USA > Illinois > St Clair County > History of St. Clair County, Illinois. With illustrations and biographical sketches of some of its prominent men and pioneers > Part 8
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Agriculture .- In no branch of industry have more rapid strides been made than in the development of agriculture. The earliest inhabitants, after the aborigines, of this county, were the French, at Cahokia. Their lands were allotted to them in long, narrow strips, usually one arpent in width, containing sixty acres and upwards. To supply a home demand in cereals was the height of their ambition. Hence inventive genius sought no improvement in the sickle or reap-hook, no substitute for tramping out the ripened grain with horses or oxen, nor yet an improvement on the wooden mould-board plow. Their plowing was mostly done with oxen, which were yoked together by the horns, and not by the neck, as now. It was probably a hundred years after the first settlements were made before a wagon was brought into requisition. They were constructed without an atom of iron. Because of this, the first Americans that located here called them "bare-footed carts." But little corn was raised. Spring wheat was mostly sowed ; potatoes were raised in considerable quantities. Exportation of surplus crops was occasionally attempted, by means of flat-boats, to New Orleans. The market was uncertain ; the navigation of the river more so. Apples, pears, and a few peaches and apricots were culti- vated. The French rarely ever troubled themselves with milking
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HISTOR OF ST. CLAIR COUNTY, ILLINOIS.
cows, but turned the calves out with other cattle, and hence not sufficient butter or cheese was made for home consumption. But little advancement was made by early settlers in other parts of the county for many years, although a spirit of industry was every- where manifest. In 1810 parties constructed a raft on the Kas- kaskia, in the neighborhood of New Athens, and after loading it with corn, potatoes, chickens, etc., floated down to New Orleans, where they disposed of cargo and raft. Comparing then and now, what changes are noted ; what rapid strides have been made in the on ward march, keeping time to the music of progress which every- where pervades the Mississippi, the greatest of earth's valleys. Figures, those Roman sentinels placed upon the watch-towers of human understanding, present this story of growth in their true light. According to the returns made by the assessor, there were raised in this county last year 2,509,381 bushels wheat; 1,774,740 bushels corn ; 269,465 bushels oats; 149,136 bushels apples, and other crops in like proportion-figures that will compare favorably with those presented by some entire states. (For agricultural statistics in full, see table elsewhere in this work.)
The mission of the farmer is to create wealth, and here it is being well fulfilled. St. Clair is second to no county in the state when we consider the great variety and lavish production of grains, fruits, etc. Not only are great crops of the cereals produced, but the potato and other tuberous plants are successfully cultivated, adding largely to the export trade of the county. All varieties of grapes, berries, currants and garden vegetables grow well, pro- ducing a trade that adds liberally to the profits of agriculture. Blue-grass, timothy and clover are the principal cultivated grasses, and afford rich pasturage for stock, and the finest quality of hay for the market The acreage of pasturage and grass lands is con- stantly being increased.
Transportation Facilities .- The first means employed for trans- portation of surplus products were rafts and rudely-constructed boats, on the Mississippi, along the western boundary of the county ; then the Kaskaskia, an important tributary, which furnished an outlet for the eastern part of the county. As early as 1811 Jacob Short and Moses Quick made a trip by raft, carrying provisions to the New Orleans market. It was doubted whether the Mississippi river could, with its swift current, be navigated by steamboats. These doubts were dispelled by the landing at St. Louis of the "General Pike," commmanded by Capt. James Reed, on August 2, 1817. It was nearly two years thereafter that a second boat ascended the river. This was the " Harriet," from New Orleans, on June 2, 1819; it was commanded by Capt. Armitage. The trip was made in twenty-seven days. This was the beginning of river communication between the cities of New Orleans and St. Louis, by steamboat. And at this writing, a large per cent. of the coal, manufactured and agricultural products of St. Clair county, find their way to the various markets of the world, by means of numer- ous barges and steamboats, on the national highway of this valley, the bosom of the Mississippi, whose waters lave the western bounda- ries of this county.
