History of Crawford and Clark counties, Illinois, Part 8

Author: Perrin, William Henry, d. 1892?
Publication date: 1883
Publisher: Chicago : O.L. Baskin & Co.
Number of Pages: 826

USA > Illinois > Clark County > History of Crawford and Clark counties, Illinois > Part 8
USA > Illinois > Crawford County > History of Crawford and Clark counties, Illinois > Part 8

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

Governor Ford, in his history of the State of Illinois, pays a high compliment to Mr. Jan- ney, for his action on the canal loan question, which resulted in saving the State from the disgrace of repudiation. In 1853 his sight had so far failed him, that he was compelled to abandon his profession. lle removed to Marshall, in the county of Clark, and engaged in a woolen-mill, which he carried on until his death on the 17th day of December, A. D. 1875. In politics he was a democrat; in religion, a liberalist; in all the relations of life, a gentle- man.

William HI. Sterrett was born in Nova Scotia, and read law with the Hon. Lucius Case, of Newark, Ohio. He came to Robin- son, about the year 1845, and engaged in the practice of his profession, and was continually in practice until 1853, when he was elected county judge. His health was already fail- ing, and he abandoned practice, and shortly after the expiration of his term as county judge he returned to Nova Scotia and died. He was a member of the lower House in the eighteenth, General Assembly. As a law- yer he was positive in his positions when taken. He was not an orator, but an earnest

and zealous advocate of the cause of his client. As a judge he was willful and arbi- trary, and took but little counsel beyond that of his own will. He administered the law as he understood it.

Elihu McCulloch was a native of South Carolina and a graduate of Columbia College. He removed first to Gibson County, Indiana. In the year A. D. 1846 he located in Robin- son and engaged in the practice of the law and continued until in the fall of 1849 when he died. He was a brother-in-law of Ilon. Franklin Robb, a member of the present Crawford County Bar. He was a democrat in politics. A man of industry and deeply learned in the science of law. He gave promise of a career of usefulness to the pub- lic and honor to himself.

Augustus C. French, came from New Eng- land to Edgar County, and represented that county in the Legislature of 1836. In 1839 he removed to Palestine, having received an appointment in the land-office at that place, a position he filled for about three years. He was a man of business as well as law and purchased lands south of Palestine which he afterward converted into a beautiful country seat which he called " Maplewood." In the fall of 1846 he was elected Governor of the State, and was re-elected in 1849 at the election held under the constitution of 1847, and was governor until January, 1833, when he was succeeded by Joel A. Matteson, of Will County. Governor French was a man who was little understood by the mass of the people. His rigid economy in affairs of business was called stinginess, and many stories are still current in regard to his habit of gathering and saving in small things. When it is known that all his care and saving was to feed, clothe and educate younger brothers and sisters who were de- pendent upon him, and that all he made and saved for many years was religiously devoted

HISTORY OF CRAWFORD COUNTY.

to that purpose, it presents his character in a fairer light, and a more charitable judgment than has been usually accorded to it. His ad- ministration of the affairs of the State was eminently successful. He never afterward entered actively into the practice of law, but after a few years of leisure at Maplewood, he removed to Lebanon and took charge of the law school at McKendree College. He died several years ago, respected by all who knew him, as an honest man. Politically he was a democrat. In religion he was a Methodist.

George W. Peck, one of the brightest ornaments of the Crawford County Bar, was born at Salem, and educated at Greencastle, Indiana. He was twenty-one years of age when he located in Robinson in the summer of 1853. Old lawyers at once recognized his worth and accorded to him a high position in the profession. He rapidly obtained a prac- tice which steadily increased until he entered the army in 1861. He was a good special pleader, and his address to a jury was always clear, logical and often eloquent. His mental and physical organization were both of very fine texture and eminently fitted him for a high rank in the legal profession. He was a delegate to the national convention which nominated Mr. Lincoln for President. He was a great admirer of Mr. Lincoln personally and politically, and entered into the campaign for his election with all the enthusiasm of his ardent nature. He organized and com- manded the "wide awakes" and in this showed a capacity for organization and drill that was extraordinary. His speeches during this campaign ranked with those of the best orators of the party.

