DUBUQUE AND PACIFIC RAILROAD - Revision history

Randylyon at 23:09, 3 December 2024

2024-12-03T23:09:20Z

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	With that assured, Jones, [[LANGWORTHY, Lucius Hart\|Lucius Hart LANGWORTHY]], [[SMITH, Platt\|Platt SMITH]], [[BOOTH, Caleb H.\|Caleb H. BOOTH]], [[FARLEY, Jesse P.\|Jesse P. FARLEY]], Edward Slossan, Judge John J. Dyer, banker Frederick Jesup and Robert Schuyler and Colonel [[MASON, Roswell B.\|Roswell B. MASON]], first president and chief engineer of the [[ILLINOIS CENTRAL RAILROAD]] formed the Dubuque and Pacific Rail Road which was chartered on April 28, 1853. (1) At the time of its organization, there was not even one mile of railroad constructed in Iowa. Farley was elected the president and Colonel Roswell B. Mason, was made the engineer in chief of the new line. (2) Platt Smith served as the company attorney, Jesup was the treasurer, and Senator Jones was the board chairman.		With that assured, Jones, [[LANGWORTHY, Lucius Hart\|Lucius Hart LANGWORTHY]], [[SMITH, Platt\|Platt SMITH]], [[BOOTH, Caleb H.\|Caleb H. BOOTH]], [[FARLEY, Jesse P.\|Jesse P. FARLEY]], Edward Slossan, Judge John J. Dyer, banker Frederick Jesup and Robert Schuyler and Colonel [[MASON, Roswell B.\|Roswell B. MASON]], first president and chief engineer of the [[ILLINOIS CENTRAL RAILROAD]] formed the Dubuque and Pacific Rail Road which was chartered on April 28, 1853. (1) At the time of its organization, there was not even one mile of railroad constructed in Iowa. Farley was elected the president and Colonel Roswell B. Mason, was made the engineer in chief of the new line. (2) Platt Smith served as the company attorney, Jesup was the treasurer, and Senator Jones was the board chairman.

	In May, 1853, one hundred and fifty citizens petitioned the Council to take one hundred thousand dollars of stock in the Dubuque & Pacific Railway. The question was submitted to the voters and carried by 466 to 79. The vote in the whole county on a two hundred thousand dollars subscription was 954 for and 717 ~~again~~. New Wine, Concord, Jefferson, Peru, Iowa, Mosalem, White Water, Liberty, Prairie Creek, Cascade and Dodge townships returned majorities against the subscription. The overwhelming vote in Julien township in favor of the project, 666 for to 160 against, carried the question. Work on the road was soon started. (3)		In May, 1853, one hundred and fifty citizens petitioned the Council to take one hundred thousand dollars of stock in the Dubuque & Pacific Railway. The question was submitted to the voters and carried by 466 to 79. The vote in the whole county on a two hundred thousand dollars subscription was 954 for and 717. New Wine, Concord, Jefferson, Peru, Iowa, Mosalem, White Water, Liberty, Prairie Creek, Cascade and Dodge townships returned majorities against the subscription. The overwhelming vote in Julien township in favor of the project, 666 for to 160 against, carried the question. Work on the road was soon started. (3)

	[[Image:dubuquepacific2.jpg\|left\|thumb\|350px\|]]Several Iowa railroads stood to benefit from federal land-grant legislation passed in 1856. The legislation made about four million acres of land, 10% of the state's total, available to railroads in alternate square-mile sections six miles deep on either side of the railroads right-of-way. The railroad could do anything they wanted to with the property. It could be immediately sold or kept to sell to settlers after the price had been driven up. The important condition to this "gift" was, however, that the land could not be claimed by the railroad until tracks actually reached the sections to be claimed. Land grants were of no use for the immediate construction of the railroad. Construction funds had to be raised by the sale of stock and bonds. (4)		[[Image:dubuquepacific2.jpg\|left\|thumb\|350px\|]]Several Iowa railroads stood to benefit from federal land-grant legislation passed in 1856. The legislation made about four million acres of land, 10% of the state's total, available to railroads in alternate square-mile sections six miles deep on either side of the railroads right-of-way. The railroad could do anything they wanted to with the property. It could be immediately sold or kept to sell to settlers after the price had been driven up. The important condition to this "gift" was, however, that the land could not be claimed by the railroad until tracks actually reached the sections to be claimed. Land grants were of no use for the immediate construction of the railroad. Construction funds had to be raised by the sale of stock and bonds. (4)
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	In 1854 James Dyer, founder of Dyersville, who had great interest in the Dubuque & Pacific and William Chesterman visited a new town of Delaware Center. The town had a good mill and a site where the river could be easily crossed. John Acres, the proprietor of the town, believed the railroad would have to come through his town and fixed his price for one-half interest in the community at $6,000. (6)		In 1854 James Dyer, founder of Dyersville, who had great interest in the Dubuque & Pacific and William Chesterman visited a new town of Delaware Center. The town had a good mill and a site where the river could be easily crossed. John Acres, the proprietor of the town, believed the railroad would have to come through his town and fixed his price for one-half interest in the community at $6,000. (6)

