USA > Illinois > St Clair County > Historical encyclopedia of Illinois and history of St. Clair County, Volume II > Part 27
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The Village of Smithton was incorporated, January 23, 1878. Its affairs have been con- ducted ever since without levying a direct tax on the people, except one of $200 levied June 3, 1884. This village, like others, had to pass through an experimental stage; but it has dawned on its people that permanent improve- ments are best and cheapest. About ten years ago, a crusade was started against wooden culverts and bridges, and, one by one, they have vanished, until the last wooden culvert was, in 1905, replaced by substantial sewer pipe. In 1888, the first wood sidewalks were laid; but they were a source of continual expense to keep in repair, and in 1900 brick sidewalks were begun, and two years later the first vitrified brick street-crossing was made.
When, today, we see that twenty-nine blocks are provided with brick sidewalks, and nearly all the main crossings are made of brick, we realize that it will be only a few years when the last vestige of a wooden walk or crossing will have disappeared. Three years ago, four blocks of street were macadamized. In 1893, the village, as its first step toward fire protec- tion, purchased a "Little Giant" fire engine.
Smithton, although cut off from the world (for it has neither steam nor electric road), is holding its own pretty well. Although it has no factories, and the flour-mill has ceased operation, the remaining business enterprises are prospering, and the appearance of the vil- lage is, in general, creditable to its citizens.
To the creameries, most of all, is due the prosperity of the town. The Smithton Cream- ery, owned by H. P. Frein, was put in opera- tion February 22, 1887. It was destroyed by fire in 1895 and rebuilt the same year. The creamery was at first operated by the Smith- ton Creamery Company, a stock concern. On July 1, 1898, it was purchased by the present owner, who has increased its capacity by es- tablishing a station on High Prairie, in Sep- tember, 1901, also one in Hecker in December, 1901. The product of this creamery is well known and popular, and Mr. Frein can scarcely supply the demand. In March, 1902, Henry Schoettler, proprietor of the Belleville Cream- ery, erected a branch in Smithton, which does a flourishing business. During the summer months the product of this branch is used prin- cipally for sweet milk and ice-cream, and, during the winter months, for the manufacture of butter.
Smithton has three general merchandise stores kept, respectively, by the Seibert Mer- cantile Company, Louis Daescli and George Schaaf. The Seibert Mercantile Company was organized in 1891 by A. Steudle, President; Fred Daab, Vice-President; George W. Seibert, Secretary and Treasurer; A. F. Seibert and F. W. Schwarz. They succeed George Seibert, Sr., who established the enterprise in 1868. The business of the company has steadily in- creased from the beginning. Louis Daesch en- tered the mercantile business in 1889, and was the successor of Michael Press, Jr. Mr. Daesch is carrying on a prosperous business. George Schaaf began business as a merchant in Smithton in 1870. The enterprise now con-
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HISTORY OF ST. CLAIR COUNTY.
ducted by him was established by George Stoerger in 1859. In 1870, Mr. Schaaf formed a partnership with Mr. Stoerger, and in 1898 became sole proprietor of the business.
William Thress is conducting a book, sta- tionery and notion store. He succeeded his father in this business in 1900. He has also a small job-printing outfit and is doing all kinds of commercial printing.
Herman J. Baetje, proprietor of the "Frank- lin" tavern, began business in 1900 as the suc- cessor to Heinrich Keim, who established the business in 1856. "Franklin" tavern has be- come a popular resort, and is well known all over the country. A bar is maintained in con- nection with the hotel. There are four sa- loons in Smithton, kept respectively by: Adam Herold, proprietor of the "Deutches Gasthaus," who has been in business since 1870 and has a hall connected with his business; Henry Grossmann, who
began business in 1898, George Stell, who began business in 1887; and Louis Grossmann, who began business in 1902. The village has two modern two-chair barber shops; one owned by Louis Grossmann, the other, since 1900, by William Thress, who en- tered the business with his father in 1885.
