History of Iroquois County, together with Historic notes on the Northwest, gleaned from early authors, old maps and manuscripts, private and official correspondence, and other authentic, though, for the most part, out-of-the-way sources, Part 46

Author: Beckwith, H. W. (Hiram Williams), 1833-1903
Publication date: 1880
Publisher: Chicago : H.H. Hill and Co.
Number of Pages: 1180

USA > Illinois > Iroquois County > History of Iroquois County, together with Historic notes on the Northwest, gleaned from early authors, old maps and manuscripts, private and official correspondence, and other authentic, though, for the most part, out-of-the-way sources > Part 46

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On the 25th, 38 clubs and granges sent 106 delegates, entitled to 114 votes. A. B. Caldwell, of Sheldon, was elected chairman ; H. A. But- zow, of Iroquois township, secretary, and George T. Metzger, of Onarga, assistant secretary. On the first regular ballot Manliff B. Wright, a young and rising attorney of Watseka, was nominated for county judge. This nomination was not unexpected. Mr. Wright had canvassed the

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county in his own interest, and made a good many friends. He stood well in his profession, and it was understood that he was the preference of the bar. His antecedents were democratic, and this was pleasing to one wing of the convention. After events proved this to be a fortunate choice, not more for his ability as a politician than for his merit as a judicial officer. For all the offices except that of county clerk announce- ments had been made. On account of his superior qualifications, and personal popularity, S. C. Munhall, who had been a deputy in that office seven or eight years, was regarded as the only candidate. Not until after the calling of the independent convention was any other person thought of; but when events had gone so far that the new departure began to look around for untrammeled men, Henry A. Butzow, a German citizen, of Iroquois township, was mentioned by his friends. On the informal ballot 109 votes were cast, of which he received 45, and Munhall, 59. The next vote revealed a tie of 57. From a graphic history of the political events of this period, published in the "Times" a year or two since, we quote: "At this moment there was intense excitement. If Mr. Munhall had been willing to rest his chances of election on this single nomination it would have been his. A dozen delegates pressed around him for an instant to hear what he had to say. When they returned to their places his defeat was certain." He was momentarily paralyzed. The supreme situation burst suddenly upon him and was gone. The second formal ballot gave Butzow 77, to 32 for his opponent; and this "short, sharp and decisive" contest was closed. Continuing to quote from the same source concerning Munhall : "It was probable that his sympathies were warmly enlisted on the side of the people among whom he lived. Perhaps the objection felt to him was that he was allied with, and was the candidate of, the men whose manipulations of county affairs it was hoped to defeat. The democrats of the convention doubtless remem- bered that he had always been a republican, yet on the informal ballot he had more votes than any of his opponents." And in regard to Butzow : " This nomination proved most fortunate. The nominee was little known at the time outside of his own town, but he developed unlooked for ability, and made a spirited and successful canvass. He was thoroughly in sympathy with the movement." On the third formal ballot George T. Metzger, of Onarga, was nominated for treas- urer, and, on the fourth, David Kerr, of Gilman, for school superin- tendent. The committee on resolutions, W. E. Knibloe, O. H. Bales, J. F. Good, D. Brumback and R. Caldwell, reported a set which are of more than transient value. They were widely commented on, and elicited many expressions of approval from the country and metropoli-

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tan press. Their " eternal fitness " will justify us in reproducing them entire :

THE FARMERS' PLATFORM.

PREAMBLE.

We, the people of Iroquois county, who are opposed to monopolies, regardless of former political opinions or party affiliations, do hereby ratify and confirm the following resolutions, as an honest expression of our opinions and the basis of our future political action :

