Historical encyclopedia of Illinois, Part 129

Author: Bateman, Newton, 1822-1897. cn; Selby, Paul, 1825-1913; Gale, W. Shelden
Publication date: 1899
Publisher: Chicago : Munsell Pub. Co.
Number of Pages: 1388

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When the almshouse was built, Dr. L. J. Cleve- land and his wife took charge. Soon after Dr. Cleveland died, and Dr. M. A. McClelland was appointed to the place. Mrs. Cleveland (afterwards Mrs. M. A. McClelland) was a most efficient matron and superintendent, and retained her position until March 1, 1886, when M. P. DeLong was appointed superintendent, which position he filled until February, 1892. The Board at that time appointed John Cook, the present superintendent, the change being made on account of Mr. DeLong's ill-health.

RAILROADS.

Six companies own the railroads in Knox County. To the Chicago, Burlington and Quincy Company belongs a line running from Galesburg towards Chicago, originally built by the Central Military Tract Company, crossing the northern line of the county five miles from its northeastern corner; the line from Gales- burg to Quincy, crossing the southern line of the county at St. Augustine, first built by the Northern Cross Railroad Company; the lines built by the Peoria and Oquawka Railroad Com- pany, from Galesburg towards Burlington and towards Peoria, crossing the eastern line of the county between Yates City and Elmwood; the line running south from Yates City, built by the company itself under the Jacksonville and Savannah charter; the line built by the Rock- ford, Rock Island and St. Louis Company in 1870, crossing the northern and western lines of the county in Rio Township; and the line from Galesburg to Rio, which the company built in 1886.

The main line of the Atchison, Topeka and Santa Fe Railroad (running into Chicago), built in 1887, crosses the county from east to west, passing through Galesburg and through the cen- tral tier of townships.

The Iowa Central, entering the county in Cedar Township, two miles west of Abingdon, and running through the city of that name, as

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KNOX COUNTY.

well as Indian Point and Chestnut Townships, and crossing the southern line of the county at London Mills, was built in 1880 by the Peoria and Farmington Railroad Company.

The Fulton County Narrow Gauge Railroad, from Galesburg to the Illinois River at Havanna, crossing the corner of Cedar Town- ship and running through the townships of Orange and Chestnut, and leaving the county at London Mills, was built in 1882.

The Galesburg and Great Eastern Railroad was built in 1894, from Wataga to the coal mines in the southeastern part of Copley Town- ship; and in 1898, a branch was built, extending the line into the village of Victoria.

The Rock Island and Peoria Railroad enters and leaves the township of Lynn, a mile and a half from the northwestern corner of the county.

ATCHISON, TOPEKA AND SANTA FE RAILROAD.

The Atchison, Topeka and Santa Fe Railroad Company had traversed the country from the Missouri River to the Pacific with its trunk line and branches, its vast system centering and terminating at Kansas City. It became apparent that its great volume of business demanded an outlet of its own to Chicago. For two or three years it was known that the engineers of that company were employed, at intervals of relief from other duty, in unostentatiously making surveys, and it was presumed that its officers might be in possession of knowledge that might materially assist in prompt selection of a route when the time for action came.

In the summer of 1885, it was understood in Galesburg that the construction had been deter- mined upon and that surveys were in progress, looking to a definite location.

A straight line from Kansas City to Chicago would run close to Fort Madison and Galesburg, and avoid the crossing of the Illinois River, passing close to the great Hennepin Bend. It seemed that Galesburg might reasonably expect to be a point on the best and most available line.

Correspondence was opened and interviews had by Colonel Carr with Mr. Strong, the Presi- dent of the road. The policy of the company was declared to be to secure the best possible line for through traffic; local traffic to be a minor consideration. The most direct line with low grades to be obtained, without an unwar- ranted expense, was to be sought and adopted. It was agreed that the situation and the im-

portance of Galesburg was likely to secure it a place in the line. Assurances were asked for and given that the citizens of that place would assist in exerting an influence friendly to the road and in procuring the right of way.

The result of surveys fixed the Mississippi crossing at Fort Madison, but showed the coun- try northeast of Galesburg, on the direct line, impracticable in view of the low grade deter- mined upon.

