Historical encyclopedia of Illinois and history of Hancock County, Volume II, Part 42

Author: Bateman, Newton, 1822-1897. cn; Selby, Paul, 1825-1913. cn; Currey, J. Seymour (Josiah Seymour), 1844-1928. 4n; Scofield, Charles J. (Charles Josiah), 1853- 4n
Publication date: 1921
Publisher: Chicago : Munsell Pub. Co.
Number of Pages: 1174


USA > Illinois > Hancock County > Historical encyclopedia of Illinois and history of Hancock County, Volume II > Part 42


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Much of the exterior ornamentation of the temple, which remained uninjured by fire, has been carried away or defaced by curiosity seekers. There are several fine specimens, how- ever, remaining in the possession of individuals in Nauvoo. Over the entrance to one of the numerous wine cellars which abound in that vicinity is the image of the sun in relief which crowned the top of one of the exterior columns of the temple.


MORMONS IN NAUVOO


The lapse of time has softened much of the prejudice of the people against Mormonism, and it is possible that a majority of that sect have abandoned many of the peculiar dogmas in faith and practice that made them the aversion and dread of more liberal minded people. Many Mormons have returned to this county, taking up their abode as quiet, orderly, and industrious citizens, and are generally es- teemed and respected by their immediate neigh- bors. There are some hundred or more fami- lies of Mormons resident in Nauvoo and vicin- ity who adhere to their faith, and to Joseph Smith, the eldest son of the prophet. "Young Jo," as he is called, resides in a modest cot- tage on the bank of the river, but a few rods


from the "Mansion House." He is a quiet, unassuming man, endowed with no great bril- liancy of mind, but rather above the ordinary standard of men in good, honest,`common sense. Mr. Smith is regarded by many thousands of Mormons as the legitimate apostolic successor of his father; and there is now quietly gather- ing around him a numerous congregation, who attend his preaching and seek his counsel and guidance.


Smith's widow, now the wife of Maj. L. C. Bidamon, is still presiding over the domestic appointments of the "Mansion House," as in her first husband's lifetime. Mrs. B. has doubt- less, the most eventful history of any lady now living, and yet through all the vicissitudes that have followed her, in the prosperity and trou- bles incident to the rise and fall of Mormon- ism, and the circumstances surrounding her first husband's violent death, her form and features are but lightly touched by the finger of time, and she is yet a hale, pleasant lady, kindly, hospitable, and unassuming.


THE VINEYARDS


The soil in and adjacent to Nauvoo has been discovered to be finely adapted to grape culture, and within five years what had been commenced as an experiment has become an immense in- terest. A large number of persons are now reaping a competency-some of them fortunes- who five years ago had no income from other pursuits. In November last a tract of land embracing nearly two hundred acres, and lying on the north side of Nauvoo, was sold at auc- tion at an average of $75 to $100 per acre, in one, two, and three acre lots for vineyard pur- poses. Most of that body of land has been put in order for the spring setting. The num- ber of acres of bearing grapes is almost 180; those set last summer about 160 to 200 more; and we are told that fully 200 acres more will be planted this spring. The grape growers of Nauvoo realized from their last summer's crop of wine $75,000, and many of them cut their vines closer than usual in the view of adding to quality rather than to quantity. The cost of trenching, setting and staking an acre of grapes will not exceed $125. The third year's growth will generally produce grapes for 400 gallons of wine, which at present prices will average $1.75 to $2.00 per gallon-leaving from


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HISTORY OF HANCOCK COUNTY


necessary expenses of expressing, cooperage and bottling, a profit of almost $600. ยท


Numbers of the largest wine growers have spacious cellars, built in the most substantial manner, of stone. That of John Bauer, Esq., is, perhaps, the largest, being 45 feet by 20. Mr. B. has in cultivation three and a half acres of vines, which in 1862 yielded him 13,000 gallons of excellent wine. Last year, in conse- quence of close cutting and some blight, his yield did not exced 3,000 gallons. His wine averages $2.00 per gallon at wholesale, and is greatly in demand. Mr. Bauer also manufac- tures a very superior quality of brandy from the lees and pumice of grapes, and which has also a ready sale at $8.00 per gallon.


Mr. August Beger has in cultivation two acres of grapes, which last year yielded 900 gal- lons of wine. His cellar, newly erected, is nearly or quite as large as that of Mr. Bauer's. He also manufactures brandy, having excellent facilities.