John Lippert in 1902 established a warehouse for the sale of vehicles and agricultural im- plements. August F. Seibert has been in the saddlery and harness business since 1885. He has recently built a fine new residence and shop. Smithton has two contractors and build- ers-Henry Baer, who has been in business twelve years, and has his shop on Buchanan Street, and William Brenner, who has been building since 1899 and has recently erected a shop on Smith Street. John Jatho has been a painter here for thirty-five years. In 1903, Joseph Jerger and William Kuntz formed a partnership as painters and paper-hangers. Mrs. Henry Friesz is conducting a boot and shoe-store established by her husband in 1857. Jacob J. Quirin has been a tinner here for twenty-six years. Fred Schanz, blacksmith and horse-shoer, succeeded his father, Leonard Schanz, in 1901. John Stell, dealer in live- stock, has been in business sixteen years. George Bernius, mason and well-digger, has been in business since 1895. Another mason is Albanus Schollmeyer. Smithton has two shoe-makers-Anton Pfohl, who has been in business since 1884, and Karl Hausmann, since
1886. George Hoelscher has the only meat- market in town, of which he took charge in 1904. Daniel Schanz has operated a saw-mill and feed-crusher since 1892, and William Muel- ler operates feed-crusher.
Mrs. Joseph Hoelscher has been engaged in weaving car- pets since 1892. Miss Christine Schoepp is a dressmaker in Smithton. G. G. Bock, M. D., a graduate of St. Louis Medical College, has practiced his profession here since 1882.
Mining has been carried on in this vicinity for many years. The mines operated here include : The Schmidt mine, on the farm of John Schmidt; the Grossmann mine, now owned by Lewis Grossmann; the mine on the farm of Fred Grossmann, which was worked as early as 1840, by Capt. John Tate; the Tate mine, which was opened in 1881 on the farm of George R. Tate; the Miller mine, which was opened in 1891. All of these mines have a good six-foot vein of coal.
Churches and societies of Georgetown and Smithton are mentioned elsewhere.
ST. LIBORY was laid out in Section 13, T. 2 S., R. 6 W., in what is now Fayetteville Town- ship, by John Wessels, October 18, 1866. Near the town was St. Libory Catholic Church, erect- ed in 1846. In the village there was a general store conducted by Henry Ruetter, established in 1849. In 1856, the postoffice, called Mud Creek, was moved to this store, and Mr. Ruet- ter was appointed Postmaster in charge. When the town was platted, there was a confusion of names offered for the new village. The people built mills, conducted flourishing busi- nesses, erected dwellings and business houses on all sides of the town laid out by Wessels but no additions were made to the town plat. In 1874, the name of the postoffice was changed to St. Libory. The inhabitants thereabout then agreed to drop all other names and call the entire settlement St. Libory. So here was the singular instance of a village of about 250 in- habitants on land not regularly platted as a town-site, with a name not entered on public records, but recognized by the people.
In 1880, a large mill at St. Libory had been idle for some years. A small custom mill owned by Gustav Hessler was able to supply all local needs in its line. Business men and business houses of that time were as follows:
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HISTORY OF ST. CLAIR COUNTY.
General stores-Barney Ruetter, Pohlmann Bros., Stephen Knuewe; drug stores-Dr. Dick- inson, Dr. Fischer; builders-Henry Scheiper, Conrad Busse; saddler and Justice of the Peace, C. D. Hausmann; wagon makers- Frank Schroeder, Bernhardt Otten; gunsmith- Arnold Rudenfranz; blacksmiths - Frank Frischemeyer, Joseph Franke; hotel - John Biermann. There was a coal shaft here oper- ated by horse power by the St. Libory Coal Company, having a depth of 186 feet, employ- ing three men and having a capacity of 300 bushels a day.
