CHAPTER 4

The following interesting account of the Missouri River, its early navigation and navigators, is to be found in the Omaha Bee, as gathered from Capt. La Barge, at one time owner and Captain of the steamer "John Chambers." The Bee says: "Capt. Joseph La Barge has been steamboating on the Missouri River since the year 1832, a longer period than any other steamboast man was ever engagee on this stream. In 1832, Captain La Barge, then but seventeen years of age, was running on the Mississippi and was present at the Indian battle of Bad Ax, Wis. During the same year, he came to the Missouri, and began learning the river preparatory to becoming a pilot.

His first trip up the Missouri River was on the "Yellowstone," which was built in Pittsburgh, in 1827, and was the first steamboat to engage in the Upper Missouri trade. She was built and owned by the American Fur Company, and was commanded by Capt. Young. She was laden with miscellaneous merchandise, designed for trading purposes. This boat went up the riger as far as the mouth of the Yellowstone, the trip taking all summer.

The "Yellowstone" continued to run on the Missouri during the years 1832 and 1833, and in 1834 the American Fur Company sold her and built a new boat, called the "Assiniboine," named after an Indian tribe, to take her place. The new boat was commanded buy Captain, now General Pratt. She made her first successful trip, but in 1835 she was burned, about three miles below where now stands Fort Abraham Lincoln.

Capt. La Barge was put in charge of the company's boats, and continued as pilot for them for thirty years. He never lost a boat during his forty-six years' experience. He also built a number of boats for the Missouri River, beginning in 1839. "The steamer "Chambers" was the fifteenth boat that he ever constructed and owned. He thinks a stern wheeler is better adapted to the Missouri river than any other kind of boat, and it is especially adapted for the navigation of the Yellowstone.

"It is wonderful, said Capt. La Barge, "to see the remarkable changes that have taken place since then. Little did I think that I would ever live to witness them, and I can hardly realize it. In 831, there was, at the spot where Bellevue now is, a noted trading establishment. It was the rendezvous for the tribes of the Rocky Mountains and was under the control of Fontenelle and Dripps, and afterward became the property of David Sarpy. The Omahans were here, where the city of Omaha now stands. Just above where Florence now is, Cabanne had his trading post. All of these points along the river, in this vicinity, were quite important trading posts, the trading being done with the Omahans, the Otoes and the Pawnees. These trading posts, as well as others, were outfitted by the American Fur Company. Their next post up the river was just below the mouth of the Vermillion, and twenty miles above Sioux City. It was a large establishment.

"I remember many interesting incidents that transpired in this vicinity," said Capt. La Barge, "and one in particular, which proved to be quite an important event before the end was reached. It was in 1833. One Le Clair, who had been in the employ of the American Fur Company for some time, and had saved up several thousand dollars, went to St. Louis and purchased a keel boat, loaded it with merchandise, and started up the Missouri River with the craft, intending to trade with the Indians on his own account. Henry Shaw, of St. Louis, and the proprietor of "Shaw's Gardens," was heavily interested with him in the enterprise. Le Clair had a slow trip of it, as it was tedious work to cordelle the boat up the river. The American Fur Company had the only steamboat for this trade. Steamboats were both scarce and expensive then, while keel boats were, of course, cheaper and more numerous. The only way to get them up stream was to pull them by a tow line along the bank of the river.

"When Le Clair was approaching this point, the American Fur Company gave orders to watch him closely, and at the first good opportunity to capture the whole outfit, as they would not allow any opposition. At that time there was a long bend in the river opposite where Florence now is, and where Cabanne's trading post was. It was ten miles around and two miles across the bend at this point, where Cabanne had six large buildings.

"As the boat was going around this bend, old Col. Peter Sarpy mustered out the Fur Company's employes, to the number of about eighteen men, all armed, and marched across the neck of land at Cabanne's, and there took station, and planted a cannon about three feet long. When Le Clair's boat came within haling distance, Col Sarpy commanded Le Clair to surrender or he would blow the boat out of the water with his cannon. Le Clair was forced to obey. If he had not done so, old Sarpy would certainly have carried out his threat. The Fur Company took possession of the boat and goods. It was nothing more or less than highway robbery, and the affair created considerable commotion, almost resulting in a movement that might have ended in forcing the company to leave the country.

