User:MarkWHowe/sandbox

Isaac B. Howe
Member of the Vermont House of Representatives
In office 1857–1858
RoadMaster/Engineer of the Vermont Central & Canada Railroad.
In office 1856–1858
Superintendent of the Iowa Division of the Chicago & North Western Railroad
In office 1864–1870
Chief Engineer of the C&NW railroad; Superintendent of the Iowa Midland railroad; Superintendent of the Iowa Division of the Chicago & North Western Railroad
In office 1870–1878
Personal details
Born	(1827-06-27)June 27, 1827 Norwich, Vermont, U.S.
Died	April 23, 1880(1880-04-23) (aged 52) Danvers, Massachusetts, U.S.
Spouse	Hannah Rebecca Gould
Children	Mary White, Oda Nichols, Margaret Howe, George Alonzo Howe
Occupation	Civil Engineer

Isaac Bridgman Howe (June 27, 1827 – April 23, 1880) was the original Superintendent of the Iowa Division of the Chicago & NorthWestern Railroad when it was created in 1864 by the Great Consolidation of the Galena and Chicago Union Railroad with the Chicago Iowa & Nebraska and Cedar Rapids & Missouri River railroads in Clinton Iowa. In 1867, Howe's Iowa Division completed the road from the Mississippi bridge at Clinton to the Omaha steam ferry at Council Bluffs Iowa. This connection from Chicago to Council Bluffs without transfer, was the first such connection with the Union Pacific's First Transcontinental Railroad construction west from Omaha.

Early history

Isaac Bridgman Howe was born in Norwich Vermont 27 June 1827. He was the 6th of 7 siblings, born to Abijah and Martha How of old New England stock. The oldest was Theoda, then Asa, Martha, Sophia, Hannah, Isaac, and Miraette, nickname Nett. Isaac went by IB professionally and Ike to his friends and family.

Abijah's family were a number of generations in Essex County, Mass., just north of Boston, from Ipswich to Boxford. A parcel of farmland in Norwich Vermont was left to Abijah by his father Asa. He settled there and completed his education across the river at Dartmouth. His field was civil engineering which became a family tradition. His son Asa also went to Dartmouth in civil engineering and Asa's son Malverd Abijah went to Norwich and Dartmouth and became a noted professor of engineering at Harvard and in Indiana. Asa received an additional degree in medicine and in retirement was an adjunct professor in Civil Engineering at Norwich University. Ike made a very successful career of civil engineering without ever getting a higher education.

In 1834 the family moved up the turnpike from Norwich to Northfield where they continued to be primarily farmers. Although Ike was an adventuresome child growing up, at 18 he spent two years teaching school. But when the Vermont Central Railroad came through town he went to work on the VC&Canada for the next 12 years (1848-’60). This was a time when railroading was new to the west. Roads were building in many directions and very profitable for those smart enough to take advantage of the technology as well as lucky enough with timing.

Railroad career

The Vermont Central & Canada

In 1846 there had been a violent railroad worker strike in Bolton, between Montpelier and Burlington, because the Irish laborers had not been paid in 2 months. The Central had run out of money. Troops from the Vermont Guard finally put down the riot, but it was 3 years before the Central got going again. In 1849, as a young 21 year old railroad worker with his older brother Asa, Ike wrote from the Vermont Central railhead at Bolton, to sister Sophia in Mass.: "The cars will run to Waterbury this week, and the President and Superintendent of the road say they must go to Winoosk Falls, (3 miles this side of Burlington) this season.” They got to Burlington by the end of that year. *

By 1856 Ike was Roadmaster for the Vermont Central/Vermont & Canada railroad and was becoming close friends with John C Gault, his Master of Transportation. In 5 years they would be shaping history in Iowa; it was not likely Ike was going to be a farmer but he didn’t know it yet.

During this period Ike was using his very creative engineering mind to design various inventions for use on the rapidly evolving railroads. One of these was a method for joining rails together so that when a heavy train passed over, the two ends wouldn't flex up-and-down against each other destroying themselves in the process. His "Howe Chair" was described by railroad men of the time as a 'fish joint', and his patent was immediately sought after. He manufactured many for-sale and licensed his patent to others for producing their own.

Sometime about 1858 Ike met the daughter of the owner of a local mill north of town. The place was called Northfield Falls but became known as Gouldsville after her family; she was Hannah Rebecca Gould. Her father was James Gould. Through 1859 Ike courted her and they were married in September. Before the marriage Ike decided he would build her a house which was completed about the same time they were married. It was a beautiful house at #8 Highland St. and it still is. His father-in-law James meanwhile sold out his mill to his brother Joseph and began to participate in Ike's many successful enterprises.

Both before and during the short time they enjoyed their marital bliss in their new house Ike was busy. He had been elected to represent the town of Northfield in the state capital in Montpelier for 3 terms during 1856-58. After an election in 1894 it was printed in the news that IB Howe had the largest vote in Northfield history. Besides his railroad innovations and patents he was involved with a local slate business with his father in law James. Another project, he re-engineered the basement of the local Congregational Church to create a meeting hall. This was something of an engineering marvel as he split the church in the middle, expanded it lengthwise, and put it back together again with a new meeting hall underneath. His deal with the church was that the meeting hall would be his personal property but the church would have use of it when he didn’t have it committed. That ended up being forever when he left town for the west. This incredible feat showed his engineering skills knew no bounds, soon proved when he built a railroad across the state of Iowa. Meanwhile as years went by the parishioners forgot how the meeting hall under the church had happened. They only knew it was called Howes Hall, didn't know it was spelled Howe's, and needed to contact his descendants in 1949 to obtain a quitclaim of ownership.

Dr. Edward H. Williams was three years older than Ike and raised in the similar nearby Vermont village of Woodstock. He was trained as both a medical doctor and a civil engineer. Because at about age 18 he had had something lodged in his lung he suffered from asthma and went into medicine to avoid the rigors of his first love--railroading.

At some point in the early 1850s he found himself in Northfield practicing medicine with his brother-in-law, Dr. Samuel W. Thayer, a well known village physician and physician for the railroad. He became very good friends with Ike and Gault, since they were each excited by all things engineering and loved railroading. We are told that Dr. Williams quit medicine and went off to working railroads when one day while in Northfield he coughed up a small thistle and his health returned completely. From 1856 to 1859 he did well managing various northwestern railroads when finally in 1859 he became Asst. Supt. of the Galena & Chicago Union railroad in Illinois. Gault likely went with him and Ike probably would have too except for his business dealings and wedding plans.

Railroading in Iowa

Suddenly in 1861 IB Howe left Northfield for a big new job in Clinton Iowa on the west side of the Mississippi River. At that time Vermont was the west and Iowa was pretty much the frontier for New Englanders. Rebounding from the financial panic of 1857 there was a flurry of activity by the railroad companies. The opportunities the three young friends saw to cause such sudden departures from Northfield were clear since the Vermont Central was frequently in financial difficulties. With Dr. Williams and Gault already putting things together in the west, Ike jumped at the chance to join his friends.

Ike’s new bride Annie was left behind in Northfield with her family. Rail was making travel easier and families were taking advantage; Annie’s sister Harriett’s family lived in Janesville and the parents frequently visited and eventually settled there. When the Gould clan weren't in Janesville or elsewhere, they stayed in the Northfield house Ike had built for his bride. For now she would wait to see how Ike’s ‘temporary’ job in the west worked out. For many years to come Northfield would be considered their permanent home.

