USA > Illinois > Will County > Portrait and biographical album of Will County, Illinois : containing full page portraits and biographical sketches of prominent and representative citizens of the county > Part 90
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From honorable German ancestry Mr. Doxtader derives the sterling traits of his character. Ilis parents. John J. and Phoebe B. ( Dilenbach ) Dox- tader, were natives of Montgomery County, N. Y .. in which they also departed this life. They had nine children, of whom their son Jerome was the youngest. He was born in the same county as his parents, his natal day being November 1, 1829. His life until his twenty-third year was spent in his native county, pursuing the opportunities af- forded him for acquiring an education, and the ag- ricultural work which he chose as his vocation. In the fall of 1851 he came to the Prairie State, and choosing a location in New Lenox Township, this county, has since resided here.
One of the most important steps in the life of Mr. Foxtader was consummated October 28, 1858, when in this township he became the husband of Delia Hartshorn. This lady is a daughter of David and Fannie ( Mellen ) Hartshorn, and was born in this township about 1810. She was a good woman. faithful to her duties as wife and mother, and ex- hibiting toward neighbors and acquaintances the kindliness of a gentle nature and Christian spirit. She entered into rest July 21, 1878, mourned by a large circle of friends.
To Mr. and Mrs. Doxtader three children were born, namely, Willard E. ; John D., who died when nineteen years old; and Lydia L .. who is now teach- ing in New Lenox. They received good advan . tages in the way of education and home training, and the surviving son and daughter are doing credit to the name they bear. Mr. Doxtader is a member of the Congregational Church. in the faith of which his wife died. He believes that the principles embodied in the Democratic platform are those best adapted to the needs of the people, and he therefore supports them with his voice and vote.
M. CULVER, Superintendent and Man- ager of the Ashley Wire Works, in Joliet. is well known here and highly respected for his sobriety. honesty and industry. His career has not been devoid of exciting incidents,
and he has been "in perils oft" on fields of carnage and in dangerous campaigns, while even the peace- ful arts he has pursued have not been without some liability to accidents.
Mr. Culver was born in Cazenovia, N. Y., May 18, 1812, and is of honorable ancestry. His grand- father, Col. Richard Culver, was a brave officer of the War of 1812. His mother belonged to the illustrious family that gave to our country "Old Tippecanoe" and our present honored President. The father, Richard R. Culver, was a merchant in Buffalo until 1849, when he disposed of his stock and removed to Wisconsin, engaging in farming until his death, in 1852. The farm was then sold and the family made their home in Waukesha. where Mrs. Paulina ( Harrison) Culver died.
The education of him of whom we write was obtained in the public schools, and he began life as a harness-maker. He remained in Waukesha until 1856, when he came to Joliet. In 1861, at the first sound of the war-ery, he returned to his former home and enlisted in Company F, Fifth Wisconsin Infantry, under Capt. Irving Beam and Col. Cobb. The regiment was at once called into active service in the Army of the Potomae,and with that part of the U'nion forces went on the Penin- sular campaign. At Williamsburg Mr. Culver was wounded in both legs and head, and received a furlough, subsequently being discharged on account of the injuries.
Too patriotic to remain at home while the coun- try was still in danger, Mr. Culver re-enlisted after a partial recovery, joining the Third Wiscon- sin Cavalry, in Company D. With that body he was sent into the dangerous regions infested with bushwhackers, where many a deed of daring was done and many a hazardous journey performed by the brave men, to whom capture meant certain death. He was present at Pilot Knob and Inde- pendence, and made one of the band that captured Gen. Marmaduke, "the lion of the jungle." The tireless band to which Mr. Culver belonged fol- lowed Price to the Arkansas River and then turned to scatter Quantrell's guerrillas. After the war was ended and the rebels had laid down their arms. they were detailed to guard Gen. Butterfield dur- ing the construction of the route through the moun-
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PORTRAIT AND BIOGRAPHICAL ALBUM.
tains past Denver. Mr. Culver then rode back to Madison, Wis., and received an honorable dis- charge.
