard left Coe College in the summer of 1908 and has become the vice president and field secretary of the University of Omaha, Nebraska.
In the year 1908-9 which followed the resignation of Dr. Smith, the college was governed by a commission of four members of the faculty, who distributed among themselves the duties of administration. The result was a smooth and prosperous year, although at the end of it all parties concerned were looking very wishfully towards a filling of the vacant office of the presidency. At length, on the 7th of September, 1909, Rev. Dr. John Abner Marquis, pastor of the Presbyterian church at Beaver, Pa., was chosen to be the head of the college. After due deliberation he decided to accept the call, and on the 12th of October, 1909, he was presented to the students and friends of the college as the president-elect. He returned to Beaver to sever his relations with the church there, with the Presbytery and synod, and he came in December and entered upon his duties. On the 13th of June, 1910, in connection with the exercises of commencement week, Doctor Marquis was formally inaugurated president of Coe College. This was the first time in which formal exercises of this character were observed in connection with setting a president over the institution, and the occasion was greeted accordingly with peculiar pleasure, and large use was made of it to perfect a relationship which it is believed augurs great things to the advantage of the college. Doctor Marquis has been so short a time in his office that it would be too soon to speak of what he has done, but it is not too soon to say that in the brief period in which he has been president of the college, he has already awakened the fondest hopes and most steadfast convictions that under his administration the institution over which he presides is destined to move forward to a future which will far surpass any measure of size and value that it ever attained in the past.
On the same week in last June in the midst of the commencement season which witnessed the inauguration of Doctor Marquis, ground was broken on the college campus by Mr. Robert S. Sinclair for a chapel in memory of his father, Mr. Thomas M. Sinclair. This memorial chapel was prepared for almost thirty years ago very soon after Mr. Sinclair's death, but the execution of the purpose has been long delayed. But now at last we see our thoughts and wishes about to be realized in the erection of a building which shall from its beauty and the purposes which it is destined to fulfill be a worthy monument to keep in perpetual remembrance a man, who, in his life-time, did so much to make it possible for us to have a college at all.
We have now accomplished the purpose for which we set out. We have, to the best of our ability, traced the history of Coe College from its beginnings to the present time. We have followed the Institution from its fountain head in the heart and home of the Rev. Williston Jones, when a handful of young men gathered in his parlor for such elementary instruction as could be given by the zealous pastor and his wife, down to the present day, when more than three-hundred students, young men and maidens, gather in the halls of buildings erected and equipped for college purposes, and one of these buildings at least prepared and provided along the most progressive modern lines, the equal of any in the land. Today the faculty of thirty-two persons conducts the teaching of a curriculum which embraces every department of learning that is recognized as belonging to a liberal education. And these teachers have been prepared for their work by special training and selection.
The endowment also has grown from the paltry sum of $1,500, furnished in 1853 by Daniel Coe, to the sum of $450,000, and the total amount of money invested in the plant known as Coe College must exceed $750,000, which is surely no mean aggregate.
In the course of our history, we have seen a feeble rivulet sink at least twice in the sands only to reappear with new volume and freshness further down the bed of the stream. And we see it now a river of such dimension that it cannot disappear again. We have seen the work of the heroic men who have nobly spent upon the college in the days when it sorely needed their help. Such men were not wanting in the days of emergency but were sent from God. They could not have known as we now can plainly see what they were doing. They wrought in faith what it is now given us to possess in sight. They sowed in weakness what we now reap in power. Surely the lesson is plain and impressive; surely the teaching of this historical sketch is to the purport that we with our larger resources should enrich the institution which they sustained and promoted in their poverty.
They could not see how much worth their while it was to give and labor for Cedar Rapids Collegiate Institute, for Parsons Seminary, for Coe Collegiate Institute, for the institution was then but a tender, feeble shoot, whose future development was an uncertainty. We now can plainly see that it is well worth our while to give and labor for Coe College, for it is now one of the most potent and promising of all the colleges in this Mississippi valley. And every intelligent mind who has any powers of observation and has any experience of college work, knows full well that as colleges grow and prosper they need more financial help. It would be the extreme of selfishness and folly to take the view that Coe College is now strong enough and rich enough to advance on its present assets to meet its future.
Its needs are greater than ever. But it presents itself not as a beggar or a suppliant, but as a splendid opportunity for investment. It presents itself as the finest possible place to locate something to be spent in buildings, equipment, and endowment whereby in the course of the years, and we may even say the centuries to come, this money can go on yielding the richest conceivable dividends in the preparation for life and leadership of those of our choicest young men and women who shall come hither from near and far to enjoy the privileges of a college education. And thus as we close, our history becomes really an appeal.
The Kimball building in Cedar Rapids stands on the site of an old landmark—the Blair building. This building, with the land and railroad companies it housed from time to time, was the center of much history in the development of Iowa, Nebraska, and the Dakotas. It is difficult for us to realize now what an immense influence these companies in the early days had in the settling up of the central west. A debt of gratitude is due the men who risked their fortunes in this developing work that many of us now are too apt to forget. Had it not been for the railroads these early patriots projected into the unsettled portions of these states the development of the west would have been greatly retarded. Immigration would have been slow, for people are never eager to settle in farming communities where there is lack of transportation facilities to get the produce of the farms to market.
