Hi - I didn't find a Barney or Roman Hendricks anywhere in the United States in 1920.... I used the soundex to check so all spellings covered. If you want me to try something else, please let me know. Chris In a message dated 5/20/02 12:43:12 AM Central Daylight Time, StanleyCrafts@aol.com writes: > Could you please look and see if Barney or Roman Hendricks/Hendrix is listed > > in the 1920 census? He was born as Roman Hendricks in 1873, but went by > Barney Hendricks/Hendrix later in life. >

1860 Davenport page 371 James 26 NY Mary 25 NY Julia 4 months IA SK Miner 33 CT (relationships of these four not stated) Harriet 21 NY Eliza Baker 50 NY Bridget McMurphy 40 Ireland 1870 Davenport 6th ward page 366 James 36 NY Mary 36 NY Julia 10 IA Ellie 4 IA James 11 months IA Elisa Bahn 62 NY (relationship not stated) In a message dated 5/22/02 12:16:02 AM Central Daylight Time, BCofer612@aol.com writes: > Chris, that's a wonderfully generous offer, and I thank you for making it. > > If time permits, would you please look for the family of James and Mary > (Baker) ARMSTRONG, who moved to Davenport sometime not too long before > 1860. > I'm trying to pin down the exact place of the birth of my grandmother, > Allie > ARMSTRONG, who, to the best of my knowledge, was born on 2 Dec 1867. She > had, I believe, two brothers, one older, and the other being James Jr., b > 21 > Sept 1869. (He died 6 Feb 1888, but I think by that time the family had > returned to New York, where both parents were born.) > > And if time doesn't permit, thank you very much anyway...it's still a > wonderful offer, and I haven't lost anything! >

A Raft Pilot's Log cont. The First Use of a Steamboat to push and handle a Raft 191 There has been much discussion over this matter. I have heard all the witnesses and it is plain in the evidence that they agree on these facts, viz.; FIRST. That several steamboats, some of them quite large, like the 'Kentucky ll,' ehe 'Minnesota,' and others, had shoved rafts through the Saint Croix and Pepin lakes, for years, even prior to 1860. But these baots were made fast usually by spreading the strings at the stern to let the boat one-half or two-thirds her length down into the raft so she could be held there. She could push a large raft or sometimes a several rafts through either lake in ten or twelve hours. She could back, kill its headway and land the raft where there was current. But the oars manned by a strong crew, were depended on to direct the course; and the boat was always let go at the foot of Lake Pepin. SECOND. That the first effort or trial to use a steamboat to tow and direct a raft below Lake Pepin was made by Captain George Winans when in September, 1863, he chartered the little side-wheel Chippewa river packet 'Union' for seven dollars a day; hitched her into a lumber raft at Read's Landing and started for Hannibal, Missouri. Fortunately he had secured a crew of raftmen to man all the oars for he soon needed them. 192 The little 'Union' demonstrated her ability to give the raft some headway through the water and increase its speed perceptibly, but the 'crabs,' with which they had arranged to pull her stern around and change her position behind the raft were inadequate; and failing to control the boat she got in trouble before they were five miles from Read's. The 'Union' was sent back from Winona and Captain Winans took the raft to hannibal in the old man-power way. THIRD. The first trial was called a failure, but there was enough encouragement in it for Captain Cyrus Bradley with W.J. Young's encouragement, to charter the same steamer 'Union' the next year to run a raft of logs from Read's to Clinton, Iowa, for W.J. Young and Company. This trial was a success and by all the disputants admitted to have been the first. FOURTH. Captain Winans got charge of the 'Uniion' soon after she made this trip to Clinton and used her continuously for at least three seasons. FIFTH. Captain Bradley on his next trip to Clinton used a little boat called 'Active' and he soon started building a small side-whellerwhich he called the 'Minnie Will.' chapter complete

The following files have just been uploaded to the Scott Co, IA USGenWeb Project http://www.celticcousins.net/scott/index.htm >From Elaine Rathmann: 10 Bios From "Vol. 2 History of Davenport and Scott County" by Harry E. Downer-S. J. Clarke Publishing Co. 1910 Chicago. http://www.celticcousins.net/scott/1910.htm Charles Lau, Wm. A. Barnes, James B. Padgham, Maurice Donegan, Wm. T. Goering, August Heden, Charles Suiter, August Dorman, Wm. Braithwaite, Henry Stender. Civil War Newspaper Items from the Daily Gazette May 7-May 15, 1862 http://www.celticcousins.net/scott/cwnewsitems1862.htm >From Joan Bard Robinson: Pages 147-189 of a Raft Pilot's Log by Captain Walter A. Blair http://www.celticcousins.net/scott/raftpilottoc.htm >From Betty Vandevoort: 10 Blue Grass Tombstone Photos for Garlock and Moorhead http://www.celticcousins.net/scott/bluegrasscemphotos.htm >From Cathy Labath 1900 Davenport Times Directory- Letter "C" completed (Added Crouch -Cyphers) http://www.celticcousins.net/scott/1900cdir.htm >From Debbie Gerischer: >From "Vol. I History of Davenport and Scott County" by Harry E. Downer-S. J. Clarke Publishing Co. 1910 Chicago. Chapter VII-The Island of Rock Island. The United States acquires the island by treaty - The expedition to establish a fort - A duel by the way - Fort Armstrong, an outpost in the wilderness - Efforts to secure an army and arsenal - General Rodman's plans - Items fabricated at the arsenal - Cost of the plant - General Crozier's estimate - Squatters' claims http://www.celticcousins.net/scott/chapter7.html Chapter VIII- Three Bridges to the Island. A railroad on each side of the river made a bridge necessary - Charters on injunctions - Acts of congress and court interpretations - The Rock Island road in partnership with the government - The first bridge to be thrown across the Mississippi - River interests aroused - Abraham Lincoln in bridge litigation - Presidential visitors http://www.celticcousins.net/scott/chapter8.html Chapter IX- Iowa's Earliest Living Resident. Capt. Warner L. Clark and his varied experiences - Acquainted with many men of prominence - Has remarkable memory - Pioneer customs - Capt. Clark's home town the first to be platted in Scott county - Description of the pioneer cabin - Indian neighbors - Incidents of Indian life - Why Buffalo fell behind in the race http://www.celticcousins.net/scott/chapter9.html Also added from above Vol I were pictures as follows: http://www.celticcousins.net/scott/indexvol1picture.html Davenport Mayors (All the following are on one page) Charles Weston, 1851; John Jordan, 1852; John A. Boyd, 1853; James Grant, 1854; Enos Tichenor, 1855; G. C. R. Mitchell, 1856; Geo. B. Sargent, 1857; Ebenezer Cook, 1858, 59 Davenport Mayors (The following are all on one page) Hiram Price, 1859 James B. Cladwell, 1860 Geo. H. French, 1861, 62 John E. Henry, 1863 and 1881 Robt. Lowry, 1864 John L. Davies, 1865, 66 Michael Donahue, 1867, 68 James Renwick, 1869 Davenport Mayors (The following are all on one page) John M. Lyter, 1870 John C. Bills, 1871, 1882, 1892 A. H. Bennett, 1872 J. H. Murphy, 1873, 1879 John W. Stewart, 1874 Roderick Rose, 1876, 77 T. T. Dun, 1878 John W. Thompson, 1879, 1883 Nicholas Fejervary Chapter XXIV Street Scenes: Second Street looking west from Brady: Main Street looking south from Fifth: Third Street looking east from Harrison: Brady Street looking north from Second: Main Street looking north from Front: Second Street looking east from Harrison. Davenport has over 140 miles of streets, 50 miles of which are well paved with brick or asphalt. Burtis Opera House in Late '60's Young Men's Christian Association Building Davenport Hotel Davenport Hotel, Later C. P. Hotel, Built in 1836, Now Razed Scott House New Kimball, Hotel Commercial Club Elk's Building Davenport St. Luke's Hospital, Davenport Mercy Hospital Fejervary Home For Old Men Bishop Home For Old Men, Kirkwood Boulevard and Brady Street

A Raft Pilot's Log cont. The First Use of a Steamboat to push and handle a Raft 191 There has been much discussion over this matter.