At the commencement of the war he raised a company of men and repaired to camp at Mattoon. This company became company I in the 21st regiment of Illinois volunteers, commanded by Col. U. S. Grant. During the campaign in Missouri he was much ex-

posed and contracted bronchitis, from which he never recovered. He remained with his regiment and participated in every battle in which it was engaged, and when Col. Grant was made a general, Captain Peck was made Lieut. Col., and after the death of Col. Alex- ander he commanded the regiment until he was too feeble for duty in the field. He was then detailed for duty as Provost Marshal at Louisville, Ky., and discharged the duties of that position with honor to himself and the service until his constitution broke down entirely and compelled his resignation, and he returned to his mother at Salem, Indiana, to die. He had that rare courage that enabled him on all occasions to act as duty prompted, reason guided and conscience dictated. Though he died young he lived long enough to win reputation as a lawyer and fame as a soldier.

James N. Steel was born in Philadelphia, and removed to Crawford County in his boy- hood. He was several years clerk of the county court, and on his retirement from that office read law, and on the thirteenth day of July, A. D. 1857, was admitted to the bar, and commenced practice. His large acquaint- ance and perfect familiarity with business gave him at once a large business. His first view of a legal question was generally correct, while further reasoning often led him into doubt. Ile was a fine special pleader and very quick to detect faults in the pleadings of his adversary. He had a clear, intellectual face and a pleasant conversational voice. His address to court or jury was usually clear and logical, and was addressed to the judg- ment rather than to the passions. As an office lawyer he has had no equal at the Craw- ford County Bar. His social qualities were of a high order. He was successful in busi- ness and left a handsome property to his children. He was among the first to unite with the republican party in the county, and

IIISTORY OF CRAWFORD COUNTY.

was a zealous advocate of its principles. His health failed and he retired from practice, and died in Robinson on second day of De- cember, A. D. 1822.

William Clendennin Dickson came to this county from Indiana as a physician and prac- ticed medicine for several years in Montgo- mery and Honey Creek Townships. He was known as an active democratic politician and speaker. At the election of 1861 he was elected County Judge and hell that office four years. He had previously read law and was now regularly admitted to the bar, and during his life time continued to practice. Ile came to the bar too late in life and lived too short a time to acquire either a large practice or reputation as a lawyer. He died at Robinson in the year A. D. 1872.

Alfred G. Lagow was a member of the C awford County Bar in its early history when the courts were held at Palestine. The writer has been unable to learn the date of his ad- mission to the bar or the date of his death. From the court records it would appear that his practice was not large or very long con- tinned, but papers prepared by him still re. maining on file show care and legal skill. He was a son of Wilson Lagow, one of the oldest settlers of the county, and those who remem- ber him speak of him as a kind, pure-hearted gentleman.

Edward S. Wilson, of the Richland County Bar, is a native of this county, and entered the practice in Robinson about the year 1860. In 1862 he was appointed State's attorney for the circuit and for several years discharged the duties of that office with ability. During his official term he removed to Olney, where he still has a large practice, and stands among the foremost members of the bar in that county.

Henry C. Firehangh, now a member of the San Francisco Bar, is also a native of this county. He read law in the office of Mr.

Callahan and was admitted to practice in 1864, and remained a short time in the county when he went to California, where he has been rewarded with a very large measure of success.

In the olden time when judges and lawyers "rode the circuit" together, such men as Gen. W. F. Snider, Hon. O. B. Ficklin, Judge Charles H. Constable, Joseph G. Bowman, William Harrow, Senator John M. Robinson, John Scholfield and E. B. Webb were often seen at the bar of this county and tales are still told by the "okdl settlers" of the con- tests that took place between these giants of the law in courts where there were but few books, and plausible speeches were of much more value than they are at the pres- ent time in winning verdicts from either court or jury. The limits of this chapter forbid more than a mere mention of the names of these old men, the most of whom have been summoned to a "bench and bar beyond the murky clouds of time."

The present bar of Crawford County con- ists of the following members:

The Hon. Franklin Robb who was born February 15, A. D. 1817, in Gibson County, Indiana, and was licensed to practice law in Indiana in January, A. D. 1843. Licensed in Illinois in the year 1847, and began prac- tice in Robinson in 1851.

Ethelbert Callahan was born in Licking County, Ohio, December 17, A. D. 1829. Admitted to the bar in 1860, and practiced in Robinson since 1861.

Jacob C. Olwin was born December 6, 1838, near Dayton, Ohio, and admitted to the bar in 1864, and has practiced in this county since that time.