"Le Clair returned to St. Louis financially ruined; he never got over it. A big lawsuit followed, but Le Clair never got anything out of it, although the company settled with Shaw.

"The Missouri River in those days ran over by the lake above Council Bluffs, and continued there for several years, and when that cut-off was made, it was called 'Heart Cut-off.' I remember the river formerly ran along where the smelting works now stands, striking the bluffs just below there. Little did I ever supposed that such a large town as Omaha would be located there. In 1854, town sites were laid out all along the Missouri River, wherever there was a steamboat landing. Steamboating was very profitable in those days, much more so than it has been for several years back. The passenger boats on the Missouri River, from 1856 to 1869, were the finest and most substantial ever built, and cost from $110,000 to $125,000 each. The people deamnded floating palaces and would not travel on ordinary boats."

Capt. La Barge said, "I find you are mistaken in relation to the name of Kanesville, now Council Bluffs. It was not called Kanesville in honor of a Mormon Elder, as you have stated, but in honor of Dr. Kane, the celebrated Arctic explorer. I brought Dr. Kane up here on a steamboat. He came up as Government Commissioner to investigate the Mormons, and not finding them as bad as they had been represented, he made a very favorable report on his return, and the Mormons, who thought considerable of him on that account, changed the name of the place from Miller's Hill to Kanesville.

Railroads

Early in 1848, the older and more thickly settled portions of Iowa began to clamor for railroads, and petitions were sent to Congress asking grants of land for building railroads in the State, but no proposed routes had been mentioned in the petitions, and the committee to whom said petitions were referred reported against them on these grounds. When these objections were made known, the Dubuque and Keokuk Company immediately went to work to get their stock taken in their proposed road, and to organize. The organization was completed in the month of December, 1848, at Iowa City, with Lucius Langworthy as President. The President was a citizen of Dubuque. P. R. Skinner, of Anamosa, was chosen Secretary, and J. H. Fisher of Iowa City, appointed Treasurer. A Board of Directors were elected. Maj. Thomas J. McKean was selected as Engineer. He made a cursory survey of the route and reported the distance to the Board of Directors. This report was laid before the Legislature, and was accepted and adopted by that body, when another memorial was sent to the United States Senators and members of Congress, asking grants of lands for this road. Another memorial was also sent, asking a grant of land to aid in constructing a road "from Davenport by Muscatine, Iowa City and Fort Des Moines, to some suitable point near Council Bluffs, on the Missouri River." These proposed routes began to assume a character of importance, and the people of the various counties and towns began to make a hot contest as to the locations of the roads. Davenport and Iowa City could not see the propriety of making a road west via Muscatine to the Missouri river. These two cities contended for a straight line, and this produced ill feeling among the citizens of Muscatine in relation to the other two places, and the battle became quite warm. On the Dubuque and Keokuk line; in the north, Cedar and Linn were rivals, and in the south, Henry and Jefferson Counties, each of which counties contended hotly for the location of the road.

Soon after the meeting of the Legislature, in 1850, the Dubuque and Keokuk road attracted special attention, and a large number of prominent men from along the line of this road assembled at the capital and effected a new organization, with two sets of officers; one set were to control the business south, and the other north, of Iowa City, and were known as the north and south divisions. In the articles of incorporation, and in the memorial passed by the Legislature that winter, asking for a grant of land, the towns of Cascade, Anamosa, Marion, Cedar Rapids, Iowa City, Washington, Fairfield, Glasgow, Salem and West Point were made points on the road. At that time this had every appearance of being the first road that would be built in the State, and if proper efforts had been made, probably would have been.

Along the line of the road, particularly in Jefferson County, there were liberal subscriptions made, and hopes were entertained of obtaining a grant of land for its aid at the next Congress. At that time no road had reached the Mississippi from the East, and nearly all the trade from Iowa sought an eastern outlet by going down the river. The citizens of Keokuk, who, as a matter of fact, were to be benefitted the most by this enterprise, thinking they were, by their location, "The Gate" through which most of the trade of the back country must pass, whether the road was made or not, took but little interest in the enterprise. Without the aid of Keokuk, where the road was to commence, those north of the city, particularly Jefferson County, did not feel like engaging in the enterprise, and the public mind was looking to Keokuk, with much anxiety to see what her people would do.

