USA > Illinois > McLean County > Normal > History of Bloomington and Normal, in McLean County, Illinois > Part 12
USA > Illinois > McLean County > Bloomington > History of Bloomington and Normal, in McLean County, Illinois > Part 12
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than any company in the place, except one, to say nothing of the great advantages it gives in keeping the price of coal down to such remarkably low figures.
Could our first settlers have imagined the day would ever come when coal would be mined under their feet, and sold at such prices, they would have had vastly more faith in the future of this rich country, of which the worst that could then be said was that it contained little fuel, and that on that account it would sustain but a small popu- lation. This company raises as much as five hundred tous in twenty-four hours, ou extra occasions, though its average daily out-put is about two hundred tons. During the year, its sales amount to over sixty thousand tons, and its pay-rolls in the winter sea- son often exceed $10,000 per month.
WATER.
For many years after the settlement of Bloomington, no one supposed the town could ever obtain a supply of water for public purposes. Rival cities with a visible supply of muddy river-water, have delighted in taunting Bloomington with its con- dition in this respect. Various were the expedients devised and talked of for obtaining a supply of water sufficient to meet the public demand. One engineer, eminent in his profession, with a national reputation, proposed the most feasible scheme that was devised, which was nothing less than a pipe all the way from the Mackinaw River to the high ground north of Normal, where a reservoir could be made that would force the water all over the city of Bloomington. Another project was to "impound" the water of the low ground northeast of the city, by building a dam and thus retaining the sur- face water in a pond that might answer all purposes, similar to the Jacksonville plan. This would, of course, render the neighborhood of the pond unhealthy ; would be very expensive and would not insure good drinking-water. The dry year of 1854 caused great distress for water in this part of the State, and Bloomington people were very much exercised with fears that the location and building of their rapidly-grow- ing city might after all, have been a serious mistake. We find that a public meeting was called July 23, 1854, when Mr. J. W. Fell offered the following resolutions, which were unanimously adopted after a discussion, in which the mover, Judge Davis, Dr. Freese and others, participated.
Resolved, That a committee of five be appointed, whose duty it shall be-having previously associated with them one or more persons of practical skill in hydraulies and civil engineering -to institute an examination on the following propositions, to wit: Ist. The practicability of obtaining at Sugar Creek, or at any other point or points, in or near the city, an adequate sup- pły of pure water at all seasons of the year, and for all wants of the community. 2d. The best method of elevating the same (should a supply be deemed advisable ) to a reservoir of sufficient capacity to be located on the public square, or at some other suitable point in the central part of the city, whence it may be drawn off to meet the wants of the community. 3d. The proba- ble expense attending the execution of such a system of hydraulics ; and lastly, the best mothod of defraying the expenses incident to such an undertaking ; and the probable length of time for its accomplishment.
Resolved, That in the execution of the duties intrusted to said committee, they be author- ized to make whatever surveys and examinations may be necessary ; and that the Mayor and City Council be respectfully requested to co-operate with them and provide the necessary means to defray the expense attending the same.
Resolved, That said committee be requested to proceed with all practicable dispatch in the execution of the aforesaid duties ; and that they report the result of their examinations to the
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City Council or to a public meeting hereafter to be called by them, or both, as they in their dis- cretion may deem most expedient.
Resolved, That we recommend our City Council to build six or more cisterns at suitable points in Bloomington, to hold 200 or 250 barrels each : provided, the city does not adopt the hydraulic system of obtaining water.
The Chair appointed the following persons as committee : Jesse W. Fell, J. W. Ewing, F. K. Phoenix, James Allin, Sr., and William Wallace.
It will thus be seen that the question of proper water supply has long been before- the public. In the twenty years intervening between this public meeting and the final solution of the problem, a great variety of projects have been discussed.
It appears that in digging the coal-shaft which was first sunk, the one northwest of the city, a vein of water was encountered of great volume-so powerful that the first attempt was abandoned-and a success only made after moving a few rods and procuring very heavy pumping machinery. This discovery led the Chicago & Alton Railroad Com- pany, in 1869, to dig in the vicinity a well which struck the same vein, and proved suf- ficient to supply the immense amount of water needed for that large corporation. From this time the attention of our citizens generally was turned to that point, and public opinion finally settled on the advisability of attempting to obtain the city supply by digging a well, and experimenting still further with that wonderful underground reservoir.