George N. Parker was born April 9, 1843, in Crawford County, Illinois, and was admitted to practice in the State Courts June 18, 1870, and in the Supreme Court of the United States December 9, A. D. 1878.

2 Callahan

HISTORY OF CRAWFORD COUNTY.

Presley G. Bradbury was born in Crawford County, Illinois, October 6, 1847, an l ad- mitted to the bar in Illinois on the 4th day of July, 1876, and in Indiana in November, 18:8.

James O. Steel was born in Crawford County, Illinois, on the ^th day of Jan- uary, 1848, and admitted to the bar in Jan- uary, A. D. 18:3.

John Calvin Maxwell was born in Craw- ford County, Illinois, on the 26th day of September, A. D. 1847, and admitted to the bar on the "th day of January, A. D. 1876.

Singleton B. Allen was born in Parke County, Indiana, on the 7th day of Septem- ber, A. D. 1840, and admitted to the bar in the State of Illinois, on the 29tli day of January, 1863.

Mathias C. Mills was born in the State of Indiana on the 22d day of February, A. D. 1838, and admitted to the bar in the State of Indiana March 17, A. D. 1861, and in the State of Illinois Sept. 27, A. D. 1882.

Alfred H. Jones was born in Crawford

County, Illinois, on the 4th day of July, A. D. 1850, and admitted to the bar in Illi- nois on the 14th day of June, A. D. 1875.

Joseph B. Crowley was born in Coshocton County, Ohio, on the 19th day of July, A. D. 1858, and admitted to the bar in Illi- nois on the 15th day of June, A. D. 1882.

Enoch E. Newlin was born in Crawford County, Illinois, on the 22d of February, A. D. 1858, and was admitted to the bar in Illinois in June, A. D. 1882.

Lucian N. Barlow was born in Crawford County, Illinois, on the 1st day of Novem- ber, A. D. 1854, and admitted to the bar in Illinois on the 17th day of June, A. D. 1882.

The present bar of Crawford County will compare favorably with the bar of any of the surrounding counties, both in legal ability and personal character. The majority of its members are young men with the larger part of their professional life yet before them. So far they have done well and their present standing gives promise that the high charac- ter of the county bar in the past will be maintained in the future.

CHAPTER VI .*

INTERNAL IMPROVEMENTS-THE FIRST ROADS AND BRIDGES-RAILROADS-COMING OF THE IRON HORSE-THE OLD WABASH VALLEY ROUTE-PARIS AND DANVILLE -ITS COMPLETION, CHANGES AND CONDITION-EAST AND WEST RAILROAD PROJECTS-THE NARROW GAUGE-VALUE AND ECONOMY OF THE SYSTEM-OTHER ROADS THAT WERE NEVER BUILT, AND NEVER WILL BE, ETC., ETC.

THE building of roads and the construction of highways and bridges, rank as the most important public improvements of a State or a county. When the first whites came to Crawford County, the canoe of the Indian still shot along the streams; the crack of his rifle echoed through the solitudes of the great forests, and the paths worn by his moccasined feet were alone the guiding trails of the emi- grant's wagon. There were no roads through the country, nor bridges over the streams. But as soon as the white people obtained a hold in the country, and became firmly set- tled, they turned their thoughts to roads and highways. Among the first acts of the County Court after its organization was the laying out of a road from the house of Ed- ward N. Cullom's to the head of Walnut Prairie, and another from the same place to Jones' ferry. In 1823 the first important highway was laid out under an act of the Leg- islature, viz: a road from Palestine to Van- dalia. This was the commencement of road building in the county, and, while the system of wagon roads are not of the best quality, yet they compare favorably with the roads in any prairie country, where the material for macadamizing is not plentiful, or to be easily obtained. There are places on the Wabash

River, however, where good material for mak- ing roads may be had, but the people have not yet awakened to the necessity of using it for that purpose. Although the roads of the county are poor in quality, they are sufficient in quantity for all practical purposes and matters of convenience, and may be thus clas ed: good in summer but execrable in winter.

The first bridge built in the county was across Lamotte Creek at or near Palestine, and was rather a rude affair. We find in the early court proceedings an order allowing a small sum for the use of a "whip saw," for sawing lumber for this bridge. As the people grew well-to-do, and increased in worldly goods. they devoted more attention to inter- nal improvements, by building roads and bridges wherever required, until to-day we find the county well supplied with these marks of civilization.