A Raft Pilot's Log cont. What Became of the Raft-boats 182 The 'Pauline' was converted into a short trade packet and operated out of Burlington to Nauvoo and Keithsburg by Captain Thomas Peel in 1891 and 1892. S.K.Tracey and his brother, George S., prominent lawyers in Burling- ton, were largely interested in this enterprise. Finding the 'Pauline' too small, They bought the 'Matt F, Allen,' a much larger boat, and sold the 'Pauline' to parties in Hastings who later dismantled her and used her nice machinery on a new boat. 185 The 'Thistle' operated one or part of two seasons in packet trade be- tween LaCrosse and Saint Paul when rafting played out, but she was expensive on fuel and was too heavy draft for that part of the river, She was sold south and rendered good service towing logs and lumber in barges in the Cairo and Memphis district under another name. The 'Abner Gile' built in LecLaire in 1872, was used dropping logs from Saint Paul to Prescott after rafting ceased at other points; she was almost forty years old when she gave outlike the 'one horse shay' and her remainning good parys used in some other boat. In the late sixties and early seventies when the use of a steamboat in shoving and handling rafts had been successfully demonstrated, every pilot wanted one and nearle every little boat on the Upper Mississippi and its tributaries was tried out and many of them continued in this new occupation as long as they lasted. Many of them were small side-wheelers about seventy-five feet long with one boiler and one small, slide-valve engine geared to the stiff shaft running across decks to which both wheels were attached. They could back or work ahead both wheels together and had good steering power when working ahead but no rudder power while backing ; consequently they were very deficient in 'flanking' compared with a stern-wheeler. They were slow and noisy going back up-river. In Perrot, 'Big Jo,' tried the 'Moonstone' but abandoned her because it took her eighteen days to return from saint louis to Stillwater when they had taken the raft down in fifteen days. She and several others like the 'Alice Wild,' 'Alvira,' 'Union,' 'Active,' 'Wm. Hyde Clarke,' 'Lone City,' 'Johnny Schmoker,' 'Monitor,' and 'Iowa City' were of this class, just a little better than a sterncrew with oars. They soon wore out or were abandoned for larger and better boats, preferably stern-wheelers. 186 A few side-wheelers, somewhat larger, gave better satisfaction. The 'L.W. Barden,' called by the crew 'L.W.Workhouse,' under Captain Joseph Buisson's command, did a lot of good work running Daniel Shaw lumber from Reads. The 'Viola' and Julia Hadley,' the 'Buckeye,' the 'Annie Girdon,' the 'Minnie Wells,' 'Champion,' the L.W. Crane,' the 'Iowa,' the 'Minnie Will,' and the 'Pearl,'also in this class, wore themselves out in the work but none of them were rebuilt, for by that time the many advantages of the stern-wheeler had been conclusively demonstrated. The 'Clyde' was the last of the only three side-wheelerd built for rafters; the other two were the 'Minnie Will' and 'Julia Hadley.' Stern-wheeler packets converted or diverted to the work were 'Natrona,'"Wm. White,' 'Mountain Belle';the 'Hartford,' 'Evansville' and 'James Fisk,Jr.' from the Ohio; the 'Mollie Mohler' and 'Hudson' from the Minnesota river; the Saint Croix' from the river of the same name and the 'Maggie Reaney' and 'Jenny Hays' from Lake Saint Croix. These baots were much better than the best of the side-wheelers but they were not the equals of boats built especially for rafting. The 'Eclipse' and 'Vivian,' after finishing their rafting careers, were sold to Ohio river parties to tow show boats. When I decided to quit rafting and engage in short trade packet business, I retained my stock in the LeClaire Navigation Company, but I bought 'Silver Crescent' from the Van Sant and Musser Company, our LeClaire Company and Captain Bob Mitchell for $ 7000.00. 187 She lay all winter at Clinton,Iowa. I got Mr. Black, who had built her cabin when new, to extend it aft and make some other changes. We cleaned, painted her up and moved her down to LeClaireon March 9, 1892. A storm set in from the west that raised such swells, we had to tie up at Camanche. The storm developed into the worst blizzard of the winter and temperatures fell to six degrees by ten o'clock that evening. New ice in large fields was running the next morning but the west winds held it off the Iowa shore. The sun came out about eleven A.M. We got ready and keeping close th the Iowa side and clear of the ice, were approaching LeClaire, when at Mrs. Young's the ice crowded us close in- shore and she slid lengthwise over the rock that sank the 'Mollie Mohler' twenty years before. But the 'Crescent' was tough and strong and light enough that we escaped over without injury. When one-fourth of a mile from our yard, the large blow-off valve to the mud-drum bursted, having frozen up under way. She had just enough headway to reach the shore where a man caught our head line and took turns around a post, and kept us from going on over the rapids in our helpless condition. The next morning she caught fire while the watchman was at breakfast, but a passer-by saw the blaze in time to put it out. The second morning a large, heavy field of ice swung and caught her, parted one head line and pulled out the post the other one was fast to, buthels it long enough to crowd her on shore and the other lines held her. When i got to her I heard water running in her hull/ Quickly investigating, I found the ice had broken one plank at the water line. An old comfort and an inch board took care of this til we could list her over and fix it right. 188 By this time I felt sure I had bought a lucky boat and I never had any reason to change my mind on this point. I finished up a small rafting contract that spring with the 'Silver Crescent' and then put her into the Carnival City Packing Company which I had organized that spring and on June 17,1892, we began service Davenport and Burlington, Iowa and took in $15.70 on our first round trip of two days. A onth later we had the highest water ever known at Davenport. For awhile the only place we could put our stage on ground was just below the north end of the Government bridge. The 'Silver Crescent' was ten years old when the Carnival City Packet Company bought her. We had seventeen years hard service out of her, many of them quite profitable, all of them successful, and got through without a serious mishap and her cbain, engines, and many other parts were good as new when we used them in building the 'Blackhawk' in 1908. The 'Frontenac' was the last large rafter built. Samuel Peters of Wabasha built the hull which was one hundred and forty feet long, thirty feet wide and three and one-half feey deep, in 1895. The hull was taken to Winona where the engines nad boilers of the 'Juniata' were transfered to her. The cabin was also built at Winona and the new boat came out in 1896owned by Laird, Norton and Company of Winona and in charge of Henry Slocumb. When through rafting she towed the big excusion barge 'Mississippi' until she hit the lower Winona bridge an sank close to shore just below it. 189 When raised ahe was sold to Captain D,W, Wisherd and burned while laid up in Quincy bay. The 'Silver Wave,' 'LeClaire Belle,' 'Jas. Fisk, Jr.,' 'Wild Boy, and 'Evansville'when their hulls were worn out by long and successful service, were dismantled at LeClaire; and some of their engines used in new boats. The 'Tiber' was also dismantled at LeClaire and he boilers used in the 'Irene D.' The 'Stillwater' was dismantled at Rock Island and her machinery used in the 'E.Rutledge.' The 'C,J,Caffrey' and 'Prescott' were also dismantled at Rock Island. The 'Jas. Means,'after a few seasons of profit in rafting, in her old age was dismantled and her engins used in the 'Golden Gate.' The 'Dan Hine' was dismantled at LaCrosse. The 'G.H. Wilson' was dismantled Dakota Bay. The 'B.F.Weaver' was dismantled at LaCrosse. The "Silas Wright' was sunk on the upper Rapids, her engines recovered and used in the 'R.D.Kendall.' The 'Penn Wright' burned at Stillwater. The first 'Chancey Lamb,' after long and useful service, was dismantled at Clinton. The new 'Chancey Lamb,' which appears in the list of 1893, was a larger and more powerful boat, having engine twelve inches in diameter by eight-foot stroke, like the 'Irene D.' They were the only two boats used in rafting that had eigh - foot stroke engines. There were only two that had seven - foot stroke engines; the ;Charlotte Boeckeler' and the 'F.W. Weyerhauser.' The 'Ida Fulton' was dismantled at Dubuque and her engines went in the new Glenmont.' chapter complete

