History of Madison County, Illinois With biographical sketches, Part 13

Author: Brink, W.R. & Co
Publication date: 1882
Publisher: Edwardsville, Ill. : W. R. Brink & co.
Number of Pages: 698

USA > Illinois > Madison County > History of Madison County, Illinois With biographical sketches > Part 13

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ganization in 1862 the company has, until recently, been the only one in the railroad system of St. Louis, east of the Mississippi river, which paid dividends to its stockholders. Little did they dream who obtained a charter, in or about 1847, for the Alton and Sangamon Railroad, and who were indefatigable in securing subscriptions along the proposed line,(72 miles in length), for its construction and equipment, that they were laying the corner-stone of one of the most valuable railroad properties in the country, and that within the comparatively brief period of thirty years, the line between Alton and Springfield would be merely a small link in an extended railroad system, under one comprehensive management, of more than 840.34 miles. The road between Alton and Springfield was commenced in 1846, and com- pleted in 1852, with the proceeds of bona fide local sub- scriptions to stock, under the management of a local board of directors .* After the completion of the road to Spring- field, additional legislation was obtained for extending the line to Bloomington. Mr. Henry Dwight conceived the idea of extending the road to Joliet, and making a connec- tion at that point for Chicago and the East. In furtherance of this idea he obtained a charter for a company called the " Chicago and Mississippi Railroad Company," and having obtained a board of directors in his interest, issued bonds to the amount of $3,500,000 in 1856, with the proceeds of which the line was completed through to Joliet. Subse- quently a lease of the road from Alton to Joliet was made. The road was sold at auction, and it was bid off by Governor Mattison and one or two associates in December, 1857, for the paltry sum of $5,000. The road between Alton and Joliet, at the time of this sale, represented a cost for construction and equipment of $9,535,000, or about $46,640 per mile of road. The purchasers at this anction sale organized themselves into a company, called the "St. Louis, Alton and Chicago Railroad Company," and perhaps under ordinary circumstances might have made their venture a success ; but the business and general inter- ests of the whole country were so crippled by the panic of 1857, that failure seems to have been accepted as a foregone conclusion, and after various struggles for existence, the property passed in 1860 under the hands of a receiver, Mr. James Robb, formerly a banker of New Orleans, and a gentleman of recognized executive and financial ability. Under Mr. Robb's management an era of prosperity was inaugurated, and the affairs of the company were so success- fully managed that in 1862 measures were taken for reorgan- izing the company, and in October of that year the Chicago and Alton Railroad Company was formed, with the former receiver, as president of the new company. The attention of the management, after the reorganization, was directed to securing an independent line under their own control be- tween Chicago and St. Louis, which were recognized as the future termini of the property. In furtherance of these

* For some of the data on C. and A. R. R. we are indebted to an article by Vernon, in a work entitled, " Railway and River System of St. Louis."

* No one was so persistent in effort or so liberal in sacrifice in securing the construction of this part of the ('. & A. as was the late t'apt. Godfrey. Mr. Godfrey lived in a car as the work progressed, labored as a day laborer, and mortgaged everything in his possession to secure the build- ing of the road.

HISTORY OF MADISON COUNTY, ILLINOIS.

views, a lease in perpetuity was first secured of the Joliet and Chicago Railroad.

It was at this juncture that Mr. John J. Mitchell, a warm friend and supporter of the Chicago and Alton interests, offered to build an independent road from Alton to East St. Louis, provided that the Chicago and Alton, on completion of the road, merge the franchises of the Alton and St. Louis charter, obtained in 1850, tben owned and controlled by Mr. John J. Mitchell, with their own. The proposition was accepted, and during the winter of 1864 trains of the Chi- cago and Alton Railroad were running to East St. Louis, and terminating on valuable depot grounds, obtained by Mr. Mitchell for the Chicago and Alton Railroad from the Wig- ging's Ferry Company. From this date forward this railroad company assumed an independent position in the metropolis of the Mississippi Valley, as the chief transportation line between St. Louis and Chicago. Four years later, viz : in 1868, the Chicago and Alton Railroad Company secured control of the line from Bloomington to Godfrey, a distance of 180 miles, built under the charter of the St. Louis, Jack- sonville and Chicago Railroad Company. The lease of this valuable property covers a period of nine hundred and ninety years, and the rental paid is 40 per cent. of gross earnings with the understanding that such 40 per cent. shall in no case amount to a less sum annually than $240,000."