There are other extensive vineyards and cel- lars belonging to Messrs. Siller, Schneider, Rhinberger, Leopard, and others, whose names we failed to get. The number of acres culti- vated by them will average from two to four.


Two miles south of Nauvoo, and lying im- mediately on the bluff overlooking the Missis- sippi, is the country seat and vineyard of A. Berton, Esq., a gentleman of education and re- finement, and possessing wealth and industry sufficient to carry out his tasteful ideas of the useful and ornamental. The residence and grounds of Mr. Berton are substantial as well as ornamental, and nestled among the embow- ered hills must present a view of unusual love- liness from the river and opposite shores. Ad- joining his residence on the south side is his vineyard, consisting of ten acres, and all in the highest state of cultivation. Mr. B.'s grape cul- ture is conducted in the most scientific manner, with a view to quality of products rather than quantity. In 1862 his yield was only 1,500 gallons ; last year still less, he having cut his vines very close with a view to inducing hardi- hood of growth and firmness in the fruit. Mr. Berton's cellar is one of the best in the vinicity of Nauvoo, being 44 by 22 feet in size and built far enough below ground to render it available for all purposes of a first-class wine cellar. In this cellar Mr. Berton has twelve or fourteen ' casks of 750 gallons capacity, a majority of


them full of the best wine manufactured. In other casks in this cellar are liquors of various descriptions, as pure and choice in flavor as we have ever seen or tasted.


We found Mr. Berton one of the most genial, whole-souled gentlemen it was ever our pleasure to meet. His hospitality is as large as his heart, and both fill all out-of-doors and in-doors, be- cause his house is thrown open freely to visitors and his bounty pressed upon them at all times.


BUSINESS OF NAUVOO


There are two excellent and extensive brew- eries in Nauvoo, owned respectively by Messrs. Schenck and Haansman; both of them doing a large amount of business.


In other branches of business the city seems to be slowly recovering from the troubles that have beset it. The vast amount of territory on which the city is built renders it difficult for one unacquainted with its facilities and location to understand at a glance the magnitude of its business.


Among the most prominent of its merchants and general dealers is John Iking, Esq., doing business on the bluff, and having an extensive storehouse filled with goods and wares of every description. His sales last year did not fall short of $50,000, and are increasing. In addi- tion to other enterprises that engage Mr. Iking's attention and engross his liberal capital, he is now building a large steam flouring mill, in- tended to run four 41% feet burs, and calculated to turn out 300 barrels of flour per day. This mill is located near the landing on the north side of the city. Personally, Mr. Iking is one of the foremost, as he is the most popular, of the business men of the city. Politically he sides with the friends of constitutional liberty, of free thought and free speech, and his opin- ions will carry no mean weight in future po- litical canvasses in the city.


There are many other business men in Nau- voo who are doing well for themselves and the city-industrious and enterprising-and who de- serve notice in this connection. But our limited stay in the city and want of acquaintance with its whole-souled people, must excuse and post- pone such mention of them which it will be our greatest pleasure to bestow at a future day.


The "Mansion House"-famous for having been the hotel and residence of Joseph Smith


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HISTORY OF HANCOCK COUNTY


is still in good repair, and kept by our old friend Major L. C. Bidamon, who with his ex- cellent and hospitable lady, bestow every atten- tion upon the wants of travelers and visitors."


THE MORMON TRAIL


It seems that a portion of the Mormon brother- hood was introduced to this county about five years prior to settling at Nauvoo. There was a well-beaten but grass-grown track as late as 1880, in the southeastern section of the county, known as the "Mormon Trail," made by that people while on their way from Ohio to the "promised land" in Missouri in 1833-34. It en- tered the county from Schuyler County, and crossed the prairie between Plymouth and Augusta in the direction of Quincy, that being the objective point on the Mississippi River. So that in coming back from Missouri to this county in 1838-39, in pursuance of a later "reve- lation," they were only taking the "back track" over the same road some of them had traveled years before.


CHAPTER XI


PUBLIC UTILITIES


RAILROADS-DES MOINES RAPIDS-KEOKUK AND HAMILTON BRIDGE- GREAT MISSISSIPPI RIVER DAM AT KEOKUK AND HAMILTON-MISSISSIPPI VALLEY TELEPHONE COMPANY.


. RAILROADS


There was a time, not so many years distant, when the people living along or adjacent to the Mississippi River would not have conceded that any man-built road could take the place of the river traffic, and yet some of the people of these communities have lived to grow wealthy from the changes effected by the building and develop- ment of the railroads. To them, and the influx of population and wealth which they brought, Hancock County owes much of its present pros- perity.