Now the population of St. Libory is 500. Drs. Oliver J. Heely and T. R. Burges are resident physicians. A public school of eighty pupils is in charge of Anton Graman. Rutter Bros. have one of the largest stores in Southern Illinois, containing, in connection with other commodi- ties, a great display of farming implements and employing five men. Another good store is kept by Henry Buthe. Herman Otten is pro- prietor of a saloon and hall.
SIIILOH .- The village of Shiloh, in Shiloh Valley Township, was laid out in Section 5, T. 1 N., R. 7 W., by Martin Stites and James At- kins. Reynolds records that, "in 1807 Bishop McKendree was one of the earliest preachers here. He built a log meeting-house at Shiloh, on the site of which four Methodist churches have been built." Edwin Pierce built the first house in the village in 1845, afterward called the Gaag house; and Robert Dorey built the second house. Jacob Canmann opened the first store in 1845; Andrew Haage built several houses; Jacob Haage built the first blacksmith shop and dwelling-house; Edwin Pierce, Philip Scott and Charles Alexander built a steam saw- mill in 1847. In 1880, Albert C. Reuss built a frame saw-mill, run by steam power, one mile east of Shiloh. At that time the business of the village consisted of two general stores, two hotels, a blacksmith shop, two shoe-shops and the mill. There was a resident physician. The population of Shiloh in 1906 is 250 to 300. The public school includes seventy-five pupils, in eight grades. The village has Bell and Kinloch telephone facilities.
. JEFFERSON was platted September 13, 1836, a few months before Fayetteville, by Pennington
Power, Aaron Land and Fielder Power, on the west bank of the Kaskaskia, about three miles above Freeburg. A saw-mill was built; stores were opened by Francis Wilderman and a man named Marshall, and all these enterprises prom- ised well. But the destruction of the saw-mill by fire wiped out every hope of ever making Jefferson a place of any importance, and, in July, 1865, it was vacated. Some distance down the river on Tamarawa claim No. 2209, survey 607, Adam W. Snyder and James Sem- ple, in 1836, projected the town of Tamarawa. As the location was in every way advantageous, on the great eastern thoroughfare at the best ford across the river, Tamarawa's growth and prosperity seemed assured, and an addition was made to the town plat July 8, 1837. The results, however, proved disappointing, for Ta- marawa passed out of existence, leaving only its name and short history to perpetuate its memory.
FLORAVILLE, about six miles southeast of Millstadt, was laid off by Frederick Horn, in Section 11, T. 2 S., R. 9 W., in fifty lots. To this additions have been made from time to time, the first two in April, 1859, and August, 1864. In 1880, there were in Floraville two stores, two blacksmith shops, two saloons, and a church that was built as long ago as 1848. There are now twenty-four houses, a few stores and several saloons.
PADERBORN, two miles southeast of Floraville, was laid off by Valentine Berg in 1862, on a part of Section 13, T. 2 S., R. 9 W. It is a rural community in the midst of a farming district, and has a fine Catholic church.
ROACHTOWN .- Three and a half miles east of Millstadt was formerly Roachtown, named for the Roach family. Here was once a grist- mill, built in 1884-a frame building of one story with a basement. To this, in 1867, was added a saw-mill by Samuel Roach and son, on the site of a mill built by a grandfather of Sam- uel Roach sixty years previous.
ALMA is a small coal mining station on the Baltimore & Ohio Railroad, in Section 25 of T.
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HISTORY OF ST. CLAIR COUNTY.
2 N., R. 8 W., in Caseyville Township. It con- tains about one hundred houses, the property of the coal company. The first shaft was sunk here in 1851, and later two others were sunk. The mines average about two hundred feet in depth, and the vein has an average thickness of seven feet. In connection with the mines were built a machine-shop, a blacksmith-shop and a carpenter-shop. These, with one general store, comprise all the business.
FORMAN'S .- This is a flag station on the Bal- timore & Ohio Railroad, in Caseyville Town- ship, a short distance west of Flora.
