by George A. Root
August 1935 (Vol. 4, No. 3), pages
268 to 282
Transcribed by Gardner Smith; digitized with permission of the Kansas
State Historical Society.
NOTE: The numbers in brackets are links to footnotes for this
text.
The
Neosho was first known to the white man as Le Grande, this
name having been bestowed by the
French.[1]
The year it received this title is a matter of conjecture.
Pike, in the account of his journey to the Pawnee village in
1806, mentions the stream as a "grand fork of the White
river,"[2]
and so far as we have been able to discover, this is the
first mention of the name as applied to this stream. M.
Carey & Son, in their General Atlas, published
in 1817, call the stream the Grand. Stephen H. Long, in the
account of his expedition of 1819-1820, adds other names to
the list. He says: "A short ride brought us to the Neosho or
Grand river, better known to the hunters by the singular
designation of the Six Bulls"[3]
This is believed to be the first printed mention of the
stream as the "Neosho," while the name "Grand" river appears
in an atlas as late as 1840.[4]
South of the confluence of the Verdigris with the Neosho, to
where it joins the Arkansas, the name "Grand" attached for
nearly a quarter of a century later. Maps of 1825 and later
spell the name "Neozho." Joseph C. Brown's survey of the
Santa Fe trail, 1825-1827, gives the same spelling. That
Neosho is an Osage word various authorities agree, but there
appears to be some question as to the real meaning of the
word. One authority gives the meaning as "water that has
been made muddy."[5]
The late James R. Mead, of Wichita, who spent a number of
years on the border and trafficked with Osages and other
tribes along the southern border of Kansas, says that
"Neosho is an Osage word, meaning 'Ne,' water; 'osho,'
clear. Neosho -- clear water. In the Indian languages the
adjective comes after the noun."[6]
The
Neosho is the largest tributary of the Arkansas river on the
north, and under federal law is considered a navigable
stream.[7]
The
Neosho is famed for its beauty, running through some of the
choicest agricultural lands within the state, while its
banks are lined with a wealth of native timber. The stream
is formed by an east and west branch, the first named having
its source in the southwest corner of Wabaunsee county,
while the west branch starts at a point about fourteen or
fifteen miles west of Council Grove, in Morris county. These
two branches unite a little north-west of Council Grove, and
flow in a general southeast direction through the counties
of Morris, Lyon, Coffey, Woodson, Allen, Neosho, Labette and
Cherokee, entering Oklahoma at a point a little southwest of
the village of Mill Rose, Cherokee county, and emptying into
the Arkansas near Fort Gibson. The Neosho is 404 miles long,
of which about 300 miles are within
Kansas,[8]
and has a drainage area variously given as 5,090 and 5,106
square miles within the state. Before the settlement of the
state the river had a sufficient flow of water to warrant an
early-day assertion that the river was navigable to a point
above Parsons.[9]
However, the present-day status of the river precludes the
possibility of commercial traffic on the stream except in
times of high water or flood. The river drains the section
of the state between the Kaw and Marais des Cygnes on the
north and the Verdigris on the south.
Disastrous
floods have occurred in the stream, its tortuous channel
being responsible in a great measure for the destruction
that followed. The following years have been recorded as
flood years: 1844, 1885, 1896, 1898, 1899, 1900, 1902, 1903,
1904, 1905, 1907, 1908, 1909, 1911, and 1915, and, in
passing, it might be added that the year 1935 should be
added to the above list. Of those floods occurring before
1935, those for 1885 and 1904 were the most
disastrous.[10]
In order to obtain reliable data regarding the amount of
water carried by the river, a gauge station was established
at Iola in July, 1895, and, following the devastating flood
of 1904, stations were also established at Oswego, Labette
county; at Humboldt, Allen county; at Le Roy, Coffey county;
and at Neosho Rapids, Lyon county. From records obtained at
these stations some interesting facts regarding the river
were brought out. For instance, at Oswego, the Neosho at
average low water was found to be 220 feet wide. At
Humboldt, "the channel is permanent -- having a sandstone
bottom. The current is sluggish at low water and fairly
swift at high stages of flow. The gauge is at the highway
bridge about one-half mile west of Humboldt. A masonry dam
is about 100 yards below the bridge and is used to develop
power for a grist-mill nearby." This station was abandoned
in about a year. The highest water recorded there was on
July 10, 1904, when the river reached a stage of 30.50
feet.[11]
At Iola, at average low water, the river is 208 feet wide.