Railroads .- Railroading is comparatively a new industry. Six thousand years have added their contributions to science, yet during fifty years only have railroads been known. Scientists of all ages have grappled with problems of government, social life, and ques- tions of demand and supply, and left the records of their efforts for our instruction. The accumulated wisdom of centuries furnish store-houses from whence we can draw such instruction ; but rail- roads are things of to-day. Our fathers died after welcoming their birth, and yet, brief as the span of time since their conception, what mighty levers they have become in the advancement of the world's
material industries ! Archimedes said, "Give me whereon to stand, and I will move the world." Railroads have found the standing- space, reached forth their iron arms, and moved the world. All this, too, within the memory of living men. The locomotive steani- engine was invented by George Stephenson, of England, and was first successfully used September 27, 1825, on a short road built from Stockton to Darlington. In 1830 there were only twenty-three miles of railroad in the United States. The road between Baltimore and Ellicott's Mills, Maryland, 11: miles in length, was the first regularly opened for passenger traffic, which was in July of that year. The train was termed a " Brigade of Cars." It was the first road to present a time-card. The " Brigade of Cars" was drawn by horses or mules. It had not then been demonstrated that loco- motives could attain a speed of over six miles an hour, nor was it until later in the same season, when George Stephenson's " Rocket " attained the then remarkable speed of fifteen miles an hour. In the Baltimore American of July, 1830, was the advertisement of this road, stating that a sufficient number of cars had been provided to accommodate the traveling public, and that a brigade would leave the depot on Pratt Street at 6 and 10 o'clock, A.M., and at 3 and 4 o'clock, P.M .; returning, would leave the depot at Elllicott's Mills at 6 and 8} o'clock, A.M., and 12} and 6 o'clock, P.M. This time- card was accompanied with positive orders prohibiting any passen- gers from entering the cars without tickets, also with a provision for engaging cars by the day, where parties were so disposed.
In 1837 was constructed the first railroad in the Mississippi val- ley, now known as the Illinois and St. Louis railroad. It was built by Governor Reynolds, Samuel B. Chandler, George Walker and Daniel Pierce. In " My Own Times," Governor Reynolds says : " I had a large tract of land located on the Mississippi Bluff, six miles from St. Louis, which contained in it inexhaustible quantities of bituminous coal. This coal mine was the nearest to St. Louis, Mo., of any other on this side of the Mississippi river. I had also most of the land on which a railroad might be constructed to convey the coal into the market. Under these circumstances, a few others, with myself, decided to construct a railroad from the bluff to the Mississippi, opposite St. Louis. This road was about six miles long, and although short, the engineer made an erroneous calcula- tion of the cost-making the estimate less than one-half of the real cost. We all embarked in this enterprise when we knew very little about the construction of a railroad, or the capacity of the market for the use of the coal. Iu fact, the company had nothing but an excessive amount of energy and vigor, together with some wealth and standing, with which to construct the road; and we accomplished it. We were forced to bridge a lake over 2,000 feet across, and we drove down piles more than eighty feet into the mud and water of the lake, on which to erect the bridge. We put three piles on the top of one another, fastened the ends together, battering the piles down with a metal battering-ram of 1,400 pounds weight. The members of the company themselves hired the hands- at times one hundred a day-and overlooked the work. They built shanties to board the hands in, and procured provisions and lodging for them. They graded the track, cut and hauled the timber, piled the lake, built the road, and had it running in one season of the year 1837. This work was performed in opposition to much clamor against it, that it would not succeed, that we would break at it, and such predictions. We had not the means nor the time in one year to procure the iron for the rails, or the locomotive, so we were compelled to work the road without iron, and with horse- power. We did so, and delivered much coal to the river. It was strange how it was possible we could construct the road under these circumstances. It was the first railroad built in the Misis-
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HISTORY OF ST. CLAIR COUNTY, ILLINOIS.