STRASBURG was laid out in ten lots in 1857, two and one-half miles north of Mascoutah, on a small tributary of Silver Creek. It was too near Mascoutah, however, to be able to reach any great stage of development.
HIGH BANK was a "paper town" laid off by Edward Pensoneau in 1857. It was used chiefly to induce Eastern people to invest money and as a town amounted to practically nothing.
CENTERVILLE STATION .- Centerville Station, a village in Centerville Township, is a stopping place on the Illinois Central Railroad. It con- tains a few dwellings, mostly farm-houses, a postoffice and some facilities for rural merchan- dising. Some distance north of the station is a French Catholic church, which was built in 1863 at a cost of $4,000. Centerville has a pop- ulation of a little more than 100.
LAKE-formerly called Pittsburg- was es- tablished on the bluff in Stookey Township, in Section 3, T. 1 N., R. 9 W., in 1836. Once it had about 200 inhabitants, practically all coal-min- ers, who worked the mines thereabout by "drift- ing" in to the bluff where, in places, the coal cropped out to the surface. In 1880 Pittsburg had a population of about seventy, which since has materially decreased. It is a station on the Southern Railway.
DUTCH HILL, in Lenzburg Township, marks the site of a brewery that was put in operation about 1845 and had passed out of existence long before a town was projected there. Dutch Hill was platted in Section 11, T. 3 S., R. 7 W., by Fred Griebel, March 16, 1867.
The following is a list of railroad and min- ing stations at different points in the county:
Hillstown, in Lenzburg Township, was the first town laid out in Congressional Township 3 South, Range 6 West. It was platted by Jacob Frich, on Section 18, April 2, 1855.
Lementon is a station on the St. Louis, Mem- phis & New Orleans branch of the Illinois Cen- tral Railroad, nine miles from Belleville.
Grassland is a station on the Southern Rail- way, about ten miles from Belleville.
Edgemont is a junction station on the East St. Louis & Suburban Electric Railway, about midway between East St. Louis and Belleville.
Priester Park is a station on the East St. Louis & Suburban Electric Railway, between Edgemont and Belleville. The St. Clair County Country Club has decided to purchase the Pries- ter Park property, now leased by the club, for $75,000, from F. M. Priester, the owner.
Church is a station on the St. Louis, Memphis & New Orleans branch of the Illinois Central Railroad, nine miles from East St. Louis.
Ogles is a station on the St. Louis, Memphis & New Orleans branch of the Illinois Central Railroad, near Belleville.
Wilderman is a station on the St. Louis, Mem- phis & New Orleans branch of the Illinois Cen- tral Railroad, four miles from Belleville.
Pensoneau Station is an old hamlet on the Louisville & Nashville Railroad, four miles from Mascoutah.
Birkner Station is a stopping place on the Louisville & Nashville Railroad, between East St. Louis and Belleville, nine miles distant from the city first named.
Rentchler's is a station on the Louisville & Nashville Railroad, between Belleville and Mascoutah.
Rankin is a station on the Louisville & Nash- ville Railroad, three miles from East St. Louis. Summit is a station on the Louisville & Nash- ville Railroad, three miles from Belleville.
Vulcan is a station on the Mobile & Ohio Railroad, eight miles from East St. Louis.
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HISTORY OF ST. CLAIR COUNTY.
Forest Lawn is a station on the Mobile & Ohio Railroad, six miles from East St. Louis.
High Prairie, on the Millstadt branch of the Mobile & Ohio Railroad, is a progressive "rail- road" point.
Ward is a station on the Southern Railway and on the East St. Louis and Suburban Elec- tric Railway.
Yoch is a station on the East St. Louis & Suburban Electric Railway.
Other railroad and mining settlements of more or less importance are mentioned in other chapters of this work.
CHAPTER XX.
RAILROADS-STEAM AND ELECTRIC.
