The following obituary appeared in the Cedar Rapids Gazette in March, 1909, and gives a sketch of a person who had passed through much of what is now the history of a thriving city, and is for that reason made part of the history of the county. Mrs. Brown was at her death the widow of one of the foremost men who ever lived in Cedar Rapids.

It is entirely proper to make some mention in these pages of Captain Joshua John Snouffer, who came to Cedar Rapids in 1852 when the city contained less than 400 people. He too had an intimate knowledge of what it meant to be a pioneer.

Captain Snouffer was born in Maryland February 24, 1825, and though he was a loyal citizen of Iowa he never ceased to love his native state, nor did he ever forget its history, its traditions, and its people. He entered the Mexican war where he was wounded in the head on the field of battle on November 9, 1847. This wound troubled him all the remaining days of his life. At the time he was wounded he was first sergeant of a company of dragoons, and on several occasions had commanded a company.

As a member of the firm of W. D. Watrous & Company he was closely identified with the milling industry of Cedar Rapids. He superintended the erection of "the brick mill" in 1875. With J. J. Child he was the joint author of the city's charter. He took an active part in the building of the Iowa & Nebraska Railroad, now the Northwestern. He was a prime mover in establishing the water works, and was one of those who gave the city its first street railway. At various times he was a member of the city government both as alderman and mayor. He was a skilled parliamentarian, and an honest man in every sense of the word.

CEDAR RAPIDS TODAY

W. I. Endicott, in The Saturday Record, July 10, 1909:

Cedar Rapids has had a civic existence since January 15, 1849, on which date a town charter was adopted and town officers elected. In 1856, a new city charter was granted by the legislature and under that charter the affairs of the city were conducted until April 6, 1908, when the charter was abandoned and the city went under what is known as the "Commission Plan." Under the provisions of this law all ward lines and divisions were abolished and five men—a mayor and four councilmen or commissioners are elected at large. In the hands of these five men is placed all responsibility for the appointment of the entire city official staff and the management of city affairs.

The new plan is working in a most satisfactory manner in Cedar Rapids and many things are being accomplished under it that were impossible of accomplishment under the old ward system. The improvements under way are all planned with a view to actual necessity and the harmonious building up of the city in all its sections. Modern business methods are in use in the conduct of the city's affairs and unwise or extravagant expenditure of the public money is not permitted. The council meets nearly every day and the citizen who has business to transact with the council is given instant hearing and attention.

Under the law, the mayor is paid a salary of $2,500 and each of the councilmen $1,800 annually, and they devote full time and attention to the work of the city. The city's business is divided into departments and each man is in charge of and responsible for a certain department. The mayor is head of the department of Public Affairs and as such, exercises a general supervision over all phases of the city business. Then there are the departments of Accounts and Finances, the department of Public Safety, the department of Streets and Public Improvements, and the department of Parks and Public Property. The men elected have first to be successful in a wide open primary and then in the regular city election secure a majority of all the votes cast. In the election of 1908 there were 48 candidates for councilman and nine candidates for mayor on the primary ballot. From these names the two who received the highest number of votes for mayor and the eight who received the highest number of votes for councilman were declared the nominees and their names appeared on the ballot at the regular election, the names appearing in alphabetical order on both the primary and regular election ballots, and without any party or other designation.

In 1908 the council accomplished the sale of the old city hall site and the purchase of May's Island for park and public buildings purposes. This island has an area of about six acres, and lying in the Cedar river in the very center of the city, forms an ideal place for a civic center. The city offices are now occupying temporary quarters on the island and as rapidly as possible the low places are being filled with dirt from the various excavations for business buildings, and from other sources, so that what was once a municipal disgrace, is being rapidly transformed into a place of beauty, to say nothing of forever setting at rest any possibility of divisive strife between the two sides of the river.

THE CITY'S ASSETS

The public improvements of the city of Cedar Rapids represent expenditures running into the millions of dollars. Few cities of like size are so thoroughly or excellently paved. On the first of January, 1909, the city had three miles of asphalt, twenty miles of brick, and five miles of macadam paving, or a total of twenty-eight miles. There are now under construction, or already completed on contracts carried over from 1908, two miles of brick and one mile of tar treated macadam, giving Cedar Rapids at the present time thirty-one miles of paving. The contracts let for 1909 will add more than five miles to that total, so the city will have approximately thirty-six miles of paving at the end of the present year.