sippi valley, and such an improvement was new to every one, as well as to our company. The members of the company and I- one of them-lay out on the premises of the road day and night while the work was progressing ; and I assert that it was the greatest work or enterprise ever performed in Illinois under the circumstances. But it well-nigh broke us all." Such is the history of what is now known as the
Illinois and St. Louis Railroad, which was not regularly char- tered until February, 1841, when the name "St. Clair Railroad Coal Co.," was bestowed on it. In 1859 the name was changed to "Pittsburg Railroad and Coal Co.," and in 1865 it was changed to that it now bears. For years it was run without suitable ter- minal facilities. Its bridge connections and depot grounds in St. Louis were not secured until 1878. The entire cost of the road, including these added facilities, has not been less than $75,000 per niile. Under its present management, which is aggressive, it is proving remunerative. It has a length of 15 miles, 1,799 feet, with 10 miles, 3,581 feet of side-track and switches. Its assessed value is $202,914. The gross earnings for the year ending December 31, 1880, were $203,830.62, or an average of $7,549.28 per mile of road. Of these earnings $32,534. 82 were derived from the trans- portation of passengers ; $159,566.12 from freight, and $11,709.68 from miscellaneous sources, The working expenses, including taxes, amounted to $132,994.40, an average of $4,922 02 per mile; and the excess of earnings over expenses and taxes was $40,365.32. In addition to paying the annual interest on mortgage bonds and floating debt amounting to $20,169.54, the company expended $41,041.74 on equipment and construction.
Cairo Short Line .- This road crosses St. Clair county diagonally from East St. Louis, via Centreville station, Belleville, Freeburg, Lementon, New Athens, Lenzburg and Marissa, a distance of 40} miles, leaving the county a few rods west of its most south-eastern corner. Its business within the limits of this county is large, en- gaged as it is in the transportation of coal from a majority of stations; of flour from Marissa, Athens, Freeburg and Belleville; of building stone from Centreville station ; of grain from every station. Its extension from Belleville eastward to its present termi- nus, Du Quoin, in Perry county, seventy-three miles from St. Louis, Number of miles of road, 71 ; aggregate length of sidings, 19 miles ; total track mileage, 90 miles. Miles of main line are mostly laid with steel rails, where it connects with the Illinois Central, was made in 1870. When first built it was called Belleville and Southern Illinois railroad, and was at once leased to the St. Louis, Alton and Terre Haute railroad company for a term of nine hun- dred and ninety-nine years, the lessees covenanting to pay $88,000 per annum. Large amounts are being expended on equipment ; passenger cars are being equipped with all modern appliances for safety and comfort ; in brief, everything possible is being done to popularize the "Short Line " and utilize its resources in the interest of patrons.
The Ohio and Mississippi .- This road crosses the northern part of the county from East St. Louis, via Caseyville, Forman, O'Fallon, Lebanon and Summerfield, two miles east of which last mentioned, it .eaves the county. In 1848 the legislature of Indiana passed an act incorporating the Ohio and Mississippi railroad, empowering it to locate, construct and maintain a road leading from Lawrence- burg on the Ohio, to Vincennes on the Wabash, and contemplating an eastern extension to Cincinnati, Ohio, and a western to East St. Louis, as soon as the states of Ohio and Illinois would grant the right of way. In 1849 the Ohio legislature, and in 1851 the Illinois, extended the contemplated aid by acts of their respective bodies, and in 1857 the entire length of the road was opened through for
business. The panic of that year greatly affected the road, so that in 1858 creditors brought suit for foreclosure of mortgages and sale of property, pending which a receiver was appointed, under whose direction the road was maintained until its reorganization was effected. Parties desiring the establishment of the road on a firmer basis bought largely of its stock, organized a new company, and held c ntrol until 1874, when it again became embarrassed, and after much litigation, was placed in the hands of a receiver, John King, Jr., Vice-President of the Baltimore and Ohio railroad, acting in that capacity. Under the present administration, the road has been put in excellent order; the credit of the company has been maintained, and the floating debt has been materially reduced.