A route most nearly fulfilling the conditions of distance, grade and cost, ran north of and nearly parallel with the line of the Chicago, Burlington and Quincy road, which was from sixteen to eighteen miles shorter than the line as it now runs. The purchase of the Hinkley road, covering more than one-third the distance from Fort Madison to Chicago, made a more southern route, crossing the Illinois River, a necessity. At no point can the valley of that stream be directly crossed without great diffi- culty in reaching the upland, on one side or the other.

After much time given to thorough surveys, Chillicothe was selected as the most available point. This threw Galesburg off the direct line between the rivers, and in September the con- fident expectations of the people of that place were dashed by information given to Colonel Carr by Mr. Strong that the road could not come there. Mr. Strong said that Mr. Robinson, the chief engineer, had found a route twelve miles south of Galesburg, which was three miles shorter and not more expensive in con- struction. Expressing his personal sympathies aud regrets, he believed Galesburg would be taken care of, would be provided with a branch after the building of the main line, and he hoped the company would still enjoy the good will and assistance of the citizens. It was, apparently, a final blow, but after consulting with Mr. Gale, it was determined to make an effort to bring pressure to bear on Mr. Robinson. Writing to Mr. Strong, Colonel Carr insisted that a road crossing the county which avoided every town in it could have no friends and could expect no local business; that its construction would be a menace to, and earn the hostility of, Gales- burg. The road could not afford to lose the business and the friendship of the city, whose population was rapidly increasing and already included one-third of the whole county of which it was the center of influence. In strongest terms he urged that Mr. Robinson should visit Galesburg, and make a personal examination

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of the situation, the knowledge of which he pos- sessed only through reports of subordinates and from maps and profile drawings.

He said: "Is it not possible that your splen- did engineer has heretofore built through an unsettled country ? I fear he does not appreciate the difference between a new country, where centers of business are to be created by the railroad, and one where the centers are already established." Colonel Carr further appealed for assistance to, and received assurance of sym- pathy from, officers of the road, his personal friends, George R. Peck, General Solicitor; C. W. Smith, Traffic Manager, and J. E. Frost, Land Commissioner. A visit from Mr. Robin- son was promised, and on December 4, he came to Galesburg. He was able to appreciate the appearance of its population, business and thrift, and withal the unexpected and extraordi- nary opportunity afforded by the Cedar Fork Valley for a cheap and direct route through the very heart of the city. He promised to report the situation to the Directors, and held out the encouragement that a decision in favor of Gales- burg would be rendered, but only on condition that the necessary depot grounds and right of way through the city should be donated by the municipality or private owners. He added that it would be impossible for the company to form any reliable estimate of their cost, and said that in any case there would be a further addi- tion to the outlay necessary for the construction and future operation of the longer line.

A committee had previously been appointed to look after the interests of the city with the Atchison, Topeka and Santa Fe Company, at a meeting in the rooms of the Galesburg Club, Mayor Foote presiding. W. S. Gale, Clark E. Carr, E. P. Williams, J. T. McKnight and A. C. Clay composed the committee. At their call, a large audience assembled in the Princess Rink, then the largest hall in the city, on December 9. Mayor Foote presided. The citizens were already aroused, and the object of the meeting well understood. Mr. Gale, for the committee, submitted a full statement of the correspondence with the officers of the road, and explained the terms upon which a station on the line was practically assured to the city. He urged that the citizens of Galesburg should not forfeit the most favorable opportunity ever presented, and probably the last to be offered, to secure that for which they had so long hoped and labored in vain, a good railroad, fairly competing with the one line on which the city then depended.

After addresses from several prominent citizens a series of resolutions were adopted, presented by D. H. Frisbee, calling on the citizens to pro- vide the means required, and on the City Council to render all necessary aid possible by ordi- nances, or otherwise. A canvassing committee was appointed, by whom subscription papers were prepared and actively circulated, the sub- scriptions being liberal and promptly made.

In the meantime, the line as located inter- fered, more than had been expected, with valu- able improvements, and was evidently to be more expensive than had been contemplated. It was feared that the load would prove too heavy to be carried, as the money must all be raised by private, voluntary subscriptions, no hope for return being offered the subscribers except through the general improvement of the city.