Resolved, That every man should earn the pay lie receives and . receive the pay he earns, and that every contest between labor and capital should be settled upon this principle; that we are desirous of political reform, and of honesty, economy and purity in all official administration. To secure this is the duty of every citizen, and that to this end every good man should feel bound to participate in politics and make an end of bad mnen forcing their election by securing a party nomination. We declare it the duty of every citizen to oppose the election of a bad and incompetent official, whether on our own or any other ticket; that we demand the strictest economy in national, state and county affairs, and absolute responsibility in all official relations, deprecating every violation and departure from the strictest official in- tegrity, and insisting that every such violation sliall at once be brought to the attention of the county courts, and that tlie salaries of officers shall be reduced and fixed so as to give fair compensation for services, but the same shall not be excessive; that we are opposed to all class legislation, either state or national ; that we are opposed to monopolies of any kind ; that a law compelling one man to pay tax to support the business of another is nothing less than legalized robbery ; that a pro- tective tariff is the basis of all monopolies, and that we are in favor of free iron and steel, salt and lumber, sugar, coffee, tea, woolen and cotton fabrics, and if a tariff is justifiable at all it should be for revenue pur- poses only ; that agriculture is the basis of wealth and power; that all other branches of business depend on the success of the farmer; there- fore we believe that the farmer should be represented in every branch of the government, legislative, judicial and executive, and that we pledge ourselves to support for office men who are interested in the prosperity of the farmer, and none others ; that we recognize the great benefits to be derived from railroads in the transportation of freight and passengers, and in developing sections of country that would be almost useless without them, we yet deny that the corporations con- trolling them are superior to the power that gave them existence, but that they are subject to legislation, as much so as individuals ; that our member of the board of equalization be and he hereby is instructed to

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use his influence to assess railroads and railroad property at as near its cash value as real estate and other property has been assessed in this state ; that we denounce, in unqualified terins, the act of congress in- creasing their pay, commonly known as "the salary-grab," and pledge ourselves not to vote for nor support any man for office who voted for the bill or accepted the unjust pay.

No other convention has been held, since the republican party ob- tained undisputed power in the county, which has furnished so important a lesson or been attended with so valuable results. On the following day the antimonopoly convention met. The party labored under the weight of a great mistake. In trimming to catch the breeze it had parted with the symbol of its strength, and courted a crushing defeat for despising the banner of many victories.

WHIPPLE & BROWN HARDWARE STOVES LUMBER&COA

In a spiritless manner the convention went through the formality of making nominations. R. K. McIntyre, of Middleport, an old and respected member of the Iroquois bar, was nominated for county judge; S. C. Munhall for county clerk ; B. F. Price, a one-armed vet- eran soldier, of Loda, for treasurer, and John A. Holmes, of Milford, for superintendent of schools. The resolutions were a complete trav- esty-churlish, puerile, ambiguous, a reflection of the melancholy, confused sense which had fallen upon the convention when they found theniselves forced to battle on a false and disadvantageous ground. The canvass was carried on with spirit by the new party, which con- tinued to have the support of the papers before mentioned. The " Republican " having labored with faithful zeal, before the unfortunate action of the central committee, to preserve the integrity of its party, now made but feeble effort to maintain the unequal contest. The 27

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election occurred November 4. Wright's majority was 1,260; But- zow's, 300; Metzger's, 320, and Kerr's, 487. The highest number of votes cast was 3,118.

CHICAGO & EASTERN ILLINOIS RAILROAD.

Although this is a comparatively new road, it must not be presumed that consequently it should be placed among the list of unimportant lines, for just the very opposite is the fact. However much older roads have assumed in the credit of opening up and developing this part of the state, no less can, in justice, be said of the line under con- sideration. Let any one take a map of eastern Illinois published prior to 1870, and he will observe that much of what is now known as the most desirable portions of the state was entirely without railroad facil- ities. Some places through which this line now passes were forty miles from a railroad station. It will therefore be seen under what disadvantages this part of the country labored, and a good reason will easily be discovered for its tardy development. Then, also, the coun- try including the eastern part of this county, and much more valuable country, was cut off entirely from communication with the great me- tropolis of the west, Chicago. It is, therefore, not surprising that so complete and prosperous a road as the Chicago & Eastern Illinois railroad should be built up in eight years, for its construction was an urgent necessity, and it takes no philosopher to comprehend that the causes which led to the building of the road will ultimately make it the most important line passing through this section. While number- less roads have been projected, and many built, in different portions of the state, wherever local pride or an itching for speculation could secure the needed aid, with few exceptions they have not only proved failures, but have bankrupted and disgusted their patrons. This line, however, unlike nearly all born under the peculiar law passed by the Illinois legislature but a short time before, has gradually, from the first, gained in public favor, and though it received donations from the townships through which it was built, there are few persons, and per- haps none, who regret liaving aided so worthy an enterprise.