At this point flood waters once reached a height of 17.03
feet, date unknown, while the lowest stage recorded was 2.8
feet on October 19, 20, 1908, flood stage being at ten
feet.[12]
On May 26, 1902, at a height of twelve feet, the river
discharged 15,216 cubic feet of water a second. On August
25, same year, at a height of 16.50 feet, the flow was
25,246 cubic feet a second.[13]
At Le Roy the highest stage of water recorded was 28 feet,
on June 5, 1904; lowest stage 0.0 on various dates. Flood
stage occurred at 24 feet.[14]
At Neosho Rapids, 324 miles above the mouth, the width at
average low water is 142 feet. Drainage area above this
station is 2,511 square miles. The highest stage of water
recorded here was 29.5 feet; lowest 0.0 on November 7, 8,
1904, flood stage being at 22 feet.[15]
During August, 1934, the Neosho reached a new low level in
Labette county. Mr. T.A. Sprague, of Oswego, who has lived
in that vicinity for many years, said that the Neosho
stopped running at three points in that locality during the
month of August. Mr. Sprague has lived along the Neosho for
the past sixty-eight years, has kept a diary for many years,
and included in his notations are many facts about the
river.[16]
The
site of the first ferry north of the Oklahoma-Kansas
boundary has not been definitely located. Probably it was
somewhere to the southeast of Chetopa, and within Cherokee
county. In the Chetopa Advance, January 20, 1869,
appeared the following advertisement:
A
week later, the Advance of January 27, printed the
following item:
No
further mention of the Rogers ferry has been located.
By
early 1871 W.H. Barker and F.C. Lowrey applied to the county
board for a license to run a ferry on the Neosho near the
city of Chetopa, at the crossing of the Baxter Springs and
Chetopa road. Their application was granted upon their
filing a satisfactory bond and payment of a $10 fee into the
county treasury. The board fixed their ferriage rates the
same as those allowed other ferries within the
county.[17]
No further mention of this enterprise has been
located.
Chetopa
was the next ferry location upstream. On September 14, 1868,
Messrs. C.W. Isbell and J.H. Frey petitioned the county
commissioners for a license to operate a ferry at Chetopa,
and the board, believing that such a ferry was much needed
and would be of great utility to the traveling public,
granted their petition. The county clerk was instructed to
issue them a license upon payment of $20 into the county
treasury of Labette county, and otherwise complying with the
law. The board also fixed the following rates of ferriage.
For one 4-horse, mule or ox team, 75 cents; one 2-horse,
mule or ox team, 50 cents; one 2-horse buggy, 50 cents; one
single horse and buggy, 40 cents; cattle, per head, 10
cents; mules, horses and asses, 10 cents each; hogs and
sheep, 5 cents each; man on horse-back, 25 cents; footmen,
10 cents each. This license was for the duration of one year
from the date of issue.[18]
At a meeting of the board of county commissioners on
November 26, following, the $20 license fee charged this
ferry was reduced to $10. Mr. Frank Frey, of Parsons, is a
brother of the J.H. Frey who was connected with this ferry,
and worked for his brother during his spare
time.[19]
No further record of this ferry has been found.
In
the spring of 1870 F.W. Maxon appeared to be in charge of
the ferry at Chetopa, located at the foot of Maple street.
He probably took charge sometime during 1869, for on April
6, the following year, he made a request to the county board
through the county clerk for a renewal of his license to
operate at that point. The clerk was ordered to renew his
license for one year upon the filing of a proper bond and
the payment of $20 to the county
treasurer.[20]
Following
high water in the year 1878, when bridges were put out of
commission, a ferry was constructed the latter part of May,
by J.M. Bauman, under contract with the city of Chetopa, and
operated during the flood period.[21]
Chetopa
was an important trading point during the late 1860s, and
for a time during the period of the Texas cattle trade was a
shipping point for the "long horns" to northern markets.
Thousands of head of Texas cattle were daily being driven
through the south-east corner of the state, headed for the
packing houses east of the Mississippi river. After the
building of the railroads there was occasional trouble over
the accidental killing of livestock by the railroad. William
Higgins, an early-day politician, editor and later secretary
of state, was appointed claim agent for the Missouri, Kansas
and Texas Railroad, and the greater part of his duty was
adjusting claims of farmers and cattlemen for loss of
livestock killed by his road. This job earned for Mr.