Sidewalks are practically all of cement construction and laid under city supervision. On January 1, 1909, there were more than 102 miles of walk in the city, and of this more than ninety-six miles were of cement, nearly four miles of brick or stone and only about two miles of wooden construction. The contracts let for this season will represent the construction of about eight miles of walks, giving the city a total of 110 miles of sidewalks.

Cedar Rapids has two systems of sewers, sanitary and storm water. Some of the storm water sewers are of large size, being seven feet in diameter, and one—the Vinton ditch sewer, is even larger.

Cedar Rapids has an excellent fire department, equipped with the best of apparatus. There are five stations—one central station and four outlying hose houses.

In the matter of parks the city has made a most promising start. There are now in the city twenty-eight parks, counting large and small and not including any street parkways. Of this number Bever Park, Ellis Park, Daniels Park, May's Island Park, Riverside Park, and Whittam Park are considerable tracts, while George Greene Square, opposite the union station, with its beautiful display of flowers and rich green lawn, is one of the show spots of the city. Bever Park, the largest of the parks, in the woods to the east of the city, was the gift of James L. Bever, George W. Bever, and John B. Bever, as a memorial to their father, Sampson C. Bever, who was one of the pioneers of the city. Bever Park is flanked one side by picturesque Vernon Heights and on the other by beautiful Ridgewood, forming an almost continuous park of great extent and beauty. Daniels Park is the newest of the city parks. It is located on the Old Marion Road and has been transformed into a beautiful floral park, with well-arranged walks and driveways. Riverside Park is the close-in park, being located on the bank of the river south of Eleventh avenue, and this has been made a play park, with plenty of out-door gymnasium apparatus for the children and young people. Ellis Park, located on the river bank above the city, is one of the most beautiful and attractive of all the parks, and when adequate means of reaching it are installed, it will without question be one of the most popular parks in the city. The river with its excellent boating facilities, gives a charm to Ellis Park that is denied the other breathing places of the city. The city of Cedar Rapids is spending more than twenty thousand dollars each year on its park system, and it is money well spent. There are about two hundred acres in the park system, and a conservative value of the park grounds and improvements is well over $300,000.

The Free Public Library is a most valuable asset to the city and aside from the unmeasurable good done in the dissemination of knowledge, represents a money investment of well toward $150,000. The building proper was the gift of Mr. Carnegie and cost $75,000, the grounds and other items and the contents of the library will add another $75,000 to the valuation. It is supported by a city tax and costs about $12,000 per year to operate. Its affairs are in charge of a board of trustees, appointed by the council.

The city owns and maintains five bridges across the Cedar river. Of these bridges four are of steel construction and one—the Second avenue bridge—is a magnificent reinforced concrete bridge of Melan arch design. This bridge is one of the best and most attractive in the middle west. Its cost was more than $100,000.

[The city contracted in 1909-10 a new concrete bridge to replace the old steel bridge on Sixteenth avenue at a cost of $80,000. It is 40 feet wide and 2,600 feet long, and was opened for traffic January, 1910. A new concrete bridge will be contracted in 1911 at Third avenue to replace one of the oldest in the city.]

The city water works are owned by the city of Cedar Rapids, and are managed by three trustees appointed by the council. The plant was purchased from the water company July 1, 1903, at an agreed price of $473,000. Of this amount, $23,000 was paid in cash and the remainder was put in the form of bonds. In the past six years $158,000 of these bonds have been retired, leaving a net indebtedness against the water plant of $315,000. The net earnings of the plant from July 1, 1903, to July 1, 1908, were $79,952.30, and for the year ending July 1, 1909, were almost $25,000. In addition the city gets free hydrant rental and fire protection. A conservative inventory of the water plant will show a valuation of well over $600,000 at the present time. The water is taken from large wells on an island in the Cedar river belonging to the city and located some distance above the C. & N. W. bridge. It is filtered by the Jewell system and is forced through the mains by large pumps. There are three of these pumps in use, one of two million gallons daily capacity, one of three million gallons capacity and one of five million gallons capacity. The necessary power is supplied by two water tube boilers of 350 horsepower each, and three tubular boilers of 70 horsepower each. The filter system has a capacity of three million gallons per day, and an additional reservoir for the filter is now under construction. There are at the present time 390 fire hydrants and an excellent and satisfactory fire pressure is maintained for all fire alarms. A loop of twelve-inch mains encircles the business district and this loop is supplied by a twenty-inch main direct from the pumps, giving the business section a fire protection unexcelled by that of any city in the west.