On December 17, the committee informed Mr. Robinson that they would be able to give the company a written guarantee, executed by re- sponsible men, that upon the building of the road through the city the depot grounds required would be conveyed, with right of way west of Broad street, and one-third the cost of right of way east of Broad street. Three days later, a dispatch was received from Mr. Strong, from Boston, addressed to Messrs. Carr and Gale. It read as follows: "Directors are in session; road will be located through Galesburg if right of way and depot grounds are furnished; otherwise on the line south of Galesburg; till three p. m. next day given for reply." Calling for explanation, a second dispatch told that "nothing but the entire cost of depot and right of way would be accepted."

The situation was serious. The subscriptions were incomplete; there was more or less uncer- talnty as to the cost of the ground demanded; the most public-spirited citizens might he expected to hesitate about assuming personal obligations to an indefinite amount, relying on voluntary aid of others, prompted by sympathy only, after the object had been secured.

A circular was at once sent to sixty of the most responsible and public-spirited citizens, informing them that the committee had matters of supreme importance to communicate, and calling on them to meet at the court house at ten o'clock next morning, promptly and without fail. The committee spent the evening of December 20 in consultation and preparation for the work of the next day. A draft of an Instrument of guarantee, presented by Mr. Gale,

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KNOX COUNTY.

was carefully and critically considered, that it might be seen that every essential point was fully covered and that there was no ambiguity in expression, or room for doubt in construction. The meeting of the twenty-first was fully attended. The situation was thoroughly ex- plained and the proposed guarantee presented. There was little discussion. B. F. Arnold, George W. Brown and E. P. Williams led off with expressions of willingness to sign the guarantee. T. J. Hale, declaring there was no time for debate, but only for immediate action offered resolutions that the meeting approved the giving of the depot grounds and right of way, and would join in the guarantee, and called for a rising vote. The vote was unanimous, the paper was signed by all present and after- wards by others, the Directors in Boston were notified at once, and a reply was received that Mr. Robinson had been directed to proceed with the location accordingly.

It was a grand exhibition of public spirit and mutual confidence, and no one has been known to regret his part in it.

The subscriptions to the funds continued to be made. In the end the number of subscribers reached four hundred and ninety-five, the sums ranging from one dollar to two thousand. The total amount raised was $64,243.55. Mr. J. T. McKnight and Asa A. Matteson were appointed to collect the subscriptions and purchase the right of way. The selection was fortunate, since hetween them these gentlemen possessed qualifications eminently useful in the compli- cated work, and ably and energetically carried it through.

In their final report very few subscriptions appeared uncollected, and after all costs and expenses had been paid, a balance of $2,451.41 remained. This was ordered distributed among the subscribers pro rata, making a rebate of 41/2 per cent on the amount paid by each.

From first to last, no misunderstanding with the company or its officers was had. At the close the company's solicitor expressed the pleasure felt by the railroad officials at the fair and honorable manner in which they had been treated by the city of Galesburg and its people. The Directors showed their appreciation by erecting in the city much the finest depot on their line from Kansas City to Chicago.

In answer to insinuations that the action of the company in requiring contributions from Galesburg was "making a bluff" and not actually made in good faith, Mr. Strong has recently

said, in a letter to a friend: "But for the cor- respondence between Colonel Carr and the rail- road officials the road would never have come to Galesburg, and if the required pledge had not been made on the day set for it, the road would have been located on another line."

THE CHICAGO, BURLINGTON AND QUINCY RAILROAD.

The act incorporating the Peoria and Oquawka Railroad was passed in 1849. Peoria and Oquawka were at the time connected by a daily line of stage coaches. No intermediate points were named in the charter, but it was expected the chief towns on the stage line-Knoxville, Galesburg and Monmouth-would be served, but that for the stage line between Peoria and Knoxville the older route, by way of Farming- ton and Maquon, would be taken. In 1849, an organization was made, public meetings held, and some interest excited; in 1850, a more serious effort was made, and James Knox, of Knoxville, was made President of the road. At Galesburg, the interest felt gradually cooled. Notwithstanding the assurances of Mr. Knox, there were fears that the jealousy of the other towns, on which Galesburg was gaining in pop- ulation and business, would secure a location that would leave that place at one side. It was believed by some, that another line, of greater value to Galesburg, would be called for from the Mississippi, below the lower rapids, to the ter- minus of the Illinois and Michigan Canal, con- struction of the latter having been resumed; and that such a line would be forced, by the nature of the country, to follow the divide between the rivers, and pass through that place, and it would be well to reserve the strength of the town to aid in its construction. At the close of the year, the people of Galesburg had cut loose from the Peoria and Oquawka project, and were committed to another scheme.