Higgins the honorary sobriquet of "Bull
Coroner."[22]
In
1866 the legislature established a road from Humboldt to
Chetopa, George Lisle, Henry Jackson, and William Simmons
being appointed commissioners to lay it out. This road
followed a trail already in use, which followed up the west
side of the Neosho to Oswego and farther
north.[23]
In 1869 another road was established by the legislature,
running from Baxter Springs to Chetopa, along the south line
of the Cherokee neutral lands. J.W. Miller was the surveyor
in charge of running this road, and his plat and notes are
on file in the archives division of the Kansas State
Historical Society.[24]
Agitation
for bridges within the county began early in the 1870s, but
the sparsely settled condition of the country found the
settlers rather loath to incur the necessary expense in the
way of taxes for these much-needed improvements. During the
early summer of 1871 another move for bridges was started,
and on August 21 a special election on the proposition of
voting Neosho river bridge bonds to the amount of $105,000
was held. The settlers evidently had not changed their
minds, for the vote stood, for bonds, 165; against the
bonds, 1,295. However, a later effort was more successful,
and a bridge was built at Chetopa in 1872. This was a wooden
structure and cost the city $10,000 in bonds. It served the
community for several years, but during high water in the
river on May 21, 1878, the abutment on the east bank gave
way and the eastern span went down "with all on board," the
crew consisting of Messrs. L.M. Bedell, O.A. Sarber, J.
Ritter and a Mr. Day. The latter two were somewhat injured
by the fall of the bridge, but Mr. Bedell, so the
Advance stated at the time, "did not even get his
pants wet." Following this catastrophe, a ferry boat was put
into operation, and until the bridge was repaired was the
only means of crossing.
The
next structure built was truly a "bridge of sighs," and was
constructed under great difficulties and with many
discouragements. It was begun in the spring of 1879, and was
a combination bridge, erected by the same company that built
a later one. On July 23, when nearly completed, the props
having been taken out for fear of high water, a wind storm
swept up the river, tearing down the east span and breaking
up the frame work and twisting the iron rods so badly that
it required several weeks of labor to remedy the damage. The
storm that caused all this trouble was not felt anywhere
else in the vicinity. By the middle of August the bridge was
again upon the trestle work and ready to be braced together,
when high waters swept the bridge and trestle work down the
river, leaving not a stick of timber behind. It was carried
from twelve to fifteen miles downstream and had to be hauled
back by team. This required much time and it was not until
November following that it was ready for use. The third
bridge -- an iron one -- was built during 1888 and completed
early in December.[25]
Labette
creek is the principal tributary of the Neosho in Labette
county, and consequently second in importance. The stream is
close to fifty miles in length, has its source in the
southwestern part of Neosho county, slightly south of the
town of Thayer, and joins the Neosho at a point a mile or so
north and east of Chetopa. This stream was named for Pierre
Labette, an early-day Frenchman who lived on the creek a
little southwest of where Oswego was built later. He is said
to have once lived opposite the mouth of the
creek.[26]
There is good water power on this stream, and close to its
mouth was located an ancient Indian village site. As Labette
creek joins the Neosho in the immediate vicinity of Chetopa,
the history of its ferry is given
herewith.[27]
On
September 14, 1868, Hugh Moore, by his agent J.D. McCue,
presented a petition to the county board for a license to
keep a ferry on the Labette "river" at or near the Rocky
Ford. His petition was granted and the following rates of
ferriage were established: For one 4-horse, mule or ox team,
75 cents; one 2-horse, mule or ox team, 50 cents; one
2-horse buggy, 50 cents; one-horse buggy, 40 cents; man and
horse, 25 cents; cattle, per head, 10 cents; hogs and sheep,
per head, 5 cents; footmen, 10 cents. He was required to
file a good and sufficient bond, whereupon the county clerk
issued him a license good for one year from the date of
issue.[28]
Mr.