THE RAILWAYS

Up to 1849 the village of Cedar Rapids had no formal organization. It was simply a township. But the legislature of 1849 granted a town charter and for the next decade the community throve apace. It was during this period of years that Cedar Rapids strove for, and secured, its first line of railway. In the fifties the railway lines to the west left the bank of the Mississippi and pushed their way out into the fertile prairies of Iowa. Among these lines was one known as the Chicago, Iowa and Nebraska, and its purpose was to construct a line of railway from Clinton, across Iowa, to some point on the Missouri river.

Among Cedar Rapids men who were prominently identified with the enterprise and were on the board of directors were John Weare, Jr., William Greene, H. G. Angle and S. C. Bever. The company was organized in 1856, but it was not until June, 1859, that the line was completed from Clinton to Cedar Rapids, a distance of a little over eighty miles, and train service established between the two towns.

Previous to the coming of the railroad, communication with the outside world was maintained by means of stage lines; Dubuque, Clinton, Davenport, Muscatine, Iowa City, and Waterloo being reached by that method. Freight and supplies were brought in by wagon, though in the early days there was some steamboat traffic on the Cedar river as far as Cedar Rapids.

It required hard work, and plenty of it, to get that first new line of railway into Cedar Rapids. Marion, the old, substantial town and the county seat, wanted the road—and came pretty near getting it, too. The next move in railway construction work for the community was the extension of the new line west, on its way to the Missouri river, a line which is today the main artery of the Chicago & Northwestern system, forming an important part of the great highway of steel connecting the Atlantic and Pacific.

The original promoters of the Chicago, Iowa and Nebraska Railway, living in Cedar Rapids, were anxious that that company should build a branch line up the Cedar valley from this point, and thus tap the rich and rapidly growing territory lying to the northwest of Cedar Rapids. But the company had no time or money with which to build side lines or branches. Its objective point was the Missouri river and the great beyond. So Judge George Greene, S. L. Dows, and other prominent public spirited men took up the task of constructing a road from Cedar Rapids to Vinton and Waterloo. Burlington capitalists and promoters joined in the work of extending the line from Cedar Rapids southeast to Burlington, and in a few years the embryo of what later became the Burlington, Cedar Rapids & Northern, the "Cedar Rapids route," with its lines radiating from Cedar Rapids to Clinton, Muscatine, Burlington, What Cheer, Iowa City, Sioux Falls, Watertown, Worthington, Forest City, Albert Lea, St. Paul, Minneapolis, and Decorah, was in existence. The shops, roundhouses and general offices of the road were located in Cedar Rapids, and everybody took pride and a personal interest in speaking of the institution as the "Home Road." The absorption of the Burlington, Cedar Rapids & Northern by the great Rock Island system, thus giving Cedar Rapids direct connections with all stations on that road, is a matter so recent as to be hardly history as yet. This change has been more in name than in reality. The shops are maintained, as in years past. An even larger army of trainmen and operative employes make Cedar Rapids their home, and the general offices for the northern district make use of the general office building constructed by the Burlington, Cedar Rapids & Northern Railway Co.

Cedar Rapids' third railway enterprise was the securing of the Dubuque & Southwestern, locally known as the "Slough Shore," from the manner of its entrance into the town. This railway was built and operated by the Farleys, father and sons, of Dubuque, and for many years, with its connection with the Illinois Central at Farley, maintained the only line of direct communication between Dubuque and Cedar Rapids. In the early days some very peculiar railroading was done on the Farley line, and the incidents and happenings, if gathered together, would make an extended volume.