In the summer and fall of 1874, at the end of a series of four very dry seasons, the City Council made the attempt. It proved remarkably successful. The water, found at a depth of only forty feet, was sufficient to keep three powerful engines busy, whose united efforts threw a solid six-inch stream, which removed the water as fast as it flowed into the well. On Christmas Day, 1874, the whole population that wished, examined the fountain-the well having been finished the day before. As a sample of what had been discovered, the engines were kept at work, throwing the water in a stream which, as it flowed off, was equal to a good-sized brook. There was but one opinion, and that was that the fountain was large enough to justify the erection of a system of water works; and in the summer of 1875, the stand-pipe was erected, 200 feet high, an engine and pump placed in position at the well, two miles and a half of pipe laid in the streets, and a full sytem of water works inaugurated, which has since been enlarged by additional pipes and more machinery. The total cost of the whole, up to April 30, 1878, has been $86,944.83. This includes about eight miles of water-mains, the engines and machinery, the stand-pipe, four drinking-fountains, seventy hydrants and everything connected with the Water Department.
The water is of a medicinal nature, rather heavily charged with mineral deposits, but is very healthy and much liked by those who have been using it for any length of time. Its value to the city can only be reckoned by millions.
The Water Board consists of Peter Rockwell, J. W. Trotter and John W. Evans. M. X. Chuse is Superintendent.
The present city well is on the same tract where the first coal-shaft was attempted, which enterprise in reality demonstrated the existence of our valuable supply of water.
MANUFACTURES.
In tracing the early history of manufacturing, we shall be quite brief. We will mention that the first machinery of which we read, appears to have been a " dog
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power," used by Henry Miller, the first wheelwright, in the manufacture of spinning wheels He was here in 1531, and probably used this machinery near that dite He owned the first turning-lathe in Bloomington, about the year 1535, Seth Baker owned the first saw-mill. His machinery was propelled by oxen in a treadmill. This must have been about 1832 or 1-33. Solomon Dodge ran the first corn-mill about this time, also impelled by the patient ox. Perhaps we should except the " corn-cracker," created by Dr. Baker in the winter of 1830 and 1931, at the time of the Deep Snow. This mill was on his farm in Blooming Grove, and was in running order at a very late date. There were also other " hand" corn-mills, as well as horse-mills in Blooming Grove at a very early date, earlier than either of the above-mentioned. Rev. E. Rhodes is said to have had a " hand corn-mill " as early as 1824, and, by the winter of 1831 and 1832-the year after the Deep Snow-there were several " horse-mills" at the Grove.
It would be pleasant if we were able to follow the improvements that have taken place in the last fifty years, to return to the spinning-wheels of Blooming Grove and exhibit them with the finest machinery in our modern looms ; to compare the home- made hor and wooden plow of the pioneer with the polished implements turned out to-day by Brokaw and Walton, or to bring the old ox-cart and rude wagon into com- parison with Ferre's phaetons and Matern's huggies. But we must pass to a hasty examination of what we find, leaving comparisons to the reader.
