Historical encyclopedia of Illinois, Volume II, part 1, Part 52

Author: Bateman, Newton, 1822-1897; Selby, Paul, 1825-1913
Publication date: 1912
Publisher: Chicago, Munsell Pub. Co.
Number of Pages: 864

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of the State of Iliinols and Sangamon County, could oniy see a network of canals, connecting onr varions navigable streams, which in his opinlon would be fully' capable of taking care of the question of transportation for future centurles. This oid gentleman will now admit, with a complacent smile, the futility of hls pro- phetie vision,

For more than half a century the history of our railroads and transportation lines has been one thrilling story of achlevement. Discoveries and inveutions of modern methods of transpor- tatlon have reached such a marvelous point that any story, however astonishing or sensationai, will be accepted by the reading public as a mat- ter of fact, as past events in comparison with those of recent date, have demonstrated beyond doubt that man's possibilities are unlimited, and whenever an Inventor or discoverer, such as Thomas A. Edison, comes forward with a state- ment that he has succeeded in discovering the necessary elements and true essentiais for a storage battery that will revolutionize the civ- ilized worid from a transportation standpoint, his words are accepted, and Instead of a great storm of criticism, donbts and fears, which were formerly thrown at the heads of our great in- ventors, we hear a wise and sympathetic public heraiding throughout the land, compiiments and praises for the great inventor whose achieve- ments have added so many great iabor-saving devices and inventions to a struggiing world.

In order to give our readers a comprehensive view of the magnitude and great importance of our railroads and transportation lines, it will be uecessary to go back to the time when man first discovered that it was possible for hlm to transfer his burdens to some other creature whose power of endurance was greater than his own. It seems to be a remarkable fact that, for centuries, no progress was made and uothing achleved in the way of new methods of trans- portation.

Prior to onr own era man had a very smaii knowledge of commerce; a few favored nations carried on a predatory commeree, but it was beset with great danger, and their efforts were greatiy restricted. The world was peopled with savages - who never ventured away from their own confines, except In organized bands for the purpose of theft and murder. But the princi- pies of transportation, including its fundamental methods, have been evolved, and man has used

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HISTORY OF SANGAMON COUNTY

his time and energy iu perfectiug it. The intro- duction of railroads, steamboats and telegraph lines changed our methods in many particulars. And right here, let me add, that civilization owes a great deht of gratitude to our transportation Ilnes. Just as soon as man was able to transfer hls burdens to our rallroads and tranportation lines, our inteliect began to broaden and new hopes took root in the minds of the people who were living in the bondage of drudgery. New forces were called Into being and the human family experienced a great change, and we of the present generatlon are now enjoying the blessings given to us through man's discovery of the modern methods of transportation. The bullding of American railways was begun in 1831; but it was soon discovered that the bulid- ing of straight lines between distant points would require such an enormous expenditure of capital, that some other pian must be adopted, If the system was to he extended and developed. At about this time John B. Jarvis invented the swivelling truck, which placed under the front part of an engine enabled It to run around sharp curves. This made it possible for our railroad builders to go around hills and other obstacies or reach points not on a direct line, and from that time our railroad promoters and bullders were able to make rapld progress in the con- structlon of railroads reaching many different . and important polnts.

The growth and development of the American railroad system has been phenomenal; it has been achleved in the face of almost insurmount- able obstacles. The early settlers of Sanga- mon County were compelled to use oxen and crude wagons for their transportation. No State in the Unlon stood more In need of railroads than Illinois. The great fertility of the soil emphasized this fact beyond ali doubt, and gave the early settlers unbounded faith in the rapid growth and development of the country In the future. History has aiways demonstrated that the first settlers of a new country, as a rule, are not the class who develop the country and establish permanent homes, But the record of the first settiers of Sangamon County shows very plainly that there is always an exception to every rule. By consulting the county records we find that a very large percentage of the first settlers of the county were homeseekers, and finding just what they were looking for, they estabilshed permanent homes and devoted their

time and energy to the upbuilding and develop- ment of the country. Many of the prourinent homes in Sangamon County today were founded by the first settlers of the county, and have been continuously maintained by an unbroken chain of famlly descendants,

These sturdy settlers and tillers of the soil stood with open arms ready to receive the rall- roads, and few, indeed, were the obstacles placed in the way of the first promoters and builders of our railroads. What a contrast, however, was presented by that period compared with the con- ditions of today. The question of securing the necessary right-of-way for the construction of a railroad today is beset with complications of every character ; besides, it requires an enormous amount of money to purchase the land upon which to construct a railroad, and terminal facilities sufficient to handle the greatly increas- ing traffic of our commercial centers cost fabu- ious sums, In many instances running into mli- iions of dollars.