The Daily Gazette City of Davenport Thursday Morning May 15, 1862 Part 2 Continued... Yesterday our regimental commander commenced "stripping" us for a fight or quicker marching. Each company left behind two or three of its five Sibley tents, one of the two officers' tents, and all the "property" that could be spared, hospital and extra commissary stores, bed ticks, extra blankets and sick. Although we have not so large a sick list as a week ago (about one hundred off of duty now) yet the sick have been a great incumbrance, and their frequent removals over these very rough roads have been anything but beneficial. Every regiment has a train of convalescents straggling in its rear when changing camps, with the bed-confined to follow in ambulances and wagons. Yesterday our sick were sent to the river hospital, excepting those likely to be ready for duty in a few days. This will greatly relieve us, and be better for them. Several of our officers are sick, and this morning Capt. Smith, of Co. A, will be sent to the hospital, where he ought to have been days ago. H! e is the "noblest Roman of all," did his whole duty in the battle, and has been the most eager for another fight. The prevailing sickness is diarrhoea, and it seems uncommonly difficult to control. Mere astringent medicines will not do it in most cases, but the cause has to be struck at. The 15th has about two hundred on its sick list, and every regiment has a pretty large list. There are, however, but few deaths. Several have died in our regiment, and among them the old drummer, Mr. Russell, of Boone county. He was 78 years old, and was a drummer in the war of 1812. he had not been well since we left Camp McClellan, and here got the diarrhoea which in a few days carried him off. A letter in the Lyons Mirror has created great indignation among our men and officers, from Clinton Co. especially. Speaking of the battle, the writer (suspected to be an officer most ridiculously bepuffed in the letter) says the 15th did not leave the field till the 77th Ohio and 16th Iowa had retired. Now the fact is, the 16th did not leave till that identical 15th flag sent home to the State Historical Society with several holes in it, had gone from the field, and the most of the 15th with it. This flag had been stuck up on a stump in the battle, and was a pretty mark to shoot at, and without endangering the color sergeant or guard. I was in another part of the field, but these are told me as facts by a number of reliable officers and men who witnessed what they state. Our color sergeant was killed while gallantly bearing his banner, and six of the eight color guard wounded. The 15th did not occupy the position at all stated by this Lyons Mirror correspondent, who was ei! ther not in the battle or too badly scared to notice the position of things. Both regiments did well, and neither should, in doing justice to itself, do injustice to the other. Both have been outrageously slandered, without cause, and both are eager for another fight to properly annihilate these slanders by deeds instead of words. Our old friend Wilkie, the war correspondent of the N. Y. Times, is in our camp nearly every day, and is actively at work getting items in this great field of military operations.~~J. B. ~~~~~ >From the Second Iowa Cavalry Camp Between Hamburg and Corinth Wednesday, May 7th, 1862 Editor Gazette: On Sunday morning, some twenty regiments of infantry, with bands playing and banners floating to the breeze, marched through our camp advancing to the front, followed by batteries of light artillery, and some long 30 pounder Parrott field pieces. Everything betokened a general forward movement; but on Sunday night a heavy rain flooded the country, rendering an advance impossible for a few days. Capt. Sanford, Co. H, in consequence of impaired health, has resigned, and Lt. Joseph Freeman, of Co. C, as been assigned to the command, which gives general satisfaction. The wife of Capt. Frank A. Kendrick is on a short visit to camp, having arrived a few days since from Cape Girardeau, Mo., where she had been with friends for some time past. About the last of April she became a party to a transaction, that, whilst it rid the world of a villain, proves her the worthy wife of a Union officer, ad shows that the honor of Iowa's gallant sons may be safely entrusted to her fair daughter- [As we have already published the particulars of this heroic act, we omit "Diff's" description, further than to state that the name of the villain killed was Samuel Sloan, and that he left a wife and child. "Diff" speaks thus of the pistol used on the occasion:--Ed. Gaz.] The pistol used was loaded by Sloan in Mr. Morrison's store last Spring, to "shoot the first man that should run up a Union flag in Cape Girardeau." It was left in the store, and Mr. M., to prevent harm, took it home, where it remained until as above stated. The ball, loaded by this traitor to his country to murder a Union man, was, by the judicious handling of a Union officer's wife, the means of arresting in his mad career this specimen of Southern chivalry. Thursday, May 8.-Three dry days, and the engineer regiment having rendered the road passable, orders were received lat night to move this morning. We were up at three o'clock, and tents down at sunrise. The brigade (2d Iowa and 2d Michigan cavalry,) moved forward, followed by their train. A camp was selected at this place, (four miles) and the column without halting passed on to the front. The country is up hill and down, with occasional 'sloughy' levels between them. The soil is thin and poor. Pine trees begin to appear interspersed with other timber. The farms are few, and it would be little harm were they fewer! From prisoners and the inhabitants we learn the market prices at Corinth, viz: soft hats, $5 to $10, boots, $15-$25; coffee, $10, and none at that; salt, $15 per sack, &c; and no money to buy. Cotton no sale. Yesterday Col. Elliott visited the enemy with a flag of truce. He merely got within their lines, and had the privilege of returning. To-day Beauregard returned the compliment, both of which probably resulted in nothing except information gained by the way. Our troops were in line of battle to-day a mile beyond Farmington, and within three miles of Corinth. The 2d Cavalry were skirmishing, and got into close quarters, not without loss. John Wilson, Co. B, of Marshall county was killed; shot through the chest and head. His body is now here, and will be buried tomorrow. Harry Doutbil, Co. D, is severely wounded, shot in the head and leg; and James Slawter, Co. D, through the wrist and calf of the leg. Lt. Washburne, Co. D, was surrounded and taken prisoner. He had delivered his arms, retaining one revolver, and as his captors were retreating with him, some of his company rallied and pursued. The Lieutenant, drawing his revolver, wheeled his horse, and broke from them. A volley sent after him killed his horse, but he made his escape, is safe and sound, and ready for another trial. A Major of the 7th Ill. Cavalry was killed. It is now past 10 p.m. and our regiments just coming in, tired and hungry enough. The country about Farmington (4 miles from Corinth) is more open. Our forces will probably move their camps, forage, rations, &c, forward to that locality to-morrow and next day, get ready on Sunday, and if the weather continues dry, about Monday, the 12th, the probabilities are that Gen. Halleck will commence sending "Epistles to the Corinthians," which will speedily convince them of "sin and judgment to come," and cause them to seek protection under the sheltering stars and stripes and by renouncing their errors find rest in Abraham's bosom! For the fulfillment of which anxiously awaiteth all men. Your obt., &c, Diff ~~~~~~*~~~~~~ Elaine Rathmann List Adm. for: *IA-CIVIL-WAR *IA-DANES Assist. CC: Scott Co, IA USGenWeb Project