The Chicago & Alton Railroad Company's shops are our most worthy manufactories. and shall be first examined. But for these, one-fifth of Bloomington's population would be out of business to-day. The company generally pays out each month the sum of $30,000 to about 700 men. No wonder that Springfield offered to exchange the State Capitol for this single manufactory ! The establishment is full and complete -will turn out everything needed, from a locomotive of the heaviest class to a finely- finished and elegantly-upholstered sleeping-ear, while anything in use by the company. be it a pump, an engine, a car or a wind-mill, can be repaired by the ingenious workmen with the fine machinery of the different departments. When, in the autumn of 1853, the first train of cars on this road entered Bloomington from the South, the enterprise was in its infancy. There had been no less than four separate companies owning the line from Chicago to St. Louis, and there was little to indicate the future enormous proportions of the Chicago & St. Louis Railroad. The Illinois Central, which had been the topic of conversation in Hlinois for more than fifteen years, was looked upon as the only railroad of importance. Bloomington had made an effort to secure what were regarded as the remarkably valuable machine and repair shops of that company, and had seen itself, in 1952, beaten by the insignificant town of Wapella. The atten- tention of men like James Allin, Jesse W. Fell. A. Gridley, W. H. Allin and David Davis-men of eagle eye and sound judgment -was at once turned to the little " Alton & Sangamon Company," as the new line was at first called, then the " Chicago & Mis- si-sippi Railroad," and they determined to secure here the railroad-shops, hoping that in the future it might grow into a large establishment. They took steps to this end early in 1853, each of them making a donation to the company for this purpose, and they stimulated others to do the same. These efforts were successful and a tract of land of over six acres was donated to the railroad company for railroad purpose. This land was bounded on the east by the track, on the north by the township line, on the west by the section line, being triangular in shape. It is on this spot that the original shops
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were built, but it has been greatly enlarged. On the east side of the track, the piece of land bounded on the west by the track, on the east by Catharine street, and south by Chestnut street, the site of the old passenger depot, was also donated, the whole having been paid for by the gentlemen named above, with others, and deeded to the company by W. H. Allin with full warrantee deeds, for the sum of $3. In all there were over seven acres.
During the years 1853 and 1854, the shops needed for the little railroad company were built, and a beginning made in the great enterprise of which we are now so proud. These were added to from time to time, so that, in the year 1858, nearly two hundred men were employed in the different departments. As the business of the road increased-the different pieces of the road being consolidated into one corporation-the shops were enlarged four times, until at the time of the fire, November 2, 1867, nearly as many men were employed as there are now. These buildings were not well arranged, however, and that event compelled the company to face the problem of permanent con- struction. Plans were prepared carefully during the winter following the fire, for the best system that could be devised, taking into account what was then needed, and con- sidering the probable increase of business of the present road and the possible growth from future consolidations with other railroads, and the result is seen in the splendid shops now finished.
At the time of their construction, there were no railroad shops west of Altoona, Penn., that surpassed these in Bloomington; but in the last few years it is possible they may have been equaled. The ground upon which the old shops stood at the time of the fire was not large enough for the needs of the present establishment, and before the new works were commenced the company obtained quite an addition, and secured from the city the closing of streets and alleys that were in the way. The conditions of rebuilding here in Bloomington, in preference to removing the shops to Springfield, Joliet or Chicago, were, that the additional ground should be furnished and those streets and alleys vacated by the city. This was agreed to by the City Council; but before the matter could be consummated legally, considerable time must elapse, and hence there was doubt whether the city might be able to accomplish all that was desired. In order to insure this, a guarantee was signed by nearly all the leading citizens of Blooming- ton, agreeing that all should be done as desired.
The space occupied by the company for shops and tracks is equal to forty acres. Here we find more than a dozen very large buildings, in which are carried on the immense operations of the company. Among the principal shops we will mention :
The Car-Shop.
263 by 80 feet.
Planing
200 by 75
Paint
170 by 75 66
Dry-House.
63 by 19
Foundry.
180 by 60 66
66 L.
50 by 40
Boiler-Shop.
160 by 60
Machine-Shop
260 by 100 66
Machine-Shop Addition.
50 by 45
66
80 by 45 66
Old Machine-Shop.
270 by 40 66
Rolling-Mili (wood)
132 by 57
Old Roundhouse.
240 feet in diameter. 240 “ 66
New Roundhouse.
Storehouse.
120 by 60 feet.
Blacksmith-Shop.
200 by 75
Eng # by E BEall &Sans,13Forclay.SENY.