February 10, 1851, the Peoria and Oquawka charter was amended, fixing as points on its line Farmington, Knoxville and Monmouth; author- izing the company to acquire the right of way, and the old grade of the Peoria and Warsaw line, between Peoria and Farmington, belong- ing to the State, a relic of the collapsed internal improvement system; and empowering it to construct a branch to the Mississippi River near Burlington.

On the first of the same month, the Northern Cross Railroad Company, chartered in 1849 to occupy the old State line from Quincy to Mere-

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KNOX COUNTY.

dosia, was authorized to build a branch to the terminus of the Illinois and Michigan Canal, on the most eligible route through the Military Tract, not east of Knoxville.

On the fifteenth of the same month, the Cen- tral Military Tract Railroad Company was chartered to build from Galesburg to connect with the Rock Island and LaSalle line, in either Henry or Bureau Counties.

In 1851, Colonel Richard P. Morgan, Chief Engineer of the Rock Island and LaSalle Com- pany, left that road and was appointed on the Peoria and Oquawka. He condemned the Farm- ington route, and insisted on the Kickapoo Valley as the only one available westward from Peoria. In 1852, an amendment to the charter authorized construction without reference to Farmington; it also permitted the establish- ment of a ferry at Burlington, and the extension of the road to the eastern limit of the State. The abandonment of the route over the high, well cultivated prairie, and leaving Farmington (then a thriving, enterprising town), was severely criticised, and the character and motives of the engineer bitterly attacked. Colonel Morgan was an old engineer, of large experience and high standing and a thoroughly honorable gentleman. Nobody who knew his opinions on railroad construction, or had ob- served his work on the Hudson River, the Galena and Chicago, and the Rock Island rail- roads, wondered at his selection of a route in locating the Peoria and Oquawka line. He cared little for curves, but he abhored steep grades. The line was located to run past Galesburg, more than two miles south of the public square. Oquawka having given no sufficient aid, the western end of the main line was not located, the Burlington branch practically superseding it. The people of Burlington became the most active promoters of the road, prominent among them being James W. Grimes, Charles Mason and William F. Coolburgh. In Peoria and War- ren counties, municipal bonds were issued in aid, the indifference at Oquawka and the hos- tility at Galesburg preventing like action in Henderson and Knox counties.

Two divisions were made, Knoxville becoming the separating point, and all aid given was to he expended in the division in which it was obtained. Work was begun at once. and pros- ecuted from each end of the line. By the fall of 1854. the road was partially built, and the means of the company and the contractors exhausted.

Near the close of 1850, when the claims of the Peoria and Oquawka were being discussed in Galesburg, Mr. Marcus B. Osborne, a director of the Rock Island and LaSalle Company, whose road was not then located but was designed to connect the upper Mississippi with the Illinois River, at the terminus of the Canal, informed W. S. Gale that the Directors of that road had accepted a proposition made by Sheffield and Farnham, the contractors building the Mich- igan Southern road, then approaching its in- tended terminus at Chicago. The Directors were to secure a change of charter, giving right to extend the line to Chicago, reorganizing their company, and secure an entrance into that city. The Michigan Southern would connect near Chicago and run in on the same line. Sheffield and Farnham would construct the Rock Island and Chicago road for $22,000 per mile, taking one-half in bonds of the road, one-third in stock, and would accept municipal bonds, as far as offered, for the remainder. Mr. Osborne expected the road to follow the stage route and make points at Cambridge and Witherfield, coming within a little more than thirty miles of Galesburg and making a short line over the then open prairie. He had no doubt the con- tractors would be glad to take up so valuable a feeder, as a branch to Galesburg would be on quite as easy terms as were offered for the main line. Mr. Gale was associate editor of the News Letter, and the next issue of that paper con- tained an account of the situation as reported, urging the feasibility of securing the construc- tion of such a branch, the importance it would give to Galesburg as a point to which would be drawn the lines seeking an outlet to the canal and lake from the south and west. Southwick Davis, editor of the Register, replied in his next issue, opposing the scheme as an interference with the Peoria and Oquawka line, the con- struction of which could be secured and on which Galesburg would be a point if its assist- ance were given. The result was a discussion on the streets, followed by a called meeting of the citizens. The question was thoroughly debated. The strongest presentation of the Peoria side was by C. S. Colton and H. H. May. They insisted that the Peoria line could be more certainly secured, and that it had more value than a direct route to Chicago, being so short in comparison, and that from Peoria there was water transportation in every direction. That in the end Peoria would get railroad connection with Chicago, and through it railroad trans-