Hancock County contains about 111 miles of


steam railway, representing what may be styled four great trunk line railroads, namely : Chi- cago, Burlington and Quincy Company, forty- one miles; Wabash System, twenty-two miles; Atchison, Topeka and Santa Fe Company, seven mniles ; Toledo, Peoria and Western Company, forty-one miles. The taxes extended on the tax books for 1919 of Hancock County show taxes on railroad book of $57,634.59.


It is not possible in this history to give a par- ticular statement of the early history of these roads, or rather of the roads which have been combined or metamorphosed into the present systems. Probably the starting point for all these improvements will be found in the act of the Legislature to establish and maintain a gen- eral system of internal improvements, approved and in force on February 27, 1837. This act contained fifty-six sections and provided for a board of fund commissioners to consist of three members, and for many public improvements in rendering rivers navigable and in building rail- roads. Among these provisions was one for a railroad from Peoria in Peoria County via Can- ton in McDonough County, Carthage in Hancock County, to Warsaw on the Mississippi River, "for the construction of which said railroad and its appendages" the sum of $700,000 was appro- priated. The appropriations made by this act aggregated many millions of dollars, among which appropriations were $1,600,000 for a southern cross railroad, and $1,850,000 for a northern cross railroad.


Surveyors were set to work over the state, running routes and planting stakes, and many of the proposed improvements were put under contract, and work on some of them was begun as early as 1838. The Peoria and Warsaw Rail- road, about 119 miles in length, was surveyed, and sections at both ends were put under con- tract.


It was only a year or two later when the state became bankrupt. The road in question was graded at the Warsaw end, and some of the cul- verts made as far as Carthage, while interven- ing portions were unfinished. It looked as though the state would never have a completed railway system within its borders, but slowly the mat- ter of allowing charters to be granted to com- panies obtained and such charters were liberally given. In portions of the state these chartered companies were successful and in others an utter failure.


The first to affect the interests of Hancock


Eng by E 3. Williams & Bro. NY


M ngp Puc


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HISTORY OF HANCOCK COUNTY


County was the charter granted to the Des Moines Rapids Railroad Company at some date prior to February 27, 1841. By act of the Legislature in force on the last-named date the time for- commencing the construction of this railroad was extended to May 1, 1843, and the time for completing the same was extended to May 1, 1846. Provision was made in this act for con- necting the Des Moines Rapids Railroad with the Peoria and Warsaw Railroad at such point as the companies might deem expedient. Under the charter, books were opened for subscriptions. How much was really subscribed is unknown to the present generation, but the amount was not sufficient, and the enterprise was abandoned.


This was a period fruitful in efforts to estab- lish ordinary state roads or highways as well as to promote the building of railroads. The Legislature which convened on December 5, 1836, and ended its session on March 6, 1837, passed nearly 100 special acts for the establish- ment of such state roads, and the same Legis- lature at its special session commencing July 10, 1837, and ending on July 22d of the same year, passed about 10 such acts, and the Eleventh General Assembly, at its session beginning on December 3, 1838, passed more than 150 such acts. Some of these state roads, in whole or in part, were to be established in Hancock County. One of them was from Warsaw, through Car- thage, Macomb (spelled McComb) and Canton to Peoria. Another was from Appanoose to La- hart (evidently La Harpe). One of the acts vacated part of the state road leading from Appanoose in Hancock County to the "Drowning Fork of Crooked Creek" in McDonough County. In most of these special acts three commission- ers were appointed to locate and stake the road. It would be interesting to give the names of these commissioners, who were prominent citi- zens in that early day, and also the descriptions of the roads and the manner in which they were to be defined over unbroken prairie and through virgin forests, but limitation as to space and time forbid.


On February 24, 1847, a charter was granted to the Nauvoo and Warsaw Railroad Company. This act was amended in 1849 and again in 1852. In the meantime, by act in force on April 13, 1849, William Baker, Edward A. Bedell, Robert Miller, William N. Grover and John D. Mellon were created a body corporate and politic under the name of the Warsaw and Rockford Rail-


road Company. Upon this corporation was con- ferred all powers, rights, privileges, right of way and benefits which had been conferred upon the Nauvoo and Warsaw Railroad Company, provided a majority of the persons incorporated as the Nauvoo and Warsaw Railroad Company should assign in writing to the new company the charter of the Nauvoo and Warsaw Rail- road Company. This assignment was executed on January 6, 1851, as appears from an act of the Legislature in force on June 21, 1852, in and by which act the time for the commencement of the actual construction of the Warsaw and Rock- ford Railroad was extended for two years be- yond the time originally allowed.