A number of railroads were building westward toward the Mississippi River. The Galena & Chicago Union Railroad was one of these working its way from Chicago to the Mississippi on the Fulton Illinois side of the river opposite Clinton. Recently the new town of Clinton had been renamed by the Iowa Land Co. from its original name of New York, a small village and ferry at a narrows on the river. The businessmen that created the town also created the Chicago Iowa & Nebraska railroad and to ensure they could demand the highest real estate prices, they also created the Albany Bridge Co. to connect Clinton with Fulton and Chicago across the river building a railroad bridge and steam ferry there. To make sure the city was a success, every share of railroad stock included a share of land company stock. Clinton was now beginning to show some life as a railroad terminus unlike the original town of Lyons two miles to the north.

The Iowa railroads at Clinton were the Chicago, Iowa & Nebraska (CI&N) and the Cedar Rapids & Missouri River (CR&MR). The CI&N began laying rail to Cedar Rapids in 1857 while the CR&MR was a later venture, organized in 1859 by many of the CI&N investors to build the rest of the way to Council Bluffs. The CI&N bridge from Fulton to Little Rock Island on the Illinois side of the river included a steam ferry operation to get trains the rest of the way across the river. Now, except for a pending lawsuit by riverboat companies against railroad bridges obstructing navigation, they could begin building the rest of the bridge as well as more miles of Road.

Much of this was designed for gaining government land grants and charters and these companies had many of the same stockholders, including noted New York railroad promoters Dr. Thomas Clark Durant and John Insley Blair . Durant of the Union Pacific had recently committed to building a transcontinental railroad to the west coast from Omaha opposite Council Bluffs in Iowa. Blair had many plans but this one was connecting to Omaha via Council Bluffs. It was Blair’s plan that the Northfield trio was to preempt.

Ike arrived in Clinton on 24 May 1861. That same day the first casualty fell in the coming rebellion, when Col. Ellsworth of the New York Zouaves was killed removing a Confederate flag from a building in Virginia. Ike wrote: “The Stars and Stripes are floating at half mast in front of the hotel. May God have mercy on Virginian secessionists when those New York Firemen get hold of them, for the "Zouaves" and Illinois men will have none.“ When Ike arrived in Clinton Major Charles Bodfish was the railroad Supt. with Col. Milo Smith as his Chief Engineer. Previously Milo Smith had done engineering with the G&CU but since 1855 he had been alternately Supt. and Chief Engineer building the CI&N railroad from Clinton to Cedar Rapids plus beginning the Mississippi bridge. When Ike took over as Asst. Supt. and Engineer, Milo stepped away to lead the 26th Iowa Infantry Regiment to war.

Ike was now living without his wife in the Iowa Central House. This building was the first 3 story brick building in Clinton and perhaps Iowa. It was being run by William Rogers, a friend from Northfield who had previously been proprietor of Charles Paine's Northfield House. He continued living there for several years, even after Annie joined him, indicating how temporary he considered his employment.

It would seem that Ike’s responsibility for the entire Road and Bridges, from the Mississippi River across Iowa as far as the road went was a pretty quick promotion for a newcomer. There was a lot more to that story. On the east side of the Mississippi the Galena & Chicago Union Railroad was looking for a way to expand across the Mississippi into Iowa. From there they had plans for crossing Iowa to Council Bluffs opposite Omaha Nebraska, where there were already plans for building a transcontinental railroad across the country. In order to accomplish this they would need to acquire the roads already built, and it just happened that Ike's good friends from Northfield, Dr. Williams and John Gault were already running the Galena railroad. No surprise that the three met together in Chicago as IB Howe made his way to Clinton in May. It took very little time from when Ike arrived there and when he suddenly found himself running things in Iowa. On 23Jun1861 Ike wrote:

“I shall not be surprised if the Road is leased to Galena & Chicago Union RR as they want it & need it very much.”

IB Howe appointed AsstSupt. in charge of the leased CI&N and CR&MR railroads 1Aug1862. Courtesy Chicago & North Western Historical Society archives.

The following year the Galena notified the CI & N. and CR & MR railroads that they were being leased to the Galena by an official published proclamation. By the end of 1862 a letter was published by I.B. Howe, Supt. of the Iowa railroads in Clinton, to other railroads:

“Dear Sir: Please send Annual Passes for 1863, for
John Bertram, President		Horace Williams, General Agent  C I & N RR
L.B. Crocker, President		W.W. Walker, Chief Eng'r 		
I.B. Howe, Sup't CR & MR RR
The Roads above-named now form a part of the Galena & Chicago Union Railroad Line, and the Passes you will receive from that company will be good over these roads.	
Respectfully Yours, I.B. Howe, Sup't 

This circular is interesting in that it shows the new organization. WW Walker was Blair’s civil engineer; Blair was involved as a Director but not as President. Horace Williams, originally of New York monied interests, was involved from the very beginnings of the Clinton railroads, including the Iowa Land company and Mississippi bridge. He relocated to Clinton about this time.

So now the Galena had total control of the Clinton Iowa railroads and Howe, Gault and Williams were running the show. But the “war of the rebellion” continued which slowed progress as resources were being devoted to the war effort. Abijah was now staying with Sophia in Massachusetts but Ike still considered Northfield home and thought of his railroading in Iowa as temporary.

In early 1862 Ike was requested as an expert witness at the beginning of a famous trial of the time regarding the “Cawood Patent infringement” which eventually was adjudicated by the Supreme Court. Ike had developed a reputation as an expert in the new evolving railroad technology and innovation, particularly since his ‘rail chair’ invention was specifically for rail joints that prevented the damage cited in the Cawood case.

By now it was pretty obvious to the nation that the Roads would be in a race across the country were it not for the war. The Iowa Roads were already to Marshalltown by March 1862 and continuing to build further west. A Marshalltown group was treated to a train excursion to Chicago that month. On 16 March they published a Resolution thanking Howe and Talcott for connecting their town with Chicago; signed by G Glick and HEJ Brandman of Marshalltown.

Until now railroads were being built all over the country as separate competing lines. It was a lucrative business where government would grant vast tracts of land to incentivize railroads because where the roads went so went prosperity. It became complicated when charters went to a road that went bankrupt or was sold. When one bought out another it could reduce competition, but on the other hand it could increase competition with another company if it wasn’t well planned. The lease of the Iowa railroads to the Galena company was a stellar example of increasing efficiency, but consolidation so far was only a temporary fix.

The 1864 Great Consolidation of the Chicago & NorthWestern RR

As Ike continued to build his roads west, the company was hampered by the war. It wasn't until 1864 that they were able to get around to pulling off a reorganization. Specifically a newly reorganized Chicago & Northwestern railroad purchased the whole enterprise making it one organization with multiple divisions. This was called The Great Consolidation. IB Howe became the Supt. of the Iowa Division which included everything from Clinton to the town of Nevada at that time. The Galena Road on the Chicago side of the river became the Galena Division with Dr. Williams as Supt. and Gault as his assistant. George L Dunlap, formerly Asst. Supt. of the Chicago, St Anthony & Fon du Lac RR, was now the Gen. Supt. for the entire consolidated railroad. The Nevada railhead was already west of Marshalltown, but by the end of the year they would have pushed the Road past Ames to Boone. The race to Council Bluffs on the Missouri River was on.

[Printed Circular– Organization of the Great Consolidation of the C&NW and Galena RRs]
Chicago & North Western Railway, General Superintendent's Office, Chicago, June 10, 1864. General Circular.

"In pursuant to the General Notice issued by the President, bearing even date herewith, I hereby assume general superintendence of the several lines now forming the CHICAGO AND NORTH-WESTERN RAILWAY.