	Dyer and Chesterman concluded the price was too high and negotiated a better deal with L. Burrington and O. P. Reeves who provided the land needed for another community. In December, 1854 Dyer and Chesterman visited the site of the town of Burrington to arrange for the construction of a new store and mill dam. Acres by now had offered ~~to donate the land~~ to the project--an offer ignored. By an act of the Iowa General Assembly on January 23, 1857, the name of Burrington was changed to Manchester. (7)		Dyer and Chesterman concluded the price was too high and negotiated a better deal with L. Burrington and O. P. Reeves who provided the land needed for another community. In December, 1854 Dyer and Chesterman visited the site of the town of Burrington to arrange for the construction of a new store and mill dam. Acres by now had offered to the project--an offer ignored. By an act of the Iowa General Assembly on January 23, 1857, the name of Burrington was changed to Manchester. (7)

	In September, 1855, Dubuque voted on taking an additional one hundred thousand dollars stock in the Dubuque & Pacific road. (8)		In September, 1855, Dubuque voted on taking an additional one hundred thousand dollars stock in the Dubuque & Pacific road. (8)

Randylyon at 03:22, 10 June 2021

2021-06-10T03:22:47Z

Randylyon at 01:11, 29 September 2019

2019-09-29T01:11:48Z

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	Financial problems delayed the beginning of construction of the line. People of Dubuque County subscribed to approximately $250,000 in stock, but bonds were sold for as little as fifty cents on the dollar and land and other collateral were accepted in the place of cash. In 1855 all that had been accomplished was a surveyed route several miles west of Dubuque. (5)		Financial problems delayed the beginning of construction of the line. People of Dubuque County subscribed to approximately $250,000 in stock, but bonds were sold for as little as fifty cents on the dollar and land and other collateral were accepted in the place of cash. In 1855 all that had been accomplished was a surveyed route several miles west of Dubuque. (5)

	In September, 1855, the city voted on taking an additional one hundred thousand dollars stock in the Dubuque & Pacific road. (6)		In 1854 James Dyer, founder of Dyersville, who had great interest in the Dubuque & Pacific and William Chesterman visited a new town of Delaware Center. The town had a good mill and a site where the river could be easily crossed. John Acres, the proprietor of the town, believed the railroad would have to come through his town and fixed his price for one-half interest in the community at $6,000. (6)

			Dyer and Chesterman concluded the price was too high and negotiated a better deal with L. Burrington and O. P. Reeves who provided the land needed for another community. In December, 1854 Dyer and Chesterman visited the site of the town of Burrington to arrange for the construction of a new store and mill dam. Acres by now had offered to donate the land to the project--an offer ignored. By an act of th4e Iowa General Assembly on January 23, 1857, the name of Burrington was changed to Manchester. (7)

			In September, 1855, the city voted on taking an additional one hundred thousand dollars stock in the Dubuque & Pacific road. (8)

	The city and county of Dubuque have		The city and county of Dubuque have
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	by an equal amount of the stock of the		by an equal amount of the stock of the
	road." —		road." —
	(Express and Herald., November, 1855.) (7)		(Express and Herald., November, 1855.) (9)

	Colonel Mason resigned as the chief engineer on July 31, 1855. Immediately, however, the "paper railroad" made a contract with Mason, Bishop and Company, headed by Colonel Bishop, to construct a railroad as far west as Dyersville. The first shovel of earth was turned for the project by General Wallace on October 1, 1855. (8) On September 10, 1856 the first locomotive, the "Dubuque", was ferried across the [[MISSISSIPPI RIVER]].		Colonel Mason resigned as the chief engineer on July 31, 1855. Immediately, however, the "paper railroad" made a contract with Mason, Bishop and Company, headed by Colonel Bishop, to construct a railroad as far west as Dyersville. The first shovel of earth was turned for the project by General Wallace on October 1, 1855. (10) On September 10, 1856 the first locomotive, the "Dubuque", was ferried across the [[MISSISSIPPI RIVER]].

	The railroad continued to experience great financial difficulties. If Congress had not passed the Iowa Railway Land Grant Act on May 15, 1856 the project might not have survived the year. (9)		The railroad continued to experience great financial difficulties. If Congress had not passed the Iowa Railway Land Grant Act on May 15, 1856 the project might not have survived the year. (11)

	It was not until May 1857 that the railroad reached Dyersville. That train, filled with celebrating people, was pulled by "The Jesse P. Farley," the second engine ferried into Iowa. Since the line was not ballasted, the engine jumped the tracks three times. The trip from Dubuque took three hours. Construction was extended to Earlville until work was stopped because of poor credit, lack of a western terminus, and the [[PANIC OF 1857]]. It was also at this time that Senator Wallace, a Democrat, was beginning to lose his legislative power with the rise of the Republican Party.		It was not until May 1857 that the railroad reached Dyersville. That train, filled with celebrating people, was pulled by "The Jesse P. Farley," the second engine ferried into Iowa. Since the line was not ballasted, the engine jumped the tracks three times. The trip from Dubuque took three hours. Construction was extended to Earlville until work was stopped because of poor credit, lack of a western terminus, and the [[PANIC OF 1857]]. It was also at this time that Senator Wallace, a Democrat, was beginning to lose his legislative power with the rise of the Republican Party.