The Dubuque and Southwestern is now a part of the Chicago, Milwaukee & St. Paul system, and over its tracks trains now run to Chicago, Omaha, Kansas City, Minneapolis, and St. Paul, as well as to the original sleepy little terminus of Farley.

The last steam road to enter Cedar Rapids was the Illinois Central, a line being constructed from Manchester by the late S. L. Dows. This line opens up to the shippers and business men of Cedar Rapids direct connections with the Illinois Central, and is of peculiar value in the traffic in southern and tropical fruits and commodities which come by water to New Orleans.

More recently the interurban between Cedar Rapids and Iowa City has been constructed, and with its hourly service it has won a business which makes certain the building of other and equally as promising lines in the near future.

Cedar Rapids of 1909, from a railroad point of view, is the traffic pivot of the middle west. Centering here are four of the largest railway systems of the country—the Chicago & Northwestern, the Chicago, Milwaukee & St. Paul, the Rock Island, and the Illinois Central. From Cedar Rapids direct lines radiate to Chicago, Peoria, St. Louis, Kansas City, St. Joseph, Council Bluffs, Omaha, Sioux City, Sioux Falls, Watertown, Minneapolis, St. Paul, and Milwaukee, the total mileage of the lines entering Cedar Rapids being about 35,000 miles. Direct service is maintained between Cedar Rapids and nearly 1,750 stations in Iowa, to say nothing of the thousands of stations in other and surrounding states reached by direct train service from this city. More than 225 railway and interurban trains arrive in or depart from Cedar Rapids daily. Approximately 80,000 carloads of freight are handled annually. The freight earnings are about $3,500,000 and the passenger receipts are about $1,200,000 each year. Three express companies, the American, the United States, and the Wells-Fargo, maintain offices in Cedar Rapids.

Recognizing the future of Cedar Rapids as a railroad, manufacturing and distributing center, the railroads have all been expending vast sums of money in the past few years in the acquisition of property for terminal purposes. The Chicago, Milwaukee & St. Paul, the Illinois Central, and the Rock Island now control absolutely the entire section of the city lying between Fifth and Ninth avenues, the river and Third street, and it is only fair to presume that the four blocks between Third and Fourth streets and Fifth and Ninth avenues will also be devoted exclusively to railway purposes. South of the city, along the river bank, the Chicago & Northwestern is expending thousands of dollars in the filling in of a large section of low land and old river bed, and on this made ground new and enlarged terminals and switch yards will be built.

The Chicago, Rock Island & Pacific is now engaged in the construction of its new terminals and freight depot on the blocks lying between Second and Third streets and Fifth and Ninth avenues, and when completed these terminals and depot will be ample for the accommodation of a freight business of a city of hundreds of thousands of population.

In the matter of passenger travel the city is well accommodated in the two depots, both on Fourth street, one occupied by the Chicago & Northwestern and the Rock Island, and known as the Union station, and the other occupied jointly by the Chicago, Milwaukee & St. Paul and the Illinois Central lines.

Mention must also be made of the Cedar Rapids and Iowa City interurban line, which maintains an excellent hourly service between the two cities. This line of road is the pioneer in the interurban field for the city, if the line to Marion be excepted, but is proving daily more and more popular and its business is increasing in such a measure that the building of additional lines of like character is only a question of the near future.

MANUFACTURING

From the days of its very earliest beginnings the people of Cedar Rapids have paid especial attention to the manufacturing industry. A large part of those who settled in Cedar Rapids came from the east where manufacturing leads all other industries and it is but natural that they should embark in their new home in those lines with which they were familiar. The papers and records of the early days tell of a long line of enterprises that have come and gone. There were flour mills, woolen mills, implement works, engine factories, wagon factories, oil mills—the list is a long and interesting one to the delver into local history.

With the coming of the railways, opening up markets for the manufactured products and affording means of collecting and bringing in the raw material, the manufacturing side of Cedar Rapids' activities has grown apace, until today Cedar Rapids, although not the largest of Iowa cities, leads them all in the amount of manufactured goods produced. In 1908 the total ran to nearly if not quite $22,000,000, and the output for 1909 will far exceed that great figure. There are now nearly 100 manufacturing institutions in Cedar Rapids, employing nearly 4,500 hands and paying more than $3,000,000 annually in wages.