Chapter 8 cont. ABRAHAM LINCOLN AND THE FIRST BRIDGE River men and the city of St. Louis were bitterly opposed to the erection of a bridge across the Mississipi river, and did all in their power to place obstructions in the path of the railroad company, both by legal and illegal means, to prevent its construction.  But in spite of the St. Louis chamber of commerce and steamboat companies, whose officials used every means that money and political influence could command, the work of constructing the bridge went on and continued until finished.  In the Des Moines Register appeared a letter written by Hon. Robert Lowry, who was a citizen of Davenport from 1851 to 1883, and later became Indian agent and secretary of the land office at Huron, South Dakota.  In the communication, which follows below, he gives a lucid and very interesting story regarding the first bridge and its troubles: "The attempt to bridge the father of waters united the steamboat interests from New Orleans to St. Paul and on the Ohio river to Pittsburg.  In the places mentioned those interested claimed that under the provision of and old English law, renewed by legislation in this country, the navigable rivers, particularly one of such national importance as the Mississippi, were the king's highways and could not be obstructed by bridges of any character.  The courts were beseeched for applications for attachments and injunctions and several attempts to burn the bridge were made.  At last, amidst the most discouraging hindrances and obstructions, the great bridge was completed.  Shortly thereafter, in May, 1856, the steamer Effie Afton, a large boat from the Ohio river, carrying many passengers and a heavy cargo of freight, was passing under the bridge when it swung against the south stone pier with such force as to break the boat in two.  The wreck and  bridge were set on fire.  A number of persons were drowned and the boat completely lost.  Immediately following the accident suit was brought against the railroad company with a view to having the bridge decleared an obstruction and securing its removal.  The suit was brought before Justice John McLean, of the United States supreme court at Chicago.  The railroad company employed some of the best lawyers in the country to defend this case, among them being Abraham Lincoln and N. B. Judd.  The title of the case was 'Hurd et al., vs. Railroad Bridge Company.'  When the case was called up a large number of witnesses from Davenport and Rock Island went to Chicago and with them numberous parties interested in the suit.  When I entered the courtroom there was a large number present.  Justice McLean was in his chair and Mr. Lincoln was upon the floor, addressing the court.  His towering figure, six feet, three and a half inches in height, impressed me.  He was talking in a loud voice and twisting and bending his long thin form in all manner of shapes, emphasizing his words by gestures of his sapling-like arms.  He said:  'The American people are a progressive people:  our forefathers used to travel on horseback and in coaches, the latter in the west being superseded by Fink & Walker's hack, when each passenger was obliged to carry a fence rail to assist the driver in prying the hack from the mud.  Afterward came the steamboat.  If it please the court, I have had some experience in flatboating.  I have taken a number of flatboats to New Orleans and returned by steamboat; but our people were not satisfied to travel on the steamboat at the rate of eight or ten miles an hour, stopping at every little village or hamlet to take on fuel or freight.  They soon wanted to go on railroads at the rate of thirty or forty miles an hour, and to facilitate travel, streams and rivers must be bridged; millions of dollars have been spent on navigable rivers yearly in removing obstacles from them and keeping their channels clear.  Railroads, like navigable rivers, are great national highways, and the rivers must yield so much of their vested rights as to permit bridges to be built across them to accommodate travel and commerce that naturally seek the railroads.' Debbie Clough G-erischer G-erischer Family Web Site http://gerischer.rootsweb.com/ Assistant CC, Iowa Gen Web, Scott County http://www.celticcousins.net/scott/ List Manager for: IASCOTT-L * G-erischer-L * D-encker-L Fitzpatirck-L * V-lerebome-L * Huntington-L * Otis-L * Algar-L EIGS-L * Pickens-L * McNab-L * Patris-L - Rankin-L

Chapter 8 cont. DESCRIPTION OF THE FIRST BRIDGE On January 17, 1854, the original wooden bridge which cost about $500,000 with the sylvan or "slough" bridge, and the line of rails connecting them, was started, and the draw was first swung open on April 9, 1856, over two years later.  The wood work was constructed by the firm of Stone, Boomer & Boynton, of Davenport, and the piers were built by John Warner of Rock Island.  These piers were seven feet wide at the top, thirty-five feet long and thirty-eight feet high, resting upon solid rock.  Each span was 250 feet in length.  The draw span was 285 feet long and had a clear channel of 120 feet on each side of the draw pier.  The length of the bridge was 1,581 feet.  There were 1,080,000 feet of lumber, 400,000 pounds of wrought iron and 290,000 pounds of cast iron used in its construction.  On April 11, 1856, a meeting was called to provide ways and means for celebrating the opening of the bridge.  A committee of twenty-five citizens was appointed to make all necessary arrangements for the event.  On the 14th of April, following, another public meeting was held, at which a committee of five was appointed to solicit funds; Ebenezer Cook, Austin Corbin, Antoine leClaire, J. Lambrite, and L. C. Dessaint were the members of that committee.  The celebration was, however, deferred by request of the railroad officials, as it appreared to them that the regular traffic would pay better than complimentary trains run to bring in distinguished strangers. The Gazette of date April 23, 1856, had this to say of the completed bridge:  "The 21st day of April, 1856, can be set down as the beginning of a new era in the history of Davenport, as on that day the first locomotive crossed the great bridge which spans the Mississippi river at this point.  The event occurred at dusk in the evening, very few persons being eye witnesses, the company, with their proverbial silence in regard to their operations, having kept everything quiet in relation to the matter.  Slowly the locomotive Des Moines proceeded on the bridge, very cautiously crossed the draw, and then with accelerated speed rushed on to the Iowa shore where it was welcomed by the huzzas of those who had there assembled to witness the event. "The last link is now forged in the chain that connects Iowa and the great west with the states of the Atlantic seaboard.  The iron band that will span our hemisphere has been welded at Davenport; one mighty barrier has been overcome; the Missouri is yet to be crossed and then the locomotive will speed onward to the Pacific. "Who can conjecture the effect of the completion of the road upon the city of Davenport!  As it progresses business must continue to augment, and when at last a communication is effected wih the distant and wealthy state of California, how vastly must that business increase.  There is a future for Iowa that promises to make her the brightest star in the galaxy of states.  Her extent of territory, fertility of soil, everything warrants this conclusion, and commensurate with her progress must be the advance of Davenport." Debbie Clough G-erischer G-erischer Family Web Site http://gerischer.rootsweb.com/ Assistant CC, Iowa Gen Web, Scott County http://www.celticcousins.net/scott/ List Manager for: IASCOTT-L * G-erischer-L * D-encker-L Fitzpatirck-L * V-lerebome-L * Huntington-L * Otis-L * Algar-L EIGS-L * Pickens-L * McNab-L * Patris-L - Rankin-L