The Railway will hereafter be divided into and operated as Four Divisions, designated as follows:
That portion between Chicago and Fulton, and Chicago and Freeport, including the Fox River Valley and Beloit and Madison Line, will form and be known as the Galena Division.
That portion between Clinton and Nevada (Io.), will form the Iowa Division.
That portion between Chicago and Fort Howard will form the Wisconsin Division.
That portion between Kenosha and Rockford will form the Kenosha Division. The following Officers have been appointed:
EH Williams to be Superintendent and JC Gault Assistant Superintendent of the Galena Division.
IB Howe Superintendent of the Iowa Division.
TF Strong and AA Hobart, Assistant Superintendents of Wisconsin Division.
CH Spofford Superintendent of Kenosha Division.
Chas. S Tappan – General Freight Agent.
Edw. P Cutter, – Acting General Ticket Agent.
Benj. F Patrick, – General Passenger Agent.
All Rules and Regulations, either Special or General, heretofore in effect upon the Galena or Iowa Divisions will be observed until changed or countermanded from this office.

Geo. L Dunlap, General Superintendent."

The Great Consolidation of June 10, 1864 was a tremendous evolution in railroad organization and a great success for the Company. Politically it took on the appearance of a monopoly, but as Ike pointed out in a letter to the editor of the Chicago Tribune several years later, it unquestionably made the most sense. In response to 'a recent article' he referred to this new experiment as the "Iowa pool lines". I reproduce here the major portion of his draft of a letter to the Tribune.

“The success of these three great lines of railway in "pooling their issues", demonstrates that it can be done to any extent desired. Each of these three lines, like the New York Central and others, originally consisted of numerous independent organizations, and it is just as practicable to consolidate a dozen or fifty large corporations as a dozen or fifty small ones.

The question is: - Would such consolidations be beneficial to the Railways and the public? - That they would benefit the Railways, if properly managed, no one doubts, and so far as through business is concerned, the arguments of Vanderbilt, as well as those of numerous impartial persons, indicate that they would also benefit the public. Railways must earn enough for existence, and if competition for through business, reduces rates below cost, the loss must be made up by the local, and as all transportation must be paid for by the public, justice would say that a fair price should be paid for all and by all. The fear that these gigantic combinations of railway interests may endanger the rights of the public, need be no longer entertained, as the courts have decided that both state and national legislation can contract these matters and protect the people against exorbitant charges for transportation. It may not be so evident that it is also best for the public to permit the several railways to divide the territory, as it is represented that the "Iowa pool" has done, so as not to encroach upon each other or compete for local business, but strong arguments exist in favor of even this, and if railways have the legal right to do so, and will honorably carry out this arrangement in every respect, at all points, so that the rates shall be uniform, it may be for the benefit of the public. Under such management there would really be no competing points, consequently all parties would pay alike for actual service rendered, and if the railways should be so short-sighted as to fix their rates unreasonably high, legislation could easily correct them. If all of the Railways in the country could be consolidated into one huge corporation and honestly managed by competent men elected by the owners of the property, the public could be better and far more cheaply served than at present. The saving of expense in operating the roads would be enormous. The rolling-stock could be changed from place to place as the business required, so that much of this, with material, machinery and a vast army of men necessary in operating so many independent roads could be disposed with. There would be no conflicting interests, - no ruinous competition and consequently no exorbitant prices, - no unnecessary movements of trains, - no money squandered in building unnecessary or competing lines, - no bankrupt roads and no swindled stockholders.

Chimercial as this scheme may appear, the present policy of railway management is in this direction, and the time may come when it will be found to be as easy to have all of the railways under one management, as it is to have all of the mail service, and as much for the benefit of the people to have only one grand railway corporation, as it is to have only one general government for all of the United States.”

We are unsure of its precise date or if it was ever actually published in the newspaper but assume it was.

As has been noted it was several years before Ike and Annie were fortunate enough to begin a family. She came West to join him in Clinton after a couple of months, but for several years they considered the move temporary. Northfield was “home” and they intended to return. Their first child Reuben died a few months before Ike left Northfield; Jimmy was born in Clinton but only lasted a few months; Lily died just after the Great Consolidation surviving less than a year. Mary, born March of 1865, survived. Meanwhile the war came to an end and the railroad accelerated building westward. The 27th Iowa Regiment returned to Clinton. Family members were staying in the Highland house regularly as they came and went through Northfield which they continued to think of as home.

Meanwhile post war the railroads are expanding rapidly and along with them the towns along the way; villages becoming towns and towns becoming cities. After completion of the bridge Clinton has become the primary focus of rail crossing the Mississippi bringing the agricultural wealth of Iowa to eastern markets.

27 Aug. ‘65, “You will hardly know Clinton when you get back, it has improved so much this season. It is thought that over 150 buildings will be erected here this season, and if they continue until winter, as they have gone along so far, it may reach 200! Poor Lyons is of no account now. “

Connection with the Union Pacific at Council Bluffs - The final push

By the end of 1866 the railhead was past Denison and within the final 70 miles of the goal at Council Bluffs. During the spring of 1867 they were able to close the final distance to Council Bluffs. In February George Dunlap and IB were setting up for the final leg of construction by establishing a railhead at "Dunlap" for finishing the final 50 miles. They were being careful to ensure John I. Blair wouldn't be able to exert any claim on the land where they intended to establish the town and station of Dunlap.

Letter written from Dunlap to Howe, 13Feb1867:	“Your favor of the 11th inst has been received and contents noted. If it is as you state, that Messrs Blair & Walker do not own the land when we propose locating at Dunlap, and cannot set up any claim that will conflict with our interests, you are authorized to make all the necessary arrangements with Judge Dow for the proper camping out of the plan your letter indicates. I have read your letter to Mr. Turner  who is chairman of our committee, and he concurs with me as to "Dunlap's" being the proper point for terminus of the Division, and he approves the suggestion of locating a town there and establishing comfortable homes for our men, thereby attaching them to the Co.'s interest and increasing their efficiency.
"As soon as your land arrangements are completed with the Judge, I want you to secure bricks and material for an engine house at Dunlap, and let the work be commenced in the spring as soon as the weather is suitable. And you will also secure bricks and material for an eleven stall engine house, and suitable blacksmiths and car shops at Council Bluffs to be commenced as soon as ever the post gets out enough to permit us. Do not fail to secure the spring at "Dunlap"; and I want you to fix for building the dam at Boone, below the engine house to insure a constant supply of water at the situation.”

Two railroad messages, written on small pieces of paper, contracted for the final 50 miles with Lyman P White, a fellow Vermont native and a contractor with the railroad. A few years later LP White founded and was mayor of Brainerd Minnesota, named for John Gregory Smith's wife's family.

I.B.Howe    Chi 2
I will build the final fifty miles of track at one dollar & thirty cents (130) answer if you have received this message.
[Lyman] P White 

And the reply:

March–2 -Answered  L.P.White—manager
received you may have 50 miles of track from Council Bluffs east--
Howe”-

Written on torn out diary page...

1867, March 16th.  Mem. of Fence Contracts
Contracted with Joseph Graf to fence the Road from Marshall to State Center and from Boone 15 miles west, this season all to be completed by or before 1st of Oct. at 16 cts. per rod, except in timber land between Boone and Ogden, when price is to be 20 cts. per rod.
Fence to be good, substantial legal fence – posts set 2 1/2 feet in ground and well tamped – Co. to furnish all material on cars where fence is to be built.  Also pass contractor and his men, materials and provisions free to the work.
Payment of 80 per cent of amount due at end of each month to be made by 15th of next succeeding month.

Finally the first railroad line across Iowa was completed. When the transcontinental railroad was planned in October 1863 there were four railroads planning to cross Iowa. At that time the Chicago, Iowa & Nebraska RR from Clinton was not much past Marshalltown. This congratulatory letter from William H. Ferry, former New York State Senator and many years Director of the C&NW and Galena&CU railroads establishes IB Howe’s Iowa division as the first to make an uninterrupted connection from Chicago to Council Bluffs and Omaha on the Missouri River.