A. Gridley
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All these buildings, except the rolling-mill and the old machine-shops, are built of Joliet stone, have iron-trussed roofs covered with slate, and several of the largest are two-stories high. Beside the above, there are several smaller buildings, the pattern-shop. brass-foundry and several others. Taken all in all, it is seldom we find such n magnifi- cent collection of manufacturing establishments as are here grouped together upon the forty acres and more of land belonging to the company. These shops are filled with the finest and most substantial machinery that can be found. One can form some idea of this from the simple statement that in the blacksmith-shop there are fifty forges, and right steam trip-hammers, the latter weighing eight to fifteen hundred pounds. Several of the largest and most powerful steam-engines in the West are in constant use to pro- pel the ponderous machinery of the different departments. Even the pumping-engine, which forces water from the company's magnificent well, is a large engine. These dif- ferent structures were over two years in building, having been finished nearly as they now stand, about the beginning of the year 1870. When the machine-shop is rebuilt to correspond with those now in use, the appearance of the whole will be superior to anything of the kind in the State.
Here the company are able to build locomotives and cars, or to repair the same- doing all portions of the complicated work, and they employ some of the most ingenious and skillful mechanies that can be found. The presence here, in Bloomington, of the large number of intelligent mechanics, foremen and superintendents required, has a very elevating and beneficial effect upon the city. Bloomington can boast of these shops and of their occupants, they being the most important and valuable of anything in the place. Their size and industry entitles the city to be classed as a manufacturing center. Here are employed from six hundred to nine hundred men, the number vary. ing with the condition of the company's business.
Among the company's officers who have been prominently identified with the mate- rial development of Bloomington in the past, we may mention Hon. Hamilton Spencer, Lessee, 1860; Charles Roadnight, Treasurer in 1858; Mr. R. Parke, Agent in 1864 ; Ası H. Moore, Superintendent for several years ; J. A. Jackman, Superintendent of Machinery from 1864 to 1879 ; Rufus Reniff, Superintendent of Car-shops from 1861 to 1679; Matthew Is. Steele, Train- Dispatcher; William Hughes and A. Moulton. of the Iron Departments ; O. Vaughan, present Assistant Superintendent, and there are many others equally deserving of mention.
It has always been the policy of the company to retain good men in any position they are fitted for, and there are a large number of the officers and employes who have been in service nearly twenty years. Taken as a class, the railroad employes are much superior to the average mechanics of the country, and their presence in Bloomington in such large numbers adds largely to the character of our population.
The Railroad Company pays out monthly a very large sum of money, which enters at oner into circulation, giving life and reliable activity to the retail trade of Blooming- ton and furnishing constant proof of the value of this immense establishment The policy of the company toward our city is quite liberal, its managers realizing that their interests here are large enough to make the public good a matter of self- interest to the corporation. Several illustrations of this good-will have been given in the past, one of the most important being it- liberality in assisting in macadamizing the street from the
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freight depot to the Court House square, and also, in 1878, in assisting the city in the pavement of Washington street.
The whole policy of the company, under the management of President Blackstone and Manager McMullin, has been liberal, one evidence of which is seen in the share the company is taking in the great work of underdraining the farms of Central Illinois. This tile-drainage improvement marks a new era in the development of this country almost equal to the invention of the harvester, and this railroad has been carrying tile for farmers' drains at the simple cost of carriage, or at less than cost, thus being willing to perform its share in one of the most important of our modern agricultural improve- ments.
The Chicago & Alton Railroad Company ranks among the foremost corporations in the country in its care of its rolling-stock, and has been one of the readiest to adopt new improvements. Could the full history of these shops be written, as at some future time we hope it will be, we should all be astonished at the record of valuable inventions that would be presented. We might mention Reniff & Buttolph's Patent Ventilator, President Blackstone's Car-coupler, and many others, but must leave this subject with one more reference-that of the Pullman Palace-Car. In 1859, George M. Pullman arranged berths in two cars for the use of this company, and, in 1863, he manufactured here the first two palace cars ever made. They cost $18,000 each. It is said that the frame-work of the first sleeping-car Pullman ever made is now lying by the side of the railroad in Bloomington.
We might add that the total cost of these magnificent shops is in the neighborhood of $1,000,000, and that they are owned by one of the wealthiest corporations in the Northwest. The Chicago, Alton & St. Louis Railroad now owns or leases 876 miles of road, having built, in the year 1878, 162 miles, giving it a completed line from Chicago to Kansas City. The repairs of this immense road, with its several branches, being mostly concentrated at this one point, demand an amount of labor that will be more likely to increase than diminish.