Chapter 8 cont. THREE GOVERNMENT BRIDGES The first bridge across the Mississippi at Davenport was built by the Missisippi River Bridge Company in 1853-55, and the moss-covered pier above mentioned is all that remains of it.  This bridge first bore the weight of a train of cars, consisting of a locomotive and eight cars, April 1, 1856.  On the 6th of May of that year, the first span east of the draw, 250 feet in length, was destroyed by fire, communicated by the steamer Effie Afton, which had collided and burned at one of the piers.  With the opening of the river in March, 1868, heavey floating cakes of ice, jamming against it, the pier on the Iowa side was pushed into the river twenty-five feet from its foundation and in the month following, a terrific windstorm settled the fate of the structure by lifting the draw span from its masonry, tilting it so that it hung supported only by the draw pier, with both ends up in midair.  The second bridge, for the construction of which a compact was entered into by and between the United States government and the "Railroad Bridge Company," as herein described in detail, was completed in October, 1872, and opened for traffic in 1873.  Its total length was 1,500 feet, consisting of five spans and a draw.  The cost was practically $1,000,000 dollars. As the country grew and prospered and traffic became more intense, the necessity for another and stronger bridge made itself apparent and the present structure is the result.  The piers of the second bridge were utilized for the new one and on them, in the winter of 1894, was suspended a double-decked superstructure, with double railroad tracks above the double street car tracks and wagon road below.  The trusses of this modern and one of the great bridges of the country are calculated to bear a total moving load of 11,360 pounds per lineal foot, of which 8,000 pounds are on the railway floor and 3,360 pounds on the roadway floor.  The solid corrugated steel railway floor, together with the gurard angles and rail plates, weigh about 940 pounds per lineal foot of the bridge.  The draw span, which weighs approximately 2,500,000 pounds, is one of the heaviest in existence.  The chain motion for the draw span is one of the salient departures from the usual methods.  At the north end of the bridge the first span is 260 feet in length, the second, third and fourth are each 220 feet, the fifth is 260 feet and the draw is 368 feet.  The approach span on the Davenport side is 200 feet and on the island end about one-half this length.  Ralph Modjeska, son of the noted actress, Madam Modjeska, who recently passed away in California, and whose body was taken to her beloved Poland for sepulture, was chief engineer of the new bridge. At the southwest limit of the island is a wagon bridge twenty-two feet in the clear, in the form of a viaduct, under which trains pass.  There are foot walks outside the chords, each six feet in width.  At its eastern end the south branch or Sylvan Water, is spanned by a bridge connecting the island with Moline.  This bridge is 711 feet in length and has five spans of 142 feet in length each. Debbie Clough G-erischer G-erischer Family Web Site http://gerischer.rootsweb.com/ Assistant CC, Iowa Gen Web, Scott County http://www.celticcousins.net/scott/ List Manager for: IASCOTT-L * G-erischer-L * D-encker-L Fitzpatirck-L * V-lerebome-L * Huntington-L * Otis-L * Algar-L EIGS-L * Pickens-L * McNab-L * Patris-L - Rankin-L

Chris, that's a wonderfully generous offer, and I thank you for making it. If time permits, would you please look for the family of James and Mary (Baker) ARMSTRONG, who moved to Davenport sometime not too long before 1860. I'm trying to pin down the exact place of the birth of my grandmother, Allie ARMSTRONG, who, to the best of my knowledge, was born on 2 Dec 1867. She had, I believe, two brothers, one older, and the other being James Jr., b 21 Sept 1869. (He died 6 Feb 1888, but I think by that time the family had returned to New York, where both parents were born.) And if time doesn't permit, thank you very much anyway...it's still a wonderful offer, and I haven't lost anything! Regards, Barbara Cofer

Chris, Sorry about 1880. 1920 is fine for Pauline Strasser or Jenny Strasser. It's been a long day!!!!!

Chris, Please look up Jacob A. Strasser in 1860 Scott County and give me the list of family members. Also, the 1880 listing of the Strassers. He married Paulina Lerchen 1878 after Philomena died. Thanks for your offer. Eleanor Dobbs

The Daily Gazette City of Davenport Alfred Sanders, Editor Thursday Morning May 15, 1862 Mortality of Iowa Soldiers The following list comprises the names of Iowa Volunteers who have died in the vicinity of St. Louis at the dates named. -For further information apply to John A. Smithers, 113 Chestnut street, St. Louis. April 30-Lewis Stab, Co. K, 16th regt. May 3-Wm. H. Johnson, Co. K, 17th regt. May 4-Theo. Campbell, Co. F, 11th regt. May 4-Chas. White, Co. K, 17th regt. May 6-Robt. A. Bennett, Co. D, 2d regt. May 6-Ben J. Baker, Co. K, 14th regt. May 7-G. W. Hess, Co. F, 6th regt. May 7-Gottleib Weltlaff, Co. K, 16th regt. May 7-Wm. T. Clark, recruit for 4th regt. May 8-John Keppel, Co. A, 2d regt. May 8-E. A. Ward, Co. H, 12th regt. May 9-Jos. B. Caraway, Co. B, 12th regt. May 9-Geo. B. Ferguson, Co. D, 5th regt. May 10-Thos. Sharpe, Co. I, 4th regt. ~~~~~ 16th Iowa Infantry Correspondence Camp near Pittsburg, Tenn. May 4, 1862 Editor Gazette.-I have been intending to write to you for some time, but our frequent moving, sickness, &c., have prevented. Even now there is no certainty that a letter commenced will be finished at one writing or in the same camp, even if it take only an hour to write it. Our marching orders are sudden, and the brief interval is a busy time of preparation. At all times we have to be prepared for a battle, and generally with rations cooked ahead. The battle will be daily or hourly expected until it happens, unless we should get news of Beauregard's retreat, something we do not expect. A little over a week ago we were in camp thirteen miles from our present location. An order to move received after dinner, a dismally rainy afternoon, took us four miles away through mud and mire to supper. We left a beautiful camp, but located in one even more lovely, we occupy the left, the 15th next, 13th next, and the 11th on the right, Col. Crocker, of the 13th commanding the brigade-(these are the regular positions of the regiments of the brigade in camp.) Had a brigade inspection in this camp, by Inspector Gen. Judah, and our regiment was probably more complimented than any other. On the 29th our brigade was ordered to march with all the ammunition we could carry, and two day's rations. We started in the afternoon, with the prospect of a fight ahead, Lieut. Col. Sanders in command of the 16th, Col. Chambers being absent for some days, with the intention of staying perhaps a month, on business connected with his old government duties. We marched eight or nine miles and after dark halted in the woods, where we slept on the ground without covering, in the old style. In the morning we marched about a mile farther, halted, and soon about faced and marched back to our own camp. Gen. Wallace's cavalry had attacked Purdy, and we were sent out to support him, and make a reconnaissance. But he took the place without our aid, and destroyed a long railroad bridge and other property used by the rebels-a serious disaster to our butternut breeched friends. April 30th, we had our regular inspection and muster for May. The "pay" has not yet turned up, however. May 1st, we again struck our tents, and made another move of four miles towards the advance, and in such a lovely place we felt an inward conviction it could not long be enjoyed by us Here we received notice that our Division (6th) had a new commander, Gen. McKean being transferred, to the first division, and Gen. T. W. Sherman (Port Royal and "Shermans Battery" Sherman) commanding our division. He is reported a splendid officer. May 3d, Yesterday we again moved our camp, taking a five mile step in advance. This time the 16th landed with its tents in the middle of a wheat field, far different from the rare forest beauties of our other camps. The wheat is about a foot high and moderately thick. The planter is doubtless with the rebel army. At all events as there are tents scattered all over the immense field, the crop will be effectually blasted. This country is sparcely settled, and but little cultivated. It is a beautiful region, but soil generally poor, yet good enough to produce well under free culture. Whether our camp is in Tennessee of Mississippi, I don not know. It is certainly very near the line, and about seven miles from Corinth. Yesterday afternoon there was a heavy artillery firing several miles off, and for an hour or two we expected to be called to march and mingle in the strife. The roar of guns finally died away, and the cause remains yet unexplained to us. At night we were ordered to provide four day's rations, and may any hour be ordered to march, leaving our tents behind. Continued... ~~~~~~*~~~~~~ Elaine Rathmann List Adm. for: *IA-CIVIL-WAR *IA-DANES Assist. CC: Scott Co, IA USGenWeb Project