A meeting of the citizens of Keokuk was held, and the railroad question agitated, when it was decided to make a plank road up the divide toward Des Moines, leaving Fairfield on one side. When this result was understood by the citizens of Fairfield, public sentiment in the county soon changed, and notwithstanding the wedded feeling formerly entertained for Keokuk, the sentiment was transferred in favor of Burlington. This city treasured the advantage gained, and the citizens went to work in earnest to get the road, and urged the people of Jefferson County to aid them. They raised a fund, and sent a person to Washington to lobby against the grant of land by Congress to the Dubuque and Keokuk road. The papers of Burlington attacked the project with fierceness, particularly the Telegraph, edited by James Morgan, who gave the foad the name of "The Ram's Horn Railroad," on account of its crookedness. The ridicule thrown out by Burlington against the road, defeated the land grant, and blasted the hopes of the road. Keokuk, like many other towns in Iowaq, ruined her own prospect for the first road in the State, and thereby destroyed her chances to become the first and best city of Iowa.

At a very early day, Pottawattamie County was marked out as the great railroad center for the Missouri Slope in Iowa, and Council Bluffs, the county seat, having long been the starting-point for the plains, was, necessarily, to become the great city of railroads. But when this was discovered by Omaha and other points, in 1866 and 1867, a strong fight was made against this city, and every effort was made to divert the great railway center from this point. The citizens of Council Bluffs, seeing the necessity of speedy action to hold the ground already gained, held meetings and appointed committees to act for the city and county, with the authorities in the State at Washington, and also with the railroad men. The greatest battle arose between Omaha and the Bluffs as to the eastern terminus of the Union Pacific Railroad, and the location of the bridge over the Missouri River. This conflict grew earnest and hot, and the citizens of either city became bitter and fierce in the advocacy of their special city. While speaking on this point, permit the writer to refer to a statement found in a history and directory published by Messrs. Hawley & Street for 1880-81, wherein it is stated that "in August, 1859, Abraham Lincoln visited Council Bluffs and old acquaintances in the city. During his stay here, he delivered an address at Concert Hall, and made our situation a special study, which resulted in a decided action in our favor on his part when he became President a few years afterward. We now refer to his proclamation establishing the eastern terminus of the Union Pacific Railroad, a duty imposed on him by the Act of Congress chartering the enterprise. At the time of his visit, we were without any railroad facilities, but were looking anxiously for the approach of those whose tendency was westward across the State."

The designation of the eastern terminus by the charter and signature of President Lincoln did not appease the wrath of the citizens of Omaha, and they determined to set the whole matter aside - went into Congress and then to the courts to accomplish this work, but the citizens of Council Bluffs followed them closely, and after many long and warm legal and other controversies, Council Bluffs and Pottawattamie gained the day, and to-day an extensive transfer depot stands in this city as a monument of the victory obtained over Omaha.

A company was organized to build the road known as the Council Bluffs & St. Joseph, Mo., Railroad, down the Missouri River Valley. This company was officered and urged by the citizens of Council Bluffs, and the city, by its officers, subscribed to the stock. This act, on the part of the officers of the city, was declared invalid by the Supreme Court of Iowa, on a case made to restrain the collection of taxes to pay interest on the bonds so issued. But the road proceeded, and on the 9th of November, 1859, ground was broken for the building of the road, on which occasion appropriate ceremonies were had. At this time, the county of Pottawattamie donated $40,000 of the proceeds of swamp-lands granted by the United States Government. The completion of this road, through disturbing causes, was delayed until 1868, since when it has been a prosperous railroad. It was continued under the original name for four years, but when the railway system in Missouri, under the influence of peace, expanded, and Kansas City became an important point, a consolidation of the line between that city and Council Bluffs was made, and the corporation is now known as the Kansas City, St. Joseph and Council Bluffs Railway. It is a trunk line to the east and south, and as such is growing into public favor. It traverses one of th most beautiful and rich valleys to be discovered in the country. Its agricultural resources are unlimited, and this gives the road an extensive local traffic. The trains began running to this city December 17, 1867.