The Illinois Central railroad had not long been built when its ap- parent advantages stimulated thoughts of a parallel route from Paris, in Edgar county, through Georgetown, Danville and Momence, to Chicago. A proposition to this effect took tangible shape in 1857, when the Paris and Chicago Railroad Company was chartered. Many of the projectors living along the line were men whose names are dis- tinctly associated with a past day, among them, Dr. William Fithian, Judge Joseph Peters, Hiram Sandford and William A. Chatfield.

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HISTORY OF IROQUOIS COUNTY.

The road was never built. In 1865 William D. Judson, Joseph E. Young, James M. Walker, Joseph Peters, John C. Short, Alvan Gil- bert, C. A. Lake, James K. Ritchie and William Kile incorporated the Chicago, Danville & Vincennes Railroad Company. The route defined in the charter was "from a point in Lawrence county, on the Wabash river, opposite Vincennes, in the state of Indiana, upon the most eli- gible ronte to and into the city of Chicago, by way of Paris in Edgar county, and Danville in Vermilion county." Wlien in 1867 had been inaugurated the vicious system of railroad construction, whereby the people graded the roads, and donated them to penniless and " soulless " corporations, this act was found not to answer the improved methods that had come into use. It gave power to the directors only "to take and receive · subscriptions to their capital stock," except that they might "acquire by donation, stock subscription or purchase, and dis- pose and convey, as they might deem expedient, real estate and coal and mineral lands, not exceeding $1,000." It was originally intended to run the road through the towns of Concord and Sheldon, and the survey was made on that route, the company having the right of way. But when Watseka began to show a lively disposition to secure the road at that place, the design was conceived of locating it on the line which would contribute the most, the company not being very partic- ular which should be chosen, but likely preferring the Sheldon route, as that was a little shorter. Watseka, always strategic, thwarted tlie purpose of the company to profit by this rivalry, as also any sincere intention which it may have had as to the first survey. An amenda- tory act, to enable the company to obtain contributions, was an imme- diate and pressing want of that corporation. Watseka interested John L. Tincher, state senator, through whose influence the charter was originally obtained, and Capt. George E. King, representative, to de- feat the legislation they were seeking, unless they should consent to locate the road through that place. This being arranged, they obtained "an act to authorize cities, towns or townships lying within certain limits to appropriate moneys and levy a tax to aid the construction " of the road, approved March 7, 1867. This provided that the dona- tions should not be paid till after the road was located and built through the town or city making the donation, and not till it had first been authorized by a vote of the people. The authorities were em- powered to levy a tax to pay any contribution voted. The legislature passed another act in 1869 to aid in the building of this road, which permitted the corporate authorities (the appropriation having first been voted by the people) to levy taxes to meet any such donations, or to borrow money and issue bonds in payment of them, provided that the

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road should first be completed through or opposite to any town so contributing aid. The towns lying along the route voted aid to this company at different times from 1867 to 1870 as follows :

On May 14, 1867, Milford voted $20,250. Afterward Lovejoy was set off, and on April 24, 1868, the authorities of the two towns made an apportionment of this liability, Milford taking $14,242.87. On July 10, 1868, the town voted an additional $4,500, making a total of $18,742.87. The supervisor and town clerk issued bonds of the town to the amount of 20,617.15. In addition to the share accepted by Love- joy, on July 3, 1868, that town held an election and voted the sum of $3,000, making the total aid granted $9,007.13. John B. Wilson, su- pervisor, and Joseph Galloway, town clerk, issued, March 31, 1871, ten bonds of $1,000 each. Three of them were made payable July 1, 1879 ; three in one year from that date, and four in two years. The Bank of Warsaw, New York, owns eight; John Powers, of Buffalo, one, and Allen Gilmore, of Ogdensburg, the other. On June 5, 1867, the city of Watseka voted $5,000, to be paid on condition that the company should make that place a point on the road. On May 23, 1870, another election was held, and $6,000 more were voted. The city council directed the mayor and the clerk to issue $11,000 of bonds, which were dated February 1, 1871. On June 8, 1867, an election was held in the town of Middleport for a " tax of $15,000," on condi- tion that the road should be built through Watseka. Bonds amount- ing to $16,500 were issued February 20, 1871. On the 13th a contract was made between the supervisor and the town clerk of the first part, and the railroad company of the second part, and George C. Tallman, of Brooklyn, New York, as trustee of the third part, by which agree- ment the bonds were delivered to Tallman, to be by him delivered to the company, if the track should be laid to the crossing of the Toledo, Peoria and Warsaw railroad by June 1, 1871. These were placed with Tallman to get them out of the state, so the issuing of them could not be enjoined. At the request of the company these bonds were taken up and destroyed, and others issued to the amount of $15,000, dated March 24, 1871. About the middle of July the supervisor, by order of the town board entered in April, paid J. E. Young, contractor, $1,500, in lieu of the extra bonds which had before been issued. The fifteen bonds were delivered to the company by Tallman on June 21. The first coupons (fifteen of $100 each), due June 1, he detached and returned to the supervisor. By a vote, taken June 10, 1867, Belmont donated $9,000; and again, on June 2, 1868, at an election held for that purpose, voted an additional $9,000. In September, 1868, the town of Crescent (then Grenard) was detached. On March 23,