It is felt that a brief account of the influences that went out from this center is entirely appropriate here. In fact it is needed as a part of this history of Linn county. Greatly to our regret the gentleman responsible for the historical data given below wishes his name withheld, but through modesty only. What is here printed was furnished by one who knows whereof he speaks, for as Virgil once wrote, "of it he was a great part."
John I. Blair, of Blairstown, New Jersey, being then the president of several railroad companies having their general offices and official headquarters at Cedar Rapids, erected a building to furnish adequate room for the business of these companies and for the First National Bank of Cedar Rapids, in which he was heavily interested. This building was known as the "Blair Building." In its time it was much the most pretentious structure in the city. It was located at the corner of Eagle and Adams streets—now Third street and Second avenue—was two stories in heighth with a high mansard roof, and set above and back from the street. The plans for this building were made by W. W. Boyington, then the most prominent architect in Chicago. It was what might be termed of the "court house" style, having more the appearance of a public building than one erected for commercial purposes.
On May 23, 1868, Mrs. Mary A. Ely purchased of A. C. Churchill, for Mr. Blair, lots 6, 7, and 8 in block 15, including the brick dwelling house thereon, for the sum of $10,000. Mrs. Ely afterwards conveyed this land to Mr. Blair, who deeded it to himself and Oakes Ames as trustees for the several companies who contributed to the cost of the land and the buildings.
The work of construction began in the autumn of 1868. The building was completed and occupied in the spring or early summer of 1869. The total cost of the land, the new building, and the overhauling of the dwelling house was $54,418, which was paid by the Cedar Rapids and Missouri River Railroad Company, The Iowa Rail Road Land Company, the Iowa Falls and Sioux City Railroad Company, the Sioux City and Pacific Railroad Company, and the First National Bank of Cedar Rapids.
In 1870 the dwelling house and the land lying southwesterly of the wall of the Blair building was sold to John F. Ely for $11,000. In 1884 the First National Bank conveyed its interest to the Iowa Falls and Sioux City Railroad Company, and thereafter, until the liquidation of the bank in 1886, occupied the banking room as a tenant. When the bank had gone out of business, the railroads had been sold and the offices moved away, and the real estate holdings of the companies very largely reduced, the owners having no use for the space for their own purposes, and the building being so constructed as not to be useful for commercial purposes, it was decided to sell the property. It was advertised for sale. A customer not being found at private sale, it was sold at public auction on May 2, 1888, to David P. Kimball, of Boston, Massachusetts, for $25,000.
Mr. Kimball, together with his brother L. C. Kimball, of Boston, J. Van Deventer, then of Clinton but later of Knoxville, Tennessee, J. E. Ainsworth, then of Council Bluffs but later of Williamstown, Vermont, and P. E. Hall and Henry V. Ferguson of Cedar Rapids, organized the Kimball Building Company, to whom the property was conveyed.
During the year 1888 the Kimball Building Company rebuilt the Blair Building, extending its exterior walls out to the street line and added a new portion so as to cover the entire lot, making the building when so completed 76 feet on Second avenue and 140 feet on Third street, four stories high, and thereafter known as the "Kimball Building."
In addition to being the president of all of these railroad companies, Mr. Blair after 1862 gave personal attention to their construction and was in absolute control of their affairs in the west. These railroads came to be called the "Blair Roads," and were so generally spoken of in the public prints. From this people generally came to think that he was nearly the sole owner of all, or at least personally owned a controlling interest in the whole group. This, however, was not the fact. Mr. Blair's individual ownership averaged about one-sixth, about another sixth being owned by his associates in the Lackawana Iron & Coal Company of Pennsylvania, among which were Joseph H. Scranton, of Scranton, Pa.; Moses Taylor, of New York, and William E. Dodge, D. Willis James, and James Stokes, who then comprised the firm of Phelps, Dodge & Company.
The controlling interest was always owned by a group of New England capitalists and their associates, who were at the same time the controlling stockholders in the Chicago, Iowa & Nebraska Railroad Company—the line already constructed from Clinton to Cedar Rapids. Among these latter were Oakes and Oliver Ames, of North Easton, Mass.; John Bertram, of Salem, Mass.; Charles A. Lambard, of Maine and later of New York; William T. Glidden, David P. Kimball, Joseph and Frederic Nickerson, of Boston, and Horace Williams, of Clinton, Iowa.
In May, 1856, congress passed what was then called "The Iowa Land Bill," making grants of land to the state of Iowa to aid in the construction of four lines of railway across the state, one of which was to be from Lyons City, thence "northwesterly to a point of intersection with the main line of the Iowa Central Railroad near Maquoketa, thence on said main line running as near as practicable to the 42nd parallel across the state of Iowa to the Missouri River." The general assembly of the state by an act approved July 14, 1856, granted the land inuring to the state for the construction of this line to the Iowa Central Air Line Railroad Company upon certain conditions contained in said act. That company began the construction of the road in the year 1856, considerable grading was done at different points along the line as far west us Anamosa, but the panic of 1857 coming on the work was stopped and never again resumed by the Iowa Central Air Line Company.