Railroads .- But the grand system of in- ternal improvements are the railroads. They surpass all others, and affect, more or less, every occupation of interest. Agriculture, manufactures, commerce, city and country life, banking, finance, law, and even govern- ment itself, have all felt their influence. But especially has it contributed to the material organization for the diffusion of culture among the people, thus preparing the condi-

* By W. H. Perrin.

HISTORY OF CRAWFORD COUNTY.

tions for a new step in social progress. Wholly unknown three fourths of a century ago, the railroad has become the greatest single factor in the development of the ma- terial progress, not only of the United States and of the other civilizel nations of the earth, but its blessings are being rapidly ex- tended into the hitherto semi-civilized and barbarous portions of the globe.

The earliest attempts at railroad building in the West originated in the desire to enrich that vast domain by the system of internal improvements. This fever of speculation broke out in several parts of the United States about the year 1835. It appeared in Pennsylvania, Ohio, Indiana and Illinois nearly at the same time, and, when past, left an enormous debt on each. In Illinois, it amounted to nearly fifteen millions, while in Pennsylvania it was more than double that amount, and in Ohio and Indiana it was near- ly equal to Illinois. Examination of the legislative acts of the Prairie State at that period, discloses an almost unbroken line of acts for the construction of some highway, which was destined only to partially see the light of day in detached parcels, some of which still remain as silent monuments of a supreme legislative and popular folly. When the collapse came, in 1837, and work on all was entirely suspended, only the old North- ern-Cross Railroad-now a part of the Wa- bash, St. Louis & Pacific-was found in a condition fit to warrant completion, and that only for a short distance. It was originally intended to extend from Meredosia through Jacksonville, Springfield, Decatur and Dan- ville to the eastern line of the State, where it was expected it would be joined to some road in Indiana and be continued eastward. A vast quantity of flat bar rails had been pur- chased in England by the agents of the State, at an enormous expense, too; and quite a quantity had been brought to Meredosia, pre-

paratory to being laid on the track. In the spring of 1838, some eight miles of this old track were laid, and on the 8th day of No- vember of that year, a small locomotive, the " Rogers," made in England and shipped here in pirees-" knocked down," as we would say at the present day-was put to- gether and made a trial trip on the road. It was the first locomotive that ever turned a wheel in the Mississippi Valley, and on the day of this trial trip, carried George W. Plant as engineer; Murray McConnell, one of the Commissioners of Public Works; Gov. Dun- can, James Dunlap and Thomas T. January, contractors; Charles Collins and Myron Les- lie, of St. Louis.

The most imposing ceremonies character- ized the laying of the first rail on this road May 9, 1837; and on through the summer, the work progressed slowly until when, as al- ready stated, the locomotive made the pioneer trial trip in the Valley of the Great West. Only twelve years before had the first rail- road train made a trip in the new continent; and only a year or two before this, had the first application of steam been successfully made in this manner in England. The first practical locomotive was probably invented by a Frenchman, Joseph Cugnot, of Void, Lorraine, France. He made a three-wheeled road-wagon in 1770, which was used with some success in experimenting; but owing to the French Revolution breaking out soon after, the machine was abandoned, and is now in the museum at Metiers. One of the first locomotives built for use in America was made for Oliver Evans, who, owing to the in- credulity existing at that day, could not get the necessary permits required by the State Legislature to erect one here, and sent to London, where, in 1801, a high-pressure lo- comotive was built for him. It was not, how- ever, until 1830 that one was built in the United States. That year Peter Cooper, then

HISTORY OF CRAWFORD COUNTY.

an enterprising mechanic and builder, con- structed an excellent one for the day, with which, on the 28th of August of that year, he made a public trial, running it from Balti- more to Ellicott's Mills, twenty-six miles, at an average speed of twelve miles per hour. From that date the erection of American lo- comotives became a reality. Now they are the best in the world.

The first railway ever built, was a simple tramway of wooden rails, used in the collier- ies in the North of England. It is difficult to determine when they began to be used- probably early in the seventeenth century. The covering of the wooden rail with iron was only a question of time, to be, in its turn, dis- placed by a cast-iron rail; that, by a malleable one, which, in turn, gave way to the present steel rail.