Very few of the present generation fully ap- preciate the hardships endured by the early settlers of Illinois and Sangamon County, on account of lack of railroads and transportation facilities. Imagine, for a moment, seelug tlie farmers of to-day driving their stock on foot to Chicago or St. Louis In order to find a market. Think of hauling your graln by wagon to Beards- town or Meredosla. These were the problems en- countered by the men who first settled in Sanga- mon County and, by the aid of a yoke of oxen, waded into the tall prairie grass, and began breaking the sod and turning over the virgin soil of what the future would proclaim to he the greatest agricultural region of the civilized world. But, my dear readers, had It not heen for the railroads and transportation lines, these great rolling prairies of Illinois would not today be the great moving panorama of commerclai enter- prise, dotted here and there with thriving citles and towns, bedecked on all sides with beautiful farm homes, showing one grand landscape of prosperity and happiness, Let us he generous in the bestowing of our praise and recognition to the men who left their Eastern homes, and wended their ways over a long and tedlous jonr- ney until they reached Illinois, where they were not iong in discovering the fact that, If railroads were constructed, the future would smlle upon one of the greatest agricultural States of our Unlon.

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HISTORY OF SANGAMON COUNTY

In placing laurels upon the brows of the heroes of our country, we should not forget the men who had the nerve and courage to iuvest their capital in the coustruction of our rail- roads, aud also the men from the Emerald Isle, whose chattering wit, intermingled with the use of the short-stem clay-pipe, made it possible for our money heroes to achieve their desired resuits.

Let ns turn our minds back to the great ex- citement caused by the finding of gold in Call- fornla, and draw an imaginary picture of the long wagon trains seen crossing the plains on their wearisome jouruey to the promised land of gold. Many of these weary traveiiers had left the fertile prairies of Illinois and Sangamon County to seek their fortunes in the hills and mountains of California, where they expected to receive a greater and quicker renumeration for their iabors. Many of the early settiers of Sangamon Connty who were attacked hy the gold fever, exhibited great wisdom in leaving their families on their Illinois homesteads, hoidlng down as it were a greater and richer claim than our gold-hunters were able to find in the moun- tains of California. Many who are living to- day will verify the fact that, even in those eariy days, we had prophets who would try, withi thelr prophetic vision, to persnade their friends and nelghbors to stay npon their Illinols farms, assuring them that they would find richer and better diggIngs here than in the gold fields of the Pacific Coast. These prophecies were hased up- on the prospects of the coming of onr railroads and transportation lines.

Why did not the farmers of Sangamon County and Iilinois leave their farms and homesteads and rush to the goid fields of Alaska, as they dld to the gold fields of California? I will snb- mit the question to any child of elght or ten years of age who is attending onr public schools, and this will be the reply: When goid was discovered in California, the farmers of Illinois did not have the advantage of railroads, and there were no markets for their products; and consequentiy their farms had no value heyond what their families would need for their actuai existence. When goid was discovered in Alaska, the Iliinois and Sangamon County farmer found himself in the midst of a network of rallroads and transportation lines with a good market and high prices for his products in auy direction he might choose to look, and instead of his iand being worth from oue doliar and a quarter an

acre to five dollars per acre, he finds a strong market at from $100 to $300 per acre, aud he comes forward with the statement, that the prairie farms of Illinois are greater gold fields than all the monntalns of either Californla or Alaska-made so hy the rallroads and trans- portation iiues.

Another fact which reflects credit on the rail- roads and transportation lines of Illinois and Sangamon County, is thie very favorable sanitary conditions which exist today. Had it not been for the coming of the railroads opening np great markets and greatly enhancing the vaine of farming iands, very little, if any, of the low swamp iands would today be under cultivation. The hullding of rallroads and settling of the country has developed a great drainage system for all of the iow swamp lauds in Sangamon County, and the green coated stagnant ponds that stood from year to year, filling the atmosphere with so much malarla that almost every man, woman and child in the county were more or less afflicted with chilis and fever, have now given way to fertile fields of growing crops and pros- perons and happy homes.