It being quite probable that at the next legislative session the state would resume this land grant and forfeit the rights of the Iowa Central Company, and pass the grant over to some other company who would undertake the construction of the road; for the purpose of obtaining this grant, the Cedar Rapids and Missouri River Railroad Company was organized on June 14, 1859, by the prominent eastern stockholders in the Chicago, Iowa and Nebraska Railroad, together with John Weare and John P. Ely, of Cedar Rapids, and G. M. Woodbury, of Marshalltown, Iowa.
In March, 1860, the state resumed the land grant from the Iowa Central Company and made it over to the Cedar Rapids and Missouri River Railroad. Work was begun on the line west from Cedar Rapids in 1860. The bridge over the Cedar river was built in the winter of 1860-61, and forty miles of track completed to Otter Creek Station (now Chelsea) during the year 1861, and to Marshalltown in December, 1862. Milo Smith, of Clinton, Iowa, was the chief engineer and had charge of the construction of the road until it reached Marshalltown.
In 1861 John I. Blair became largely interested in this enterprise, and thereafter took control of the construction beyond Marshalltown. After 1862 W. W. Walker was chief engineer until the road was finished. Track was laid to State Center in 1863, and on July 4, 1864, to Nevada, and to Boone in December, 1864, but the road was not surfaced up, finished and put in operation from Nevada to Boone until the succeeding year.
In July, 1864, congress made an additional grant of land to the Cedar Rapids and Missouri River Railroad, and authorized it to change its line of road so as to connect with the Union Pacific Railroad at Council Bluffs. Work beyond Boone began in December, 1865, the track was laid into Council Bluffs in January, 1867, but regular service between Woodbine and Council Bluffs was not instituted until April of that year.
In July, 1862, the Cedar Rapids and Missouri River Railroad was leased in perpetuity to the Galena and Chicago Union Railroad Company, which company then owned the line from Chicago west to the Mississippi River opposite Clinton, Iowa, and operated the Chicago, Iowa and Nebraska Railroad under lease. The lease covered not only the portion of the Cedar Rapids and Missouri River Railroad then built, but the entire line to the Missouri river when the same should be completed.
On June 2, 1864, the Galena and Chicago Union Railroad Company was consolidated with the Chicago and North-Western Railway, and from that time the operation of the Cedar Rapids and Missouri River Railroad under the lease was by the Chicago and North-Western Railway Company.
L. B. Crocker, of Oswego, N. Y., was the first president of the Cedar Rapids and Missouri River Railroad, and until 1866. Mr. Crocker during this period was active in the financial affairs of the company, and especially in obtaining the land grant from the state and the supplemental grant direct from the United States. While not a man of large means, he was possessed of great energy and foresight.
John I. Blair was president from 1866 to 1871, when he was succeeded by Horace Williams, who remained the president until the company went out of existence in 1884.
In 1884 the Cedar Rapids and Missouri River Railroad was sold to the Chicago and North-Western Railway. It was in fact a consolidation, but for convenience in handling the transaction it was made a sale, the Cedar Rapids Company deeding its railroad and all rights and franchises pertaining thereto to the Chicago and North-Western Railway Company, receiving its pay in the stock of the latter company, which stock was distributed pro rata to the stockholders of the Cedar Rapids and Missouri River Company, after which the Cedar Rapids and Missouri River Railroad Company closed up its affairs and went out of business.
An act of congress passed in 1862 authorized and required the Union Pacific Railroad Company to construct a railroad and telegraph line from Sioux City to a connection with the Iowa branch of the Union Pacific Railroad, whenever there should be a line of railroad completed through Minnesota or Iowa to Sioux City, Iowa. On July 2, 1864, the original Union Pacific act was amended, and among other things it was provided that the Union Pacific Railroad was released from the construction of said branch, and such company as should be organized under the laws of Iowa, Minnesota, Dakota or Nebraska, and be by the president of the United States designated and approved for that purpose, was authorized to construct said branch and receive therefor lands and subsidy bonds to the same extent that the Union Pacific Railroad would have done under the act of 1862. It was further provided that if a railroad should not be completed to Sioux City across Iowa or Minnesota within eighteen months after the passage of said act, then the company which should have been so designated might commence, continue and complete the construction of said Sioux City branch.
The Sioux City and Pacific Railroad Company was organized in August, 1864, to construct this branch line and was by the president of the United States designated and approved for that purpose. The corporators and first board of directors were Platt Smith, L. B. Crocker, M. K. Jesup, James F. Wilson, A. W. Hubbard, Charles A. Lambard, Frederick Schuchardt, William B. Allison, and John I. Blair. Soon afterwards the Sioux City and Pacific Company passed under the control of Mr. Blair and his associates in the Cedar Rapids and Missouri River Railroad. The necessary money to build and equip the Sioux City and Pacific was principally furnished by them. The general offices of the company were first at Dubuque, but on the passing of the control to the Cedar Rapids people headquarters were moved to Cedar Rapids.