On February 10, 1853, the Mississippi and Wabash Railroad Company was incorporated, tlie persons named as constituting the company being John D. Mellon, William S. Spencer, Wil- liam N. Grover, Andrew Huston, William H. Roosevelt, William H. Ralston, and such other persons as might associate with them for that purpose.


In September, 1855, an election was held in Hancock County on the proposition to subscribe $100,000 to each of these two railroads, at which election the proposition was carried by a large majority, there being 1,975 votes for and 553 against the proposition. All votes in Augusta and Chili were against the proposition. All votes in Nauvoo, Wythe, Walker, Pilot Grove, Prairie, Warsaw and Rocky Run were in favor of the proposition. In Carthage Township there was a single vote against the proposition. The Warsaw and Rockford Railroad and the Nauvoo and Warsaw Railroad were not built. The Mis- sissippi and Wabash was more successful. Other charters were obtained, and amendments and appeals followed. At last there emerged from all this confusion the branch road of the Wabash running through this county, which has given Hancock County people for many years access to important points beyond the county's bounda- ries.


The Peoria route had not been abandoned, but a road along that route was constructed through the county, and, like the Wabash, has been in operation for more than half a century. It is operated as the Toledo, Peoria and West- ern Railroad Company.


In 1868-70 what is now the Hancock County branch of the Chicago, Burlington & Quincy Railroad was constructed, and this road has


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HISTORY OF HANCOCK COUNTY


been continuously and faithfully serving our people for half a century. The Quincy to Gales- burg branch of the C., B. & Q. R. R. Co., which passes through the southeast part of Hancock County, with stations at Augusta and Plymouth, has been in operation since 1855.


The last railroad to be built through Han- cock County is the great double-track trunk line known as the Atchison, Topeka & Santa Fe Railroad, extending from Chicago to the Pacific Coast. This road runs through the northern part of Appanoose, Pontoosuc and Dallas town- ships, crossing the Mississippi River at Ft. Mad- ison, and having stations at Dallas City, Pon- toosuc and Niota or East Ft. Madison.


It may be added that the stations of the T., P. & W. are La Harpe, La Crosse, Burnside, Ferris, Elvaston, McCall and Hamilton, with a station at Disco on the Burlington branch, and that the stations of the C., B. & Q. are Dallas City, Colusa, Adrian, Ferris, Carthage, Basco, West Point and Stillwell.


THE DES MOINES RAPIDS


The Des Moines Rapids are frequently men- tioned in the history of Hancock County. We read of the Upper and Lower Rapids, of the head of the Rapids, of the foot of the Rapids, of houses and other objects located by reference to the head or the foot of the Rapids, and we acquire great respect for this obstruction to the free navigation of the Mississippi River, and become interetsed in anything connected with its history, and in every effort to overcome the obstruction and to make it subservient to the user and purpose of industry.


A series of articles published in 1866-7 with reference to the improvement of the Des Moines Rapids and the application of the power thus developed to manufacturing purposes, is of such interest as to justify publication in this volume. The enterprise contemplated in these articles failed, but prophesied at least somewhat of the present-day realization. May it not be that the hope men entertained of large manu- facturing and commercial interests and a large population in the vicinity of the Des Moines Rapids will yet find fulfillment in the local utili- zation of the vast amount of power capable of development through the instrumentality of the Great Mississippi River Dam.


IS IT SO?


The Carthage Gazette, Nov. 28, 1865. Editor Gazette :-


I saw by the Gazette, that you, or some one else, had estimated the available water power at the foot of Des Moines Rapids of the Missis- sippi river, in this county-and I presume be- tween Hamilton and Warsaw-to be equal to "fifteen thousan horses, or two and a half times as much as there is at Lowell, Mass."


Now this may be so, but is it not too much like the Indian's gun, "costing more than it will come to?"


I have seen several attempts at mill build- iing on these rapids-certainly three that ground corn, and one that drove a saw quite lively- but why are they all abandoned, if so accessible and productive? I really wish some practical man would tell us.


It is self-evident that there is an immense power in a river like this-a mile in width, and three feet in depth probably-but how to get at it is the question.


