USA > Illinois > Illinois, historical and statistical, comprising the essential facts of its planting and growth as a province, county, territory, and state, Vol. II > Part 46
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The earliest reports on geological investigations in Illinois are those by C. U. Shephard, M.D., published in the American
IO35
GEOLOGICAL DEPARTMENT.
Journal of Science and Arts, Vol. xxxiv, I, on the "Geology of Upper Illinois," and by David Dale Owen, M.D., in his "Report of a Geological Exploration of part of Iowa, Wiscon- sin, and Illinois," made under instructions from the secretary of the treasury of the United States in the autumn of the year 1839."*
The first official geological survey of the State was provided for by an act of the legislature, February 17, 1851. The appro- priation of $3000 a year-to be applied to the payment of the state geologist and such assistants as he may employ, and to defray incidental expenses of the survey-was far too small for pushing the work energetically. The next general assembly increased the appropriation to $5000 annually, with a further addition of $500 annually for the purpose of furnishing accurate topographical maps of the several counties in the State.
J. G. Norwood, M.D .- previously distinguished as the author of important works on the geology of Kentucky, 1847-was appointed state geologist July 29, 1851. His first report bears the date of December 31, 1851, and his "Report of Progress," Feb. 5, 1853, was presented to the eighteenth general assembly and printed as a state document. Dr. D. D. Owen, the eminent state geologist of Indiana, praises Dr. Norwood's work in un- equivocal terms, both for his excellent topographical map of Hardin County and for the exquisite collections of minerals and fossils accumulated by the surveying party. The next report was published in 1857-98 pages, one map, and two diagrams- under the title "Abstract of a Report on Illinois Coal with Descriptions and Analyses." Dr. Norwood also wrote an ex- cellent work on "Paleontology," but had to apply to the Phila- delphia Academy of Science for its publication.+ His "Report on the Geology of Hardin County, Illinois, with elaborate maps and charts, were afterward published in Volume I, of the "Geological Survey of Illinois," and these maps are beyond comparison the best ones ever published by the state survey.
Prof. Amos H. Worthen, an able assistant of Dr. Norwood,
* "Congressional Document, 1844."
+ Account of Journal of Natural Science, Ohio, August, 1854, and June, 1855- "Notice of Fossils from the Western States by J. G. Norwood and H. Pratten of the Illinois Geological Survey."
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ILLINOIS-HISTORICAL AND STATISTICAL.
was appointed state geologist March 22, 1858, and was con- tinued in the position until his death May 6, 1888. He soon entered upon the work to which he devoted the remaining years of his life. The eight large volumes of the geological survey of the State attest the skill, research, and industry, with which he performed his duties. He was also the author of various valuable scientific papers published by the Academy of Natural Science at Philadelphia.
In 1877, it having been decided to discontinue the field-work of the department, the legislature provided for the establishment of the State Historical Library and Natural History Museum, of which Prof. Worthen was appointed curator. The present title, as adopted by the department, is The Illinois State Museum of Natural History, and, in the rooms which have been assigned it, on the basement floor of the state-house, have been carefully gathered and arranged the geological specimens collected during the progress of the survey.
Joshua Lindahl, Ph.D., was appointed the successor of Prof. Worthen June 9, 1888, and upon him has devolved the work of completing the eighth volume of the geology and paleontology of the State, which he has most ably and faithfully performed. It is a gratifying fact that the efficient labors of Prof. Lindahl have been recognized by the legislature of 1891 in making increased appropriations for the maintenance of this valuable department.
The history of the Board of Railroad-and- Warehouse Com- missioners will be found in the succeeding chapter relating to railroads. ,
The State Board of Health was created by act of the general assembly of May 25, 1877. It consists of seven members, appointed by the governor to hold office for seven years. The board is charged with "the general supervision of the interests of the health and life of the citizens of the State." They have charge of all matters pertaining to quarantine, and may make such sanitary investigations as they may deem necessary for the preservation or improvement of the public health. They are also clothed with the supervision of the state system of regis- tration of vital statistics. The secretary receives a salary, the other members their travelling expenses only; $5000 was appro-
IO37
STATE BOARD OF HEALTH.
priated the first year to cover the necessary outlay. Allowances are also made for clerk hire.