Many of our manufacturing institutions are of many years' standing. The great mill of the Quaker Oats Company, the largest milling plant in the world, was originally established years ago as an oat meal mill by George Douglas and Robert Stuart, two thrifty and persevering Scotchmen to whose industry and far-sightedness is due the fact that at least the first course of the world's breakfast (after fruit) comes from Cedar Rapids. The great packing plant of T. M. Sinclair & Co., Ltd., giving employment to 1,200 employees and sending its products to all parts of the world, has done more to advertise Cedar Rapids than any other one agency. It was established by T. M. Sinclair, a young man from Belfast, and from its modest beginning many years ago it has become a plant representing an investment of millions and an ability to supply at least a large portion of the second course of the world's breakfast. Then there is the big starch works of Douglas & Co., the largest independent starch plant in the country—a plant where corn by the train load is daily transformed into starch and gluten feed. In smaller institutions note must be made of the Anchor Mill Co. and the T. G. White Cereal Co., with their specialties in flour and wheat flakes. While on the subject of cereals, note should be taken of the big elevators and cleaning houses of the Cedar Rapids Grain Co., the Clinton Grain Co., Jackson Grain Co., and the Wells-Hord Grain Co. Without doubt, the name "Cereal City" which has been applied to Cedar Rapids is not a misnomer.

In other lines Cedar Rapids leads as well as in those involving the conversion of the native products of agricultural Iowa. This city with its three great pump companies, the Cedar Rapids Pump Co., the Chandler Pump Co., and the Iowa Windmill and Pump Co., control the pump, windmill, iron pipe and plumbing supply business of the middle west. While the collateral lines covered by the Dearborn Brass Co., the Iowa Radiator Co., the Tokheim Manufacturing Co., the Vernier Manufacturing Co., the Smith-Talbott Co., and others add materially to the leadership of Cedar Rapids in these departments.

The Denning Fence works places Cedar Rapids in a leading position in the fence manufacturing business. The Perfection Manufacturing Co., the Hawkeye Skirt and Garment Co., the Welch-Cook Co., and the Clark-MacDanel Co., give Cedar Rapids a high position in the business of manufacturing clothing for both men and women that is not suspected, even by some of the best posted people in the city. Then there are other lines of manufacture. The J. G. Cherry Co., with their line of dairy and creamery supplies; the Cedar Rapids Sash and Door Co., the Williams & Hunting Co., and the Disbrow Sash and Door Co., with their big wood working plants; the various furniture factories, the cement and sand-lime brick plants; the big printing plants, for printing is a most important industry in Cedar Rapids; in short, the list is endless and as this is not a directory of the manufacturing industries of Cedar Rapids, further individual mention will have to be abandoned.

What is manufactured in Cedar Rapids? The list is a long and mixed one. It comprehends all kinds of breakfast foods, flour, starch, gluten feed, all kinds of packing house products, woven wire fence, candy, ice cream, pumps, iron pipe, windmills, plumbers' supplies, steam heating plants, machinery of all kinds, stone and ore crushers, hot air furnaces, cornices, bank, store and office fixtures, camp and lawn furniture, corsets, parlor furniture, mattresses, woven wire springs, undertakers' supplies, egg cases, dairy supplies, butter, concrete fence posts, sand-lime brick, prepared plaster, ice, gasoline engines, store step-ladders, hard wood specialties, electrical supplies, gasoline storage tanks and measuring pumps, manure spreaders, overalls, women's skirts, suits and jackets, shirts, photo paper, brass goods, coffee, spices, extracts, baking powder, sash, doors and blinds, steel baskets, tanks, stoves, school books, umbrellas, vinegar, pickles, wagons, carriages, omnibuses, automobiles, patent medicines, physicians' and hospital supplies, crushed stone, cigars, etc., etc.

It is noteworthy that of the many industries started in Cedar Rapids within the past twenty years, a very large per cent have been financial successes, some of them notably so. Nearly all of them have been launched in modest fashion and while nowhere is it possible for all enterprises to succeed, the few failures in Cedar Rapids have all been brought about by causes purely individual in the management or because of circumstances which seemingly no one could control.