Subsequently in 1870-71, arrangements were made with the St. Louis, Jacksonville and Chicago Railroad Company for building a branch road from Roodhouse to Louisiana, on the Mississippi river, a distance of 38 miles, under an agree- ment, whereby the Chicago and Alton Railroad Company guaranteed the annual interest on bonds issued on construc- tion of such branch. At the same time control was obtained of the charter and franchises of the Louisiana and Missouri River Railroad Company, which has been incorporated by the legislature of the state of Missouri, to build a railroad from Louisiana to Kansas City, an estimated distance of 216 miles, together with a branch from Mexico to Cedar City, opposite to Jefferson City, five miles in length. It is believed that in consideration of building this road in Missouri, the Chicago and Alton Railroad Company were to receive $80, 000 per mile, $15,000 mortgage bonds, $10,000 preferred, and $5,000 ordinary stock of the Louisiana and Missouri River Railroad Company, and in addition such county and local aid, as has been donated in favor of the enterprise. The fifty miles of road from Louisiana to Mexico were opened for traffic in the winter of 1871-72, the line from Mexico to Fulton, 242 miles, March 6th, 1872, and the line from Fulton to Cedar City, 253 miles, in July of the same year. At the time when the Chicago and Alton Railroad Company assumed control of the road in Missouri, it was intended to build an independent line from Louisiana to Kansas City, but when the road had reached Mexico, and when considerable grading had been done between that point and Glasgow, legal questions were raised as to the legality of certain county and township aid which had been voted beyond the Missouri river at Glasgow, and the courts held that the charter only contemplated a line between the Mississippi and Missouri rivers, and not crossing the river

at various points, hence the subventions beyond Glasgow were illegal. The decision involved the suspension of the through line project, and arrangements were made with the St. Louis, Kansas City and Northern Railway Company for traffic arrangements, over its road from Mexico to Kansas City, and for running through passenger and sleeping cars on the line between Chicago and Kansas City, via Blooming- ton, Roodhouse, Louisiana and Mexico. It is almost needless to say that the advantages for through business thus obtained, have been abundantly utilized, to the pecuniary advantage of both railroad companies interested in the through line; also that the Chicago and Alton Kansas City line has been one of the most popular for passenger traffic between the east and west. The rapid, and it might be truly said un- paralleled development of Kansas, Colorado and South-west- ern Missouri, during the past six years, convinced the man- agers of the Chicago and Alton Railroad of the necessity for owning and controlling an independent line from Mexico to Kansas City, and the views thus entertained assumed a practical shape during 1878, by the formation of an inde- pendent company, to build what is known as the Missouri Extension, from Mexico to Kansas City, it being understood that the extension, when built, should be leased in perpetuity by the Chicago and Alton Railroad Company, and thus become an integral part of that extended railroad system. The through line from Chicago to Kansas City, via Mexico and Glasgow, will not exceed 435 miles in length, and the distance will be about four miles shorter than that via Gales- burg and the Hannibal and St. Joseph Railroad.

CHARACTERISTICS OF THE ROAD.