The agricultural development of this region has received great benefit from the railroad, the reaper and the plow-the last being an implement of more importance than the present generation can realize possible. The railroad and the reaper are understood by all, but the advantages of our modern self-polishing plows are imperfectly realized, except by our old settlers. The new-comers, down to about 1845, brought plows with them, and various styles were in use, but none of them would work well in our fine prairie soil, and the cultivation of the land was toilsome and imperfect. It was impos- sible to plow but a few rods without a stop for the purpose of clearing the implement from the accumulation of soil. Cast iron, wrought iron or wood were almost alike-worthless -and for many years our farmers despaired of ever seeing the right plow for this soil.
Lewis Bunn was one of the first blacksmiths here, and made plows as early as the year 1833. He tried to make the best plow that could be devised. In the year 1838, he made a lot of the "Sprouse " pattern, which had a boiler-iron mold-board, placed at such an angle, that the heavy friction of the soil would "scour " them better than any previously in use. These plows had the handles and wood-work much like a " shovel " plow, and did not run steady-were "jerky " and severe on a team. The next year they were improved by a different attachment of the beam. Mr. Abraham Brokaw made the wood-work of these plows for several years. In 1840, Mr. Bunn
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made the " Rathbone " plow an improvement-the mold-board was still boller iron. but the implement was more steady. The mold-board was ground smooth, and in some soils there would scour well. Oliver Ellsworth was Mr. Bunn's partner at this time, and together they made 300 of these Rathbone plows quite a manufacturing business for the times.
In 1842, the firm made the " Tobey & Anderson," or " Peoria," plow, of which the mold-board was common steel, ground, but not polished. This gave great patis- faction-was further improved-and by the year 15H and 1945 they were in great demand. Farmers came long distances for these celebrated plows, and at one time the firm rented a large pasture in which teams were kept while waiting their turns. It this time, it was fully demonstrated that plows could be made that would work freely in any soil, and the result was a very decided improvement in the cultivation of prairies Bloomington's mechanics-Bunn, Ellsworth and Brokaw-contributed largely to the result. About the year 1859, these three men went into partnership together, and con- tinued several years.
It was not till 1857 that these steel mold-boards were polished perfectly, and since that date the improvements in plows have been of comparatively little importance. About the year 1845, is the date when practicable plows first came into general use, so as to be found upon all our farms, as near as we have been able to ascertain.
The plow-shops of Abraham Brokaw, at the corner of Main and Market, are among the oldest in Central Illinois, Mr. B. has been in the business nearly forty years, and has acquired a splendid reputation He employs from twenty to forty men John T Walton, who started in business in 1857, employs over twenty men in the busy season. and makes a large variety of the different plows and cultivators required by the Western and Southern trade. His business is carried on in the fine block fronting on Washing- ton street, just west of the People's Bank.
There are smaller plow-shops in the city, the several repair and general shops to be found in a town like Bloomington, with machinists, boiler-makers and other iron-work- ers, who employ a large number of men.
There are several large wood-working establishments, of which some of the most important are those of J. W. Evans, and the wayon and carriage factories of 1. Ferre. 1, Matern. S. Hayes, and others.
One of the most important manufactories in Bloomington is Dr. (' Wakefield & Co.'s medicine factory, as well as one of the most interesting. Dr. Wakefield spent two years in this place as early as 1587, having been a school-teacher in the Orendorff dis triet He then lived in De Witt County until 1-30, when he made his home here. His brother, Dr. Zera Wakefield, who died in 1515, had remarkable success in treating the malarial diseases of this country, having been in demand over a large territory radi- ating from his home in De Witt County. His remedies were so good that before his death, in 1915, many packages were sold, and a denrand grew up, to supply which, in 1850, Dr. C Wakefield moved from De Witt County and started a factory in Bloom ington
His business was pushed with great energy, and soon became well established and profitable, Dr W built the first threestory brick store in Bloomington, which, with his factory and drug store, was burned in the great fire of October 16, 1955 His large factory on Est Washington street, built about the year 1800, has grown with his
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