Cedar Rapids has passed beyond the experimental stage as a manufacturing city. It has been demonstrated that industries can be established and operated successfully here and that goods made in Cedar Rapids will find a ready and stable sale in all parts of the world. In fact, Cedar Rapids is but just beginning her epoch of industrial prosperity and growth and she extends to all the invitation to come, see how those here are prospering, and join in the march of events which will in the years to come make Cedar Rapids one of the best known manufacturing communities in the whole United States.

In this connection it is not amiss to speak of the excellent conditions which have always surrounded the labor situation in this city. The manufacturing industry must, of necessity, depend very largely on the element of labor and in many localities strikes and strife and misunderstanding and trouble generally have added to the difficulty of the local situation. There has been but little of this sort of thing in Cedar Rapids. Labor has always been well paid, well treated and well satisfied in this city, and the little differences which have come up between employer and employee have all been settled promptly and satisfactorily. There has been an absence of the grafting labor agitator and all have worked harmoniously together to build up the city and its best interests.

THE STREET RAILWAYS

BY E. A. SHERMAN, EDITOR SATURDAY RECORD

The Marion and Cedar Rapids Improvement Company was incorporated March 8, 1879, to construct street railways on the streets of Cedar Rapids and Marion, and the highway between, known as the "Boulevard."

The incorporators were Addison Daniels, J. L. Crawford, C. C. Cook, and John Meredith Davis.

The officers were John Meredith Davis, president; James L. Crawford, secretary; C. C. Cook, treasurer.

On March 13, 1879, the city council of Marion passed an ordinance authorizing construction of the line in the city of Marion. On May 16th, the city council of Cedar Rapids passed an ordinance granting the Marion and Cedar Rapids Improvement Company the right to construct and operate street railways on Iowa avenue, and also on alternate streets.

October 13, 1879, the name of the company was changed to the Cedar Rapids and Marion Street Railway Company. John Meredith Davis resigned as president and was succeeded by W. M. Hewitt.

November 8, 1879, the city of Cedar Rapids passed another ordinance granting a franchise to the Cedar Rapids and Marion Street Railway Company for lines on Iowa avenue and on alternate streets. Up to this last date the enterprise had been fathered by Milwaukee and Davenport parties, who then dropped out. Construction had already been begun and the work was continued by Marion parties, prominent among whom were Mr. E. Latham, J. L. Crawford, and J. C. Davis. Mr. Latham advanced the money necessary for construction.

On January 8, 1880, Mr. Latham was made president of the company. In March of that year Judge George Greene (always foremost in any enterprise which would help Cedar Rapids) took a controlling interest in the company, and from that time forward, with the financial assistance rendered by Judge Greene, the work went rapidly on so that the line began carrying passengers between Cedar Rapids and Marion on the 3d of May, 1880, by steam motor between Twelfth street in Cedar Rapids and the terminal station in Marion, and from Twelfth street to Fourth street in Cedar Rapids in horse cars.

Both Judge Greene and Mr. Latham died early in the summer of 1880, and although Mr. S. C. Bever, Mr. A. J. McKean and other prominent citizens of Cedar Rapids and Marion afterwards became interested in the enterprise, the Greene family always held a controlling interest and were foremost in management of the company up to the sale in 1890.

Mr. Latham was succeeded as president by William Greene on July 15, 1880.

The board of supervisors forbade the company laying its track on the boulevard, and brought suit to enjoin such construction. The Eighteenth General Assembly (1880) passed an act authorizing street railway tracks on roads 100 feet wide. So the supreme court sustained Judge Shane in refusing the injunction. Early in the spring of 1881, the line was extended across the steam railway tracks at Fourth street to the foot of Iowa avenue. Soon after that date the company were not allowed to bring the steam motors below Fifteenth street, the horse cars carrying the Marion passengers up to that point.

The track between Marion and the city limits of Cedar Rapids were laid with "T" rails weighing sixteen pounds to the yard; afterwards changed to thirty-five pounds per yard. The horse car tracks were laid with flat rails weighing twenty-two to twenty-four pounds per yard, spiked on the top of wooden stringers. The first equipment consisted of two small second hand steam motors and four cars.