	As the construction reached Earlville, the railroad had almost entirely under the control of Abram S. Hewitt of the firm of Cooper, Hewitt and Company. The railroad had been unable to pay interest on construction bonds held by Hewitt, a director of the Illinois Central. (10) Colonel Mason, serving as a contractor, continued the work west of Earlville to Independence and finished on December 2, 1859. Train service reached Jesup on March 2, 1860. (11)		As the construction reached Earlville, the railroad had almost entirely under the control of Abram S. Hewitt of the firm of Cooper, Hewitt and Company. The railroad had been unable to pay interest on construction bonds held by Hewitt, a director of the Illinois Central. (12) Colonel Mason, serving as a contractor, continued the work west of Earlville to Independence and finished on December 2, 1859. Train service reached Jesup on March 2, 1860. (13)

	On June 14, 1859 trustees of the Dubuque and Pacific sold land and town lots at auction. Of the 230,400 acres and 2,000 town lots advertised, nearly were sold. Included in the 2,000 town lots were 100 in Nottingham; 20, Manchester; 318,Matonville; 500, Winthrop; 300, Applington; and 100, Ackley. The sales amounted to $1 million. (12)		On June 14, 1859 trustees of the Dubuque and Pacific sold land and town lots at auction. Of the 230,400 acres and 2,000 town lots advertised, nearly were sold. Included in the 2,000 town lots were 100 in Nottingham; 20, Manchester; 318, Matonville; 500, Winthrop; 300, Applington; and 100, Ackley. The sales amounted to $1 million. (14)

	In the summer of 1859, John Edgar Thompson, builder of the Pennsylvania Railroad succeeded Jesse P. Farley as president. Colonel Mason was elected vice-president. Holding many of the bonds in default, Morris Jesup, the brother of one of the railroad's founders, forced the railroad into receivership shortly after it reached Jesup. (13) At the time this occurred, the railroad held 1,162,373 acres--its share of the 1856 land grant. (14)		In the summer of 1859, John Edgar Thompson, builder of the Pennsylvania Railroad succeeded Jesse P. Farley as president. Colonel Mason was elected vice-president. Holding many of the bonds in default, Morris Jesup, the brother of one of the railroad's founders, forced the railroad into receivership shortly after it reached Jesup. (15) At the time this occurred, the railroad held 1,162,373 acres--its share of the 1856 land grant. (16)

	The was reorganized as the [[DUBUQUE AND SIOUX CITY RAILROAD]].		The was reorganized as the [[DUBUQUE AND SIOUX CITY RAILROAD]].

	[[Image:dubpacpass.jpg\|left\|thumb\|250px\|Annual pass.]]Dubuque & Pacific Railroad Company currency was issued. Notes were signed by James M. McKinlay, secretary in 1858. His signature is also found in the same capacity on the Dubuque and Sioux City Railroad notes issued in 1861. Platt Smith, vice president, was the other signer. (15)		[[Image:dubpacpass.jpg\|left\|thumb\|250px\|Annual pass.]]Dubuque & Pacific Railroad Company currency was issued. Notes were signed by James M. McKinlay, secretary in 1858. His signature is also found in the same capacity on the Dubuque and Sioux City Railroad notes issued in 1861. Platt Smith, vice president, was the other signer. (17)

	A company with the same name was organized in 1896.		A company with the same name was organized in 1896.
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	5. "Iowa and the Illinois Central," '''Illinois Central Magazine'''. November 1927, p. 2		5. "Iowa and the Illinois Central," '''Illinois Central Magazine'''. November 1927, p. 2

	6. ~~Oldt~~, ~~Franklin T~~.		6. "Dubuque-Pacific Railroad Was Cause of Founding Manchester, Telegraph-Herald, May 6, 1928, p. 12

	7. ~~Oldt, Franklin T~~., '''History of Dubuque County, Iowa'''. Chicago: Western Historical Association, 1880. http://www.ebooksread.com/authors-eng/franklin-t-oldt/history-of-dubuque-county-iowa-being-a-general-survey-of-dubuque-county-histor-tdl/page-11-history-of-dubuque-county-iowa-being-a-general-survey-of-dubuque-county-histor-tdl.shtml		7. Ibid.

	8. ~~"An Illinois Central Photo Album Website~~,~~" Online: http://www~~.~~tdf23.info/html/Railroads/DubuqueAndSiouxCityRailroad.htm~~		8. Oldt, Franklin T.

	9. "Iowa ~~and Illinois Central~~,~~" p~~. 4		9. Oldt, Franklin T., '''History of Dubuque County, Iowa'''. Chicago: Western Historical Association, 1880. http://www.ebooksread.com/authors-eng/franklin-t-oldt/history-of-dubuque-county-iowa-being-a-general-survey-of-dubuque-county-histor-tdl/page-11-history-of-dubuque-county-iowa-being-a-general-survey-of-dubuque-county-histor-tdl.shtml

	10. ~~Ibid~~.		10. "An Illinois Central Photo Album Website," Online: http://www.tdf23.info/html/Railroads/DubuqueAndSiouxCityRailroad.htm

	11. ~~Ibid~~.		11. "Iowa and Illinois Central," p. 4

	12. ~~"Land Sale," ''Dubuque Herald'', June 15, 1859, p~~. 5		12. Ibid.