Main Line-Chicago to Joliet, perpetual lease 37.20 miles

Joliet to East St. Louis, owned . 243.50

Western Dirision-Dwight to Washington, owned 69.80

Branch to Lacon, owned . 10.00

יל

Chicago and Illinois River, leased . 23.86 66

Coal Branch, owned, . 3.98

Jacksonville Division-Bloomington to Godfrey, leased, . 150.60

Roodhouse to Louisiana, including bridge, owned . . 38.10 40 Louisiana and Missouri Railroad-perpetual lease Louisiana to Mexico . 50.80

Mexico to Cedar City 50.00

Missouri Extension-perpetual lease .

Mexico and Glasgow, Marshall to Kansas City . 162.50

* Upper Alton Dirision 7.00

Total length of road owned and leased . 847.30

Number of counties in the state of Illinois traversed by Chicago & Alton Railroad sixteen, 15.68 per cent. of the whole number of counties in the state.

True value of real and personal estate in said sixteen- counties, 44.42 per cent. of the total value of real and per- sonal estate in the state.

Number of acres of improved land in said sixteen counties. 23.25 per cent. of the whole improved property of the state.

# The contract was let for constructing the Upper Alton Division of the St. Louis, Jacksonville & Chicago R. R. (controlled by the C. & A. R. R. Co., February 1st, 1881. The object of constructing the same was to avoid the heavy grade through Alton or from Godfrey to Alton, also making a saving in distance of nearly 2} m.les, total length of new road constructed 7 miles.

HISTORY OF MADISON COUNTY, ILLINOIS.

Value of farms in said sixteen counties, 26 46 per cent. of the total value of improved farms in the state.

Estimated value of farm productions in said sixteen coun- ties, 23.09 per cent. of the total estimated value of farm pro- ductions in the state.

Value of live stock in said sixteen counties, 24 per cent. of the total value of live stock in the state.

Number of counties in the state of Missouri traversed by Chicago & Alton Railroad, eight, 7 per cent. of the whole number of counties in the state.

Population of said counties, about 16 per cent. of the total population of the state.

Assessed value of real and personal estate in eight coun- ties, about 15 per cent. of the total assessed valu , of real and personal estate in the state.

True value of real and personal estate in said eight coun- ties, 9.81 per cent, of the total true value of real and personal estate in the state.

Number of acres of improved land in said eight coun- ties, 15.92 per cent. of the whole improved property of the state. Value of farms in said eight counties, 14.88 per cent. of the total value of improved farms in the state.

Estimated value of farm productions in said eight counties, 13.50 per cent. of the total estimated value of farm produc- tions in the state.

Value of live stock in said eight counties, 13.66 per cent. of the total value of live stock in the state.

In brief the Chicago and Alton Railroad Company has, by a judicious system of permanent improvement, and by the introduction of all the modern appliances which tend to the preservation of life and property, placed itself in such a con- dition, materially and physically, that its financial future cannot be affected by the contingencies which severally affect other roads. Its success as one of the great highways of the west is an assured reality. It might be appropriately noted here that while much of this road's past success may be attri- buted to its admirable geographical location, embracing a very rich section of the country for local traffic, and with termini on Lake Michigan and the Mississippi and Missouri rivers, equally as much is due to the stability and manage- ment during the past decade and a half, and to the fact that the property has never yet become the foot-ball of specula- tors Nothing, perhaps, has a greater tendency to demoral- ize the working force on any railroad, and, it might be said, impair its usefulness to the public, than the spasmodic changes in the control and managment, which have charac- terized the history of most western railroads, and from these vicissitudes the Chicago and Alton Railroad has been happily exempt. The executive management and the entire directors have been practically the same for the past fifteen years, and where to recognized skill in operating there has been added the financiering and engineering ability of the presi- dent, and the solid unanimous support of wealthy stockhold- ers, and directors distinguished for business ability, it is not surprising that the Chicago and Alton Railroad has main- tained a firm position as au investment in the moneyed cen- ters of the world, and has acquired a well-merited popularity with the traveling and shipping public.