Chapter 8 cont. GUARANTEE BY THE CHICAGO, ROCK ISLAND & PACIFIC RAILROAD COMPANY Whereas by an act of congress of the United States of America, entitled "An act making further provision for the establishment of an armory and arsenal of construction, deposit, and repair on Rock island, in the state of Illinois," approved June 27, 1866, it is enacted as follows, viz.: That the secretary of war be, and is hereby, authorized and directed to change, fix and establish the position of the railroad across Rock island and the bridge across the Mississippi river at and on the island of Rock island, so as best to accord with the purposes of the government in its occupancy of said island for military purposes; and in order to effect this he is authorized to grant to the railroad company a permanent location and right of way on and across Rock island, to be fixed and designated by him, with such quantity of necessary therefor, and that the said grant and change be made on such terms and conditions previously arranged between the secretary of war and the companies and parties in interest, as will best effect and secure the purposes of the government in occupying the island. Second.  That the secretary of war be, and is hereby, authorized to grant to the companies and parties in interest such other aid, pecuniary or otherwise, towards effecting the change in the present location of their road and bridge, and establishing thereon a wagon road for the use of the government of the United States, to connect said island with the cities of Davenport and Rock Island, to be so constructed as not materially to interfere with, obstruct, or impair the navigation of the Mississippi river, as may be adjudged to be fair and equitable by the board of commissioners, authorized under the act of April 19, 1864, entitled "An act in addition to an act for the establishment of certain arsenals," and may be approved by him. And whereas said board of commissioners, in a report upon the matter of the railroad and bridge across Rock island and the Mississippi river, under the date of February 2, 1867, adopted and recommended the following propositions as to the kind of wagon road that should be established and the amount and kind of aid that should fairly and equitably be granted by the government towards effecting that object, to wit: "The government to build over the main channel of the river an iron drawbridge, in accordance with the conditions prescribed in the act of congress of July 25, 1866; the frame to be of proper breadth for a double track.  The government to give the company the right of way over this bridge and across the island, upon the payment of half the cost of the superstructure of the bridge, the bridge to be built with due regard to economy, having reference to strength and durability.  The company to have five years from January 1, 1867, in which to connect with the new bridge and to remove its present track across the island and the old bridge and piers from the main channel.  The company to open wagon ways for the use of government through their present embankment on the island, and remove, as far as practicable, present obstructions to wagon traffic between the island and city of Rock Island; the government to have the right to connect with the track of the company such sidetracks as may be desired for the United States and at such points as the ordnance department may select." And whereas the chief of ordnance, Brevet Major-General A. D. Dyer, in a report to the secretary of war, dated February 8, 1867, approved the foregoing recommendations of the said board of commissioners respecting the location of the railroad across the island and the bridge across the Mississippi river, the granting of a permanent right of way across the island and the kind and character of the bridge to be erected; which recommendation, so approved by the chief of ordnance and adopted by him, is understood and here taken to be the recommendation of that officer to which reference is made in the first section to the act of congress of March 2, 1867, hereinafter mentioned. And whereas by the first section of the act of congress entitled "An act making appropriations for the support of the army for the year ending June 30,1868, and for other purposes," approved March 2, 1867, there is appropraiated "for  the erection of a bridge at Rock Island, Illinois, as recommended by the Chief of ordnance, $200,000; Provided, That the ownership of said bridge shall be and remain in the United States; and the Rock Island and Pacific Railroad Company shall have the right of way over said bridge for all purposes of transit across the island and river upon the condition that the said company shall, before any money is expended by the government, agree to pay and shall secure to the United States first, half the cost of said bridge; and, second, for the expenses of keeping said bridge in repair; and upon guaranteeing said conditions to the satisfaction of the secretary of war, by contract or otherwise, the said company shall have the free use of said bridge for purposes of transit, but without any claim to ownership thereof." And whereas by a joint resolution of the congress of the United States "in relation to the Rock Island bridge," approved July 20, A. D. 1868, it was provided as follows: "Be it resolved by the Senate and House of Representatives of the United State in Congress Assembled, That the act of congress making appropriations for the support of the army for the year ending June 30, 1868, and for other purposes, approved March 2, 1867, be, and the same is hereby, so amended as to authorize and direct the secretary of war to order the commencement of the work on the birdge over the Mississippi river at Rock island, to connect the said island with the cities of Davenport and Rock Island:  Provided, That the ownership of said bridge shall be and remain in the United States; and the Rock Island & Pacific Railroad Company shall have the right of way over said bridge for all purposes of transit across the island and river, upon condition that the said railroad company shall pay to the United States: first, half of the cost of the superstucture of the bridge over the main channel, and half the cost of keeping the same in repair, and shall also build at its own cost the bridge over that part of the river  which is on the east side of the island of Rock island, and also the railroad on and across said island of Rock island; and upon a full compliance with these conditions said railroad company shall have the use of said bridge for the purposes of free transit, but without any claim to the ownership thereof; and said railroad company shall within six months after said new bridge is ready for use remove their old bridge from the river and their railroad track from its present location on the island of Rock island:  And provided further, That the agreement may permit any other road or roads wishing to cross on siad bridge to do so by paying to the parties then in interest the proportionate cost of said bridge and securing to be paid its proportionate cost of keeping the same in repair, but no such permission ot other roads shall impair the right hereby granted to the Chicago, Rock Island & Pacific Railroad Company, and the total cost of said bridge shall not exceed the estimate made by the commissioners appointed under the act approved June twenty-seven, eighteen hundred and sixty-six; And provided also, That in no case shall the expenditure on the part of the United States exceed one million dollars. "Section 2.  And be it further resolved, That in case the Rock Island & Pacific Railroad Company shall neglect or fail for sixty days after the passage of this resolution to made and guarantee the agreement specified in the act of appropriation aforesaid, approved March second, eighteen hundred and sixty-seven, then the secretary of war is hereby authorized and required to direct the removal of the exisiting bridge and to direct the construction of the bridge aforesaid, and expend the money appropriated in said act; and the said Rock Island & Pacific Railroad Company shall not have, acquire, or enjoy any right of way or privilege thereon, or the use of said bridge, until the aggreement aforesaid shall be made and guaranteed according to the terms and conditions of said act of appropriation.  All acts or parts of acts inconsistent with these resolutions are hereby repealed. "Section 3.  And be it further resolved, That any bridge built under the provisions of this resolution shall be constructed so as to conform to the requirements of section two of an act entitled 'An act to authorize the construction of certain bidges and establish them as post-roads,' approved July twenty-fifth, eighteen hundred and sixty-six." Now, therefore, for the purpose of carrying into full effect the provisions of the several laws aforesaid, and for the considerations hereinafter set forth, the Chicago, Rock Island & Pacific Railroad Company, by John F. Tracy, its president, who is duly authorized and empowered by the said company to bind the same hereunto, hereby convenants and agrees with the United States of America, hereinafter represented in this behalf by John M. Schofiled, secretary of war, as follows: First.  The said company will, at its own expense, relocate its railroad track across the island of Rock island, upon such line as may be there designated by the secretary of war in pursuance of the act of June 27, 1866, above cited; and the secretary of war shall grant to said company, upon the line so designated, a permanent location and right of way, of a width to be fixed by him, with such quantity of land to be occupied and held by the company for railroad purposes as may be necessary for the convenient construction of its track and the passage of its trains; which grant shall not authorize the company to erect any structures upon the land so granted except the railroad tracks necessary for its business, nor to use said land for other purposes than the construction and keeping in repair of its necessary tracks and the passage of its trains; and the United States shall have the right to connect with the track of the company upon said island such side tracks as may be desired for the use of the United States, and at such point on said island as the ordnance department may select. Second.  Said company will, at its own cost, construct that part of the bridge to connect the island with the cities of Davenport and Rock Island, which is on the east side of the island; to be of such character and to be built in such manner as shall be agreed upon between the said company and the secretary of war, the same to be completed as soon as that portion of said bridge on west side of the island is completed. Third.  The company shall, on the first day of January, A. D., 1872, pay to the government of the United States one-half the cost of the superstructure of that portion of said bridge which is to be built by the government of the United States over the main channel of said river:  Provided, That the aggregate cost of the said bridge shall not exceed twelve hundred and ninety-six thousand, two hundred and ninety-two dollars and eleven cents, the estimate of the same made by the commissioners appointed under the act approved June 27, 1866:  And provided further, That the said bridge shall be completed in such manner as to afford a safe and proper crossing for the railroad trains of said company, and in such manner that the railroad of said company can be connected therewith by suitable and practical embankments, before the money stipulated to be paid herein by said company to the United States shall become due and payable:  And provided further, That the said bridge shall be built upon a plan to be agreed upon between the said company and the secretary of war; or, in case of failure to make such agreement, the point in controversy shall be finally determined by one competent engineer, to be appointed by the secretary of war, and one to be appointed by the said company, these two to choose a third, in case of their disagreement, to act as umpire. Fourth.  The United States are to keep said bridge in repair, and the said company agrees to forever pay one-half of the cost thereof, from time to time, as the same shall accrue; but the sleepers and rails are to be put down upon the bridge and kept in repair at the expense of the railroad company, without cost to the United States, who will make all repairs to the wagon road without cost to the company. Fifth.  The said company agrees to relocate the track across said island and to remove its present bridge across the main channel of said river west of said island within six months after the completion of the said new bridge ready to use. In witness whereof these presents are signed by the secretary of war, on behalf of the United States, and by John F. Tracy, president of the Chicago, Rock Island & Pacific Railroad Company, he being thereto lawfully authorized, and the seal of said company being hereunto affixed.                                  J. M. Schofield,                John F. Tracy,          President Chicago, Rock Island & Pacific Railroad Company,                                                                                                             Ebenezer Cook, Secretary of C. R. I. & P. R. R. Co. Debbie Clough G-erischer G-erischer Family Web Site http://gerischer.rootsweb.com/ Assistant CC, Iowa Gen Web, Scott County http://www.celticcousins.net/scott/ List Manager for: IASCOTT-L * G-erischer-L * D-encker-L Fitzpatirck-L * V-lerebome-L * Huntington-L * Otis-L * Algar-L EIGS-L * Pickens-L * McNab-L * Patris-L - Rankin-L