“Chicago April 30, 1867
I.B. Howe Esq..Dear Sir,	I have just read your dispatch from Honey Creek recd here at 3:30 this P.M. and feel to heartily congratulate you, that you are able to say, "We can now run trains through to Council Bluffs without transfer". This intelligence is now flying on lightning wings to all the eastern cities,- to all points, where the croakings of our friends, and the rejoicings of our enemies have made our misfortunes too well known.
While enjoying the pleasure that this result is affording us, I for myself, (and I believe I express the sentiment of each one here) cannot refrain from expressing my entire satisfaction, for the persevering and unwearied attention you have given to the repairs of the road since we parted from you at Woodbine – We have been kept informed from time to time of the difficulties to be surmounted, and have constantly and anxiously watched the progress that was being made in overcoming those difficulties.
As I remarked to you then – we felt it "like a question of life and death; that more than I could express to you was depending upon getting trains through at the earliest possible moment" – I am well satisfied that you fully appreciated the urgency of the occasion and the result shows that you have done all that was practicable towards accomplishing a result  that was so much desired.
Yours truly, Wm. H. Ferry"

This was significant for the Union Pacific building westward from Omaha since they would now be able to get their materials directly by rail rather than by wagon and steamboat to St. Joseph. New opportunities also immediately opened up for rail connections along the Missouri river. The following shows how important this connection was, the day after the announcement was made “on lightning wings”.

Telegram: St. Joseph, Mo 30 1240 pm – Isaac B. Howe C&NWRy
In making our new [plan for] our road running from C. Bluffs to Kansas City without change I find it is necessary to reach Kansas City as early as five pm this will take us from C Bluffs at eight am. I am anxious to retain your connection. If you arrive sooner we shall run our No 4 through to Kansas City so even if the connection is not made by our No 2 the passengers would arrive in Kansas City the same day they arrive in C Bluffs by your time.
A. L. Hopkins 
[Major A.L. Hopkins, Supt. of the Kansas City, St. Joseph and Council Bluffs RR; later the Chicago, Burlington and Quincy and finally the Burlington Northern; appointed 2nd vice president of the Illinois Central RR  in Dubuque.  Hopkins, Mo named for him.]

Elkhorn Club & the Excursion to the 100th Meridian. Oct. 1866

During the fall of 1866 Thomas "Doc" Durant of Union Pacific fame organized a public relations event to show the world what wondrous feats of engineering his Union Pacific Railroad had performed in building a Pacific Railroad westward from Omaha to the 100th meridian. The 1862 Railroad Act chose that particular longitude as a marker which would allow them funding to continue on to a junction with the Central Pacific railroad building East from Sacramento. By October 1866 they were a year ahead of schedule.

Dignitaries from all parts of civilization were invited but particularly railroad investors and politicians who needed to be impressed. Railroads were constantly in need of funds and political support and this required publicity. The event was widely publicized as the “Excursion to the 100th Meridian" and was a lavish celebration of their progress including sumptuous feasts, staged Indian raids, Buffalo shoots and even a staged Prairie fire. Silas Seymour, the Consulting Engineer for the U.P. wrote extensively on the construction progress and the Excursion. The Chicago Northwestern Railroad was closely associated with the event since within a few months they would connect with the Union Pacific at Council Bluffs and be directly involved with the railroad to California. Also they both had similar political and financial issues. While the UP were the hosts of the event, the C&NW contingent played a large role in it’s organization indicating the close association of these two roads. While the rest of the participants traveled from the east to St. Joseph, and then by riverboat up the Missouri River to Omaha, the C&NW's Iowa Div. already had rail to Denison Iowa, within the final 70 miles to Council Bluffs saving two days off the journey. Silas Seymour wrote:

“That portion of the party which had crossed the State of Iowa by land, .... having re-joined the party in the morning, were assigned to quarters on the Railroad Company's steamer Elkhorn, which lay at the landing immediately across the bows of the steamer Denver.”

These were the C&NW and Chicago group that became known as the "Elkhorn Club" with George Dunlap as Pres. and Perry Smith as VP. Members included W.H. Ferry, E.B. Talcott, Capt. John B. Turner, Col. J.H. Howe, Isaac B Howe, J.C. Gault, Chicago iron merchant John V. Ayer and H.M. Kinsley whose team catered the event. Also from Chicago George Pullman provided his newly introduced Pullman Palace Cars to and from the event. Notably Dr. Williams was missing since he was now Supt. of the Pennsylvania RR, however his elderly father, Norman Williams, former Vermont statesman was included, as was also Robert Todd Lincoln next to him on the guest list. Throughout the excursion Seymour notes a variety of antics, dramatics and musical acts of the Elkhorns.

"The irrepressible Elkhorns were seen and heard everywhere, adding life and exhilaration to the scene..." [Early one morning, when excursionists were looking about for a means to wash up...] "The famous Elkhorn Club formed in line in front of their quarters, with President Dunlap and Vice-President [Perry] Smith at its head, and followed in proper order by its professional speechists, singists, cheerists, punists, jokeists, eatists, drinkists, etc., etc., marched in a body to the banks of the Platte River, where each member underwent the pleasant operation of a wholesome outward application of an element to which the inner man had, from the force of circumstances, become a comparative stranger during the few preceding days."

Before dawn one morning excursionists were

"....startled from their slumbers by the most unearthly whoops and yells of the Indians, who were tramping about among the camp fires in front of the tents.  All was soon explained however, when it became known that Mr. Durant himself, assisted by General Dodge and a partially standing, but more generally reclining committee of Elkhorns, had these wild denizens of the plains, under the most complete control; and were only making them dance and perform this most unique and ·savage morning serenade for their own particular amusement."
"Very much to the disappointment and regret of all parties, a large number of the officers, professors, and leading spirits of the Elkhorn Club were obliged to leave soon after breakfast, in a special train for the east. "
"The following dispatch was received from the Elkhorn party during the day:-
"Kearny, October 25, 1866."Dr. T. C. DURANT-
"Our eyes are filled with unaccustomed tears; and our hearts are bowed with grief.  The Elkhorns mourn for their Fawns.
"ELKHORNS."
“The following reply was immediately sent:-
TO THE DEPARTED ELKHORNS
"The better half of all our joys
Departed with the Elkhorn boys;
To their memory we'll light the lamp,
And dance around our prairie camp.
"FAWNS." 

The Chicago NW group left the excursion a day early to prepare a demonstration of their own for excursionists returning via Denison on Iowa Division's new route.

“Ample provisions have been made for those of the guests desiring to take the stage from Council Bluffs to the western terminus of the Chicago and Northwestern Railroad. The Iowa stage ride will occupy but ten hours time, and the trip by rail thence to Chicago will be in Pullman's magnificent sleeping-cars.
"A large number [chose] the overland route, by stage and rail....  They were met at the western end of the railroad track by the officers of the Chicago and Northwestern Railroad Company, and a delegation from the Elkhorn Club, who accompanied them to Chicago, and entertained them on the way in the most princely style.

Railroad related business and other activities

The LeGrand stone quarrying business

Building a railroad across the state was a very expensive business, but building stations and side tracks were expenses that might be reduced by getting the local towns to contribute since it would mean prosperity for them. An example was a sidetrack and station between Ames and Boone in 1868. One of the most dreaded disasters of heavy freight trains is a runaway. If the train gets too much speed going down a long grade, such as between Ames and Boone, and the brakemen are not quick enough applying brakes to all the cars, there comes a tipping point where nothing can be done but pray. If there is a curve along the run, the train rolls off the track. A sidetrack, or siding, was where they could ‘set out a part of the train’ to lighten the load. IB Howe's May 1868 letter is about negotiation. They desperately need the side track now, but if they have already installed the siding, their bargaining position is compromised for the station.