PRESENT RAILROADS .- Let us now take an In- ventory and see what Sangamon Connty posses- ses in the way of railroads and transportation facilities.

The Wabash, being the pioneer rallroad of Sangamon County, it is proper that it should be placed at the head of the list.

In 1837 the Illinois State Legislature passed the internal improvement act appropriating over $10,000,000 for various internal Improvements, which was the first great step taken towards the construction of raliroads in this State. It seems that, under the provisions of this iaw, the Northern Cross Railroad, which, today, is a part of the Wabash System, was given the pref- erence, the road carrying $1,800,000 of the ap- propriation. This iaw provided for a Board of Commissioners to have charge and control of all public improvements contemplated. Murray McConnel, of Jacksonville, was Commissioner of the first Judlciai District, and had immedlate charge of the Northern Cross Railroad. J. M. BucklIn was made principal engineer, and MI. A. Chinn principai assistant engineer. Mr. Chin commenced the survey of the road at Meredosia May 11, 1837, aud ran hls Ilne and drove hls stakes for a railroad between that point and Jacksonville, a distance of 24 miles. At the

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HISTORY OF SANGAMON COUNTY

same time a Mr. F. Hawn, another assistant engincer, brought forward the line on the sec- ond division between Jacksonville and Spring- field, and it was through his efforts that the early settlers of Saugamnou County got their first glimpse of a railroad.

Picture in your minds the feeling of exulta- tion these struggling settlers innst have exper- ienced, when they gathered to watch the manenvers of these engineers, as they were in reality stretching their lives and driving the stakes for the actual building of the first rail- road in Sangamon County, as well as the first railroad in the great State of Illinois. The old settlers who are living today must look back on that event with a great deal of pride and satis- faction, for it was indeed the planting of the first seeds which has brought forth such an abundant crop of railroads. It was the dawning of a new day for Saugamou County and Illinois ; it filled the hearts of those sturdy farmers with a new hope; they began to see and feel that their dream of prosperity aud happiness, which was the goal of their struggling ambitions, would soon be realized. The building of railroads was the essential step which would strengtben their powers in overcoming two of their greatest ene- mies, viz. : poverty and drudgery.

The men who assumed the contract for build- ing the Northern Cross Railroad from Meredosia to Springfield were Mr. Leslie, James Dunlap, Thomas January, and Charles Collins. The specific terms of the contract provided that the road should be completed by January 1, 1840. On May 8, 1838, the first rail was laid, and on November 8th of the same year, the first rail- way engine in the State of Illinois was placed on the track at Meredosia. This engine was calied the Rogers, and was built in New Jersey. On January 1, 1840, the road from Meredosia to Jacksonville was completed. During this time, abont $300,000 had been expended on the second division from Jacksonville to Springfield, and on account of insufficient funds, all work was suspended and the contract abandoned. The matter was again taken to the Legislature, aud by an act approved February 26, 1841, the Governor was authorized to expend $100,000 to complete the road between Jacksonville and Springfield. This act caused a new light to shine on the unfinished work; the road was com- pleted to Springfield and accepted by the Gov- ernor May 13, 1842, aud Sangamon County as-

sumed a position of great importance, as she was now coupled by both rail and water trans- portation with the commercial world.

The Northern Cross Railroad was now the property of the State of Illinois, and was operated under lease for several years at a loss to the State. By an act of the Legislature of February, 1847, the Governor was authorized to sell the road to the highest bidder, and under this law the road was sold April 26, 1847, to Nicholas II. Ridgely, of Springfield, for a consideration of $21,100. The great loss sustained by the State in its first efforts in railroad building was very discouraging to the people of the State. especially the settlers of Sangamon County, whose greatest hopes and struggling ambitious had received such a great set back through the failure of this, their first railroad enterprise. Mr. Ridgely formed a new corporation known as the Sauga- mon & Morgan Railroad Company. By a supple- mental act incorporating this Company, the new corporation had authority to take possession of and complete the Northern Cross Railroad from Springfield to the Indiana State line, and all titles to right of way, lots, etc., held by the State, were conveyed to the new company. The road was rebuilt and opened for business between Springfield and Napies in 1849. The new cor- poration operated two trains daily, one of which left Springfield in the morning for Naples, and the other left Naples for Springfield. Mr. Red- dick M. Ridgely, who is today one of Sangamon County's most esteemed citizens, served as one of the first conductors between Springfield and Naples. The writer will venture the assertion that, if Mr. Ridgely will don himself in a stand- ard uniform and take his position at the side of one of our modern passenger trains, with his affable and congenial countenance, he would fill the bill iu the eyes of the traveling public as one of our up-to-date veteran passeuger con- ductors.