By provisions of the act to regulate the practice of medicine in this State, passed at the same session, every new practitioner and every resident physician, who had not been in active prac- tice in Illinois for ten years previous, was required to procure a certificate of his qualifications from the board, either upon the presentation of a genuine diploma, or, if not a graduate, upon passing an examination by the board. This law was amended in 1887, giving the board additional and more stringent powers.
The board was organized with the following members: John H. Rauch, Chicago, president; Newton Bateman, Galesburg, R. Ludlum, Chicago, W. M. Chambers, Charleston, John M. Gregory, Champaign, Horace Wardner, Anna, with Anson L. Clark, Elgin, as secretary. In 1882, W. A. Haskell of Alton was appointed a member, vice Dr. Wardner, resigned; in 1883, John McLean of Pullman succeeded Dr. Chambers, and W. R. Mckenzie of Chester succeeded Dr. Gregory. In 1884, A. W. H. Keen was appointed in place of Dr. Mc Lean, whose term had expired, and Dr. Keen having resigned, Dr. George N. Kreider of Springfield was made his successor. The latter resigned in 1887, and Dr. H. V. Terrell of Carlinville followed him. Dr. Clark only discharged the duties of secretary for a short time, and was succeeded by Dr. Rauch, who has occupied the position ever since, and upon whose shoulders-without detracting from the well-earned credit due to his associates, who have heartily seconded and cooperated with him-has rested "the burden and heat of the day."
Dr. John H. Rauch has achieved a well-merited and national reputation as a leading member of the medical profession. He is as indefatigable in his labors as he is broad in his views. His whole heart is in his work, and his previous experience as a member of the Chicago Board of Health had amply fitted him to discharge the more arduous and responsible duties of his present office. His sanitary history of Chicago is a monument to his ability and research. This has been supplemented by papers on "The Yellow Fever in 1879," on "Chicago Sewerage," a "Report on Medical Education," and other valuable papers in the annual reports issued from his department, of which he is
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ILLINOIS-HISTORICAL AND STATISTICAL.
the author. He can scent disease from afar, and his wise, pre- cautionary measures have been of the greatest benefit to the people of the State.
Dr. Rauch, like all great men who have attained eminence in any one line of thought, is naturally a man of single, though clear, vision, and if in the dogmatism of truth he is sometimes despotic and dictatorial in his methods, he is none the less a faithful and able officer.
No better estimate of the value of the work of this important board has been made than that by Governor Oglesby, who, in his last message to the legislature, 1889, said:
"The intelligent and faithful discharge of the duties imposed by the law upon the state board of health, and the benefits which accrue therefrom to the Commonwealth, sufficiently attest the wisdom of the legislature in the creation of this organiza- tion. * * It is a matter of record-a fact which, I understand, has now passed into the authentic history of epidemics in this country-that the labors of the board in this direction resulted in a saving of nearly $3,500,000 to the people of the State in 1881 and 1882, when small-pox was epidemic. Through the preventive and protective measures then established and since enforced, there has been no repetition of that disease in an epidemic form. The wise and intelligent policy of the board on the subject of quarantine has been of great value to the material interests, not only of Illinois, but of the whole Missis- sippi Valley. *
* During the past few months, a striking illustration of the value of this policy was afforded by the action of the worthy secretary of the board, who refused to sanction any expenditure of money from the public treasury in -the maintenance of quarantine restrictions which his wide and varied experience and scientific knowledge enabled him to pronounce unnecessary for the State. His firmness in this instance alone prevented the loss of thousands of dollars, besides great incon- veniences to travellers and vexatious interference with business. In 1883, the board began a sanitary survey of the State with the object of preparing it against a threatened invasion of Asiatic cholera. This work, which is still being prosecuted, embraces a house-to-house inspection, which results in the abatement of private as well as public nuisances, in sanitary defects and unhealthy conditions.