RETROSPECTIVE - RIVER NAVIGATION - FIRST RAIL- ROAD IN THE MISSISSIPPI VALLEY-RAILROAD FROM CASEYVILLE TO BROOKLYN-ILLINOIS & ST. LOUIS COAL COMPANY'S ROAD- TIIE OHIO & MIS- SISSIPPI - TERRE HAUTE & ST. LOUIS - CAIRO SHORT LINE-CHICAGO, ALTON & ST. LOUIS-ST. LOUIS, VANDALIA & TERRE IIAUTE-DECATUR & EAST ST. LOUIS-ROCKFORD, ROCK ISLAND & ST. LOUIS-CAIRO & ST. LOUIS-ST. LOUIS & SOUTH- EASTERN-BELLEVILLE & O'FALLON LINE-EAST ST. LOUIS & CARONDELET RAILROAD - OTIIER EARLY RAILWAY ENTERPRISES - THE GREAT RAILWAY SYSTEMS OF TODAY-EAST ST. LOUIS AS A RAIL- ROAD CENTER-THE EADS BRIDGE-STREET RAIL- WAYS-PAST AND PRESENT DEVELOPMENT OF TIIE EAST ST. LOUIS & SUBURBAN SYSTEM - THE M'KINLEY ELECTRIC LINE - OTHIER INTERURBAN ENTERPRISES-TELEGRAPH AND TELEPHONE SYS- TEMS.
The adoption of the charter of 1822 has been called "the first step of St. Louis toward mod- ern greatness." Within a few years thereafter many large public improvements were begun and foundations were laid for a commerce which now extends to every part of the world. A period of depression, however, tried the en- ergies of the growing city to the uttermost. The financial reverses of 1837 and the next de- cade were serious inflictions. The great flood of 1844 desolated all the fertile valley. Fear- ful ravages of cholera, in 1848 and later, swept
off a sixth of the population. In 1849, a great fire destroyed one-third of the city and almost obliterated its marine. Confidence revived, how- ever, in 1850, and the inauguration of railway enterprise gave a stirring impulse to all busi- ness at this point on both sides of the river. The growth of the Western metropolis, for some years exceedingly rapid, was checked by the Civil War. At the end of the struggle, St. Louis found itself with no trade, a worthless ship- ping and a legacy of bad debts. The trade of the South was soon regained, and the trade of the North was eagerly contended for. The trade of the West was immensely developed. Meanwhile a large Eastern immigration poured into the town and into nearby parts of Illinois. Of course, St. Clair County did not suffer di- rectly from the fire of 1849, but it shared in the results of that and of all the other dis- asters and reverses that have been mentioned, as well as in the general advancement that came in spite of them.
The earliest means of water transportation in St. Clair County had been by rafts and rude boats on the Mississippi and the Kaskaskia Rivers. By these primitive means merchandise was carried all the way to and from New Or- leans. It amuses one now to reflect that, in those days, people feared that the Mississippi could not be navigated by steamboats because it had such a swift current. In August, 1817, the "General Pike," commanded by Captain James Reed, dispelled such fears by making the trip up-river to St. Louis. In June, 1819, the "Harriet" came from New Orleans to St. Louis in twenty-seven days. These were pioneer events. Rapid river navigation and transpor- tation assumed important proportions. The commerce of the big town and the smaller one across the water, and of other towns beyond it, as well as their trade territory, after long dependence on river navigation, received great impulse from railroad connections as they were made. On the east, the smaller town was the gateway to the larger one. A demand for cheaper freights, modifications in the construc- tion of steamers, river improvement and the introduction of barges and tows brought the historic waterway into new prominence; but it was by the railways that the great and last- ing and progressive benefits came to the two towns and the country around them. In 1837, twelve years after the first use of railroads in
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HISTORY OF ST. CLAIR COUNTY.