“The people of New Philadelphia [now Ontario]  are urging us to establish a station there -- The people about two miles west of New Philadelphia are also asking for a station. We are offered all the land we want for station purposes, at both places, and a promise of other “material aid”, if required. A side track is greatly needed, now, between Ames & Boone. The fourteen miles run and heavy grades between the two stations make it very bad now that we have so many heavy trains. I think a track should be put in immediately, and I wish you would decide upon the location and direct me what negotiations to make."

In 1866 Ike may have already been involved with the LeGrand stone quarry, just east of Marshalltown Iowa, when he was negotiating for a station at LeGrand. He wrote to George Dunlap Apr66:

“Are there any objections to establishing a flag station at Le Grand Quarry if the Quarry Co. will furnish station buildings, agent etc. free of expense to the railway co.? ... I suppose the Le Grand people would favor a regular station and would do their business there rather than at Mr. Blair's Le Grand depot. Being about half way between Marshall and Orford [[[Montour, Iowa|Montour]]] it would divide the distance very well”  

Perhaps Ike knew the quarry would pay for the building and make money for the railroad because he already owned it, together with a partner George Kirby. At some point while building the railroad past Marshalltown, Ike entered into a private business partnership with George Frederick Kirby. Their first enterprise was formation of a quarry company at LeGrand, just southeast of Marshalltown. That would have occurred about 1866 at which point IB was developing plans for a LeGrand Quarry station. While this was an Iowa company, the letterhead showed its manufacturing in Chicago hence the importance of rail for getting the raw stone to the mill. There was an additional stone facility in Illinois, all of which would be of value to the railroad as a supply of ballast. A new town of Quarry was actually created by Kirby & Howe in 1867 and the resulting station built by them is still there. While it is no longer a station, it was rebuilt as an attractive building and recently sold as a residence. An added argument he alludes to indirectly in his letter is that this station, which he wants for his quarry, will also compete with John Insley Blair and his railroad depot. Blair groups were often the most powerful forces in railroading and the opportunity to aquire business from Blair would be an aspect particularly appealing to Dunlap and the corporate officers.

“Kirby & Howe Stone Manfg. Co.,  Incorporated under the Laws of the State of Iowa.
G.F.Kirby, Silas Steinbeck, I.B.Howe, Directors.  Silas Steinbeck, Agent,
251 Putnam Street, Chicago.  Stone Cutting Mill and Yard, Putnam Street, near Chicago Av. Bridge.”

Township of Luzerne

In October of 1867 it was determined to relocate a station at "Buckeye" to an empty place in the plains midway between Blairstown and Belle Plaine. This move was a mere 2 miles to the east. The new station was named Luzerne, named by Ike for the Swiss town that he longed to visit. Sadly he never got a chance to travel to Europe because he was kept so busy on the railroad. His brother Asa spent almost 3 years in Paris studying medicine and traveling and Ike was probably more than a little envious. Buckeye no longer exists but would now be a relatively empty place 2 miles to the west of Luzerne. The Buckeye station was run by railroad magnate John I Blair’s railroad group who owned the Cedar Rapids & Missouri River railroad which had originally planned the road to Omaha. The DR&MR was now under permanent lease to the Chicago & North Western, who wanted any excuse to squeeze out Blair if it could be to their benefit. Taking full advantage of the Luzerne station, Ike purchased the land and platted a new town there on 17 April 1868. We are not yet aware of how long he and Annie continued to own the town. Meanwhile there were other stations to be established and built in order to secure the business along their road.

As the decade of 1860 drew to a close much had been accomplished. The major hurdles had been navigated and now there was maintenance and infrastructure as the business of the Chicago & Northwestern as well as railroads in general continued to expand.

[on two separate scraps of paper:]
Green Bay 29  I.B. Howe,
We have concluded substantially to build the Tipton branch. Can you make the survey and estimates at once or set somebody at it .
J. H. Howe  [James Henry Howe, no relation]
I.B. Howe,
Will you make & forward to me plan No. 21 for Clinton Station built of Brick Slate roof, two passanger rooms, good ticket office, baggage rooms with water closet & estimate of cost.  We want handsome building.
J. H. Howe (confidential, say nothing)

An example of this and an example of Ike's literary talents are combined in a particularly entertaining letter he wrote to Superintendent Dunlap 26 October 1868. The rhymes kind of sneak up on you as you read. Priceless, considering who he was writing to.

“In calling your attention to the Iowa Division, permit me, here to mention the terrible condition of the 45th iron between this place and Boone.  It is broken, bent and battered -the ends all crushed and tattered - the old, wrought chairs are shattered and promiscuously scattered, so the track will be impairable unless you help us soon.  
We should now be in condition for approaching competition and if you’re in position to fill a requisition, please send to us, immediately, 2,000 tons of iron.  I trust that you’ll remember to tell each “directing member” that the long rains of November and the freezes of December play the devil with superstructures which have naught but mud to lie on.  I know it’s not pleasing, on roads like these you’re leasing, to have us always teasing:  but our earnings are increasing and it's cheaper paying for iron than for surgeons, priests and necks.  I would guard the reputation of this “highway of the nation” - so I lay the case before you and earnestly implore you not to treat as jests or irony my talk of fearful wrecks.
Respectfully yours,     I.B. Howe

Clinton Banking

Perhaps arguably the most lucrative aspect to railroading during this period was the ability to accurately forecast land values if you were able to decide the timing and location of stations and track. In the case of the LeGrand Quarry and Luzerne Ike could determine the precise location of the station, the values of the real estate and get control of it prior to prices going up. Banking often paralleled this speculation and Howe got involved in banking as one of the 1865 founders of the Clinton National Bank following the collapse of the state banking systems in that year. Banking was important for many of the influential men of that period in America's history, particularly critical if real estate was involved.

In the fall of 1869 father Abijah gave brother Asa’s 21 year old son Henry J. $16 to go west. IB immediately put Henry to work with his Clinton bank. He wrote to the folks back home: “Henry has a good place and I think he will like and will give satisfaction.” Not long after that Henry was sent to Marshalltown to work with George Kirby and the LeGrand Quarry company.

Litigation, poetry and sketches

And of course there was litigation. It is said that Ike published a book of Railway Rhymes that was used by the railroad in the successful defense of a claim in a court battle but this book is not yet discovered. Also cartoon-like sketches depicting persons and events regarding the history of the railroad. Letters to I.B. Howe from Gen. Manager James Henry Howe in praise for the settlement of some claims and sketches we know nothing about, apparently of the Excursion of the Elkhorns to the 100th meridian. a collection of sketches made over many years. Sadly the only sketch we have is John I. Blair at St. Peter’s gate.

Personal injury litigation had not come close to reaching the fever pitch it has in recent times, but the accident reports submitted for 1868 were horrendous. Eastern Iowa had some derailment accidents because the older iron rails were beginning to deteriorate. The Western rails were newer so those accidents were of the common kind. Some accidents sound like the result of “hobos” trying to sneak a ride on a moving train.

• Jan69

As various charters were changing hands and railroads were bankrupting or being transferred, litigation was common. In later years Ike was called upon for his expert testimony. Altho’ this request from R R Cable was made in the last few years of Ike's life and career, he was actually only 47. Cable was 40 and just beginning his illustrious career as Pres. of the Chicago, Rock Island & Pacific Rwy. Co..