Wabash, St. Louis and Pacific Railway-More widely and commonly known as the Wabash, has a length of about forty-four miles in this county, including side tracts, running diagonally across from the south-west to a point ten miles west of the north-west corner. Through a system of consol- idation, unparalleled in American railways, it has become a giant among them. This consolidation it is estimated. has added $50,000,000 to the value of bonds and shares of the various companies now incorporated in the Wabash system. The road takes its title from the river of that name, a tribu- tary of the Ohio, which in part separates the States of Indi- ana and Illinois. Twenty-nine years ago, in April 1853, the initial steps were taken in behalf of a line of road to ex- tend from Toledo, Ohio, to the Mississippi river, such road to be subject to the direction and control of one official mau- agement. Upon examination of the laws of the States through which it was to pass it was found impracticable to prosecute the enterprise under one corporate organization. and consequently distinct corporations were organized in each State. In April, 1853, the "Toledo and Illinois Rail- road Company " was incorporated under the general railroad laws of Ohio, with power to build a railroad from Toledo to the western boundary of the State. The capital stock was originally fixed at $500,000, but in 1855, was increased to $2,500,000. In August, 1853, the "Lake Erie, Wabash and St. Louis Railroad Campany " was incorporated in the State of Indiana, with power to construct a railroad from the east line of the State to a point on the western liue in the direc- tion of Danville, Illinois. The road was constructed in 1856 and the companies consolidated under the name "Toledo, Wabash and Western." Financial embarrassments con- fronted the company during the panic of 1857. Various changes in management and name followed. St. Louis as an objective point-as indicated in the name of one of the cor- porations, was lost sight of-the road was built across Illinois, terminating at Meredosia with a branch from Bluff's to Na- ples. From Meredosia to Camp Point a road was owned by the " Quincy and Toledo," company. In conformity to laws of Ohio, Indiana and Illionis, then but recently adopted, authorizing consolidation where the roads of various com- panics formed a continuous line, these roads were placed under one management, the "Toledo, Wabash and West- ern Railway Company." In August, 1870, arrangements were made with the " Decatur and East St. Louis Railroad Company, for the construction and equipment of a railroad between Decatur and East St. Louis, the understanding be- ing that on completion thereof the bonded debt of the Deca- tur and St. Louis Railroad Company to the extent of 825,000 per mile should be assumed by the Toledo, Wabash and Western, and that the capital stock of the Decatur and East St. Louis Railway Company to the amount of $15,000 per mile should be exchanged at par for the stock of the Toledo, Wabash and Western. The road to St. Louis was completed and opened for business in 1871. During the two years fol- lowing the Wabash acquired by lease the "Hannibal and Missouri Central," the "Pekin, Lincoln and Decatur," and the "Lafayette and Bloomington." In the early part of 1873 the "Toledo, Wabash and Western" controlled and

HISTORY OF MADISON COUNTY, ILLINOIS.

operated 905 miles of road, with average gross earnings for the whole system of more than $6,000 per mile per annum, and it promised, although capitalized at a high figure, to re- alize the most sanguine expectations of its owners. The financial panic of 1873 seriously affected the road so that it failed to meet its obligations and in 1874 the property was placed in the hands of Hon. John D. Cox, as Receiver. The road remained in the receiver's hands and under control of the court until 1877, when arrangements having been effected by the company, transfer of the property was made to the " Wabash Railroad Company."

Soon after it underwent a reorganization under the name of Wabash, St Louis and Pacific Railway Company. From the last annual report the following facts are gathered.

" During the past year there has been added to the Wabash St. Louis and Pacific system, the following roads, either by purchase or lease, viz :

On July 15, 1881, the Peoria, Pekin and Jacksonville, 72.9 miles in length, was acquired by purchase; on July 15, 1881, the Springfield and Northwestern R. R., 47.2 miles in length, was also acquired by purchase; on August 15, 1881, the Detroit and Butler Road, 112.6 miles in length, complet- ing our line to Detroit, was acquired by purchase; on Sep- tember 1, 1881, the Indianapolis, Peru and Chicago Road, running from Indianapolis to Michigan City, 161 miles, was acquired by purchase; on October 1, 1881, the Cairo and Vincennes, the Danville and Southwestern, and the St. Fran- cisville and Lawrenceville Railroads, 267.3 miles in length, forming our "Cairo Division," were acquired by purchase.