J.O. Wiley, of Bartlett, Labette county, says the "Rocky
Ford" on Labette creek was just a mile west and one half a
mile north of where the main highway from Chetopa to Oswego
crosses Labette creek. It was his recollection that there
was a ferry which operated across the creek where the
highway is now located. He was but a small boy at the time
and cannot remember who operated it. He also recalls a ferry
across the Neosho right at the line between Kansas and the
Cherokee territory, but does not remember who ran
it.[29]
Apparently
a ferry was contemplated for Hackberry creek, a tributary of
Labette creek, for on July 2, 1867, the following item is
recorded in the "Commissioners' Journal" of that date, but
through some neglect or other cause, the name of the party
applying for the license does not appear:
Hackberry
creek flows into Labette creek in Richland township, S. 7,
T. 34, R. 21E.
Oswego
was the next ferry location upstream on the Neosho, and this
early-day crossing was located at or near the residence of
D.M. Clover. On July 1, 1867, Thomas Richard was granted
ferry privileges at this place, paying $10 for the privilege
for the period of one year, and being required to file a
bond of $500 with the county to keep up the ferry as
required by law. Ferriage rates were established as follows:
For wagon and 2 horses, 50 cents; wagon and 4 horses, 75
cents; buggy and 2 horses, 50 cents; buggy and 1 horse, 45
cents; man and single horse, 25 cents; every additional
horse 10 cents; loose cattle, 8 cents per head to the amount
of 100; over 100 5 cents each; footmen crossing not
connected with wagon, 10 cents; sheep and hogs, 4 cents per
head.[30]
Richards apparently retired from the business within a year,
for the following year contains no mention of his having
applied for a renewal of his license.
In
January, 1868, Messrs. Barner & Clover petitioned the
board of county commissioners as follows:
Now
comes Barner & Clover with petition asking the board
to grant to the said Barner & Clover the right to
build & maintain a ferry across the Neosho river in
or near the North line of Sec. 16 Town. 33S Range 21 East
of the 6th principal Meridian And the Board having been
fully advised in the premises and believing that such
ferry is necessary for the accommodation of the public
& that the petitioners are suitable persons to keep
the same do & it is hereby ordered that the Clerk
upon the production of a receipt from the county showing
that the said Barner & Clover have paid into the co.
Treasury the sum of Twenty five Dollars as tax for said
ferry issue to License to said Barner & Clover
granting them the right to build & maintain a ferry
as above described.
And it is
further ordered that the rates of ferriage shall be as
follows for wagon and two horses (40) forty cents; for
wagon & 4 horses sixty-five cents; buggy & 2
horses 40 cents; Buggy & one horse 35 cents; one man
& horse 20 cts. & for each additional footman 10
cts. Loose cattle per head 8 cts; hogs & sheep 5 cts
per head and the same rates are allowed for oxen as for
horse teams."[31] Mr.
Barner apparently retired from the ferry by early fall, for
a little over eight months later, on September 15, 1868,
D.M. Clover, by his attorney N.L. Hibbard, presented a
petition to the county board asking permission to start a
ferry on the Neosho at a point one half mile from his
residence. This license was granted and the following rates
of ferriage prescribed: Four-horse, mule or ox team and
wagon, 75 cents. Two-horse, mule or ox team, 50 cents.
Two-horse, buggy or carriage, 50 cents. One horse and buggy,
40 cents. Man on horseback, 25 cents. Loose cattle, mules,
horses and asses, 10 cents per head. Hogs and sheep, 5 cents
each. Footmen, 10 cents. Mr. Clover was required to pay $20
for his ferry license.[32]
From
old files of the Oswego Independent it is learned
that that city secured a ferry when an Oswego merchant, R.W.
Wright, purchased for $300 a boat loaded with potatoes,
oats, etc., which came down the river from Erie, during the
drought of 1869. The boat became stranded because of low
water. The potatoes, etc., were sold and the boat pressed
into service as a ferry at the crossing east of
Oswego.
During
the summer of 1868 the streets of Oswego were congested with
homeseekers looking for claims in the Neosho valley. In
Columbus, a few miles to the east, a similar condition
prevailed the following year. The Workingman's
Journal, of that place, in issue of November 12, 1869,
said: "Our town presented a lively appearance during the
past week. The hotels are crowded with persons who are
looking at our beautiful country, many of whom are settling
here, and going into business."