Chapter 8 cont. BUILDING OF BRIDGE IMPEDED An act of congress of August 4, 1852, granted a right of way to all rail and plank road or macadam and turnpike companies through the public lands of the United States, but excepted from the operation of the act all lands held for public use by improvements thereon and all othe lands except such as were held for private entry or sale and such as were unsurveyed.  It is now beyond controversy tha the lands of Rock island were among those exempted from the operation of the act, but the act of 1852 seems to have been sufficient unto Judge MeLean's methods of reasoning for his decision refusing to grant to the United States an injunction to prevent the railroad company from construction the road on the island and building its bridges.  It was further held that the states had authority to grant the right of way over public lands (the property of the United States) within the state, but it became clear that the lands in question had never been, since 1816, public lands within the meaning of the act, and consequently the acts of the legislature of the state of Illinois were inoperative.  Nevertheless the motion for an injunction on the part of the United States in the case referred to was overruled by Judge McLean, more, perhaps, because the railroad and bridge were held to be a great public benefit, a necessity, and considered an advantage to the United States through its proprietorship of the island, and it was further considered that a connection with the railroads on the main land through railroad bridges and a railroad on the island was a necessary part of the plans for a great arsenal. The claims of the railroad company and the wants and necessities of the arsenal were all laid before the board of commissioners constituted by the government, and a plan was finally fixed upon which would satisfy the requirements both of the company and the United States.  This plan was drawn up and approved both by General Rodman and the officers of the railroad company, and was recommended by the commissioners.  The main features of this plan were that the railroad company should give up their old right of way across the island and remove their tracks and bridge, that a new bridge should be built at the extreme west end of the island, the cost of which should be borne by the railroad company and the United States, and that the railroad company would have a right of way over that bridge and across the west end of the island.  The bridge and track across the island would be so constructed as to fulfill the requirements of the railroad company and be out of the way of the improvement purposes of the government, and at the same time admit of connecting the arsenal with the railroad company's tracks and fulfill the requirements of the arsenal in this respect.  The recommendations of the board of commissioners were approved by the chief of ordnance and secretary of war, and the legislation necessary for carrying out the plans was passed by congress. Debbie Clough G-erischer G-erischer Family Web Site http://gerischer.rootsweb.com/ Assistant CC, Iowa Gen Web, Scott County http://www.celticcousins.net/scott/ List Manager for: IASCOTT-L * G-erischer-L * D-encker-L Fitzpatirck-L * V-lerebome-L * Huntington-L * Otis-L * Algar-L EIGS-L * Pickens-L * McNab-L * Patris-L - Rankin-L style="BACKGROUND-COLOR: #ffffff" SIZE=2 PTSIZE=