	13. Ibid.		13. Ibid.

	14. Sage, Leland. '''A History of Iowa'''. Ames: The Iowa State University Press, 1974, p. 114		14. "Land Sale," ''Dubuque Herald'', June 15, 1859, p. 5

			15. Ibid.

			16. Sage, Leland. '''A History of Iowa'''. Ames: The Iowa State University Press, 1974, p. 114

	15. Oakes, Dean G. '''Iowa: Obsolete Notes and Scrip''' Society of Paper Money Collectors, 1982		17. Oakes, Dean G. '''Iowa: Obsolete Notes and Scrip,''' Society of Paper Money Collectors, 1982

Randylyon at 06:08, 7 January 2019

2019-01-07T06:08:28Z

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	~~[[Category: Transportation]]~~
	[[Category: Railroad]]		[[Category: Railroad]]
	[[Category: Obsolete Currency]]		[[Category: Obsolete Currency]]
	[[Category: Railroad Passes]]		[[Category: Railroad Passes]]

Randylyon at 05:32, 7 January 2019

2019-01-07T05:32:41Z

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	[[Category: Railroad]]		[[Category: Railroad]]
	[[Category: Obsolete Currency]]		[[Category: Obsolete Currency]]
			[[Category: Railroad Passes]]

Randylyon at 01:46, 22 October 2018

2018-10-22T01:46:34Z

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			[[Image:DP.png\|left\|thumb\|250px\|June, 1856. Photo courtesy: Telegraph Herald]]
	[[Image:dubpac.png\|left\|thumb\|250px\|Proposed route of the Dubuque and Pacific across the United States and Iowa. Photo courtesy: Murphy Library Special Collections, University of Wisconsin-La Crosse. ]]		[[Image:dubpac.png\|left\|thumb\|250px\|Proposed route of the Dubuque and Pacific across the United States and Iowa. Photo courtesy: Murphy Library Special Collections, University of Wisconsin-La Crosse. ]]
	[[Image:dubuquepacific.jpg\|left\|thumb\|350px\|Share of stock. Photo courtesy: Cathy's Treasures, 156 Main, Dubuque]] DUBUQUE AND PACIFIC RAILROAD COMPANY. In 1851 Iowa's senators, [[JONES, George Wallace\|George Wallace. JONES]] and Augustus Dodge proved instrumental in getting the Illinois Central to extend its line from Galena, Illinois to Dunleith (East Dubuque), Illinois. With that assured, Jones, [[LANGWORTHY, Lucius Hart\|Lucius Hart LANGWORTHY]], [[SMITH, Platt\|Platt SMITH]], [[BOOTH, Caleb H.\|Caleb H. BOOTH]], [[FARLEY, Jesse P.\|Jesse P. FARLEY]], Edward Slossan, Judge John J. Dyer, banker Frederick Jesup and Robert Schuyler and Colonel [[MASON, Roswell B.\|Roswell B. MASON]], first president and chief engineer of the [[ILLINOIS CENTRAL RAILROAD]] formed the Dubuque and Pacific Rail Road which was chartered on April 28, 1853. (1) At the time of its organization, there was not even one mile of railroad constructed in Iowa. Farley was elected the president and Colonel Roswell B. Mason, was made the engineer in chief of the new line. (2) Platt Smith served as the company attorney, Jesup was the treasurer, and Senator Jones was the board chairman.		[[Image:dubuquepacific.jpg\|left\|thumb\|350px\|Share of stock. Photo courtesy: Cathy's Treasures, 156 Main, Dubuque]] DUBUQUE AND PACIFIC RAILROAD COMPANY. In 1851 Iowa's senators, [[JONES, George Wallace\|George Wallace. JONES]] and Augustus Dodge proved instrumental in getting the Illinois Central to extend its line from Galena, Illinois to Dunleith (East Dubuque), Illinois. With that assured, Jones, [[LANGWORTHY, Lucius Hart\|Lucius Hart LANGWORTHY]], [[SMITH, Platt\|Platt SMITH]], [[BOOTH, Caleb H.\|Caleb H. BOOTH]], [[FARLEY, Jesse P.\|Jesse P. FARLEY]], Edward Slossan, Judge John J. Dyer, banker Frederick Jesup and Robert Schuyler and Colonel [[MASON, Roswell B.\|Roswell B. MASON]], first president and chief engineer of the [[ILLINOIS CENTRAL RAILROAD]] formed the Dubuque and Pacific Rail Road which was chartered on April 28, 1853. (1) At the time of its organization, there was not even one mile of railroad constructed in Iowa. Farley was elected the president and Colonel Roswell B. Mason, was made the engineer in chief of the new line. (2) Platt Smith served as the company attorney, Jesup was the treasurer, and Senator Jones was the board chairman.

Randylyon at 00:13, 27 August 2018

2018-08-27T00:13:01Z

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	by an equal amount of the stock of the		by an equal amount of the stock of the
	road." —		road." —
	(Express and Herald., November, 1855.) (7)		(Express and Herald., November, 1855.) (7)

	Colonel Mason resigned as the chief engineer on July 31, 1855. Immediately, however, the "paper railroad" made a contract with Mason, Bishop and Company, headed by Colonel Bishop, to construct a railroad as far west as Dyersville. The first shovel of earth was turned for the project by General Wallace on October 1, 1855. (8) On September 10, 1856 the first locomotive, the "Dubuque", was ferried across the [[MISSISSIPPI RIVER]].		Colonel Mason resigned as the chief engineer on July 31, 1855. Immediately, however, the "paper railroad" made a contract with Mason, Bishop and Company, headed by Colonel Bishop, to construct a railroad as far west as Dyersville. The first shovel of earth was turned for the project by General Wallace on October 1, 1855. (8) On September 10, 1856 the first locomotive, the "Dubuque", was ferried across the [[MISSISSIPPI RIVER]].