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HISTORY OF IROQUOIS COUNTY.

1871, the supervisors and assessors of the two towns divided the indebtedness, Belmont taking $14,400, and Crescent, $3,600. The supervisor and town clerk of Belmont then issued $14,000 of bonds of that date, and delivered to Tallman, to be held in trust and delivered to the company if the road should be completed to the south side of the township before January 1, 1872, otherwise to be returned. They were made payable July 1, 1881, at the American Exchange National Bank, of New York, the town reserving the privilege to pay thein any time after two years from their issue. On April 5, the same town officers issued another bond similar to the others, which they put into the hands of C. Secrest for a like purpose as those deposited with Tall- man. The bonds were all delivered to the company about the last of June for ninety per cent of their face value; and on March 26 the supervisor paid the company $702.72, and Crescent assumed the further sum of $36, included in that amount. The bonds were sold in New York city, and are now owned by the Atna Life Insurance Company. On March 23 the supervisor and town clerk of Crescent issued $4,000 of bonds to pay the $3,600. These were made payable July 1, 1881. Martinton, by a vote of 55 to 42, June 13, 1868, granted the aid of that town for $10,000. In the latter part of August, 1872, the supervisor issued eleven $1,000 bonds, dated July 1, 1872, payable in ten years; and also paid the company $175. By a vote of 67 to 44, on August 4, 1870, Papineau donated $6,350. On April 13, 1871, John M. Burton, supervisor, and P. Laplante, town clerk, issued six $1,000 bonds, one payable March 1 of each year, beginning with 1875. The principal and interest were payable at the Mechanics National Bank, of Chicago. Concord voted aid on the condition that the road should be constructed through that town where first surveyed. Not- withstanding the route was afterward diverted to Watseka, the super- visor issued bonds for $25,000, dated June 1, 1871, and due in ten years. Bonds of Sheldon were issued the same day to the amount of $25,000, and made payable also in ten years. The bonds of Stockland for $6,750 were issued in August of the same year. They have all been paid. Prairie Green held an election July 3, 1868, and appro- priated $6,000, to be paid when the track should be laid through Love- joy. About September 1, 1871, six $1,000 were issued, and one for $600, to make good any discount in negotiating them. These were due July 1, 1879. They were held by persons in Brunswick, Cum- berland county, Maine. Ash Grove voted $3,000, August 12, 1868. In September a part of this town was detached, and Fountain Creek created. In the division the parent town retained $1,892, and the new town acquired $1,408. The two towns issued bonds bearing date July

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1, 1871. The Ash Grove issue fell due July 1, 1876, at which time new bonds were given. The Fountain Creek bonds mature ten years from date. When a part of the latter town was taken, in 1875, to form Pigeon Grove, this new town accepted $365.24 of the bonded indebtedness.