A Raft Pilot's Log cont. What Became of the Raft-boats 180 'Menominie' was dismantled and her machinery used in the 'Juniata.' whose larger engines were put in the 'Ftontenac.' 181 The 'J.G. Chapman' and 'Luella' laid up at Wabasha out of commission, were destroyed by fire. The ''B Hershey' was always in service and when very old, was working on the East Saint Louis levee job, and sank to rise no more. The 'C.W.Cowles' was rebuilt at Kahlkes yard in Rock Island; given an entire new and wider hull and fitted up by the Deere family of Moline , named 'Kalitan',' to tow their house boat 'Markatana.' The 'Kalitan' took the 'Markatana' to New Orleans in November, 1927, they returned to Moline, May, 1928. The 'Bro. Jonathan' was dismantled and her engines used in the 'Vernie Mac.' When rafting ceased the 'Vernie Mac' was sold to tow Ohio river show boats. She is now doing jobs towing around saint Louis, carrying the name 'Jefferson.' She now has the engine of the old 'Silver Wave.' The 'City of Winona' was bought by the Acme Packet Company and ran in the Davenport and Clinton daily packet trade until the Davenport and Clinton electric road put her out of business. She was then taken to Paducah and came back in the spring of 1905 as the excursion steamer 'W.W.' in the same management as the first 'J.S.', owned by Captain John Strecfus. About 1915, she was sold; went south and later came back to the ohio and sank while on the way downstream with a tow of barges. 'Juniata' whose name was changed to 'Red Wing,' ran as a packet Wabasha and Saint Paul, Captain N.H. Newcomb of Pepin, Wisconsin, owner and master. He sold her and her excursion barge to a party on the Upper Ohio about the close of our season,1923. 182 The 'Bella Mac' had delivered a raft at Saint Louis. She lay there over night and left for home , LaCrosse, Wisconsin, the next morning at four o'clock. She was leaking and soon began to roll and sank opposite Salt Point Light at the upper end of Saint Louis, a total loss. The 'Mountain Belle' was bought by E.C. Anthony of Hastings, Minnesota, renamed the 'Purchase,' and towing a passenger barge, ran to saint louis during the World's Fair in that city. Then William McCraney of Winona bought her and had her and a barge in the excursion business at Saint Paul until about 1915, when she was hauled out on the Wabasha ways and dismantled. The 'Louisville' and the 'Helen Mar' were laid up at a North LaCrosse and finally dismatled. The 'B.E. Linehan' and 'Inverness' were sold to Paducah, Kentucky, by parties and towed tie out of the Tennessee and Cumberland rivers. The 'Jessie B.' and 'Quickstep' were sold south and used rafting and towing logs in barges on the Lower river and its tributaries. The 'Lizzie Gardner' burned while laid up and out of commission in the Davenport winter harbor, to be cont.

Chapter 8 CHAPTER VIII. THREE BRIDGES TO THE ISLAND. A RAILROAD ON EACH SIDE OF THE RIVER MADE A BRIDGE NECESSARY - CHARTERS ON INJUNCTIONS - ACTS OF CONGRESS AND COURT INTERPRETATIONS - THE ROCK ISLAND ROAD IN PARTNERSHIP WITH THE GOVERNMENT - THE FIRST BRIDGE TO BE THROWN ACROSS THE MISSISSIPPI - RIVER INTERESTS AROUSED - ABRAHAM LINCOLN IN BRIDGE LITIGATION - PRESIDENTIAL VISITORS. (Pictures included with this chapter:  First Bridge That Spanned The Mississippi River - Present Government Bridge - Davenport in 1856, Showing the Island and the Old Bridge - Old Bridge In Early Days) In 1851 a special charter was granted by the Illinois legislatue to the Chicago & Rock Island Railroad company for the construction of a railroad from Chicago to Rock Island, a point directly across the Mississippi river from Davenport.  The work of construction was shortly after commenced and in the winter of 1854 the road was completed to the Mississippi river, and on Washington's birthday of that year the first train arrived at Rock Island from Chicago.  Twenty-two months had been consumed in the completion of the road, but to the country at large and especially to the immediate community this was considered remarkable.  In 1852 a charter was granted, authorizing the construction of a railroad line from Davenport, by way of Des Moines, to the Mississippi river at Council Bluffs, and under that charter the Mississippi & Missouri Railway company was organized, being capitalized at $6,000,000, of which the city of Davenport subscribed $75,000 and the county of Scott $50,000 while the individual subscriptions amounted to $100,000.  On April 1st of that year the first shovelful of earth was turned for the construction of the great work by Antoine LeClaire.  The legislature of Illinois on the 17th of June, 1853, also granted a charter to the "Railroad Bridge company" for the construction of a bridge across the Mississippi river for the purpose of connecting the above mentioned two lines of railroads.  Subsequent to this the Mississippi & Missouri Railway company was merged into that of the Chicago & Rock Island Railroad company, and is now known as the Chicago, Rock Island & Pacific Railroad company. As has been said, the Chicago & Rock Island Railroad company completed its road from Chicago to Rock Island in 1854, and the Mississippi & Missouri Railroad company then built its road from Davenport to Council Bluffs, but prior to this it became apparent to all concerned that it was necessary to have a bridge across the Mississippi to connect the two roads, and the "Railroad Bridge company" was organized for this purpose.  Its plan was for a bridge from the Illinois shore to the island, a bridge from the Iowa shore to the island, and an embackment across the island to connect the two bridges, or more properly, the two parts of the Rock Island bridge.  This bridge was constructed near the home of Col. Davenport and is not to be confused with the bridge of the present day.  The old bridge has long since been removed and no vestige of it remains but part of one of the abutments which forms one of the attractions of the island to visitors. Considerable controversy subseqquently arose between the railroad company and the government as to the company's right of way across the island.  The railroad company's claim to a right of way and to lands occupied by the company on the island and its right to construct bridges from the main land to the island was based upon two acts of the legislature of the state of Illinois, one dated in 1847 and the other in 1851, incorporating and authorizing the company to locate a railroad from Chicago to Rock Island, and upon further action of the legislature in Janurary, 1853, creating the "Railroad Bridge company," with authority to construct a bridge at or near Rock Island. Debbie Clough G-erischer G-erischer Family Web Site http://gerischer.rootsweb.com/ Assistant CC, Iowa Gen Web, Scott County http://www.celticcousins.net/scott/ List Manager for: IASCOTT-L * G-erischer-L * D-encker-L Fitzpatirck-L * V-lerebome-L * Huntington-L * Otis-L * Algar-L EIGS-L * Pickens-L * McNab-L * Patris-L - Rankin-L

Would someone please check for the name Dammy for me in the 1880 Iowa census? Having a problem finding Emiel and Laura who were married 12/15/1873 in Davenport. Her sister Appollonia married Willam A. Burger and lived in West Liberty, Muscatine Co. where she died in 1911. Buried West Liberty, Oakgrove or Oakridge Cemetery. Thank you.

This is a Message Board Post that is gatewayed to this mailing list. Surnames: High, Lowery, Albrecht, Reddy, Golden, Berner, Morris Classification: Query Message Board URL: http://boards.ancestry.com/mbexec/msg/rw/Yl.2ADE/2302 Message Board Post: Looking for information on Josephine High. My Dad said she was an aunt. May be a sister to John High or one of John's siblings. I saw her listed on a City Directory, but can't find her again. She could also be a Lowery, a sister to Sarah Jane Lowery High.