Reeves'
ford on the Neosho was the location of another ferry. Under
date of July 11, 1867, the "Commissioners' Journal," Labette
county, recites that it was ordered that G.P. Reeves be
granted a license for a ferry at what was called Reeves'
ford on the Neosho river, to take effect upon his paying a
$10 license fee to the county treasurer. This ferry probably
functioned during the ferrying season of 1868. On January 4,
1869, the county board was petitioned by R.W. Bagby to grant
Simon Holbrook and R.W. Bagby a license to keep a ferry on
the Neosho at a point where the Reeves ferry and west line
county road crossed the river. Their petition was granted
upon their paying into the county treasury the sum of $10 as
tax, the board also ordering that the rates of ferriage be
the same as those established for the Chetopa
ferry.[33]
This ferry probably lasted until a bridge spanned the
river.
Another
ferry in this vicinity was that of S.M. Sovereen. We haven't
discovered the exact location of this crossing; however, it
was the starting point of a road which ran to Columbus and
on to Broylis' ferry on Spring river.[34]
Aside from the following item headed "A Villainous Act," we
have discovered no further mention of this ferry:
The
next ferry location was between Oswego and Montana, about
four miles north of Oswego. This ferry was started by Abner
Ferguson. In a letter to the author, Mr. T.A. Sprague, of
Route 1, Oswego, states: "The first boat on the river here
was owned by Abner Ferguson. It was made by Andy Boyd and
ironed by Jim Lindsay, a blacksmith who came to this country
in the fall of 1866. The ferry was put in operation in the
summer of 1867. In the absence of the father, it was run by
the son, T.B. Ferguson, later governor of Oklahoma. The
elder Ferguson sold out here in 1870 and went to Chautauqua
county." The ferry was owned and operated by different
parties until a bridge was built across the river. The last
boat at this location -- about four miles up the river from
Oswego -- upset while crossing a party, and four people were
drowned. That ended the ferry business in this part of the
county, according to Mr. Sprague. This ferry was granted a
license without cost, on July 11, 1867, and was the first
ferry operated within the county. The following rates of
ferriage were prescribed:
The
location given for the ferry was rather indefinite; it was
described as being on the Neosho river in Labette county, on
or near the section line in Township 32. This would be
between Oswego and Montana.[35]
Case's History of Labette County, p. 125, states
that Mr. Ferguson, in connection with Jonah Wilcox,
commenced operation of the ferry near where the river is
spanned by the iron bridge.[36]
Sometime
during 1868, Mr. Ferguson acquired a partner in the ferry,
the "Commissioners' Journal" that year containing the
following entry:
County
Commissioners met pursuant to law. Present Wm Logan
Chairman, J.F. Molesworth & Isaac Butterworth
Commiss. Chas Boggs Deputy Co Clerk.
And
now comes Dempsey Elliott and presents the petition of
Elliott and Ferguson for a license to keep a Ferry on the
Neosho river at or near Montana and the board having
considered the petition do grant said license and
establish the following rates of Ferriage to-wit for one
Four horse Mule or ox team 75 cents for one two horse
mule or ox team 50 cents. Two horse buggy or carriage 50
cents one horse buggy 40 cents. Man on horseback 25 cents
loose horses mules asses or cattle 10 cents per head Hogs
& Sheep 5 cents per head. And when the said Elliott
& Ferguson shall have paid into the treasury of the
County the sum of 10 dollars as tax for keeping such
ferry he shall be entitled to receive a license for the
same under the seal of the county. On
November 26, 1868, the "Commissioners' Journal" records an
entry to the effect that "the ferry license heretofore
issued to Isabelle and Fry and Dempsey Elliott at $20 each
be and the same is hereby reduced to $10 each." This entry
is a bit puzzling inasmuch as the board had already granted
to these same ferry operators licenses at a cost of $10 for
a year.
February
12, 1869, Elliott and Ferguson were granted a renewal of
their ferry license, presenting a bond to the commissioners
with A.C. Bexon and Samuel Wilson as
securities.[37]
This apparently ended Abner Ferguson's connection with the
ferry business in Labette county.
By
1870 the ferry business on this section of the river
appeared to be in the hands of Jonathan Wilcox and John
Disner, who on January 8 petitioned the county commissioners
for a license to run a ferry at Montana. This Wilcox may
have been the same individual who was engaged in the ferry
business three years earlier. They filed an approved bond
and were granted the necessary license.[38]
Mrs.