Construction was begun in the spring of 1867. The Cedar Rapids and Missouri River Company built six and a half miles of railroad from Missouri Valley Junction to California Junction, where it connected with the line of the Sioux City and Pacific. These six and a half miles were turned over to the latter company. Track laying began at California Junction in September, 1867. Thirty-six miles were completed by the first day of December, 1867, and the line to Sioux City in February, 1868. Early in 1869 the entire line was completed and in operation between Missouri Valley Junction and Sioux City and to Fremont, Nebraska, where connection was made with the Union Pacific Railroad. The cars were ferried across the Missouri river during the summer months, and crossed on a temporary bridge during the winter months up to the fall of 1883, when the bridge across the river was completed and opened up for business. L. Burnett was the engineer in charge of construction of this railroad and superintendent in its operation until January 1, 1878.
This company received from the United States a grant of land comprising the alternate sections within twenty miles on either side of the line of the railroad. But as nearly all of the government land within these limits had already been disposed of, and where the grant of this company lapped over the grant to the Union Pacific Railroad, each company received half, so this congressional grant only amounted to about 42,500 acres. There was acquired through a consolidation with the Nebraska Air Line Railroad a state land grant of 46,000 acres. The company received from the United States a loan of six per cent bonds to the extent of $16,000 per mile of road constructed between Sioux City and Fremont, and issued its own first mortgage bonds to an equal amount.
This company up to August, 1884, operated its own road and also leased and operated the Fremont, Elkhorn & Missouri Valley road, as the same was from time to time extended. The earnings of the railroad were never sufficient to pay the interest on the first mortgage bonds. The avails of the two land grants and the proceeds of the sales of the town lots along the line up to 1875 (when the remaining land assets were sold to the Missouri Valley Land Company) were used to make up the deficiency. After these assets were exhausted the Cedar Rapids and Missouri River, and Chicago, Iowa and Nebraska Railroad companies, through loans and other methods of assistance, made up the deficit until the sale of all of these roads in 1884.
In 1880 the Chicago, Iowa and Nebraska, and the Cedar Rapids and Missouri River companies by purchase from the individual stockholders acquired over ninety per cent of the capital stock of the Sioux City Company. This stock was in the treasury of these railroads at the time of their purchase by the Chicago and North-Western Railway Company in 1884. Through and under that purchase the Chicago and North-Western Railway Company became the controlling owner of the Sioux City and Pacific and moved its general and operating offices away from Cedar Rapids.
John I. Blair was the first president of the Sioux City and Pacific Railroad Company and was succeeded by Horace Williams in 1871. Mr. Williams was president until the fall of 1877, when he resigned and was succeeded by Oliver Ames. Mr. Ames remained president until the control of the railroad passed into the Chicago and North-Western Railway Company.
In the Iowa Land Bill of 1856 a grant was made to aid the construction of a line of railroad from Dubuque to Sioux City on the same terms as fixed for the other three trunk lines across the state, viz: a grant of every odd numbered section within six miles on either side of the railroad, and where such odd numbered sections had already been disposed of by the United States, the railroads were authorized to select an equal number of acres from the odd numbered sections within fifteen miles of the line of the railroad. This grant was given over by the state of Iowa to the Dubuque and Pacific Railroad Company, which company began the work of construction but afterwards failed and was reorganized as the Dubuque and Sioux City Railroad Company. This last named company continued from time to time to extend the line westwardly, so that in 1867 it was completed and in operation to Iowa Falls.
Considerable right-of-way had been acquired between Iowa Falls and Fort Dodge and the grading already commenced when a sale and transfer of the right-of-way, the uncompleted work and the portion of the land grant belonging to the line west of Iowa Falls, was made to John I. Blair and his associates. The Iowa Falls and Sioux City Railroad Company was organized on October 1, 1867, and on January 7, 1868, by a contract of that date, took over from the Dubuque and Sioux City Company all the right-of-way west of Iowa Falls and the work already done, also the proportion of the land grant inuring to the line west of Iowa Falls and all of the rights and franchises of the Dubuque & Sioux City Company pertaining to that portion of the line.
Prior to this date, viz: on September 13, 1867, the Dubuque and Sioux City Railroad Company leased to the Illinois Central Railroad Company the portion of its road already constructed to Iowa Falls and also the line to be thereafter built from Iowa Falls to Sioux City. This lease was for twenty years or in perpetuity at the option of the Illinois Central Railroad Company. The legislature of the state of Iowa on April 7, 1868, passed an act ratifying the said sale by the Dubuque and Sioux City Company and vesting the land grant in the Iowa Falls Company.
The work begun by the Dubuque and Sioux City Company was vigorously prosecuted so that the road was completed and in operation to Fort Dodge early in 1869. In the fall of 1870 it was finished through to Sioux City and the entire line turned over to the Illinois Central Railroad Company for operation under the lease. J. E. Ainsworth was superintendent of construction. In the original articles of incorporation the principal place of business of this company was fixed at Dubuque, Iowa, but in October, 1869, the articles were amended and the main office of the company moved to Cedar Rapids. John I. Blair was the first president. He was succeeded in 1871 by Horace Williams, who remained at the head of the affairs of the company until the control of the same passed into the hands of the Illinois Central Railroad.