The Quincy, Missouri and Pacific Road was extended from Milan to Trenton, a distance of 31 miles, and opened for business August 5, 1881. The Attica and Covington Branch, extending from Attica to Covington, 14 5 miles was built by this company and opened for business September 1, 1881. A brauch road leading from our Chicago Division to the Braid- wood Coalfields, a distance of 12 miles, was built by this com- pany, but has not yet been opened for business. The Des Moines and Northwestern Railway (narrow gauge), leading from Des Moines, Iowa, to Jefferson, Iowa, a distance of 66 9 miles, was acquired by lease.

We have also under process of construction, a branch line from Champaign to Sydney, a distance of 10.5 miles, con- necting our Champaign, Havana and Western Road with the main line, which will soon be completed and ready for use. The St. Louis, Jerseyville and Springfield Railroad, built under the auspices of this company, from Bates to Grafton, Ill., a distance of 75 miles, is now nearly completed and will soon be opened for business. The Des Moines and St. Louis R. R., from Albia to Des Moines, a distance of 69 miles, is being built under a lease to this company, and will probably be completed early in the coming summer. The Des Moines and Northwestern Road is being extended north of Jefferson, and will soon be opened for business to Eads station, 21 miles beyond Jefferson. This company is also building, in connec- tion with the Chicago, Burlington and Quincy R. R., the Humeston and Shenandoah Road, from Humeston to Shen- andoah, for the purpose of forming a connection between our Missouri, Iowa and Nebraska Road and our Council Bluff's

Branch, which when completed, will reduce our distance be- tween Omaha and Chicago nearly one hundred miles, and give us a short and direct line between Omaha and all points East. In connection with the Missouri Pacific Road, this company perfected a lease of the St. Louis Bridge, taking effect October 1, 1881. During the year 1881, we have laid 20.450 tons of steel rails (213 miles) in the track of our main lines, and 2,000 tons of iron on branch lines. The total num- ber of miles of road in operation at the close of the year was 3.348 miles.

Miles of Road Operated, December 31, 1881.

Lines East of the Mississippi.

Toledo,

to E. St. Louis, 435.7

Decatur,

" Camp Point, 129.2

Camp Point,

Quincy,

22.8

Bintl's,

" Hannibal, 49.9

Maysville,

" Pittsfield, 6.2

Clayton,

" Elvaston, 34.5

Edwardsville,

" Edwardsv'l Cross'g, 10.2

Detroit,

' Logansport, 213.8

Michigan City,

" Indianapolis, 161.0

Attica,

" Covington, 14.5

" Leroy,

757

P. & D. Junc.,

" St. Francisville,

109.3

Vincennes,

" Cairo,

158,0

Ifollis,

" Jacksonville,

75.3

Springfield,

" Havan ı,

47.2

Streator,

Altamont,

156.5

Shumway,

" Effingham,

8.5

Strawn,

" Chicago,

99.7

Urbana,

" IJavana,

102.2

White 1Teath,

" Decatur,

29.7

Lafayette to State Line (C., I, St. L & C.,

46), ¿ for W., St. L. & P.,

23.0

State Line,

to Keokuk,

223 7

Ilamilton,

" Warsaw,

5.0

La Harpe,

Burlington,

19.7 2,211.3

Lines W'est of the Mississippi.

St. Louis,

to Kansas City, 276.8

Levee,

Ferguson Junc., 10,4

Centralia,

" Columbia,

21.8

Glasgow,

" Salisbury, 15.9

Moberly,

" Ottumwa,

131 0

Brunswick,

" C. Bluff's

224 4

Roseberry,

" Clarinda, 21.5

N. Lexington,

" St. Josephı.