the world, the first railroad in the Mississippi Valley-the Illinois & St. Louis-was built by Governor John Reynolds, Samuel B. Chandler, George Walker and Daniel Pierce. For an ac- count of this enterprise, let us consult Gov- ernor Reynolds' work, "My Own Times," as quoted below:
"I had a large tract of land located on the Mississippi Bluff, six miles from St. Louis, which contained in it inexhaustible quantities of bituminous coal. This coal-mine was the nearest to St. Louis, Mo., of any on this side of the Mississippi River. I had also most of the land on which a railroad might be con- structed to convey the coal into the market. Under these circumstances, a few others, with myself, decided to construct a railroad from the Bluff to the Mississippi, opposite St. Louis. This road was about six miles long, and, al- though short, the engineer made an erroneous calculation of the cost-making the estimate less than one-half the real cost. We all em- barked in this enterprise when we knew very little about the construction of a railroad, or the capacity of the market for the use of coal. In fact, the company had nothing but an ex- cessive amount of energy and vigor, together with some wealth and standing, with which to construct the road; and we accomplished it. We were forced to bridge a lake over 2,000 feet across, and we drove down piles more than eighty feet into the mud and water of the lake, on which to erect the bridge. We put three piles one on the top of another, fastened the ends together, battering the piles down with a metal battering-ram of 1,400 pounds weight. The members of the company themselves hired the hands-at times one hundred a day-and overlooked the work. They built shanties to board the hands in, and procured provisions and lodging for them. They graded the track, cut and hauled the timber, piled the lake, built the road, and had it running in one season of the year 1837. This work was performed in oppo- sition to much clamor against it, that it would not succeed, that we would break at it, and such predictions. We had not the means nor the time in one year to procure the iron for the rails, or the locomotive; so we were compelled to work the road without iron, and with horse- power. We did so, and delivered much coal to the river. It was strange how it was pos- sible we could construct the road under these
circumstances. It was the first railroad built in the Mississippi Valley, and such an improve- ment was new to every one, as well as to our company. The members of the company and I-one of them-lay out on the premises of the road day and night while the work was pro- gressing; and I assert that it was the greatest work or enterprise ever performed in Illinois under the circumstances. But it well-nigh broke us all."
At that day this was an enterprise of no small dimensions, and it may well be wondered that it should have been completed in about a year. The road was constructed for the sole purpose of transporting coal from where it cropped out at the bluff (now Pittsburg) to the St. Louis market. Thomas Winstanley was the first en- gineer and conductor of the line-that is, he drove the mules that hauled the cars over the route. It proved a non-paying investment and in 1840 was sold to the St. Clair Railroad Coal Company, which was incorporated that year, probably for the purpose of taking it over. In 1850,, it went into the management of the Pitts- burg Railroad and Coal Company. In 1865, it was renamed the Illinois & St. Louis Rail- road. It was run with poor terminal facili- ties until 1878, when it secured bridge connec- tions and depot grounds in St. Louis. The en- tire cost of the road, including these added fa- cilities, was about $75,000 a mile. In 1880 its main track was more than fifteen miles long. Later it became known as the Air Line. At this time it was a part of the Southern System.
A railroad was constructed by the Illinois Coal Company, operating at Caseyville, from that place to Brooklyn, north of East St. Louis, which was completed in February, 1851. In 1854, the company failed and the road was ac- quired by the Ohio & Mississippi Railroad Com- pany. The T-rails and other useful material which it contained were utilized in the con- struction of the Ohio & Mississippi Railroad.
From twenty-three miles in 1830 the total mileage of railroads in the United States had grown in 1850 to only 9,021 miles. In 1874 there were 34,482 miles of railway in operation in the Western States. The country had now en- tered fully upon the era of railroad construc- tion. The Pacific Railroad was begun in 1851, the Ohio & Mississippi in 1852, the Chicago & Alton in 1853 and the Iron Mountain & South-
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HISTORY OF ST. CLAIR COUNTY.
ern Railroad in 1854, thus attesting the zeal with which these new commercial agencies were developed. Railroads radiating from East St. Louis in 1875 were as follows:
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