Randylyon at 03:37, 1 August 2018

2018-08-01T03:37:46Z

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	[[Image:dubpac.png\|left\|thumb\|250px\|Proposed route of the Dubuque and Pacific across the United States and Iowa. Photo courtesy: Murphy Library Special Collections, University of Wisconsin-La Crosse. ]]		[[Image:dubpac.png\|left\|thumb\|250px\|Proposed route of the Dubuque and Pacific across the United States and Iowa. Photo courtesy: Murphy Library Special Collections, University of Wisconsin-La Crosse. ]]
	[[Image:dubuquepacific.jpg\|left\|thumb\|350px\|Share of stock. Photo courtesy: Cathy's Treasures, 156 Main, Dubuque]] DUBUQUE AND PACIFIC RAILROAD COMPANY. In 1851 Iowa's senators, [[JONES, George Wallace\|George Wallace. JONES]] and Augustus Dodge proved instrumental in getting the Illinois Central to extend its line from Galena, Illinois to Dunleith (East Dubuque), Illinois. With that assured, Jones, [[LANGWORTHY, Lucius Hart\|Lucius Hart LANGWORTHY]], [[SMITH, Platt\|Platt SMITH]], [[BOOTH, Caleb H.\|Caleb H. BOOTH]], [[FARLEY, Jesse P.\|Jesse P. FARLEY]], Edward Slossan, Judge John J. Dyer, banker Frederick Jesup and Robert Schuyler and Colonel Roswell B. ~~Mason~~, first president and chief engineer of the [[ILLINOIS CENTRAL RAILROAD]] formed the Dubuque and Pacific Rail Road which was chartered on April 28, 1853. (1) At the time of its organization, there was not even one mile of railroad constructed in Iowa. Farley was elected the president and Colonel ~~Boswell~~ B. Mason, was made the engineer in chief of the new line. (2) Platt Smith served as the company attorney, Jesup was the treasurer, and Senator Jones was the board chairman.		[[Image:dubuquepacific.jpg\|left\|thumb\|350px\|Share of stock. Photo courtesy: Cathy's Treasures, 156 Main, Dubuque]] DUBUQUE AND PACIFIC RAILROAD COMPANY. In 1851 Iowa's senators, [[JONES, George Wallace\|George Wallace. JONES]] and Augustus Dodge proved instrumental in getting the Illinois Central to extend its line from Galena, Illinois to Dunleith (East Dubuque), Illinois. With that assured, Jones, [[LANGWORTHY, Lucius Hart\|Lucius Hart LANGWORTHY]], [[SMITH, Platt\|Platt SMITH]], [[BOOTH, Caleb H.\|Caleb H. BOOTH]], [[FARLEY, Jesse P.\|Jesse P. FARLEY]], Edward Slossan, Judge John J. Dyer, banker Frederick Jesup and Robert Schuyler and Colonel [[MASON, Roswell B.\|Roswell B. MASON]], first president and chief engineer of the [[ILLINOIS CENTRAL RAILROAD]] formed the Dubuque and Pacific Rail Road which was chartered on April 28, 1853. (1) At the time of its organization, there was not even one mile of railroad constructed in Iowa. Farley was elected the president and Colonel Roswell B. Mason, was made the engineer in chief of the new line. (2) Platt Smith served as the company attorney, Jesup was the treasurer, and Senator Jones was the board chairman.

	In May, 1853, one hundred and fifty citizens petitioned the Council to take one hundred thousand dollars stock in the Dubuque & Pacific Railway. The question was submitted to the voters and carried by 466 to 79. The vote in the whole county on two hundred thousand dollars subscription was 954 for and 717 again. New Wine, Concord, Jefferson, Peru, Iowa, Mosalem,White Water, Liberty, Prairie Creek, Cascade and Dodge townships returned majorities against the subscription. The overwhelming vote in Julien township in favor of the project, 666 for to 160 against, carried the question. Work on the road was soon started. (3)		In May, 1853, one hundred and fifty citizens petitioned the Council to take one hundred thousand dollars stock in the Dubuque & Pacific Railway. The question was submitted to the voters and carried by 466 to 79. The vote in the whole county on two hundred thousand dollars subscription was 954 for and 717 again. New Wine, Concord, Jefferson, Peru, Iowa, Mosalem,White Water, Liberty, Prairie Creek, Cascade and Dodge townships returned majorities against the subscription. The overwhelming vote in Julien township in favor of the project, 666 for to 160 against, carried the question. Work on the road was soon started. (3)

Randylyon at 20:53, 3 February 2018

2018-02-03T20:53:35Z

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	See: [[CHICAGO AND NORTH WESTERN RAILROAD]]		See: [[CHICAGO AND NORTH WESTERN RAILROAD]]

	See: [[RAILROADS]		See: [[RAILROADS]]

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Randylyon at 20:53, 3 February 2018

2018-02-03T20:53:05Z

← Older revision		Revision as of 20:53, 3 February 2018
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	See: [[CHICAGO AND NORTH WESTERN RAILROAD]]		See: [[CHICAGO AND NORTH WESTERN RAILROAD]]

	See: [[RAILROADS]]		See: [[RAILROADS]