"An important agency in the preservation of health is an abundant supply of pure water. With the growth of population and the increase of wastes and sewerage, our natural water supplies are being contaminated, and the question of the dis-
1039
BUREAU OF LABOR STATISTICS.
posal of these wastes and sewerage is a matter demanding serious consideration. The secretary of the board has made the pollution of streams and the character of water supplies the subject of personal study for many years, and an exhaustive investigation, involving hundreds of chemical analyses, micro- scopic and biologic examinations, and the engineering questions involved, is now being made by the board under his immediate supervision. The scope of this investigation embraces-the pollution of rivers and other water courses, both public and domestic, of cities, towns, and villages, and of all state institu- tions, it also includes the character, extent, and location of the subterranean reservoirs. There is reason to anticipate from these, in many localities, an abundant supply of pure water, not liable to contamination from sewerage or other pollution, and constant at all seasons. If these expectations are realized, not only communities, but individuals-farmers, stock-raisers, man- ufacturers, and others-will largely benefit by this work of the board."
The Bureau of Labor Statistics of this State was created by the legislature in response to a demand of labor organizations and trades unions, which had sprung up all over the country as a result of the unfavorable conditions of the working classes and labor agitations in 1877-8. Reliable statistics are the indis- pensable basis of all intelligent, legislative, or industrial action, a fact which has been recognized the world over. The important questions of wages and its relation to capital can only be wisely treated when the facts relating to demand, supply, and cost have been correctly ascertained. These figures often reveal important truths and uncover long-concealed errors.
The law establishing the board was passed by the legislature of 1879. It provides for the appointment of five commissioners -to hold office two years-three of whom shall be manual laborers and the others employers of labor or manufacturers. The duties of the board, as the name imports, is to collect, assort, systematize, and present, in biennial reports to the legis- lature, statistical details relating to labor in this State, especially in its relations to the commercial, industrial, social, educational, and sanitary conditions of the laboring classes. The sum of $3000 per annum was appropriated to pay the salaries of the commissioners-$5 per diem for 30 days and expenses-and $1200 per annum for the secretary.
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ILLINOIS-HISTORICAL AND STATISTICAL.
The first board of commissioners, appointed July 2, 1879, consisted of the following members: Charles H. Deere, Moline, president; Joseph C. Snow and A. A. Kingsland of Cook; Thos. Lloyd of St. Clair; and George F. Brown of Sangamon County. F. H. B. Mc Dowell was appointed secretary. Other commissioners have since been appointed; the board at present is composed of the following members: Mr. Deere, continued as president, and David Ross of La Salle County, Wm. S. Cherry of Streator, P. H. Day of Springfield, and Ethelbert Stewart of Decatur. Col. John S. Lord, who was appointed secretary in 1882, has remained in charge of the department up to the present time.
The biennial reports, four of which have been issued in large octavo volumes, contain statistics relating to convict labor, coal mines, lead mines, manufacturers, strikes and lockouts, wages, rent, cost of living, and the mortgage indebtedness of each county. The published reports have been prepared by the present secretary, and evince great painstaking, industry, and research. The various tables are intelligently arranged for refer- ence, and are accompanied by interesting explanatory remarks.
The law in relation to the suppression and prevention of the spread of contagious and infectious diseases among domestic animals was amended, in 1887, by creating the Board of Live- Stock Commissioners, whose duties are very important to the people. The board consists of the following members, John M. Pearson of Madison County, chairman; H. McChesney of Cook, and Edwin Watts of Sangamon. C. P. Johnson is secre- tary and John Casewell state veterinarian.
In 1879, the legislature created a Board of Fish Commission- ers, whose duty it is to select suitable locations for state fish- hatcheries and breeding establishments, and provide for their propogation and culture in the public waters of the State. The board is doing a valuable work, and their annual reports are of great interest. The present members are Nathaniel K. Fair- bank, S. P. Bartlett, and George Bruening.
CHAPTER LII.
Illinois Railroads - The Railroad Commission - Trans- portation Companies-The Railroad-and- Warehouse Commission.
R AILROADS, as at present constructed and operated, were the outgrowth of tram-ways built as quarry- or coal-roads. Originally of wood, they were afterward improved by covering the sleepers with a flat iron rail.
The idea of using steam-locomotive engines for the propelling power on these roads was first suggested in this country by Oliver Evans, an inventive, mechanical genius of Delaware. In 1812, he proposed to make a steam-carriage that would run fifteen miles an hour on good level railways; and in 1813, he left the prediction upon record that "the time will come when people will travel on stages from one city to another, almost as fast as birds fly, fifteen or twenty miles an hour."