I have long been of the opinion that the better way is to throw out separate or independ- ent wing dams on both sides of the river,- three upon each side-creating eight feet of head or so-and if necessary, put locks into each dam, but if I am not mistaken there would not be a necessity for more than two locks, and perhaps none, as these dams would increase the depth of water on the chains so that boats might pass over without difficulty.


Keokuk, or Hamilton, or both, should be the first places to commence hydraulic improve- ments, if possible, in connection with a bridge, harbor, etc. Yours truly,


Inquirer.


Mr. "Inquirer's" ideas are very limited in regard to the "Improvement of the Rapids" mentiened in our last issue. We do not purpose to set a few men at work to dam up the Missis- sippi so as to run a cornsheller, or a small cir- cular saw. Our object is to accomplish just what we said could be done, in the article above mentioned, and in fact even more, at an esti- mated cost, taken at a gold basis, of $1,371,524.


It is the intention, we believe, to construct a canal for navigation, the lower portion of which will be at the upper part of the set of islands, and the lower terminus, or entrance, at the outer


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HISTORY OF HANCOCK COUNTY


verge of the islands at the foot of the Rapids. This location of the lower part of the canal used for navigation, would of course embank the river from the sloughs as far as it extended on the islands, and by making a sufficient levee on the islands from the terminus of the canal to their lower end, the whole river would be caused to flow, at all stages, between the islands and the Iowa shore, where the width of the stream would be considerably less than the or- dinary width of the river, thus forcing a canal sufficient to prevent deposits of sand in the bed of the river at the foot of the rapids, which has always been a great hindrance to navigation.


For four miles along and below the foot of the rapids, the grounds are perfectely fitted for the construction of an ample distributing canal, furnishing an amount of hydraulic motive power fully equal to our former calculation. The sloughs by simply preventing the water from flowinig into them, and by slight deepening would become, for this whole length, ample tail canals of sufficient capacity to discharge the water from all the mills that could be placed in this length at convenient distances apart. All this can be done without encroaching on the channel, or in any way obstructing or impeding the free navigation of the rapids.


Further than this, there is room and suitable ground on the head of the set of islands for the construction of a basin, at a small cost, which would be an excellent and convenient har- bor for boats in the winter season; adjoining the basin room enough will be found, if it is con- sidered practicable, to construct a number of dry docks, large enough for constructing and repairing the largest boats used for navigating the river.


Our correspondent above says that "Keokuk or Hamilton should be the first place to com- mence hydraulic improvements." On the Iowa side of the river there is not room for the accommodation of even a very small amount of hydraulic motive power, the bank of the river being a nearly vertical lime-rock bluff, more than one hundred and fifty feet high along the foot of the rapids for the distance of at least one mile, and the bank below the foot of the rapids (which is a continuation of the same un- broken bluff, but gradually diminishing in height to fifty or sixty feet), is required to be kept unobstructed for the Keokuk landing. To make the greatest practicable amount of public benefit, taking everything into consideration, the im-


provement must be on the Illinois side of the river.


We will add for the benefit of "Inquirer" and others, that it is the intention to petition the coming session of Congress for an appropriation, of about $900,000-the balance will be probably taken in shares of an equal amount each.


The Carthage Gazette-Dec. 7, 1865.


IMPROVEMENT OF THE RAPIDS


Editor Gazette :


In a former article I gave the opinion that the first improvements on the Rapids of the Mississippi should be at the foot at Keokuk, or Hamilton, or both.


Now with your permission I will try to give a few reasons why I think so. The first chain just above the upper part of Keokuk, is, I be- lieve, the most difficult to cross, and I think the fall is greater in the same distance than at any other place on the Rapids. It is said to be nearly six feet in half a mile, just above Hamilton, in low water. This six feet with probably two more, could be got at Hamilton and below, by building a dike or levee, three- fourths of a mile, and a wing dam the same distance. This wing dam, starting from the head of the Island opposite Hamilton, and run- ning directly up the river, would, with the levee on the Island create sufficient water power for several hundred run of mill stones, and the head thereby created, should be at two places :- Five or six feet at the railroad em- bankment below town, where, by the way, there is now some three feet, and whatever the bal- ance should be, at the head of the Islands just below the mouth of Chaney creek, which of course, might be increased by the length and height of the wing dam to eight or ten feet, above which head I do not think it would be economy to create any where on these rapids. By this improvement and a Lock into the river just above the present ferry landing, not only vast water power, but one of the best of harbors, with ample room for docks, basins, etc., would be created or secured.




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