In March, 1887, the Iowa Falls and Sioux City Railroad Company sold to the Iowa Rail Road Land Company the remaining acres of its land grant and all assets accruing from land transactions. At that time all of the individual stockholders of the railroad company sold their shares to the Illinois Central Railroad Company, who moved the offices of the corporation from Cedar Rapids to Dubuque, and afterwards consolidated the company with the Dubuque and Sioux City Railroad Company.
This company, while a Nebraska corporation, soon after its organization and up to 1884 kept its general offices and accounting department in the Blair building in Cedar Rapids. It was organized at Fremont, Nebraska, in January, 1869, to construct a line of railroad up the Elkhorn Valley, in Nebraska, and obtained a land grant from the state of Nebraska amounting to about 100,000 acres, also some county bonds from Dodge and Cuming counties, Nebraska. In 1869 John I. Blair and his associates in the Sioux City and Pacific, and the Cedar Rapids and Missouri River enterprises obtained control of the company, and undertook the construction of the railroad. Ten miles of track north from Fremont were laid late in the season of 1869. In 1870 the road was finished to West Point, and leased to the Sioux City and Pacific Company, which company from that time on continued to operate (under said lease) the several extensions of the Elkhorn road up to August, 1884. In 1871 the road was extended to Wisner, a distance of fifty-one miles from Fremont, where the terminus remained until 1879, in which year the main line was built to Oakdale, and six miles of track laid on the Creighton branch north from Norfolk. In 1880 the main line was extended from Oakdale to Neligh, and the Creighton branch finished to Plainview. In 1881 the main line was extended to Long Pine, and the Creighton branch finished to Creighton. In 1882 the main line was extended to Thatcher, and in 1883 to Valentine. In August, 1884—at the time of the purchase of the Iowa roads by the Chicago & Northwestern—this last named company acquired all the stock in the Fremont, Elkhorn & Missouri Valley Railroad, and thereafter the work of extension was pushed vigorously.
In the two succeeding years a line was built into the Black Hills country and the main line of the road extended to the eastern boundary of the state of Wyoming. Between 1884 and 1888 several lines of railroad in the south Platte country of Nebraska were constructed by the Fremont, Elkhorn & Missouri Valley Company. L. Burnett, was engineer in charge of location and construction until the road was completed to Wisner. From 1879 to 1889—during which period the main line from Wisner to the west line of the state, the Black Hills branch as far as Whitewood, and the South Platte lines were built—P. E. Hall was superintendent of construction and J. E. Ainsworth chief engineer. John I. Blair was the president from 1869 to 1872, Prince S. Crowell, of East Dennis, Massachusetts, from 1872 to 1876, and James Blair, of Scranton, Pennsylvania, from 1876 to 1883, when he was succeeded by Horace Williams, who remained the president of the company until the control was taken by the Chicago & North-Western Railway Company in 1884.
The major portion of the land grant to the Cedar Rapids and Missouri River Railroad—transferred to The Iowa Rail Road Land Company—was situated north of the main line of the Cedar Rapids & Missouri River Railroad. In 1876 a large portion of several counties was vacant and still the property of the land company, so the stockholders interested in the Cedar Rapids & Missouri River Railroad and The Iowa Rail Road Land Company decided to build branch lines north from the main line to the end that purchasers might be found for the land and thus settle up the country, and furnish business for the main line. The Maple River Railroad Company was organized in that year to build these lines. The money for the building of the same was furnished by the stockholders in the Cedar Rapids and Missouri River, and Chicago, Iowa and Nebraska companies, they taking the stock and bonds of the Maple River Railroad Company issued for construction. The road was leased to the Chicago & North-Western Railway Company in advance of construction. Work was begun in the fall of 1876, and in 1877 the line was completed from Maple River Junction to Mapleton, a distance of about sixty miles.
In 1879 a branch was built from Wall Lake Junction to Sac City. This Sac City branch was extended to Holstein in 1882, and in 1883 to Kingsley. The building of the above lines was under control of P. E. Hall, vice president. J. E. Ainsworth was the chief engineer. In 1884 when the Cedar Rapids and Missouri River, Chicago, Iowa and Nebraska, and Sioux City and Pacific roads were purchased by the Chicago & North-Western, the Maple River Railroad was included in the sale, and from that time on became a part of the Chicago & North-Western Railway, which company has since extended the branch line from Kingsley to Sargeants Bluffs, thus making another through line from the east into Sioux City, and also extended the main line from Mapleton to Onawa.
In 1882 congress granted to the Sioux City & Pacific Railroad Company the right to build a bridge across the Missouri river to connect the Iowa and Nebraska portions of its railway at the point where the line crosses the river between Missouri Valley, Iowa, and Blair, Nebraska. The Sioux City & Pacific Company not being financially able to undertake the work, assigned its rights under said act to the Missouri Valley and Blair Railway & Bridge Company, which company was organized in 1882 for the purpose of building the bridge and its approaches. The capital stock of the bridge company was subscribed for by the several railroad companies whose roads made up the through line from Fremont to Chicago, viz: the Sioux City and Pacific, Cedar Rapids and Missouri River, Chicago, Iowa & Nebraska, and the Chicago & North-Western companies, each taking stock in proportion to its mileage in the through line between Fremont and Chicago. The money for the construction of the bridge was raised principally by the sale of bonds, which bonds were guaranteed—both principal and interest—by the several railroad companies who were stockholders in the bridge company. Work was begun early in the summer of 1882 and the bridge completed and opened for traffic in November, 1883.