Louisville and Nashville formerly (St. Louis and South eastern) .- This road crosses the county from East St. Louis in a South-easterly direction via French Village, Birckner, Belleville, Reutchler Sta- tion, Mascoutah, and Pensoneau, leaving the county about two miles east of the latter. Its length in the county is thirty-five and four-fifth miles, including side tracks and switches. Trains first ran over the line from East St. Louis to Mt. Vernon, a distance of 76 miles, in November, 1870, a little more than a year after its incor- poration. This road transports annually large quantities of coal, grain, flour, and other products, and has done much toward build- ing up Mascoutah, Belleville, and other places along the line. The company was marked by great enterprise and energy in the prose- cution of their work.
Cairo and St. Louis .- This road, which owns but little less than four miles of track in this county, makes an East St. Louis connec- tion by running its trains over the East St. Louis and Carondelet, a distance of nine and a half miles, was incorporated in February, 1865, but was not completed until 1873. It is a narrow gauge (three feet) so constructed because it was thought to be economical both in construction and operation. Many townships and somc counties through which it passed refused to make good their sub- scriptions, hence the road has been financially crippled. It now does a good business, a prominent factor in which is the transporta- tion of the Big Muddy coal. Its local business is not thoroughly developed, and its through traffic is competitive.
Wabash, St. Louis and Pacific .- More widely and commonly known as the Wabash, has a length of but two and one-eighth miles in this county, running north, parallel with the C. and A., and I. and St. L. lines. Through a system of consolidation, unpa- ralleled 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 incorpora- ted in the Wabash system. The road takes its title from the river of that name, a tributary of the Ohio, which in part separates the States of Indiana and Illinois.
For convenience in management and operation the road is divided. into two grand divisions, the eastern and western, with headquarters in St. Louis. Under its new name it has rapidly extended its lines east and west of the Mississippi river, and at present comprises the following divisions, with termini and lengths as presented :
EASTERN DIVISION.
Toledo, Ohio, to St. Louis, Mo 136 miles.
Decatur, III., to Quincy, III . 151
Bluffs, Ill., to Hannibal, Ill . 50
Maysville, Ill., to Pittsfield , 6
Clayton, Ill., to Keokuk, Iowa. 49
Logansport, Ind., to Butler, Ind. . 93 ¥
Edwardsville, Ill., to Edwardsville Crossing . 10
«
Bement, Ill,, to Chicago .. 151.
5
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HISTORY OF ST. CLAIR COUNTY, ILLINOIS.
Decatur, Ill., to Havana, III. 141 miles
Peoria, Ill., to Jacksonville
83
State Line, III., to Warsaw. III . 227
Total miles east of the Mississippi . 1381
WESTERN DIVISION.
St. Louis to Kansas City 277 miles.
Brunswick, Mo., to Council Bluffs, Iowa .. 224 ¥
Roseberry, Mo., to Clarinda, Iowa. 22 66
Moberly, Mo., to Ottumwa, Iowa. . 131
North Lexington, Mo., to St Joseph, Mo 76
Centralia, Mo., to Columbia, Mo 22
Salisbury, Mo., to Glasgow, Mo 15
Ferguson, Mo., to St. Louis . 10. 4
Total miles west of the Mississippi 777
Grand total . 2158
In addition to this a branch road is being now constructed to Detroit, Michigan, which, with a connection whose terms are already agreed upon with the great railway system of Canada, and with a further addition of double steel track thence to the seaboard, will make this the most stupendous combination known to railway sys- tems. The management of the Wabash have recently secured a con- trolling interest in the Iron Mountain Railway, and its connection with the system of railways of Texas, and the South western States and Territories will greatly increase its earnings, and will do much toward populating and developing the resources of the great south- west. This road is progressive in every respect. The finest pas- senger cars on the continent are run on its lines, and every effort is being made to advance the interests of its patrons. The length of the line in St. Clair county is two miles and 816 feet. The Wa- bash is one of the best roads in the west.