77.1

W. Quincy,

" Trenton,

135.9

Keokuk,

" Inmeston,

131.0

Relay,

" Albia,

24.0

Des Moines,

" Jefferson,

66.9

1,136 7

Total miles, 3,348.0

INDIANAPOLIS AND ST. LOUIS R. R.

Its general offices are located at Indianapolis, which point is its castern and St. Louis its western terminus. The length of the line of this road in Madison county is 35 miles and 3.149 feet, and the entire length of the track from either terminus is 261 miles. The road-bed is of substantial build, and well ballasted, tied and ironed. In January, 1851, the " Terre Haute and Alton Railroad Company," (now I. and St. L.) was incorporated by special act of the

W. Lebanon,

HISTORY OF MADISON COUNTY, ILLINOIS.

Illinois legislature, with power to build and operate a road between Terre Haute and Alton. Subsequently, in 1852, the " Belleville and Illinoistown Railroad Company" was authorized by act of the Illinois legislature to construct a road from East St. Louis, or Illinoistown, to Belleville, also to extend the same in the direction of Alton. In February, 1854, a special act was passed, authorizing the consolidation of the two roads. The two companies did not avail them- selves of this act until October, 1856, at which time the whole line was put in operation and opened to traffic.

The stations along the line of this road in Madison county are Venice, Kinder, Nameoki, Long Lake, Edwards- ville Crossing, Alton Junction, Bethalto, Moro and Dorsey stations. From Alton Junction a branch extends to Alton, originally the terminus of the road. The I. and St. L. is a link in what is known as the " Bee Line." For years its prosperity was problematical, but through the untiring perseverance of interested parties it is fast taking its place among the leading roads of the country.

ROCK ISLAND DIVISION OF THE CHICAGO, BURLINGTON AND) QUINCY R. R.

This line operates nine miles 3.149 feet of road in this county, including side track entering on section six in Foster- burg township and terminating on section sixteen in Wood river township where it forms a junction with the Indian- apolis and St. Louis railroad, whose track it uses thence to St. Louis. Little did the farmers and tradesmen along the line of this road, whose money built it in 1869 and '70, sus- pect that it would ever become the property of one of the most influential and aggressive railroad corporations of the day. The beginnings of the Rockford (as it is familiarly called) were humble, its construction was slow and unpromis- ing. Numerous changes took place until 1876, when it passed into the hands of the Chicago, Burlington and Quincy by lease, the terms of which make it practically perpetual. The length of this division, iu all, is 271 miles. As at present managed, it is proving a valuable acquisition to the C. B. and Q.

ST. LOUIS, VANDALIA AND TERRE HAUTE R. R.

The length of line of this road including side tracks in Madison county is about 27 miles and 351 feet, and in July 1868, trains were first run between East St. Louis and Highland, and in July of the following year the road was completed from East St. Louis to Effingham, ninety-eight miles, and a through service established between East St. Louis and Chicago in connection with the Illinois Central R. R. and in July 1870, the last rails were laid between Effingham and the Indiana state line. Immediately there- after a through line of sleeping cars, was established between New York and St. Louis, and the "Vandalia route " at once became the popular route from St. Louis to the sea- board. The most important stations on the line of road in this county are Collinsville, Troy, St. Jacobs, Highland and Pierron. This road has contributed largely to the develop- ment of the agricultural and mineral resources of the south- ern part of the county.

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History of Madison County, Illinois With biographical sketches, Part 13

Author: Brink, W.R. & Co Publication date: 1882 Publisher: Edwardsville, Ill. : W. R. Brink & co. Number of Pages: 698

Author: Brink, W.R. & Co
Publication date: 1882
Publisher: Edwardsville, Ill. : W. R. Brink & co.
Number of Pages: 698