In 1859 by consolidation with the Lake Erie, Wabaslı & St. Louis Railroad, in course of con- struction through Indiana, and the Toledo & Illinois Railroad in Northwestern Ohio, what had been the Sangamon & Morgan Railroad be- came a part of the Great Western Railway, and its further extension eastward was pushed for- ward. By subsequent changes this line (1865) became the Toledo & Wabash Railroad, still later (1877) the Wabasb Railway, and iu 1879 the Wabash, St. Louis & Pacific, in the meantime

GEORGE W. SIMS AND FAMILY

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HISTORY OF SANGAMON COUNTY

absorbing or constructiug a number of other - was leased by the Chicago, Alton & St. Louis lines or branch roads, glving connection with St. Louis, Chicago and Kansas City. In passing through a crisis In 1884, the road passed into the hands of a receiver, and after reorganiza- tion, resumed the name of the Wabash Railroad. In passing through Sangamon County, the Wa- bash stands with outstretched arms forming a connecting link between the Atlantic & Pacific Oceans, and with its rumbling trains, both uight and day, is playing its part in the great Drama of Commerce, whose stage of action is the civli- ized world. I wonder how many Sangamon County old settlers, who were present at the time the Northern Cross Railroad was completed to Springfield, and saw the first train as it moved away on its initial trip, pictured in their minds that, in the next fifty years, would be seen the great artery of traffic that is now passing over the same right of way, comprising, as it does, one of America's greatest rallroad systems.

From 1842 to 1853, Sangamon County thus had but one railroad, but its coming had dem- onstrated that transportation was the most es- sential factor in the developing of a new coun- try, and during the latter year another railroad, the Alton & Sangamon,' completed the connec- tion between Alton and Springfield. On Thurs- day October 6. 1853. an excursion party left St. Louis at 6 A. M. on the Steamer Cornella for Alton, where they boarded a train for Spring- field, arriving at 2 P. M. requiring eight hours to make the trip. The same distance is now covered by our through trains in two hours and thirty-five minutes. The coming of the St. Louis people was to help Springfield celebrate the opening of a transportation line between that point and Springfield, which at that early date was an important event. This excur- sion train was the first to enter Springfield on the Alton & Sangamon line, and a sumptuous dinner was given in a building erected for a machine shop. A Mr. Gregory, of Alton, one of the promoters of the new road, was the prin- cipal speaker of the day, entertalning his audl- ence by his optimistle predlctions of the future greatness of Illinois. In 1834 the line was ex- tended from Springfield to Bloomington, and from Bloomingtou to Joliet In 1856. In 1855 the company changed Its name to the Chicago, Alton & St. Louis Railroad Company. In 1855 a line was constructed from Chicago to Joliet under the name of the Jollet & Chicago Railroad, which

Rallroad, and in 1857 the company was reorgan- ized under the name of the St. Louis, Alton & Chicago Railroad, which name was held until the line had built its own connection between Alton and St. Louis, which was opened for business in 1865. Prior to that time the trains of the St. Louis, Alton & Chicago line had been operated in and out of St. Louis over the tracks of the Indianapolis & St. Louis Railroad, which Is now a part of the Big Four System. Iu 1861 the Chicago & Alton Company was organized and took over the St. Louis, Alton & Chicago Rail- road and its branches. The Chieago & Alton Rail- road has a wide reputation, and is today one of the best advertised roads in America. By its acquisition Sangamon County has, for many years, enjoyed through train service between Chicago and St. Louis. As a western out- let, the Chicago & Alton has no superior, Its Kansas City Ilne being used as a connecting link between the East and West, and it is today considered one of the great lines on which a volumluous traffic is interchanged with all trans- continental lines. The line between St. Louis and Chicago passes through the great coal fields of Illinois, which furnishes It a freight traffic of almost unlimited proportions. This line is entitled to the distinction of being the pioneer iine to operate sleeping cars in the West, and is also noted for its up-to-date passenger equip- ment.