The extensions and additions made were: In 1882, track to fair ground from First to B avenue, only operated during fairs and amusements. Line on Adams (now Third) street, First avenue to Fourteenth avenue. Opened September 7, 1882. Line from First avenue and Commercial (now First) street to Third avenue, across Third avenue bridge on Third avenue to Sixth street west; also line on Third street north from Third avenue to A avenue, and south to Seventh avenue west. These west side lines began doing business in the fall of 1882, and early in 1883 car and horse barns were built at Third avenue and Third street west.

In 1884, line extended from Third street and Seventh avenue west to J. C. Young's addition at Sixth street and Fifteenth avenue west and afterwards taken up for want of business.

In 1886, line from First avenue east along Fifth street to Fifth avenue, up First avenue to Tenth street, thence on Tenth street and Mount Vernon road to Oak Hill cemetery; opened for business July 4, 1886.

Fair ground line taken up. New line on Sixteenth street from First to E avenue, built and put in operation November 15, 1886.

As the branch lines of horse railroad within the city of Cedar Rapids paid no profit, the Marion stockholders stoutly objected to the earnings of the Marion line being used for the sole benefit of the people of Cedar Rapids. So the Cedar Rapids and Marion Railway Co., on the 13th of July, 1889, conveyed to John W. Henderson—for the sum of one dollar—all of these branch lines excepting the Sixteenth street line. Mr. Henderson on November 14, 1889, deeded the same to the Cedar Rapids Street Railway, a company organized for the purpose of operating these city lines, and for the further construction of other city lines in Cedar Rapids, of which company C. G. Greene was president, U. C. Blake, vice-president, W. J. Greene, secretary, and George Greene, treasurer.

These city lines failed to earn enough to pay operating expenses and were all conveyed back to the Cedar Rapids and Marion Railway Co. on February 9, 1891. For the year ending June 30, 1884, the number of employes of the company was twenty, the annual wages $11,667.44. In 1889 the number of employes averaged twenty-eight and the annual wages $15,878.00.

During the years 1886 to 1890, the west side lines had been gradually abandoned, so that on December 1, 1890, there was only remaining the one on First street and across the Third avenue bridge to Third street, and thence on Third street southwesterly to Seventh avenue.

The entire equipment at that date consisted of two steam motors, two 28-foot coaches, one open trail car, 20 feet long, one baggage car, one 18-foot, six 12-foot, and eleven 10-foot horse cars, two snow plows, two flat cars and nineteen horses and mules, with the necessary harness and fixtures.

In the autumn of 1890 it came to the knowledge of Mr. J. S. Ely that non-resident parties were investigating the situation with a view of acquiring the property of the Cedar Rapids and Marion Railway, together with the city lines then owned by the Cedar Rapids Street Railway. Mr. Ely believing that it would be best for the interests of the city of Cedar Rapids that control of the transportation facilities be in the hands of resident property owners, who would have a greater interest in a more extensive system and better service, than those seeking merely financial profit, obtained options on a controlling interest in the capital stock of both of the companies. After which Mr. Ely and Mr. Henry V. Ferguson organized a syndicate consisting of Messrs. A. T. Averill, James L. Bever, Chas. H. Clark, Geo. B. Douglas, Walter D. Douglas, C. J. Ives, C. Magnus, P. E. Hall, J. S. Ely, and Henry V. Ferguson, who on December 15, 1890, purchased two-thirds of the entire capital stock of the two companies (the C. R. & M. Ry. and the C. R. Street Ry.) buying out all of the old stockholders except Frances R. Greene, C. G. Greene, S. C. Bever, Geo. W. Bever, and U. C. Blake. Immediately after this change of control, the stockholders paid in money enough to clear up all the floating debt of the companies, and put them on a good financial basis. The stockholders addressed the following communication to the mayor and city council of Cedar Rapids:

The franchise asked for by these stockholders was for twenty-five years.

Although the above application was warmly supported by the leading newspapers of Cedar Rapids, the city council refused the franchise so asked for, but instead on May 1, 1891, granted to the Thomson-Houston Electric Co. a franchise for fifty years, for lines covering substantially the same territory on the east side of the river as that served by the horse cars, and also for three miles of new lines on the west side of the river, to be afterwards located.