When the use of steam applied to road wagons came to be agitated, one of the first uses it was put to was the hauling the cars to and from the coal mines. By and by, pas- sengers began to ride on them; then cars for their use were made; then roads were built between important commercial points, and with the improvement of the locomotive, and increase of speed, the railway carriage came to be a palace, and the management, construc- tion and care of railroads one of the most stu- pendous enterprises of the age.

The first tramway, or railway, in America was built from Quincy, Mass., to the granite quarries, three miles distant. The first rail- way, built in America, on which "steam- cars " were used, was the Mohawk & Hudson Road, completed in 1831. On the 9th day of August of that year, the pioneer passenger train of America was hauled over this road, drawn by the third American locomotive, John B. Jervis, engineer. The train con- sisted of three old-fashioned coaches, fastened together by chains, which, in the sudden starting and stopping, severely jolted the

passengers-so much so, that fence rails were placed tightly between the cars, thus keeping the chains taut. From the rugged Eastern States, the transition to the level prairies of the West was an easy matter, culminating in the efforts already described.

When the great collapse of the internal im- provement system came, leaving only one small road of a few miles in length, so far completed as to warrant work to be continued on it, the shock was so great that it was twelve years before another was begun and put in working order. In February, 1850, the Chicago & Elgin (now the Chicago & North- western) Railroad was completed to Elgin, and a train of cars run from one city to the other. From that date, until now, the march of progress in railroad development has been uninterrupted and constant.

During the speculative fever that raged throughout the Western States, and the extrav- agant legislation on internal improvements, several railroad enterprises were inaugurated, then abandoned, but with returning prosperity and confidence taken up again and roads finally constructed. The route from Terre Haute to Alton is one, whose earliest incep- tion may be traced back to 1835, and the old Wabash Valley Railroad (which was never built) is another. It was not until about 1849-50, that the country became aroused from its lethargic condition, and began to open its eyes to a dawning prosperity. By that time the Baltimore & Ohio Railroad had reached the eastern line of the State, and asked permission to cross to St. Louis, its con- templated western terminus; but it here met with a check that took it years to overcome. A " State Policy " party sprung up, denying the right of any foreign corporation to cross the State, especially when the effect be to en- rich the neighboring City of St. Louis, a city Alton was vainly endeavoring to outstrip in the march of progress, and which she then

HISTORY OF CRAWFORD COUNTY.

confidently expected to do. This " State Policy " party held several rousing meetings in the furtherance of their scheme-a scheme delusive in its effects upon the State at large, and confined mainly to the Alton interest. Counter-influences were aroused, however, and an antagonistic party, much inferior at first, began to appear. The culmination came when the Terre Haute, Vandalia & St. Louis Road asked for a charter. The Baltimore & Ohio Road had succeeded in their endeavor to build their track across the State, a right mainly brought about by the press outside of the State. It had, with one voice, denounced the " policy " as narrow, selfish, mean, contempt- ible and invidious. It was sustained by the press in the northern part of Illinois, and had already begun to open the eyes of many influ- ential persons belonging to the Policy party. When the Vandalia Road asked for its char- ter the Policy party exerted themselves to the utmost to defeat it, and for a time pre- vailed. . While these affairs were agitating the State, Congress had passed the act grant- ing a magnificent domain of land to the Illi- nois Central Railroad. The United States Senators from Illinois wrote letters to many influential men at home, urging upon them the necessity of being more liberal in their acts to foreign corporations, and not attempt to arrogate to the State, a right she could not expect to possess. They further urged that the donation from the general government could not have been secured had not they pledged their earnest effort to wipe out this disgrace- ful policy. These influences had their effect. The "Brough " road, so-called from its prin- cipal projector, afterward Governor of Ohio, gained a charter and was enabled to begin work on its proposed Vandalia line. In the meanwhile influences were working to build anew the projected roads of the improvement period. But to the roads of this county.

Southern Illinois was far behind the central and northern portions of the State in railroad progress, and it is but recently that Crawford County could boast of a railroad, though efforts were made for one many years ago.

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History of Crawford and Clark counties, Illinois, Part 8

Author: Perrin, William Henry, d. 1892? Publication date: 1883 Publisher: Chicago : O.L. Baskin & Co. Number of Pages: 826

Author: Perrin, William Henry, d. 1892?
Publication date: 1883
Publisher: Chicago : O.L. Baskin & Co.
Number of Pages: 826