In recent years a branch of the Chicago & Alton Road, about 35 miles in length, has been constructed from Iles Junction. two mlles south of Springfield, to Murrayville, Morgan County, connecting the Springfield and Kansas City Division.

After the completion of the Chicago & Alton Rallroad between St. Louis and Chicago, Spring- field and Sangamon County felt that their trans- portation wants had been well provided for. The eoming of railroads had attracted homeseekers from various parts of the country, and Sangamon County was receiving its share of the prosperIty produced by the rapid development in Illinois. Eastern capltallsts had been awakened from their golden dreams by the glowing reports from railroad promoters and others who had re- turned from their visits to the fertile prairies of Illinols. These reports were so favorable that the question of floating bonds or raising money

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HISTORY OF SANGAMON COUNTY

for the construction of railroads had reached an easy stage.

The ushering in of the year 1870 found another railroad shining in the horizon of Sangamon Connty. The Pana, Springfield & Northwestern had been opened for business between Springfield and Pana, and contracts let for the building of the road between Springfield and Beardstown. Arrangements had also been completed for ex- teuding the line from Pana to Shawneetown, and after a number of trying and discouraging scenes, incident to the changing of hands severai times, the line was finally completed, and the first through train between Shawneetown and Beards- town was operated March 28, 1872. The company had now been absorbed by the Ohio & Mississippi Railroad Company, which gave Springfield and Sangamon County a direct line to Cincinnati and the East, adding another important ilnk to Ilii- nois' fast-growing chain of transportation ilnes. A number of prominent men, citizens of Spring- field, were Identified with this enterprise, and afterwards held important positions on its offi- clai staff. The Ohio & Mississippi Railroad was sold to the Baltlinore & Ohio Southwestern, which is a part of the Baltimore & Ohio System.

The year 1870 also witnessed the promotion of another railroad for Springfield and Sanga- mon County. The Gilman, Clinton & Springfield Railroad Company commenced its grading at Clinton July 4, 1870, and on February 19, 1871, began iaying its track at Gilman, and by October, 1871, had completed its line between Gilman and Springfield. On Saturday evening, October 21, 1871, an excursion train left Springfield for Chicago to view the ruins of Chicago's disastrous fire, and the road was opened for business, December 3, 1871. The opening of the Gilman, Clinton & Springfield Railroad gave Springfield another iine to Chicago, as it formed a connec- tion at Gilman with the Iliinois Central, upon which through trains were operated between Chicago and Cairo. Several prominent citizens were among the first promoters of the Gilman, Ciinton & Springfield line. The original Com- pany passed into the hands of a receiver In 1874, and In 1877 the road was turned over to the Illinols Centrai Company, which Is its present owner. The transferring of the Gilman, Clinton & Springfield Company to the Iilinols Central was one of the most important events in the his- tory of Centrai Illinois, as it placed Springfield and Sangamon County on the line of one of

America's greatest railroad systems, whose mighty arms of steel have been extended throngh fourteen different States of the Union, giving access to many different markets. The Illinois Central is conceded to be the most direct and important line between the North and the South, and when the Panama Canal is completed, this great transportation system will form a con- necting Ilnk between two great divislons of the Western Continent.

A rallroad company known as the Springfield & Northwestern was surveyed between Spring- field and Havana, and contract let In 1871. After the road had been built between Havana and Petersburg, the contractors failed and work was suspended. Foliowing the failure of the contract- ors, Mr. John Williams, one of Springfield's early settlers and prominent business men, took charge of the enterprise, and in 1874 had the Ilne con- pieted and trains running into Springfield. Mr. Williams operated the road for several years, and in 1881 placed it in the hands of the Wa- bash, St. Lonis & Pacific Railroad Company, under whose jurisdiction it remained untii 1887 when the Wabash, St. Louis & Pacific became insolvent and passed into the hands of a re- ceiver.

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Historical encyclopedia of Illinois, Volume II, part 1, Part 52

Author: Bateman, Newton, 1822-1897; Selby, Paul, 1825-1913 Publication date: 1912 Publisher: Chicago, Munsell Pub. Co. Number of Pages: 864

Author: Bateman, Newton, 1822-1897; Selby, Paul, 1825-1913
Publication date: 1912
Publisher: Chicago, Munsell Pub. Co.
Number of Pages: 864