So these gentlemen who had put up their money to save the city of Cedar Rapids from non-resident ownership of transportation lines, found their purpose frustrated and with a fair prospect of losing their entire investment. Rather than suffer this, a majority decided to acquire this new franchise at the best price obtainable, and then go ahead with construction according to its terms. After this decision Mr. Ives and Mr. Magnus retired from the enterprise and took back their money. Previously, during the negotiation for the franchise, Mr. S. C. Bever and Mr. U. C. Blake had sold out. On the organization of the new company to take over the Thomson-Houston franchise, Mrs. Frances R. Greene, C. G. Greene and Geo. W. Bever sold their interests to the remaining stockholders.

Neither the Cedar Rapids and Marion Railway nor the Cedar Rapids Street Railway ever paid a dividend, so that all of the stockholders who had invested their money in these enterprises went out with entire loss of income, and most of them with considerable loss of principal.

J. P. Messer was superintendent from January 1, 1881, to February 22, 1883, when he resigned and was succeeded by Wm. Elsom, who remained superintendent until after the system had been changed into an electric railway.

CEDAR RAPIDS AND MARION CITY RAILWAY COMPANY

The Cedar Rapids and Marion City Railway Company was organized May 14, 1891, and immediately thereafter purchased the franchise for electric railways in Cedar Rapids recently granted to the Thomson-Houston Electric Co., and also took over all the rights, property and franchises of the Cedar Rapids and Marion Railway. A franchise for twenty-five years for an electric line from the terminal point in the city of Marion to the southwesterly city limits of Marion was granted to this company at about that time. The first officers were: Jas. L. Bever, president; Walter D. Douglas, vice-president; Chas. H. Clark, treasurer; Glenn M. Averill, secretary.

Within a few months Jas. L. Bever and A. T. Averill sold out and retired from the enterprise. After the reorganization resulting from this change in ownership, the officers were: P. E. Hall, president; W. D. Douglas, vice-president; Chas. H. Clark, treasurer; John S. Ely, secretary.

The stockholders were: Chas. H. Clark, Geo. B. Douglas, John S. Ely, J. S. Cook, Walter D. Douglas, Henry V. Ferguson, and P. E. Hall, of Cedar Rapids, Horace Williams, of Clinton, Iowa, J. E. Ainsworth, of Council Bluffs, Iowa, now of Williamstown, Vt., David P. Kimball and L. C. Kimball, of Boston, Mass., and J. Van Deventer, of Knoxville, Tenn.

No change of ownership except through division of estates of deceased stockholders has taken place up to the present time.

The work of construction and reconstruction was begun at once and vigorously pushed during the season of 1891.

All tracks were entirely new excepting from Sixteenth street to Marion. Those across the First avenue bridge were laid with strap rails, nailed to the bridge plank. The balance of the double track with 58 pound girder rails. All other new lines with 45 pound "T" rail. The strap rail was taken off the bridge and girder rail substituted a few years thereafter. The city lines on the east side of the river were open for business in November, 1891, the west side lines in December, 1891, and electric service begun to Marion in February, 1892.

The main line mileage of the road at this date, not counting spur and sidetracks is, within the city of Cedar Rapids 12.85 miles, of which 2.28 miles is double track. From the city limits at Kenwood to Marion, 2.80 miles; total 15.65 miles.

The Marion line above Twentieth street through to Marion has been entirely rebuilt with new rails, the grades cut down, the alignment changed, the track ballasted, a new steel and concrete bridge built over Indian creek; so as to make that portion of the road fully adequate for the business.

Within the last three years all of the girder rail tracks east of the river have been relaid with 60 and 80 pound "T" rails and the number of ties increased fifty per cent.

The service has been increased to once in fifteen minutes each way and extended to twelve o'clock at night on all the lines excepting the Marion line, where the service is once in twenty minutes during the day and up to 12:30 a. m.

The power plant first installed consisted of two 125 horsepower engines connected by belts to two 75 k. w. generators. It now consists of one 400 horsepower engine belted to a 300 k. w. generator, and one 750 horsepower engine directly connected to a 450 k. w. generator. The output of power is equalized by a storage battery of 272 cells. The boilers, smoke stack, switch board, condensers and all minor machinery have been correspondingly increased and improved.