When the bridge was opened for business it had cost about $1,300,000, of which $400,000 was for the bridge proper across the channel of the river and the other $900,000 for the approaches and protection work. Several hundred thousand dollars have since been expended in protecting the river banks so as to hold the channel of the river under the bridge. After its completion the bridge was operated by the Sioux City and Pacific Railroad Company under a contract.
Horace Williams was the president of the bridge company from the date of organization to the time when the control passed to the Chicago & North-Western Railway. P. E. Hall was vice president and in general charge of construction. George S. Morrison was the engineer who made the plans and directed the building of the bridge. When the Chicago & North-Western Railway Company took over the Cedar Rapids and Missouri River and the other roads in 1884, it became the owner of the entire capital stock of the bridge company and moved the accounting offices away from Cedar Rapids.
The total grants of lands to these companies by the United States, the state of Nebraska, and several counties in Iowa, amounted in the aggregate to about one million, nine hundred and ninety thousand acres. As the several railroads were projected it was the policy of the companies to acquire land around the stations and plat and sell town lots. For convenience in distribution of the proceeds to the stockholders, and in handling the real estate, land and town lot companies were organized from time to time to take over and dispose of not only the land grant lands but of the purchased lands and town lots.
This company was organized in 1869 and its capital stock distributed pro rata among the stockholders of the Cedar Rapids and Missouri River Railroad. The land grant of that railroad company was conveyed to the land company on September 15, 1869. In 1887 the Iowa Rail Road Land Company bought from the Iowa Falls and Sioux City Railroad Company for cash, all of its remaining unsold lands and the bills receivable, and other assets resulting from previous sales.
From time to time thereafter, through consolidation and purchase, all of the remaining real estate and bills receivable of these several land and town lot companies and of the Moingona Coal Company, which were under common control, passed to the ownership of The Iowa Rail Road Land Company.
The Cedar Rapids and Missouri River Railroad was finished in 1867, and the land grant completely earned then. From that time on the officers of the railroad company and of its successor, the land company, for thirty-five years persistently and continuously worked to have this land grant finally adjusted so that the tracts actually granted might be definitely known and the companies receive evidence of title thereto. Their efforts were finally successful in 1902.
John I. Blair was the first president of this company. Horace Williams was president from 1871 to 1872. In 1872 J. Van Deventer, then of Clinton, Iowa, and later of Knoxville, Tennessee, was elected president and remained so until 1889, since which time P. E. Hall has been the president of this company.
Henry V. Ferguson, now vice president of this company, came into the employ of these companies in 1868, and has been continuously in their service since that time. P. E. Hall has been an officer of The Iowa Rail Road Land Company since 1871.
The Blair Town Lot and Land Company was organized in June, 1871, and took over the unsold town lots and purchased lands along the line of the Cedar Rapids and Missouri River Railroad, and also the avails from previous sales. It was consolidated with The Iowa Rail Road Land Company in 1888.
The Sioux City and Iowa Falls Town Lot and Land Company, organized in 1871 to dispose of the town lots and purchased lands along the Iowa Falls and Sioux City railroad between Iowa Falls and Sioux City, was consolidated with The Iowa Rail Road Land Company in 1888.
The Elkhorn Land and Town Lot Company was organized under the laws of the state of Nebraska in February, 1871. There was conveyed to this company the land grant made to the Fremont, Elkhorn and Missouri Valley road, also the purchased lands and town lots at the several stations between Fremont and Wisner. This company was consolidated with The Iowa Rail Road Land Company in 1899.
The capital stock of these three companies was issued pro rata to the stockholders of the respective railroad companies along the lines of which these town lot companies respectively operated.
The Missouri Valley Land Company was organized in May, 1875, and purchased for cash the remaining unsold portion of the land grant of the Sioux City and Pacific Railroad Company, as well as the unsold town lots and purchased lands belonging to that company. This company was consolidated with The Iowa Rail Road Land Company on May 3, 1901.
When the Cedar Rapids and Missouri River Railroad was extended west from Boone there was purchased for account of the stockholders of that company certain timber and coal lands at and near Moingona—where the line of railroad crosses the Des Moines river. The Moingona Coal Company was organized in June, 1866. These coal and timber lands were conveyed to that company, and its shares of capital stock ultimately allotted pro rata to those stockholders in the Cedar Rapids and Missouri River Railroad, who had furnished the money for the construction of the line west of Boone—known as the third division of the Cedar Rapids and Missouri River Railroad. The town of Moingona was platted and put upon the market and coal mines opened at that point, which mines were operated continuously for about twenty years. In 1899 mining operations had ceased and the personal property of the coal company having been closed out, the remaining real estate was turned over to The Iowa Rail Road Land Company.
The aggregate sales up to 1910 made by these railroads, land and town lot companies and this coal company, including land grant lands, purchased lands, and town lots, amount to sixteen million, six hundred and sixteen thousand dollars. The taxes paid by said companies on said real estate while held by them amount to two million, seven hundred and forty-seven thousand dollars.