ROCKFORD, ROCK ISLAND AND ST. LOUIS Railroad Company President's Office
June 25th, 1874- I.B. Howe Esq., Clinton Iowa, Dear Sir --
An application has been made to the U.S. Court at Chicago, among other things, for the appointment of the receiver to manage the affairs of the Rockford Rock Island and St. Louis Railroad Company during the pendency of the suit for a foreclosure of the Mortgages.
I desire to fully justify my management and for that purpose desire to get two or three competent railroad managers to examine into the present condition of the track, rolling stock etc.  and give to the court in the form of affidavits the results of this investigation.
Knowing your experience in such matters and believing that you would willingly do me a favor, I take the liberty of asking you to join with some two or three other railroad men in a trip over the road having that object in view.  I will put the necessary car and engine under your command and see that you have every assistance to facilitate such examination and take as little as possible of your valuable time.
The gross income of the road has been about $1,000,000 per year, and it is complained that too large a proportion of this has been used in expenses of operating and keeping up the road, and I desire to have your judgment as a railroad man and one who knows something of the road before I became its Manager, of its conduct in that regard --
We will want to leave Rock Island early Tuesday, June 30th for the trip.
	Truly yours	   R. R.  Cable

Patents and Snowplows

In January of 1869 Ike received a letter from Dr. Williams who was now the Gen. Superintendent of the Pennsylvania Railroad Company in Altoona. He begins by referring to the difficulty getting "Old Davis" passes and favors over the railroads. He then indicates that patents among railroad companies are not being honored, but goes on to mention that the pattern for a snowplow that Ike designed is being used at St. Albans, which at that time was a primary railroad entry point from Montréal and Canada. We know Ike designed many things but are not aware of him patenting a snowplow. Maybe it doesn’t matter since patents were apparently frowned on.

Messages about coal

. More worry! [written on envelope, no date, from JA Head and JC Gault] Early locomotives were wood-burning and went through a lot of it! So much so that forests along the railroad routes began to disappear. In photographs of this period it is typical to see that locomotives from the west have the large funnel shaped smokestacks of a wood burner but those of the east had the cylindrical stack of the coal burner. But of course coal soon became scarce as well because of the huge demand. Like many things, the supply side just needed to catch up, with discoveries of new sources of cheaper coal. The following messages from JA Head and JC Gault are not dated but no doubt around this late 1860s period.

Whiskey Bottom and Ames Deviltry

A particularly intriguing sequence of communications was regarding the wrecking and robbery of trains between Tama and Ames. This all took place between 20-26 April 1869. On the envelope Ike wrote "Whiskey Bottom and Ames Deviltry". It seems various members of the crew caught wind of the plots and passed on the information to Ike leading to a plan to catch the culprits. In the first sequence it appears it is a wrecking plot, particularly one at the Iowa river bridge, a major crossing between Tama and Marshal. When robbers are mentioned, the payroll is on board and an out of town thief has been brought in, so it begins to look like a classic train robbery. We have been unable to determine the outcome but it appears the results were favorable.

Iowa Politics- Spring of 1870

During this period railroads were constantly in battles with the government over taxes/tariffs and regulations. Government had invested heavily in railroads and now that railroads were beginning to succeed and show profits, government wanted to control them and recoup its investment. Maj. E. S. Bailey was attorney for the C. & N. W. R. R. since 1867, keeping Ike up to date on politics. The following are also excellent examples of ‘lobbying’ as used by railroads employing skilled fighters to win these battles. Hoxie is the same powerful Iowa politician Herbert Hoxie who was used by Durant advocating for the Union Pacific cause during construction of the transcontinental railroad.

Earlier communications between Hoxie and Durant show how parallel were the political objectives of the Union Pacific and the C&NW crossing Iowa.  As an example, back before the Great Consolidation, Hoxie and Durant were closely following what the future C&NW was accomplishing across Iowa. This Iowa road would ultimately connect Durant’s UP rail with Chicago and the East.

Health issues, Chief Engineer and the Midland RR

As the decade of the 1860s drew to a close, it began to appear that much of Ike's activity was shaped by his health. In fact the railroad company itself may have come to deal with him differently for precisely that reason. We are aware of frequent references to his health and occasional travel for his health. During the spring of 1870 he took a leave of absence and went to stay with the Gould family in Janesville for several weeks since it was considered a more healthful location.

It is likely he was considering leaving the company and returning to New England. There are several indications. We learn that rather than allowing Ike to leave Iowa the Chicago Northwestern brought in his friend John Watkins to take over the Iowa Division and offered Ike the position of Chief Engineer of the railroad. We do not know for certain at what point he accepted but while he was regaining his health that summer in Clinton he received letters from two of his colleagues offering their services in this new job. *july70

Also that summer, New England cousins Allen Knight and his daughter Maria came to visit. This visit was significant for several reasons. Allen's wife had just died and Annie was about to give birth to a daughter Daisy and because of Ike's health they needed the support of ‘Ria’ and her father. On this occasion Cousin Ria had an opportunity to meet Ike's nephew Malvard Tucker who she would soon marry. Cousin Malvard had a position with the U.S. Treasury Department in Washington DC.

The Iowa Midland RR

The indications are that Ike's health returned to some extent, but before he was able to begin working as Chief Engineer he was given a new project. In the early 60s a road had begun building out to the Northwest from Clinton through Maquoketa to Anamosa. This line was named the Iowa Midland railroad and was planned to connect with several other roads at Cedar Rapids, but was never completed. On 2 March 1870 the C&NW aquired the rights to that road. In August C&NW president John Turner asked Ike to snoop out the situation since it had been relatively dormant for years.

Chicago, August 9, 1870		I desire to get some facts about the condition and prospects of the Midland R. R. a road running from Clinton through Lyons, Maquoketa and Anamosa, (NW of Clinton) and I shall be obliged, if you will give me, what information you may have, or be able to obtain upon the following points.
1st 	What has been done about the organization of the Company, who are in it, and about the location, building and operating the road.
2d 	Where have they got their means?
3d 	How much iron have they and who did they get it from?
4th 	What relation have they with a road to Chicago or Milwaukie?
5th 	Who represents and helps them in New York?
Add to this whatever other information you think of value to us, or which we should know at your early convenience.
Yours very truly,   John B. Turner  

We can get a sense for Ike’s response from scrawled pencil notes at the bottom of the second sheet that appear to correspond with the numbered questions with several political connections but no mention of Col William Shaw of Anamosa. By November a telegram from Dunlap let Ike know that he would be taking charge of the Midland.

Western Union telegrams for I.B. Howe, 5th Ave.  Chicago 12 [Nov]
I.B. Howe -  	Do not go until we see you tomorrow morning.  If matters go as we have every reason to expect & hope they will we shall depend upon you to assume charge of the Midland and attend to its building & operation. - Geo. L. Dunlap
Chicago 27 [Nov]

And another letter to Col. William Tuckerman Shaw of the Midland advising that he was delegating to his Chief Engineer the job of supervising the remaining construction. So from this point on the Iowa Midland would be completed as part of the C&NW. IB Howe would be acting as its Supt. while at the same time Chief Engineer of the C&NW.

CHICAGO & NORTH WESTERN RAILWAY	
Office of the General Manager	
Chicago, November 18, 1870
Col. W. T. Shaw    Dear Sir:  By the terms of your agreement with this Co. certain questions in relation to the construction of the Midland R.R. are to be decided by me - and as I find it inconvenient to give the personal attention to some of these questions you are hereby notified that any direction or order issued by Mr. Isaac B. Howe, Chf. Engr. should be respected the same as if I issued it.  I make this general because I cannot tell exactly what may come up and I want you & Mr. Howe to understand the matter alike so I send a copy of this to Mr. Howe.  I have requested Mr. Howe to examine and report the stripping of the earth from the rock and decide what had better be done.  His decision in the matter will be final and you are authorized to proceed accordingly.
Yours Truly,     Geo. L. Dunlap 	Gen. Manager

Col. Shaw was a longtime resident and leading citizen of Anamosa. He was a driving force in connecting the Dubuque & South Western railway to Anamosa from Farley in 1857. He also at some point connected this line with Marion on the outskirts of Cedar Rapids. By 1870 he was pushing ahead with the Midland trying to finish the connection with Anamosa. During the war Col. Shaw led the 14th Iowa volunteers into several battles. While he had the respect of his men, his brusque and overbearing manners were not appreciated by his commanders. After the bloody battle of Shiloh there is indication he was cashiered and perhaps even imprisoned for criticizing three union generals. Considering how abruptly Dunlap removed the Midland project from his control and gave it to IB Howe, it would be fascinating to know how the two got along. That is not known but they got the job done. By the end of summer Howe wrote to his Cousin George Peabody, Danvers Mass. legislator 1871-72, inviting him to take a ride.