A steam-locomotive, rude and imperfect in construction, was built by Richard Trevithich and used on a tram - road in Wales, as early as 1804. The honor, however, of improving and perfecting this invention, as at present used, belongs to the eminent British engineer, George Stephenson. Those previously constructed by himself and others having failed to accomplish what had been confidently expected, in October, 1829, under the stimulus of a reward of £500 by the Liverpool-and- Man- chester Railway, the first locomotive-the "Rocket"-success- fully used in drawing both freight and passengers, was com- pleted by himself and his son, Robert.
The first attempt in the United States to operate a railroad by this motive power was made upon the Carbondale-and- Honedale Railroad in Pennsylvania, August 8, 1829. The locomotive, called the "Stourbridge Lion," was imported from England by Horatio Allen, but proving too heavy had to be abandoned.
The first railroad built in the United States for the transpor- tation of both freight and passengers was the Baltimore-and-
1041
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ILLINOIS-HISTORICAL AND STATISTICAL.
Ohio, for which a charter was procured in 1827, and upon which work was begun July 4, 1828. At the close of the ceremony of breaking ground, Charles Carroll of Carrollton-then the only surviving signer of the Declaration of Independence-who had been selected to raise the first spadeful of dirt upon its track, with prophetic vision remarked: "I consider this among the most important acts of my life, second only to that of signing the Declaration of Independence, if even second to that." Yet upon the 23 miles of this road completed by 1830, horses were at first used as the motive power, because it was supposed that the locomotive could not ascend heavy grades or turn the sharp curves. It was mainly to demonstrate the fact that this view was erroneous that Peter Cooper constructed a small locomotive, with which a trial trip was made August 28, 1830, the experiment being entirely successful. This is claimed to be the first American locomotive.
The next railway, in point of time, constructed in this country was that known as the South - Carolina Railroad, begun in 1830. It used the first and second full-sized locomo- tives, regularly built in an American factory, the former of which, called the "Best Friend," was brought into service on November 2, 1830. The entire line, 125 miles in length, was completed and opened for general traffic in 1833, at which time it was the longest in the world. It was the first railroad to carry the United-States mail.
The construction of what is now a part of the New-York- Central also began the same year.
During the next decade, 2818 miles had been laid throughout the country -26 being credited to the State of Illinois. By 1850, the mileage had grown to 9021, of which III only were within the limits of the Prairie State.
The following table*shows the rapid strides by which Illinois advanced to the front, as the first of railroad-states, having reached that point as early as 1870:
DECADES-1850
1860
1870
1880
1890
Miles in Illinois, - III
2,770
4,823
7,918 9,936
Miles in United States, 902 I
30,626
52,922
93,296 167,478
* " Illinois Reports," "American Almanac,"" Poor's Manual of Railroads," " Illinois Railroad Commissioners' Reports."
MARVIN HUGHITT
JAMES C.MCMULLEN
T.B.BLACKSTONE
E P.RIPLEY
R R. CABLE
FERVOS PTS CO
STOR
Ny 6.
LIBRARY
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FIRST RAILROADS.
To return to the beginning of Illinois enterprise in this direc- tion. Although a great inland sea lay to the north, and the borders of the State, except a small portion adjoining Indiana, were defined by navigable streams, the attention of her citizens was early directed to the importance of railroad transportation. Thus, in the act amending the law providing for the construction of the Illinois-and-Michigan Canal, as early as February 15, 1831, it was made the duty of the "superintending commis- sioner" to cause the engineer employed by him "to ascertain, as early in the spring as the weather will permit, whether the Calamic will be a sufficient feeder for the part of the canal between the Chicago and Desplaines rivers, or whether the con- struction of u railroad is not preferable, or will be of more public utility than a canal."*
At the first session of the legislature of 1834-5, acts of incor- poration of several railroad companies were passed, the first of which, approved January 17, 1835, was for the construction of a railroad between Chicago and a point opposite Vincennes, Indiana. Among the incorporators were, John H. Kinzie, Gurdon S. Hubbard, George W. Dole, Leander Munsell, Milton K. Alexander, William B. Archer, and Wickliffe Kitchell. The capital stock of the company was fixed at $3,000,000, and the duration of the franchise was limited to 60 years. Unrestricted power was given to "fix, regulate, demand, and receive the tolls and charges by them to be received for transportation of persons or property."+
In 1836-7, a tram-way was built in St. Clair County by ex- Gov. John Reynolds and associates, designed for the transpor- tation of coal from the bluffs to St. Louis; about the same time, a graded road, with cross-ties and a wooden rail, was constructed by Charles Collins from Naples to the bluffs in Scott County; but although both of these roadways were subsequently used as railroads, they were not originally intended for that purpose.