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← Older revision		Revision as of 01:46, 22 October 2018
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			[[Image:DP.png\|left\|thumb\|250px\|June, 1856. Photo courtesy: Telegraph Herald]]
	[[Image:dubpac.png\|left\|thumb\|250px\|Proposed route of the Dubuque and Pacific across the United States and Iowa. Photo courtesy: Murphy Library Special Collections, University of Wisconsin-La Crosse. ]]		[[Image:dubpac.png\|left\|thumb\|250px\|Proposed route of the Dubuque and Pacific across the United States and Iowa. Photo courtesy: Murphy Library Special Collections, University of Wisconsin-La Crosse. ]]
	[[Image:dubuquepacific.jpg\|left\|thumb\|350px\|Share of stock. Photo courtesy: Cathy's Treasures, 156 Main, Dubuque]] DUBUQUE AND PACIFIC RAILROAD COMPANY. In 1851 Iowa's senators, [[JONES, George Wallace\|George Wallace. JONES]] and Augustus Dodge proved instrumental in getting the Illinois Central to extend its line from Galena, Illinois to Dunleith (East Dubuque), Illinois. With that assured, Jones, [[LANGWORTHY, Lucius Hart\|Lucius Hart LANGWORTHY]], [[SMITH, Platt\|Platt SMITH]], [[BOOTH, Caleb H.\|Caleb H. BOOTH]], [[FARLEY, Jesse P.\|Jesse P. FARLEY]], Edward Slossan, Judge John J. Dyer, banker Frederick Jesup and Robert Schuyler and Colonel [[MASON, Roswell B.\|Roswell B. MASON]], first president and chief engineer of the [[ILLINOIS CENTRAL RAILROAD]] formed the Dubuque and Pacific Rail Road which was chartered on April 28, 1853. (1) At the time of its organization, there was not even one mile of railroad constructed in Iowa. Farley was elected the president and Colonel Roswell B. Mason, was made the engineer in chief of the new line. (2) Platt Smith served as the company attorney, Jesup was the treasurer, and Senator Jones was the board chairman.		[[Image:dubuquepacific.jpg\|left\|thumb\|350px\|Share of stock. Photo courtesy: Cathy's Treasures, 156 Main, Dubuque]] DUBUQUE AND PACIFIC RAILROAD COMPANY. In 1851 Iowa's senators, [[JONES, George Wallace\|George Wallace. JONES]] and Augustus Dodge proved instrumental in getting the Illinois Central to extend its line from Galena, Illinois to Dunleith (East Dubuque), Illinois. With that assured, Jones, [[LANGWORTHY, Lucius Hart\|Lucius Hart LANGWORTHY]], [[SMITH, Platt\|Platt SMITH]], [[BOOTH, Caleb H.\|Caleb H. BOOTH]], [[FARLEY, Jesse P.\|Jesse P. FARLEY]], Edward Slossan, Judge John J. Dyer, banker Frederick Jesup and Robert Schuyler and Colonel [[MASON, Roswell B.\|Roswell B. MASON]], first president and chief engineer of the [[ILLINOIS CENTRAL RAILROAD]] formed the Dubuque and Pacific Rail Road which was chartered on April 28, 1853. (1) At the time of its organization, there was not even one mile of railroad constructed in Iowa. Farley was elected the president and Colonel Roswell B. Mason, was made the engineer in chief of the new line. (2) Platt Smith served as the company attorney, Jesup was the treasurer, and Senator Jones was the board chairman.

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	[[Image:DP.png\|left\|thumb\|250px\|June, 1856. Photo courtesy: Telegraph Herald]]		[[Image:DP.png\|left\|thumb\|250px\|June, 1856. Photo courtesy: Telegraph Herald]]
	[[Image:dubpac.png\|left\|thumb\|250px\|Proposed route of the Dubuque and Pacific across the United States and Iowa. Photo courtesy: Murphy Library Special Collections, University of Wisconsin-La Crosse. ]]		[[Image:dubpac.png\|left\|thumb\|250px\|Proposed route of the Dubuque and Pacific across the United States and Iowa. Photo courtesy: Murphy Library Special Collections, University of Wisconsin-La Crosse. ]]
	[[Image:dubuquepacific.jpg\|left\|thumb\|350px\|Share of stock. Photo courtesy: Cathy's Treasures, 156 Main, Dubuque]] DUBUQUE AND PACIFIC RAILROAD COMPANY. In 1851 Iowa's senators, [[JONES, George Wallace\|George Wallace. JONES]] and Augustus Dodge proved instrumental in getting the Illinois Central to extend its line from Galena, Illinois to Dunleith (East Dubuque), Illinois. With that assured, Jones, [[LANGWORTHY, Lucius Hart\|Lucius Hart LANGWORTHY]], [[SMITH, Platt\|Platt SMITH]], [[BOOTH, Caleb H.\|Caleb H. BOOTH]], [[FARLEY, Jesse P.\|Jesse P. FARLEY]], Edward Slossan, Judge John J. Dyer, banker Frederick Jesup and Robert Schuyler and Colonel [[MASON, Roswell B.\|Roswell B. MASON]], first president and chief engineer of the [[ILLINOIS CENTRAL RAILROAD]] formed the Dubuque and Pacific Rail Road which was chartered on April 28, 1853. (1) At the time of its organization, there was not even one mile of railroad constructed in Iowa. Farley was elected the president and Colonel Roswell B. Mason, was made the engineer in chief of the new line. (2) Platt Smith served as the company attorney, Jesup was the treasurer, and Senator Jones was the board chairman.		[[Image:dubuquepacific.jpg\|left\|thumb\|350px\|Share of stock. Photo courtesy: Cathy's Treasures, 156 Main, Dubuque]] DUBUQUE AND PACIFIC RAILROAD COMPANY. In 1851 Iowa's senators, [[JONES, George Wallace\|George Wallace JONES]] and Augustus Dodge proved instrumental in getting the Illinois Central to extend its line from Galena, Illinois to Dunleith (East Dubuque), Illinois.