September 25, 1871 - Office of Iowa Midland Railway, Clinton, Iowa, 
Dear Cousin George!  If you will be here about the middle of Oct. I will take you over the 72 miles we shall have built of this Midland Road.

The Anamosa branch connection from Clinton was finally completed by November 1871.

Bridge building

Following the war and Great Consolidation the remainder of the Mississippi bridge was completed and opened to trains on 1 January 1865. Prior to a Supreme Court decision in 1862 there had been lawsuits by the riverboats against railroad bridges as hazarding navigation. Fascinating that Jefferson Davis had represented steamboats against Lincoln who successfully represented railroads. An interesting look into the construction of the Clinton bridge is in the following letter asking for Ike's judgment on the builders.

SAINT PAUL AND CHICAGO RAILWAY.
Chief Engineer's Office of the Minnesota Railway Construction Company, Minneapolis, Minn. August 4, 1870
I.B. Howe Esq., Chief Engr.
Dear Sir 	I have been informed that 8 spans of the Iron bridge at Clinton were built as follows:
	2 spans by S. B. Boomer
	2   “      “   Keystone Bridge Co.
	2   “      “   Detroit Bridge works
and 	2   “      “   Kellogg, Clarke and Co.
all of the same length and to the same specifications. I would deem it a great favor if you would write me which of these spans you prefer and if not too much trouble please write me your reasons for the same. 
   An early reply will oblige.	Yours truly, D.C. Shepard, Chf Eng.

This may have got Ike thinking seriously about the future of bridge building and more specifically about the future of iron bridges. During the winter of 1870 he was investigating the bridge building industry. He realized the value of iron bridges but was concerned that the timing was not right yet for iron to be affordable by cash-strapped railroads. A Nov. 25th 1870 letter from Gov. Onslow Stearns also gives an indication that he might have been considering a move back to New England and taking up this new enterprise. This was at the same time father Abijah was in his final year of life.

Former Vermont Gov. and Pres. Northern Pacific Rail Road Company J Gregory Smith's advice on iron bridges was positive.

       "In regard to the subject of iron bridges, I hardly know which to say, if my opinion is to influence your action.  We are putting in, on the V. Central two bridges of iron this season .... We are also thinking of putting one at the Harlow Bridge between Northfield & Roxbury of about 300 feet.  ....
	We intend hereafter to work in iron bridges for new ones so far & so fast as we have the means to do it - I doubt however if any of the other roads immediately adopt them, as wood & lumber are plenty & cheap, & the roads feeble financially.... In other parts of New England I can hardly judge ....  Yet I believe the time is not very far distant where the roads will see the value of & will adopt the iron for their bridges.  With the increasing traffic on all the roads, we cannot well afford to incur the loss to one business which a single fire occasions....I am, very sincerely, your friend   J. Gregory Smith"

The wooden Harlow Bridge near Northfield is particularly significant since in Dec 1867 it had burned completely from an engine’s ember, pointing out the need for iron bridges. This became a notorious disaster three days later when a train bringing construction crews to repair it, plunged the crew car into the ravine killing 15 and maiming many.

Charles Kellogg was a well regarded bridge builder from Buffalo with a long history of building railroad bridges, including a section of the Mississippi Bridge at Clinton. This letter shows Ike interested in purchasing stock in his company and goes along with his interest in building railroad bridges. Kellogg concludes with: "...you have got onto one of those railroads that have but one end to them and that is the end you commenced on and you cannot find a place to stop. And probably there will never be but the one end until you reach the Pacific and you will then want a bridge to the Sandwich Islands and I will be there to build it for you."

The Final Years

1872 “Scrutinarious Expedition” from New Ulm to the Big Sioux River- Dakota Territory

If getting away from the office was considered good for his health, his June 1872 "Scrutinareous Expedition" into the Dakota territory might have made sense. He was to be gone 4-5 weeks and perhaps it could have been considered a vacation or camping trip. At this point his friends seem to have been giving him jobs that would help his health and at the same time utilize his talents with the railroad. This project certainly got the attention of George Nelson Propper who was associated with Moses Kimball Armstrong, Representative for the Dakota Territory. Propper was a surveyer of lands for the government in the Kansas and Dakota territories, previously negotiated Indian treaties and commissioned as Col. in the Dakota Militia Cavalry during the Plains Indian Wars. He was very excited by Ike’s expedition. Simultaneous with this expedition, the North Pacific Railway was building from Duluth thru' Fargo and by 1873 to Bismarck.

House of Representatives Washington, D.C. May 19, 1872

Col. I.B. Howe Clinton, Iowa Dear Sir: Your letter of the 8th came to us today. ...In reply, I will state that I am for several reasons, anxious to make that "scrutinarious" expedition with you. Your superintendent is eminently correct about getting an outfit at Winona or New Ulm. It can be done! We do not need more than one month's provisions, and, unless you wish to have a party that can be divided, and make reconnaissances in different routes, and meet to report, we do not need more than six men, which can be well accommodated in one tent. Mr. Armstrong suggests that you will probably have 30 or 50 men, if so, the one-month will not be long time enough. [A jest indicating Ike’s reputation for doing things in a big way] I have a good team and outfit for a surveying party of six or seven, my own tent, and camp implements, and would be glad to put the team and one man, Teamster, in your employ, then of course would prefer to meet you at New Ulm. I could bring my instrument and chains too. I shall be in Washington until the 28th -- then go straight to Yankton, and will, if thought best stopover one day at any point you may fix on the road, probably Clinton. I want to go, am anxious to, and will do so if there is no preventing providence beyond my control. Mr Armstrong sends his choicest regards, and a copy of the Census. There is no news here that you do not see in the papers. We are informed that everything is in the most prosperous condition in Dakota, and the immigration will be greater than at any former season..... Any telegram or letter you send me, I will answer, and go a great way out of the way to join you.

Very truly yours, Geo. N. Propper

Journal of the Expedition submitted to Col. James H. Howe General manager, Chicago Northwestern Railroad