Among the railroads provided for in the internal-improvement system, adopted in 1837, as heretofore fully described, was one designated to run through the central portion of the State, to be called the Northern-Cross, which, under the terms of the law, was to be the first of the projected lines to be completed.
* "Laws of Illinois, 1831," page 43.
+ "Laws of Illinois, 1835," page 88.
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ILLINOIS-HISTORICAL AND STATISTICAL.
General Murray McConnel, of Jacksonville, a man of recognized energy and ability, was entrusted with the supervision of the work in his district. James M. Bucklin was chief-engineer, and M. A. Chinn his assistant. The latter began the survey and loca- tion of that portion of the road between Jacksonville and Meredosia-on the Illinois River-in Morgan County May II, 1837, and the contract for the work of construction was let July 10, 1838. The contractors for the first division, between the points above named, and for the second division, between Jacksonville and Springfield, were the same, namely: Miron Leslie, James Dunlap, Thomas T. January, and Charles Collins. The price agreed to be paid therefor was $8430 per mile. The track was laid after a fashion which would electrify modern engineers. First, pieces of timber, called mud - sills, were put down. On the top of these were placed cross-ties, over which ran wooden rails, to whose surface were strapped flat iron bars. The bars were two and a half inches wide, five- eighths of an inch thick, and weighed thirteen pounds to the yard. The first rail was placed in position on May 9, 1838. The first locomotive-bought in Europe and anxiously expected, according to the report of the commissioner, William Kinney- "never arrived in the State, but, as the board was informed, was lost in its passage." However, the engine, purchased by the board for the Bloomington-Mackinaw Road, which, fortunately, did arrive, was turned over for use on the Northern-Cross Line, by which it was utilized. On November 8, 1838, the first loco- motive "that ever turned a wheel" in Illinois, or, indeed, for that matter, in the Mississippi Valley, was fired up and operated. It was manufactured by Rogers, Grosvenor and Ketchum of Newark, New Jersey, and was called the "Rogers"-presumably after the senior partner of that firm. On its first trip, which did not exceed eight miles, Engineer Joseph Field had his hand on the throttle. Among the distinguished men, who, as passengers, took their lives in their hands, were ex-Gov. Duncan, and the contractors above named.
The road was completed to Jacksonville-24 miles-January I, 1840, at a cost of $406.233; while its earnings up to that date had been $3756 and its expenses $3645.
By a law of February 26, 1841, Gov. Ford was authorized to
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THE WABASH RAILROAD.
expend $100,000 to finish the road from Jacksonville to Spring- field; over $300,000 having been already expended upon that portion of the line. The work was done and the road accepted by the governor May 13, 1842. It was subsequently turned over to one lessee after another at a stipulated rental, each one of whom, in turn, failed to earn enough to pay the annual valuation of the lease, although, toward the last, the average rental had been reduced to $160 per month. By 1845, the road had become so out of repair as to be of little value either commercially or for transportation. Its one locomotive had been run off the track and abandoned near New Berlin, and mules, going tandem, were substituted for steam as a motive power. Finally, on April 26, 1847, in pursuance of a law passed in February of that year, the road was sold at public auction for $21,100 to Nicholas H. Ridgely of Springfield. Grave as undoubtedly was the blunder which the State committed in undertaking what, at that period, was a stupendous scheme of internal improvements, the undue anxiety displayed in dispos- ing of the only completed work was scarcely less ill-advised. Yet its transfer was effected only after several unsuccessful efforts. Had the State retained this railroad and finished it as originally intended, the property would now be worth $8,000,000, bringing in an annual income of at least $500,000.
A corporation, known as the Sangamon-and-Morgan Railway Company, with Robert Schuyler of New York at its head, was formed to repair and operate the road. It was again opened for traffic between Springfield and Meredosia July 22, 1849, the time occupied in running the 58 miles being five hours. The rates charged for freight were: on groceries, 18 cents per hundred pounds; on sugar, 15 cents; hardware, 20 cents; wheat, 8 cents; salt per barrel, 30 cents.
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