The Sioux City & Pacific Railway has regular trains running from Council Bluffs to S t. Paul, via Sioux City, over a very rich and beautiful country. This road does a large business, and is growing into popularity under the management of Maj. J. H. O'Brien, who has his headquarters in Council Bluffs. This road began making regular trips to this city in 1874.

In August, 1882, Major O'Brien received a new appointment, and early in this month departed from Council Bluffs to Illinois, where he entered upon duty.

The Chicago & North-Western Railroad was the first road to reach Council Bluffs, on January 22, 1871, and upon the arrival of cars in this city, a grand demonstration took place. The citizens, as well as the railroad men, were jubilant over the completion of the extensive work. The road crosses the entire State, from east to west, through a rich and thickly settled country, and its traffic is exceedingly heavy, and is constantly on the increase. This being the first line completed to this city, the people here have more than an ordinary desire to see it prosper. many settlers along this line of railway have become quite independent in worldly goods. J. T. Clark is General Agent in Council Bluffs; J. W. McKenzie is the Local Passenger and Freight Agent.

The Chicago, Rock Island & Pacific Railway is one of the leading lines touching and having a terminus in Council Bluffs. It crosses Iowa from Davenport, passing through Iowa City, Des Moines and other important points where coal is found in large quantities and rich fields yield abundant harvests, and give to the road a very extensive traffic. Here this line connects with the Union Pacific, and, therefore, it enjoys a through thoroughfare from Chicago to San Francisco, Cal. It also passes southwest from Davenport to Kansas City, a distance of 300 miles, where it makes a connection with all the West and Southwestern railroads. This railway was completed to Council Bluffs, May 12, 1869. S. S. Stevens is the popular General Western Agent.

The Chicago, Burlington & Quincy Railroad is one of the leading roads passing through a large portion of Pottawattamie County, and having a center in Council Bluffs. it passes through a rich and poulous portion of Iowa, and is doing a heavy freight and passenger business. D. W. Hitchcock is the General Western Agent, and has his headquarters at St. Joseph, Mo. This road first entered Council Bluffs in 1869.

Along about the 1st of July, 1882, the Chicago, Milwaukee & St. Paul Railroad Company entered Council Bluffs with their construction train. This road has branches extending all over the country, east and west, north and south. Its regular trains began to arrive in Council Bluffs in the fall of 1882.

The Wabash, St. Louis & Pacific is one of the very important railway lines reaching and a western terminus in the city of Council Bluffs. It has innumerable branches, which pass through Michigan, Indiana, Ohio, Illinois and Iowa, as well as Northern Missouri. This is a direct line to St. Louis from this city, and it is doing an extensive passenger and freight business. Trains on this road began running to Council Bluffs in the fall of 1879. J. B. Gault, General Agent, resides in this city.

We are informed that as early as 1853, Gen. G. M. Dodge, then a resident of Iowa City, and who had been employed as an engineer in the construction of a railroad from Chicago to Rock Island, surveyed a line for a railroad across the State of Iowa from Davenport to Council Bluffs. this line was called the Mississippi & Missouri, and was the one adopted generally in the construction of the road between the two points mentioned. Gen. Dodge extended his surveys across the Missouri river and up the Platte Valley, on what is now the line of the Union Pacific Railroad. He figured extensively in the construction of this line as engineer, and as its friend in Cogress. In 1854, he brought is family to Council Bluffs, and was soon followed by his father and family, who located on the Elkhorn River, Neb., for a few years and then located here.

In the fall of 1853, Hon. Samuel R. Curtis, traced a railroad line across the State of Iowa, called the Philadelphia, Fort Wayne & Platte Valley Railroad, which, in years after, was called the "Air Line" road. S. S. Bayliss, who was always noted for his liberality to every object calculated to build up Council Bluffs, made a contract with Gen. Curtis for depot grounds in the vent that the road should be built to the Missouri River. This road was never made. Gen. Curtis, in after years, took a great interest in the Union Pacific Railroad and the development of Pottawattamie County. During his life, he frequently visited this section, and, in fact, died at the residence of Col. Nutt, in this city, when on a visit in 1867.

End of Chapter 4

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