	~~In May~~, ~~1853~~, one hundred and fifty citizens petitioned the Council to take one hundred thousand dollars stock in the Dubuque & Pacific Railway. The question was submitted to the voters and carried by 466 to 79. The vote in the whole county on two hundred thousand dollars subscription was 954 for and 717 again. New Wine, ~~Concord~~, ~~Jefferson~~, ~~Peru~~, ~~Iowa~~, ~~Mosalem~~,~~White Water~~, ~~Liberty~~, ~~Prairie Creek~~, ~~Cascade~~ and ~~Dodge townships returned majorities against the subscription~~. ~~The overwhelming vote in Julien township in favor~~ of the ~~project~~, ~~666 for to 160 against~~, ~~carried~~ the ~~question~~. ~~Work on~~ the ~~road was soon started~~. (3)		With that assured, Jones, [[LANGWORTHY, Lucius Hart\|Lucius Hart LANGWORTHY]], [[SMITH, Platt\|Platt SMITH]], [[BOOTH, Caleb H.\|Caleb H. BOOTH]], [[FARLEY, Jesse P.\|Jesse P. FARLEY]], Edward Slossan, Judge John J. Dyer, banker Frederick Jesup and Robert Schuyler and Colonel [[MASON, Roswell B.\|Roswell B. MASON]], first president and chief engineer of the [[ILLINOIS CENTRAL RAILROAD]] formed the Dubuque and Pacific Rail Road which was chartered on April 28, 1853. (1) At the time of its organization, there was not even one mile of railroad constructed in Iowa. Farley was elected the president and Colonel Roswell B. Mason, was made the engineer in chief of the new line. (2) Platt Smith served as the company attorney, Jesup was the treasurer, and Senator Jones was the board chairman.

	[[Image:dubuquepacific2.jpg\|left\|thumb\|350px\|]]Several Iowa railroads stood to benefit from federal land-grant legislation passed in 1856. The legislation made about four million acres of land, 10% of the state's total, to railroads in alternate square-mile sections six miles deep on either side of the railroads right-of-way. The railroad could do anything they wanted to with the property. It could be immediately sold or kept to sell to settlers after the price had been driven up. The important condition to this "gift" was, however, that the land could not be claimed by the railroad until tracks actually reached the sections to be claimed. Land grants were of no use for the immediate construction of the railroad. Construction funds had to be raised by the sale of stock and bonds. (4)		In May, 1853, one hundred and fifty citizens petitioned the Council to take one hundred thousand dollars of stock in the Dubuque & Pacific Railway. The question was submitted to the voters and carried by 466 to 79. The vote in the whole county on a two hundred thousand dollars subscription was 954 for and 717 again. New Wine, Concord, Jefferson, Peru, Iowa, Mosalem, White Water, Liberty, Prairie Creek, Cascade and Dodge townships returned majorities against the subscription. The overwhelming vote in Julien township in favor of the project, 666 for to 160 against, carried the question. Work on the road was soon started. (3)

			[[Image:dubuquepacific2.jpg\|left\|thumb\|350px\|]]Several Iowa railroads stood to benefit from federal land-grant legislation passed in 1856. The legislation made about four million acres of land, 10% of the state's total, available to railroads in alternate square-mile sections six miles deep on either side of the railroads right-of-way. The railroad could do anything they wanted to with the property. It could be immediately sold or kept to sell to settlers after the price had been driven up. The important condition to this "gift" was, however, that the land could not be claimed by the railroad until tracks actually reached the sections to be claimed. Land grants were of no use for the immediate construction of the railroad. Construction funds had to be raised by the sale of stock and bonds. (4)

	Financial problems delayed the beginning of construction of the line. People of Dubuque County subscribed to approximately $250,000 in stock, but bonds were sold for as little as fifty cents on the dollar and land and other collateral were accepted in the place of cash. In 1855 all that had been accomplished was a surveyed route several miles west of Dubuque. (5)		Financial problems delayed the beginning of construction of the line. People of Dubuque County subscribed to approximately $250,000 in stock, but bonds were sold for as little as fifty cents on the dollar and land and other collateral were accepted in the place of cash. In 1855 all that had been accomplished was a surveyed route several miles west of Dubuque. (5)
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	In 1854 James Dyer, founder of Dyersville, who had great interest in the Dubuque & Pacific and William Chesterman visited a new town of Delaware Center. The town had a good mill and a site where the river could be easily crossed. John Acres, the proprietor of the town, believed the railroad would have to come through his town and fixed his price for one-half interest in the community at $6,000. (6)		In 1854 James Dyer, founder of Dyersville, who had great interest in the Dubuque & Pacific and William Chesterman visited a new town of Delaware Center. The town had a good mill and a site where the river could be easily crossed. John Acres, the proprietor of the town, believed the railroad would have to come through his town and fixed his price for one-half interest in the community at $6,000. (6)