Sallie Shaffer of Parsons, who has done much historical
research in Labette and adjoining counties, has rendered
invaluable assistance to the writer in examining and copying
old records of county commissioners, interviewing
old-timers, etc. Mrs. Shaffer states that there was a ferry
on the Neosho about eight miles east of Parsons and south of
the Frisco tracks. This ferry accommodated a summer resort
of some importance at this location, known as "Neosho
Park."
The
following record is something of a puzzle as to the location
described. Under date of September 5, 1871, the county clerk
presented the --
No
further mention of this ferry has been located.
The
most northern ferry within Labette county was located at a
point where the south line of S. 22, T. 31, in Neosho
township crossed the river. On March 3, 1871, Edward Spicer
and other parties petitioned the county board for a license
for Edward Spicer and Isaac A. Jones for a ferry at this
point. Their petition was granted, the county board
directing the applicants to pay into the county treasury the
sum of $10, and also furnish a good and sufficient bond as
required by law. Rates of ferriage were to be the same as
charged at other ferries on the river within the
county.[40]
In
April, 1870, county commissioners of Neosho county (?)
granted a license to William Milton to run a ferry on the
Neosho river at Vegetarian ford, in Neosho township, license
fee being fixed at $12.50.[41]
We have not yet located this ford. Neosho county has no
Neosho township and Labette county has, but since Labette
county had reduced ferry licenses to $10 a year, we are
inclined to think this ferry applies to Neosho
county.
The
earliest ferrying in Neosho county no doubt was in the
immediate vicinity of old Osage Mission -- now called St.
Paul, after the noted Catholic missionary Father Paul
Ponziglione, who spent the greater part of his life at this
post. After the organization of the county the first ferry
license was issued to J.P. Williams on April 2,
1867.[42]
As no further mention of this ferry has been found and a new
man appeared to be in charge the next year, it is likely Mr.
Williams did not operate his ferry over a year. A man named
Morgan was in charge of the boat on September 3, 1868, the
Journal mentioning that his boat was in good
running order, and also that the Neosho was "on a
rampage"
"Capt."
S.J. Gilmore was another ferry operator in the vicinity of
the mission. The Journal of November 26, 1868,
recites that he had "purchased Mr. Ashworth's interest in
the mission ferry boat." This apparently was what was known
as the "lower ferry." The captain operated another crossing
known as the "middle ferry," also in the immediate vicinity
of the mission. One of the ferryboats owned by Mr. Gilmore
was known as the Legal Tender. On the night of June
8, 1869, a great rainstorm visited the locality of the Osage
Mission, and as a result the water in the Neosho rose twenty
feet in nine hours. Captain Gilmore's new ferry which had
just been put in operation a short distance below the Buck
& Hutchings mill, was torn loose and swept down stream.
The boat was recovered the following week a little north of
Montana, Labette county. The Neosho below St. Paul winds
back and forth from east to west for a number of miles
without getting many miles to the south, and the
Journal, in mentioning the recovery of the boat,
remarked: "Although it was but nineteen miles by land to the
point where the boat stopped, it is fully fifty-seven miles
by the channel of the Neosho, which is as crooked as the
path of a politician." D.K. Wilson was mentioned as chief
engineer and pilot of Capt. Gilmore's ferry.
Neighbors
and Johnson operated what was known as the "upper ferry"
near St. Paul. The boat used at this point was also swept
away during the freshet of June 8, 9,
1869.[43]
About
the middle of August, 1869, A.J. Saunders purchased the
"middle ferry" from Captain Gilmore. In November, following,
Mr. Gilmore entered into some business arrangement with the
authorities of the town to keep in repair and run what was
known as the old "Gilmore ferry" for the ensuing year, free
to everybody.[44]
Another
ferry in the vicinity of St. Paul was operated during the
early sixties. F.M. Dinsmore, in a paper read before the
Neosho County Historical Society, said that when he arrived
in St. Paul in 1865, there were but two houses between the
Mission and Baxter Springs, and that one of these was at
Trotter's ford on the Neosho, where a half-breed had a
ferry. Mr. Dinsmore has passed away since the reading of his
paper. He gave no names of anyone connected with the
ferry.[45]
Not
having opportunity to consult commissioners' records of
Neosho county, no doubt considerable data regarding ferry
matters for St. Paul will be found lacking in this paper.
For what information we have our thanks are extended to W.W.
Graves, editor and publisher of the St. Paul
Journal.