All of these bonds bore ten per cent interest, payable annually. Where an amount was given in excess of that voted, it was to make good the discount in negotiating them. They were registered in the office of the auditor of public accounts, pursuant to the provisions of " an act to fund and provide for paying the railroad debts of counties, cities and towns," passed in 1869. On September 17, 1868, the board of supervisors being in session, Mr. Honeywell, supervisor from Stock- land, offered a resolution, which was adopted, loaning to the Chicago, Danville & Vincennes Railroad Company the credit of the county to the amount of $35,000 for five years. The conditions were that the county should issue bonds drawing ten per cent interest, to be deliv- ered to the company when the road should be completed and in run- ning order from Chicago to the south line of the county, if it should guarantee the payment of the principal, and the delivery of the bonds to the county at maturity, by mortgages on real estate. An additional supposed security for the refunding of the bonds was required if thought to be advisable by tlie committee to be appointed, in an issue to the county of stock equal to the amount of the bonds, which stock was to be returned on their surrender. The interest was to be paid annually by the county. The benefit to the company was the loan of the county's credit for the gross sum and the aggregate interest which would accrue thereon, and be paid in the term of five years. Before the final adjournment of the board the loan was increased to $42,000. This was legalized by the legislature, as also the aids voted by the cities, towns and townships along the road, by an act approved Febru- ary 26, 1869. Action relating to this matter was taken by the board at various times. At the May term, 1871, the committee, consisting of C. F. McNeill, A. Honeywell and Samuel Williams, previously appointed to act on behalf of the board, submitted their report, accom- panied by a bond of the company, in the penal sum of $100,000, to secure the final return of the railroad bonds. They announced that they had caused the bonds to be prepared in denominations of $1,000 each, and had deposited them in the First National Bank of Watseka, to be re-deposited in the city of New York in trust, and that they had decided to take the stock as additional security. On motion of A. S. Palmer, this stock was refused. The bank, and the stockholders therein, in their individual capacity, were required to give bonds,

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making them liable for the return of the county bonds at the proper time. Apprehension was ultimately excited concerning the security of the county against payment of the principal of the loan, and at the annual meeting in September, Mr. Koplin offered a resolution, which was adopted, proposing to turn over to the railroad company an amount of the bonds held in trust by the bank, equivalent to the interest on $42,000 for five years, and thus make an end of all doubt and prevent any risk being incurred beyond the obligation voluntarily assumed. Consent of the company to this proposition having been obtained, at the October meeting Hon. C. F. McNeill, chairman of the committee, was directed to go to New York and receive the bonds, which had been deposited in the Ninth National Bank, and to make delivery to the railroad company of sixteen of them, and also a county order for $382.28, these bonds and this order releasing the county from any further obligation to the company. This duty he discharged, and made a report of his doings to the adjourned session in November. These bonds were dated July 1, 1871, and were due in five years. By a mistake in making the record, it was made to appear that they were payable a year earlier. The effect of this will be noticed farther on.

This line was completed through the county and put in operation to Danville in the summer of 1871. Joseph E. Young, of Chicago, one of the corporators, was the contractor, and built the road. The following year a branch from Bismarck, in Vermilion county, was con- structed to Brazil, Indiana, giving the company direct access to the celebrated coal fields of Fountain county, in that state. By lease of another route the company was enabled to discontinue the use of this coal branch in the summer of 1879, avoiding by this means the great expense (owing to the number of bridges) of keeping it in running order. There is hardly a more important north and south line of travel in the west than this road, and its location through the heart of a fine farming region, which had hitherto remained comparatively undeveloped, has added millions to the value of property within marketing distance along its course. From 1867 to 1873 railroad building degenerated into a mammoth and reckless speculation, and great stretches of country were banded with these iron tracks of commerce far in advance of any demand for them. But this road was a conspicuous exception. Most of those people to whom it gave a ready market were situated many miles - in some places as far as forty - from railroad accommodations. A single thought upon this subject will convince any one that a total want of transportation facilities practically barred settlement, the extension of agriculture, and the increase of wealth. By the wisdom of the inhab- itants this road was favored with liberal aid in this county, as already

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History of Iroquois County, together with Historic notes on the Northwest, gleaned from early authors, old maps and manuscripts, private and official correspondence, and other authentic, though, for the most part, out-of-the-way sources, Part 46

Author: Beckwith, H. W. (Hiram Williams), 1833-1903 Publication date: 1880 Publisher: Chicago : H.H. Hill and Co. Number of Pages: 1180

Author: Beckwith, H. W. (Hiram Williams), 1833-1903
Publication date: 1880
Publisher: Chicago : H.H. Hill and Co.
Number of Pages: 1180