	Dyer and Chesterman concluded the price was too high and negotiated a better deal with L. Burrington and O. P. Reeves who provided the land needed for another community. In December, 1854 Dyer and Chesterman visited the site of the town of Burrington to arrange for the construction of a new store and mill dam. Acres by now had offered to donate the land to the project--an offer ignored. By an act of ~~th4e~~ Iowa General Assembly on January 23, 1857, the name of Burrington was changed to Manchester. (7)		Dyer and Chesterman concluded the price was too high and negotiated a better deal with L. Burrington and O. P. Reeves who provided the land needed for another community. In December, 1854 Dyer and Chesterman visited the site of the town of Burrington to arrange for the construction of a new store and mill dam. Acres by now had offered to donate the land to the project--an offer ignored. By an act of the Iowa General Assembly on January 23, 1857, the name of Burrington was changed to Manchester. (7)

	In September, 1855, ~~the city~~ voted on taking an additional one hundred thousand dollars stock in the Dubuque & Pacific road. (8)		In September, 1855, Dubuque voted on taking an additional one hundred thousand dollars stock in the Dubuque & Pacific road. (8)

	The city and county of Dubuque have		The city and county of Dubuque have
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	The railroad continued to experience great financial difficulties. If Congress had not passed the Iowa Railway Land Grant Act on May 15, 1856 the project might not have survived the year. (11)		The railroad continued to experience great financial difficulties. If Congress had not passed the Iowa Railway Land Grant Act on May 15, 1856 the project might not have survived the year. (11)

	It was not until May 1857 that the railroad reached Dyersville. That train, filled with celebrating people, was pulled by "The Jesse P. Farley," the second engine ferried into Iowa. Since the line was not ballasted, the engine jumped the tracks three times. ~~The~~ trip from Dubuque ~~took~~ three hours. Construction was extended to Earlville until work was stopped because of poor credit, lack of a western terminus, and the [[PANIC OF 1857]]. It was also at this time that Senator Wallace, a Democrat, was beginning to lose his legislative power with the rise of the Republican Party.		It was not until May 1857 that the railroad reached Dyersville. That train, filled with celebrating people, was pulled by "The Jesse P. Farley," the second engine ferried into Iowa. Since the line was not ballasted, the engine jumped the tracks three times. This caused the trip from Dubuque to take three hours. Construction was extended to Earlville until work was stopped because of poor credit, lack of a western terminus, and the [[PANIC OF 1857]]. It was also at this time that Senator Wallace, a Democrat, was beginning to lose his legislative power with the rise of the Republican Party.

	As the construction reached Earlville, the railroad ~~had~~ almost entirely under the control of Abram S. Hewitt of the firm of Cooper, Hewitt and Company. The railroad had been unable to pay interest on construction bonds held by Hewitt, a director of the Illinois Central. (12) Colonel Mason, serving as a contractor, continued the work west of Earlville to Independence and finished on December 2, 1859. Train service reached Jesup on March 2, 1860. (13)		As the construction reached Earlville, the railroad was almost entirely under the control of Abram S. Hewitt of the firm of Cooper, Hewitt and Company. The railroad had been unable to pay interest on construction bonds held by Hewitt, a director of the Illinois Central. (12) Colonel Mason, serving as a contractor, continued the work west of Earlville to Independence and finished on December 2, 1859. Train service reached Jesup on March 2, 1860. (13)

	On June 14, 1859 trustees of the Dubuque and Pacific sold land and town lots at auction. Of the 230,400 acres and 2,000 town lots advertised, nearly were sold. Included in the 2,000 town lots were 100 in Nottingham; 20, Manchester; 318, Matonville; 500, Winthrop; 300, ~~Applington~~; and 100, Ackley. The sales amounted to $1 million. (14)		On June 14, 1859 trustees of the Dubuque and Pacific sold land and town lots at auction. Of the 230,400 acres and 2,000 town lots advertised, nearly all were sold. Included in the 2,000 town lots were 100 in Nottingham; 20, Manchester; 318, Matonville; 500, Winthrop; 300, Aplington; and 100, Ackley. The sales amounted to $1 million. (14)

	In the summer of 1859, John Edgar Thompson, builder of the Pennsylvania Railroad succeeded Jesse P. Farley as president. Colonel Mason was elected vice-president. Holding many of the bonds in default, Morris Jesup, the brother of one of the railroad's founders, forced the railroad into receivership shortly after it reached Jesup. (15) At the time this occurred, the railroad held 1,162,373 acres--its share of the 1856 land grant. (16)		In the summer of 1859, John Edgar Thompson, builder of the Pennsylvania Railroad succeeded Jesse P. Farley as president. Colonel Mason was elected vice-president. Holding many of the bonds in default, Morris Jesup, the brother of one of the railroad's founders, forced the railroad into receivership shortly after it reached Jesup. (15) At the time this occurred, the railroad held 1,162,373 acres--its share of the 1856 land grant. (16)

	The was reorganized as the [[DUBUQUE AND SIOUX CITY RAILROAD]].		The company was reorganized as the [[DUBUQUE AND SIOUX CITY RAILROAD]].

	[[Image:dubpacpass.jpg\|left\|thumb\|250px\|Annual pass.]]Dubuque & Pacific Railroad Company currency was issued. Notes were signed by James M. McKinlay, secretary in 1858. His signature is also found in the same capacity on the Dubuque and Sioux City Railroad notes issued in 1861. Platt Smith, vice president, was the other signer. (17)		[[Image:dubpacpass.jpg\|left\|thumb\|250px\|Annual pass.]]Dubuque & Pacific Railroad Company currency was issued. Notes were signed by James M. McKinlay, secretary in 1858. His signature is also found in the same capacity on the Dubuque and Sioux City Railroad notes issued in 1861. Platt Smith, vice president, was the other signer. (17)