With
the building of bridges in the county, ferrying practically
ended except for a temporary ferry south of Erie, which was
operated until a new bridge was built to replace the one
washed out by ice during the early 1880s.
On
May 16, 1871, the West Mission Bridge Co. was organized for
the purpose of building a bridge across the Neosho on a line
between Sections 15, 22, and 16 and 21, T. 29, R. 20. Jas.
M. Roycroft, Reuben Lake, Stephen Carr, John Moffett and
M.J. Cavanaugh were the incorporators. This company was
chartered for fifty years, their charter being filed with
the secretary of state May 18, 1871.[46]
This bridge, located about two miles west of the town of St.
Paul, was the first built in this part of the county, and
was a much-traveled structure. Late in May, 1873, the Neosho
rose to a higher point than it had reached in several years.
A large amount of property along its course was destroyed.
The fair grounds were partly inundated, including a portion
of the race track, while bottom lands were completely
overflowed. In the year 1869 the waters were some two feet
higher than at the time of the 1873 freshet, but less
property was destroyed owing to the fact that the country
was then sparsely settled. The waters, however, rapidly
subsided, but the west abutment of the bridge was washed out
and that end of the bridge dropped down. This mishap was
most inconvenient to the whole community as the nearest
bridge across the river was at Parsons, in the county to the
south. The factor of expense was another handicap in making
necessary repairs, as the county could spend only $200,
while the estimated expense in reconditioning the bridge was
$2,500. The Journal was up in arms over the
situation, and inquired "Are we going to sit still and allow
$20,000 worth of township property go to ruin simply because
the law does not particularly authorize the
trustees to use a sufficient amount of township funds to
repair the damage done? The farmers on the west side of the
river are now compelled to go to Parsons to do their
trading. . ." This evidently aroused the community, for
during the latter part of June the town trustees advertised
for sealed proposals for raising the end of the bridge,
building a "trunk" and doing the work in a satisfactory
manner. Seahner & Chesterfield took the contract, and by
the end of July had a large force at work on the bridge,
which was then almost completed.[47]
By
1884 a new bridge was in course of construction at Osage
Mission. The contractors doing the work were a bit worried
about their money, refusing to accept bonds issued by the
township in payment, claiming that they were illegal on
account of the township voting an excess over the amount
authorized by law. The contractors apparently had other
troubles, for a local paper at the neighboring town of Erie,
the following year records: "The new bridge in process of
construction at Osage Mission was swept away by the flood
Monday, and as it had not yet been accepted by the
commissioners, we suppose the loss will fall upon the bridge
company."[48] 1. Kansas
Historical Collections, v. 17, p. 708.
2. Pike's
Expeditions, p. 135.
3. Long's
Expedition, v. 2, p. 253.
4. Jeremiah
Greenleaf, A New Universal Atlas, p.
47.
5. Andreas,
History of Kansas, p. 826.
6. Kansas
Academy of Science, Transactions, v. 18, p.
216.
7. 65th
congress, 1st session, House Document, No. 321, pp.
22, 30.
8. U.S.
Weather Bureau, Daily River Stages, Part XI, p.
111; Blackmar, History of Kansas, v. 2, p.
352.
9. 65th
congress, 1st session, House Document No. 321, pp. 22,
30.
11. Water
Supply and Irrigation Paper No. 131, pp. 157,
158.
12.
Ibid., No. 37, p. 267; Daily River Stages,
Part IX, p. 68.
13. Water
Supply and Irrigation Papers, No. 84, p.
115.
14. Daily
River Stages, Part IX, p. 76.
16. St. Paul
Journal, August 16, 1934.
17.
"Commissioners' Journal," Labette county,
1871.
19. Statement
of Mrs. Sallie Shaffer, Parsons, after interview with Mr.
Frey.
20.
"Commissioners' Journal," Labette county,
1870.
21. Chetopa
Advance, December 5, 1888.
22. Parsons
Sun, June 1, 1878.
23. Plats of
land surveys in office of state auditor, Topeka;
Laws, Kansas, 1868, pp. 226, 227.
25. Chetopa
Advance, December 6, 1888; Oswego
Independent, December 14, 1888.
26. Statement
of Larkin McGhee, in Case's History of Labette
County, p. 24.
27.
Mills' Weekly World, Altamont, December 30, 1890;
Kansas City (Mo.) Times, February 25,
1879.