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KNOX COUNTY.

portation to that city would be but little longer than by way of the Rock Island road. The argument of the friends of the Chicago route prevailed, and at the conclusion, by unanimous agreement, a committee was appointed to pre- pare and secure the passage of a charter for a branch of that road.

It was feared opposition might be met with in the Legislature, and that Galesburg would be at a disadvantage. The State and the Legis- lature were overwhelmingly democratic. Gales- burg had no good political standing. It was known as an abolition town, and in 1851, aboli- tionists were, in most sections of Illinois, cordially hated. The Senator and the Repre- sentative from Knox County were Whigs and from Knoxville, and individually were greatly interested in the Peoria and Oquawka Company. George C. Lanphere, an active advocate of the new project, was County Judge and a demo- crat, and was selected to go to Springfield in the interest of the charter. The Lieutenant Governor, William McMurtry, was from Hen- derson; that town, it was supposed, would share with Galesburg the benefit of the scheme. Colonel McMurtry was very influential in his party, and popular both at home and at Spring- field, where he had represented his district both in the House and in the Senate. His aid was counted on. Judge Lanphere met at Springfield Onias C. Skinner, of Quincy, a prominent lawyer and leading democratic politician, afterward a Judge of the Supreme Court, and a native of Whitesboro. His nearest relatives were at Galesburg. He had a bill authorizing the North- ern Cross Railroad to build a branch to LaSalle. The first proposition was to adapt his bill to the case and carry out the Galesburg scheme under it, but after protests from that city to the effect that it must have its own bill, and that its work must be under its own control, it was agreed that more might be effected by first securing the Galesburg end of the line, since, with that accomplished, the Quincy end would easily follow. Judge Skinner gave the name Central Military Tract to the Galesburg road, Indicating the ultimate design of the scheme. Governor McMurtry was the first President of the road. Committees were appointed to meet the Rock Island Directors and contractors at Rock Island and Chicago. Galesburg's repre- sentatives were cordially received. Mr. Farn- ham gave ample assurance that when the Rock Island road was finally provided for, he would take up the Central Military Tract line on like

terms. Major William P. Whittle was appointed Chief Engineer, with B. B. Wentworth and George Churchill, assistants.

The preliminary surveys were disappointing. The Rock Island line had been located farther to the north, and on low ground, nowhere reaching the high prairie. Points where easy descent from the high ground could be made were few. Unlooked for difficulty was found in crossing Pope and Edwards valleys. The most favorable route found was fifty-four miles in length, and was substantially that on which the road was finally constructed, as far as the Coal Creek valley, between Neponset and Buda. From thence it turned at a right angle and ran down the valley, touching the Rock Island road at its summit, on the farm of Green Reid, at which point, in anticipation of the junction, the town of Sheffield was laid out.

It was expected here to suspend operations, and wait until arrangements could be made to secure the full cost of construction before further expenditure of money, which might prove ill applied. But under the influence of the Chief Engineer, a more progressive policy was attempted. Stock subscriptions were to be canvassed for, in expectation of raising enough money to grade the road and be able to place bonds to provide for superstructure and equip- ment.

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Historical encyclopedia of Illinois, Part 129

Author: Bateman, Newton, 1822-1897. cn; Selby, Paul, 1825-1913; Gale, W. Shelden Publication date: 1899 Publisher: Chicago : Munsell Pub. Co. Number of Pages: 1388

Author: Bateman, Newton, 1822-1897. cn; Selby, Paul, 1825-1913; Gale, W. Shelden
Publication date: 1899
Publisher: Chicago : Munsell Pub. Co.
Number of Pages: 1388