For many years it has been fashionable for magazine writers and a certain class of politicians to severely criticise and condemn the public men of that day for their action in making land grants to railroad companies. The members of congress have been characterized as imbecile and corrupt, and the recipients of land grants denounced as thieves and robbers. While it is quite probable that in some cases sufficient care was not exercised, and that such grants sometimes have been a little too liberal, looking at the situation as it was in those days and the subsequent results, there can be no doubt whatever that the policy was a sound one and the action of congress in most of the cases exactly right.
A large portion of what is now known as "the middle west" then consisted of vast unbroken stretches of prairie land, impossible of settlement because of the want of timber for fuel and building purposes. This territory could not support a population until transportation facilities were provided for carrying in the necessary lumber, fuel, and supplies, and carrying away the agricultural products as the land should become cultivated. The price of the land at private entry was then $1.25 per acre. The government gave half of the lands within the land grant limits to the railroads and immediately advanced the price on the even sections to $2.50 per acre, not only getting the same amount of money for the same acreage, but making sales of the government land much more rapidly.
Soon after the first of these grants was made it became the policy of the government to give away its public lands to actual settlers. Until the railroads were built through these vast bodies of vacant lands it had not been possible for the United States to even give away its lands, but after the construction of such roads the whole of this vast territory was in a few years occupied by actual settlers. This settlement and the growth in population and wealth resulting therefrom have more than any one thing contributed to the present greatness of this United States.
The land grant railroads taken as a whole have not been a source of much profit to the original stock and bond holders. In many cases the companies have been forced into extensive and costly litigation to protect their rights; taxing authorities—both county and state—have regarded these land grant companies as legitimate prey. The fact that these several lines of road were built in advance of settlement and civilization in almost every instance, made the first earnings of the roads insufficient to pay interest on bonds issued for construction, let alone dividends to stockholders, so that quite often a large portion of the avails of the sales of these lands had to be used to pay interest on the bonds.
A majority of the land grant railroads have gone through reorganization and foreclosure, some of them several times. In the cases where there has been a profit to the original investors, it has been no greater than it ought to have been considering the risks run.
The father of Osgood Shepherd, who died in the summer of 1839, was interred at the top of the hill above the tracks on A avenue in Cedar Rapids where the Cedar Rapids Candy Company has erected a building. During the excavation several other graves were found, but it is not known who were buried there.
Another cemetery where a number of old settlers were buried was on Fifth avenue and Eighth street where W. W. Higley later settled; these bodies were removed when Oak Hill Cemetery was laid out. At Linwood burials were made at an early date. One of the first cemeteries was known as Craig's cemetery on section 7 in Franklin township about three miles west of Mt. Vernon. Elias Doty was buried here in 1841 and James Doty in 1847. Members of the Craig family and many others of the first settlers were also buried here. This cemetery is not now kept up and it is not even surrounded by a fence.
Campbell's cemetery was set off by Samuel Campbell, who donated an acre for cemetery purposes. Here Samuel Craig was buried in 1840, members of the Oxley family, the Hunter family, and of the John Paul family, also of the Smith, Berry, Snyder, Blaine, and Darr families, names familiar to all who have a knowledge of early Linn county history.
The Rogers cemetery, laid out by old Dan Rogers, is on the west side of the river near Ivanhoe. Here, also, are buried many of the first settlers who lived on the west side of the river.
A little to the north of Cedar Rapids near the Illinois Central track the relic hunter can find some ruins of what is known as "McCloud's Run." Only a few crumbling ruins remain of what used to be an old mill known to all the old settlers in the county. Through this picturesque valley runs a winding brook known as "Cold Stream," a beautiful rivulet whose clear transparent water plays sonorous music as it runs swiftly over the pebbles as if hastening to join its forces with the Cedar. The surrounding hills have in a good measure been shorn of their beauty by cutting down the timber, and now only the naked clay hills remain, offering a poor pasture for cattle. West of this stream on top of the hill overlooking the city can be found a few broken headstones and some mounds, but no flowers and no evergreens can be seen, not even a fence of any kind, for this little space, like all the surrounding hills, is given up to the pasturing of cattle. There in the vicinity of the city are more than ninety mounds showing that Linn county was from the earliest time a fit abode for man. Who these first settlers were we do not know; they have left us no other relics but these mounds; their funeral pyres and a few carvings indicate that they were Sun and Star worshippers, but whether they belonged to our Indian race has never been ascertained; however, the mound builder serves as a chain in man's existence.
On the top of this hill is located the family cemetery of the McCloud family. John McCloud came here in 1838, and for a number of years was one of the prominent men of this county. From an examination of the small marble slabs thrown about in confusion, scratched by the hand of vandals, are to be found the following inscriptions: "Departed this life June 6, 1846, Hester, consort of John Vardy, age 37 years; in life beloved; in death lamented." "Angelia, died August 30, 1852." "Grant, died March 29, 1852." "Alpheus, died December 28, 1861." "Eliza Jane, died January 11, 1862." "Ester Ann, died January 11, 1861, 15 years." All were children of John G. and J. McCloud. "John McCloud, died November 10, 1863, age 61 years 7 months and 29 days."