28.
"Commissioners' Journal," Labette county,
1868.
29. From
letter of J.O. Wiley, July 3, 1935, to
author.
30.
"Commissioners' Journal," Labette county,
1867.
35.
"Commissioners' Journal," Labette county,
1867.
36. Abner
Ferguson died at his home near Emporia, where he had lived
for many years, on August 22, 1900. The author is indebted
to Mrs. Ruth Childres, daughter of Abner Ferguson, Mr. T.B.
Ferguson and T.A. Sprague for data of the Fergusson
ferry.
37.
"Commissioners' Journal," Labette county,
1869.
41. St. Paul
Journal, May 24, 1934, "Annals of Osage
Mission."
42. St. Paul
Journal, March 22, 1934.
44.
Ibid., August 9, 1869, May 17,
1934.
45. Letter of
W.W. Graves to author.
46.
Corporations, v. 3, pp. 309, 310.
47. Osage
Mission Journal, June 4, 11, 18, July 30,
1873.
48.
Neosho County Republican, Erie, April 10, July 24,
1884; May 21, 1885.
ROGERS
NEW FERRY NEAR THE KANSAS AND CHEROKEE LINE AT THE OLD
CROSSING. The proprietor has located and put in a ferry
and a number one boat for the accommodation of the
traveling public. It is in thorough repair and the public
will find it to their advantage to cross at this point.
The roads leading to it and from it are in fine condition
and persons approaching Baxter from the west will find it
a saving in distance to cross at this ferry. Also, the
best way from the east to Chetopa.
NEW
FERRY. Arrangements have been made to put in a new ferry
across the Neosho, just this side of the residence of Mr.
Hard. Unless the proprietors of the old ferry put their
boat and the approaches to the ferry in better condition,
they must expect to lose all their custom. When not
crossing teams, the hands ought to be kept busy with the
shovel.
Ordered
that ferry License be granted to ......... at the mouth
Hackberry creek in Labette county, Kansas, from the date
of issuing said license by the county clerk the rate of
ferriage as follows for wagon & two Horses 50 cents
and wagon and 4 horses 75 cents. Buggy and two horses 50
cents. Buggy and 1 horse 40 cents. For man and single
horse 25 cents. Every additional horse 10 cents. Loose
stock cattle 8 cents per head to am't of 100 head; over
100 head 5 cents. Footmen crossing 10 cents not connected
with wagon & team. For sheep and hog 4 cents.
OSWEGO, KANSAS, Jan.
11, 1868.
We
are informed by S. M. Sovereen, Esq., that on last Sunday
night some rascal went to his ferry on the Neosho river
and cut the large rope that spans the river, almost in
two. The cut was near the center and was not observed by
Mr. Patoush, who runs the ferry, until the boat was being
crossed on Monday morning when it gave way. The boat was
heavily loaded at the time and the river up, and only by
merest chance was it saved from going down stream and
perhaps doing great damage. Mr. Sovereen feels confident
he knows the perpetrator, but has no evidence sufficient
to convict him. He and Mr. Patoush offer a reward of $100
for arrest and conviction of the scoundrel. The boat will
not run again until they can send East and procure a wire
cable. -- Oswego Independent, July 8,
1872.
For
wagon and 2 horses, 50 cents; buggy and 2 horses, 50
cents; wagon and 4 horses, 75 cents; one horse buggy, 40
cents; horse and rider, 25 cents; every additional horse
10 cents; loose cattle, 8 cents per head to amount of 100
head; 5 cents per head for all over that amount; footmen,
10 cents each not connected with wagon and team; sheep
and hogs, 4 cents each.
Clerks office, Oswego,
Labette County Kansas, Oct. 5th, 1868.
Petition
of J.S. Cooper and others praying the board to grant a
license to B. McMillen to keep and run a ferry across the
Neosho river at or near the mouth of Bachelder creek in
Neosho township of _____ county. Whereupon the board
grant said petition. Order that a license issue to said
B. McMillen to keep and run a ferry at the point
designated and at such a time as he shall file a good and
sufficient bond as required by law and pay to the county
treasurer the sum of ten dollars. Rates of toll to be the
same as for other ferries across the
river.[39]
[Bachellor creek flows into Labette creek southwest
of Parsons instead of the Neosho river.]