Dear Sir: Herewith I send you a copy of my journal, as kept from day to day in making a hasty examination of the country from New Ulm, Minn. to the big Sioux River, south of the 45th parallel in Dakota, where you propose to extend the W. & St. P.R. [Wisconsin & St.Paul Railroad] I also send a description of the country through which we passed from the Big Sioux to Breckinridge via Fort Wadsworth. ... examination from New Ulm to the state line is omitted, ... I will commence at the west line of Minnesota, which we struck about 2 miles north of the south line of "Range 116", where we found a government boundary post near a branch of the  ? River. This branch rises in the Coteaus near this point and is a fine, rapid stream of pure water, flowing between timber skirted banks 70 or 80 feet high, until it reaches the valley at the foot of the Coteaus. Here would be a good site for a pleasant town, as the soil of the prairies and Valley is good and timber and good water can seldom be found in this region. The men have "staked their claims" and commenced improvements here. From this point we ran by compass nearly West, but bearing slightly to the North until we struck the Big Sioux River at Lake Kampesca two or three miles south of the 45th parallel, according to Rice's map of Dakota. The distance from the State Line to Big Sioux as measured by odometer, on the line we came is 38 miles, but I think that a railway line and correct measurements would not exceed 33 to 35 miles. The construction of a first class railway over the Coteaus from the state line, for 10 or 15 miles, will be expensive, requiring heavy "cuts" and embankments, but from the west side of the Coteaus to the Big Sioux, a good road can be built at a moderate cost. I think that a survey of the line will show that it will be economy to operate a cheap road with heavy grades, rather than build an expensive road with light grades and slight curvature, for the small amount of business you will get during the next five or ten years. You will notice that we strike a branch of the Big Sioux, called Red Willow Creek , about 32 miles west of the state line, where, if desired, a convenient temporary terminus of the Road could be made. A great portion of the Coteau land is good, and nearly all in the valley of the Big Sioux is very good for agricultural purposes, but through all of the country we passed after leaving the Minnesota line until we arrived at the north east side of the Coteaus between Fort Wadsworth and the valley of the Red River of the north, very little timber was seen and in many places no good water can be obtained unless from wells. Many of "the numerous "lakes", as they are termed, are simply huge pond-holes of stagnant water without inlet or outlet and in times of severe drought undoubtedly become dry reservoirs of pestilence. Others are so impregnated with alkali as to be worse than useless. The only rock we saw in Dakota, except at Lake Kampesca, was drift boulders, most granite, in some places, north of the 45th parallel, almost completely covering the ridges and knolls for a width of 3 to 5 miles; but on both the east and west side of this rock ridge, we found good land. .... If you are to build a road to the Big Sioux River, I should advise making Lake Kampesca the western terminus, as that is one of the largest and best bodies of water in that region, and south of the 45th parallel and Indian Reservation. ... A sketch and description of Lake Kampeska and the surrounding country will be seen in the journal, and photographs of the same,.... As you asked for my general impressions in regard to what I saw in Dakota, I must, in candor, say that they are not favorable. It is true that a railway will soon introduce settlements and improvements so as to wonderfully change the face of nature, but it may be true that - as I saw the country, in its Sunday dress of June roses, and with its face washed by unusually frequent showers, a severe drought may change to dry, barren wastes, some of the land that a hasty examination has pronounced good. I do not believe that any Railway in Dakota, between the 44th and 46th parallels, will pay operating expenses during the next five years.

Respectfully yours, I.B. Howe

Howe railway station in Danvers

Ike's nephew George Peabody was a shoe manufacturer and legislator in Boston. He put together a plan for a Howe railway station in Danvers, perhaps as an enticement for Ike to give up railroading in the West and return to what they considered "civilization".

Eastern Railroad Co.  New Station! 
A new Signal station to be called  "HOWE'S" Has been established on the Lawrence Branch between SWAN'S CROSSING and MIDDLETON, and hereafter Trains will stop there, only on signal, to leave and take passengers.  
August 14. 1873    J. Prescott. Sup't.

Clinton

Banking

During the final years of his life Ike involved himself in a number of civic projects in Clinton. He had previously been active in banking as one of the 1865 founders of the Clinton National Bank following the collapse of the state banking systems in that year. Banking was important for many of the influential men of that period in America's history, particularly critical if real estate was involved. The LeGrand Quarry operation was one business of that nature but his partner George Kirby was managing that situation together with his nephew Henry J Howe. At one point in summer of 1873 Howe tried unsuccessfully to get Kirby to move to Clinton to participate in forming a new bank. On the same day that Kirby's refusal was written, the following was written by Benjamin Franklin Allen of Des Moines, the president of the Cook County Bank of Chicago.

July 18, 1873, THE COOK COUNTY NATIONAL BANK of Chicago, United States Depository, CAPITAL,  –  –  –  $500,000.
I. B. Howe, Esq.  Dear Sir,
I have just seen our mutual friend Mr. Bailey (the original Iowa Granger). He tells me that you and some other friends propose starting a bank in Clinton.
I asked Mr. Bailey to talk with you and say we wanted your account in Chicago.  We will allow 4 per ct. on daily ballances [sic] [4% on daily balances] furnish you with N.Y. exchange at par and feel confident we will please you.
Hoping to hear from you.  Yours very truly,  B. F. Allen, Prest.

BF Allen's banking career was about to disintegrate due to an economic downturn at that point in time. While IB may have been trying to start a Clinton Savings Bank, there is no record of another bank forming in Clinton that year. Rather than dissolve the partnership with Kirby, Ike’s nephew Henry J Howe became his representative in Marshalltown. This arrangement continued on for many years, even after Ike's death in 1880, as Henry and Kirby became close friends as well as partners. In fact it even extended to Ike’s son, George Alonzo, whose only employment during his lifetime was working in the Marshalltown Fidelity Savings bank with his cousin Henry.

Gas and Water Works

In 1868 the city had realized a need for lighting the streets at night and IB was one of the group that designed and built the Clinton Gas Light and Coke Company. After that an even higher priority was the construction of a waterworks for fire protection. This would also provide a public water supply that would be paid for by the households that used it. In 1873 several leading citizens of the town organized to design, finance and construct the system and IB Howe agreed to lead that effort. For several years after that he was president of the company and proud that it was financially sound. The households that signed on for their supply of running water paid for the system.

Death of John B. Watkins

In the early morning hours of October 30, 1873 Ike received a company telegraph from C&NW President Marvin Hughitt; railroad telegraphs were always scribbled on small scraps of paper as they were jotted down by the telegrapher.

C. Rapids 30  Isaac Howe
Mr. Watkins is dead.  Will you break the news to his wife in your own way.
M.  Hughitt

John B. Watkins had replaced Ike as Supt. of the Iowa Div. several years before allowing Ike to work on other projects ostensibly "for his health". This horrific accident occurred when an eastbound passenger train, containing the C&NW Director's car and Pullman, became stalled and was hit by a following freight 3mi. west of Cedar Rapids. Marvin Hughitt, the president of the company, was on board and witnessed the crash; in fact nearly the entire management of the company was present on an inspection tour. Watkins was crushed between the Pullman and Director's car. He was a friend of Ike. The town of Watkins named for him is near where he died.

Northfield Cemetary Monument

As the new decade of 1870 began, Ike buried both his father and father-in-law. At some point he made the decision to create a Howe family monument for the cemetery. He designed it and had it cut. This monument stands adjacent to the tall spire for governor Paine and is a striking edifice in Northfield's Elmwood cemetery. The Gould plot is nearby looking stately and grand, and again nearby is the plot of Asa and Ann which are as plain and simple as Ike's is grand. Which seems to match the personality of that brother. At this point he was using the letterhead of the Iowa Midland Railway of which he was Supt. as well as Chief Engineer for the C&NW. After the death of Watkins he re-assumed that position as well.

Death of IB Howe; Danvers Mass.

As the year 1873 came to a close IB Howe had attempted starting a new bank that summer as the economy was collapsing and was heavily involved in the formation of a waterworks when Watkins was killed. Now, at a time when his health was least able to accommodate it he was suddenly not only the chief engineer for the railroad and superintendent of the Midland's 72 miles but once again back into his job as superintendent of the Iowa division.

Ike's medical condition has not been made clear in the letters. Only in one of his final letters does he mention his throat. We know he was a smoker of cigars and it has been widely considered in the family that he died of tobacco throat. If this was throat cancer, how did it go on for so long and why would Janesville or the Dakota territory give relief. His family only commented that his health was either better or not so it would seem his entire career in Iowa was plagued by health problems. He always kept a close relationship with doctors. By 1877 he had had enough. Three years before his death he finally asked to be relieved from the railroad; ”...as Supt. of Iowa Divisions”. Apparently after the tragic death of Watkins he was reinstated as Supt., probably in addition to all his other duties. The Road never seemed to shrink from piling on responsibilities for IB Howe. On April 8th, 1877 he wrote:

Geo.  L. Dunlap	Genl.  Supt.	C.&N.W.R'y
Dear Sir:		As it is evident that my health will not enable me to do justice to myself or the Railway Co., as Supt. of Iowa Divisions, I ask to be relieved, at your earliest convenience.
Respectfully yours,	I.B. Howe	Supt.