Indianapolis and St. Louis R. R .- Its general offices are located at Indianapolis, which point is its eastern and St. Louis its western terminus. The length of the line of this road in St. Clair county is two miles, 2,640 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 : the only station in this county on its line is East St. Louis. In January, 1851, the " Terre Haute and Alton Railroad Company," now (I. and St. L.) was in- corporated by special act of the Illinois legislature, with power to build and operate a road between Terre Haute and Alton. Subse- quently, in 1852, the " Belleville and Illinoistown Railroad Com- pany" was authorized by act of the Illinois legislature to construct a road from East St. Louis, or Illinoistown, to Belleville, also to ex- tend 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 themselves of this act until October, 1856, at which time the whole line was put in operation and opened to traffic.
Rock Island Division of the Chicago, Burlington and Quincy R. R. -This road has no line in this county, but operates its cars and ex- tensive traffic from Alton Junction to East St. Louis over the I. and St. L. R. R ; it also has terminal facilities in St. Louis. It was formerly the (Rockford, Rock Island and St. Louis R. R.) and was built in the years '69 and '70. Trains commenced running between Beardstown and East St. Louis about the middle of May, 1870. In December, 1876, a lease was effected, and it passed under the management of the C. B. and Q. R. R. Comany.
St. Louis, Vandalia and Terre Haute R. R .- The length of line of this road in St. Clair county is ten miles, 3,690 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, nincty-eight miles, and a through train service established between East St. Louis, and Chicago in connection with the Illinois Central Railroad, and in July, 1870, the last rails were laid between Effingham and the Indiana State line. Immediately thereafter a through line of sleeping cars was es- tablished between New York and St. Louis, and the " Vandalia route" at once became the popular route from St. Louis to the seaboard.
Belleville and O' Fallon, a railroad of eight miles length, uniting Belleville and O Fallon, was built by General E. F. Winslow in 1870-71. The city of Belleville paid $50,000 in bonds to the road, which liberal donation was supplemented by one from O Fallon of $15,000. The original design was to extend the road to Troy, Madi- son county, where it would form a junction with the Vandalia Line. After grading the road north-easterly from O'Fallon to the Madison county line the project was abandoned, and only eight miles of track were laid. It is controlled by the South-eastern railroad company. All its traffic is accommodated by a single daily train, which makes a trip from Belleville in the morning, returning the same day.
Chicago and Alton .*- This is one of the most important roads of the great system of railroads in the Mississippi Valley. The entire length of line in St. Clair county, including side tracks, is only two miles, 2,264 feet.
The air-line between St. Louis and Chicago, the two most pro- minent cities of the Great West, and the most pronounced commer- cial rivals, occupies a prominent position among the Trans-Missis- sippi railroads. This may be attributed partly to the persistent manner in which the management has fostered and developed the local business along the line of the road, and partly to the fact that since its reorganization 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 se- curing subscriptions along the proposed line, (72 miles in length), for its construction and equipment, that they were laying the cor- ner-stone of one of the most valuable railroad properties in the coun- try, 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 completed in 1852, with the proceeds of bona fide local subscriptions to stock, under the management of a local board of directors. After the completion of the road to Springfield, additional legislation was obtained for ex- tending the line to Bloomington. Mr. Henry Dwight conceived the idea of extending the road to Joliet, and making a connection at that point for Chicago and the East. In furtherance of this idea he obtained a charter for a company called the "Chicago, and Mis- sissippi Railroad Company," and having obtained a board of direc- tors 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. Subsequently a lease of the road from Alton to Joliet was made. The road was sold at auction, and it was bid off by Gover- nor 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 auction sale organized themselves into a company, called the
* For data on C. and A. R. R. we are indebted to an article by Mr. Ed. Vernon, in a work entitled, " Railway and River System of St. Louis," and published by L. U. Reavis.
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HISTORY OF ST. CLAIR COUNTY, ILLINOIS.
"St. Louis, Alton and Chicago Railroad Company," and perhaps under ordinary circumstances might have made their venture a success ; but the business and general interests of the whole coun- try 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 re- ceiver, 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 successfully managed that in 1862 measures were taken for reorganizing 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 between Chicago and St. Louis, which were recognized as the future ter- mini of the property. In furtherance of these views, a lease in perpetuity was first secured of the Joliet and Chicago Railroad.
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