Mrs. John Vardy died in 1846 and was buried in this cemetery. Many of these places are neglected, and weeds grow in profusion and the head stones are marred and weather beaten so that the names, dates and deaths of many pioneer men and women have been effaced. This is the history of many neglected burial places in various parts of this county.
Owners of land on which these small places are located think more of their value for corn lands than they do as places for a cemetery, and in many localities these cemeteries have been changed into pastures and corn fields and not even a headstone can be found to tell where some dear father or mother was buried in the long ago.
The Egyptians, Jews, Greeks, and Romans all protected the burial places of their dead, and after a lapse of 2,000 years we can still go back and find something as to how the dead were cared for, and the very place in which they were buried venerated by succeeding generations, while out here in Iowa after a lapse of only half a century many of these places have been neglected and ignored and now some descendant returning to the home of his fathers may be unable to find any trace of where they were buried. Certainly some protection should be offered by the county or the state so that these sacred places may be preserved and the memory of the old settlers duly honored for what they accomplished during the pioneer days in Linn county.
Spring Grove cemetery, near Palo, is one of the oldest cemeteries west of the river. Many of the early settlers have been interred in this lot.
A few of them are: Dyer and Hiram Usher, Charles Dickey, John Garrison, Peter Davis Burt, Thomas Spencer, George Mathew, J. Z. Drake, Caldwells, the Rawson and Tweed families, F. Klumph, Mrs. Dyer Usher, and many others.
Dyer Usher as well as the other members of the Usher families was always friendly with the Indians and in return shared the good will of the various Indian tribes. In an early day one of the chieftains died and was buried in the cemetery lot of the whites according to the Indian customs. This brave was interred with bows and arrows as well as with the dead carcass of a horse or Indian pony. Here the Indian brave has slept for many moons, ready at the final day to join the good Indians on a fleet charger for the happy hunting ground in the by and by.
In the Wilcox cemetery, near Viola, Edward M. Crow and his two wives, many old pioneers as well as old soldiers are laid to rest.
Shiloh cemetery, in Rapids township, has been the burial place for many years of the old settlers in that part of the township.
Scotch Grove cemetery, near Fairfax, has also been used for many years and here are interred most of the old settlers who died in that part of the county.
The Marion cemetery, the Lisbon cemetery, the Center Point cemetery, where is interred a Revolutionary soldier, as well as the Oak Hill cemetery in Cedar Rapids are all places where a large number of the old settlers have been buried during the past fifty years.
The town cemeteries seem to be kept up while the country cemeteries are neglected.
One way to learn of the history of a city is by studying its developments and the men who were its leaders in progressive enterprises and in things political. It is another phase of the matter, none the less important, to study the lives of the men who did the persistent everyday work three hundred and sixty-five days in the year and sometimes, it seemed, almost twenty-four hours in a day. Cedar Rapids was fortunate in having a large number of both classes of these pioneers.
Among the latter class who worked steadily and everlastingly from the time Cedar Rapids was a straggling little village to a city of its present size and who aided materially in its upbuilding is W. Fred Reiner, in the early fifties a stage driver out of this city, and for many years after a messenger of the American Express company. It may be safe to assume that Mr. Reiner handled as much money and bullion in pioneer days as did any man in Linn county. His experiences were common to the stage driver and express messenger of the early day. How he overcame one difficulty after another, escaped highwaymen, pulled himself out of mud-holes, etc., as he interestingly relates, is what was the life of the real pioneer of the early fifties and sixties. The events which are most vivid in Mr. Reiner's mind are those which occurred after he became an express messenger for the American Express company.
We are indebted to the Republican for the following interesting account of the experiences of Mr. Reiner in the stage and express business:
It is fifty-three years since Mr. Reiner, at the age of eighteen, left his home in Germany to risk his future in America. Coming west, he settled for one year at Columbus, Ohio, then pushing still farther west, he came to Iowa City in 1854. Here for a little while he did teaming and other work, then began driving stage between Marengo and Iowa City. Soon he was driving for the Western Stage Company. In 1857, while in the employ of his company, he drove the first stage from Calamus, near Dewitt, at that time the terminus of the Chicago and Northwestern Railroad, to this city. It was while on this route running to Calamus that Mr. Reiner first became acquainted with Conductor Holten, now of Des Moines, and well known all over Iowa as the oldest conductor in the employ of the Chicago and Northwestern.
After working in this capacity for a while Mr. Reiner returned to Cedar county and took up farming. Soon coming back to Iowa City, he went to the stage company's office and was immediately given a stage between that place and Cedar Rapids.
One day while on his route he met at Solon the proprietor of the stage company coming from Iowa City with a four-horse stage. The new stage drew up along where Mr. Reiner was, and the proprietor called, "Fred, I want you and your team." Wondering what was going to happen, Mr. Reiner immediately unhitched his horses, and the driver of the leadhorses on the other stage had also unhitched his. Mr. Reiner's team was put on as the leadhorses, and he was told to get on the stage. While coming on into this city the proprietor informed him that he was to run the new stage from this city to Springville, at that time the end of the Dubuque and Southwestern railroad.