Coming back to Joliet, Mr. Culver engaged in roofing for a brief period, following which he was with the American Sewing Machine Company as general manager five years. After a season in the rolling mills he was requested by Oliver Bros., of Pittsburg, who had bought the plant of Scutt & Co., to take charge of a division in the Smoky City, and did so, moving to that place. He re- mained there three years and six months and then acceded to & personal request to return to Joliet and take charge of the Ashley Wire Works. The responsible position he then assumed he is still holding, satisfying his employers and pleasing his patrons.
In Joliet, in 1866, Mr. Culver was united in marriage with Miss Sarah Dice, a worthy woman, who lived until 1872. To them were born: Lewis E., who died in 1876; Charles; and Willie, who died in 1875. After the death of his first wife Mr. Culver remained a widower until June 11, 1882. when he led to the hymeneal altar Miss Catharine Green, a lady of great worth of character and many womanly accomplishments. She has borne him a win- some daughter, Ida Nettie, whose natal day was April 25, 1889. Mr. Culver is a member of Post No. 2, U. V. U., and holds the office of Lieutenant Colonel. He was reared to a belief in the tenets of the Baptist Church, and to it gives his support and personal influence. Ilis wife also attends that church.
AMES CURRY GRADY, of Johet, was born in Dublin, Ireland, November 26, 1836, and spent his early years near his birthplace. Young Grady learned the trade of a mechan- ical engineer. He came to America in 1858, his first sojourn being at Portland, Me., whence he went to Toronto, Canada, and thence to Chicago, Ill., in 1861. He took a position on the Illinois Central Railroad. remaining in the Garden City until 1863, when he entered the employ of the Chicago & Al-
ton road, in whose service he has been continuously since that date. In 1864 he removed to Joliet, in which city he has since made his home. During these twenty-seven years of employment by the Chicago & Alton Railroad Company, Mr. Grady has been on all the branches of the system, and has drawn all kinds of trains. A still more remarkable fact connected with his career, is that he has never had an accident.
Mr. Grady is a son of Henry Grady, a native of Galway, Ireland. His parents came to Chicago by the way of New Orleans. The Southern branch of the family produced Henry Grady of Atlanta, Ga., the noted orator and journalist whose recent death was mourned far and wide.
Miss Ann Blake, a native of his own birthplace, won the esteem of Mr. Grady, and his wooing hav- ing proven successful, they were joined in holy wedlock according to the ritual of the Church of England, January 10, 1856, in Clommel Parish, County Tipperary, Ireland. Their happy union bas been blessed by the birth of nine children-Eliza- beth, Henry, Will, John, Annie, Mary, Rosabel, Mabel, and James. The three eldest are married; Henry is a passenger conductor for the Union Pa- cifie and Oregon Navigation Company, having risen through successive promotions; he is one of the most trusted railroad men on the Pacific Slope; his home is at Umatilla, Ore. Will is with the Elgin, Joliet & Eastern Railroad; John is Superin- tendent of the machinery in an extensive manu- factory in Anderson, Ind. All the children were given excellent educations in the Joliet High School, and Annie is now a teacher in that institu- tion, while Rosa was accorded the honor of being chosen a teacher immediately on graduation. Mary evinces a decided musical talent, and makes that her specialty.
Mr. and Mrs. Grady are members of the Episco- pal Church. Mr. Grady has passed through the Masonic ranks of the Blue Lodge, Chapter and Commandery. He enjoys the legitimate result of a life of honor and industry in the respect of his fellow-men, and the comforts of a cozy home on Eastern Avenue, presided over by a capable house- keeper, and blessed by the presence of cultured children and friends.
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PORTRAIT AND BIOGRAPHICAL ALBUM.
b ENRY SPANGLER. A stranger would not be in this county long without hearing the name which stands at the head of this bio- graphical notice, and learning that it is the cognomen of a prominent citizen of Jackson Town- ship, and one who is widely known throughout the county. At present this gentleman holds the office of Supervisor, a position in which he has served his fellow-men for several years. his continuance in it proving conclusively that the duties have been discharged in a satisfactory manner. This is not the only public capacity in which Mr. Spangler has acted. In 1882 he was elected County Treasurer. and for four years his financial ability and integrity were made useful in that eapacity.
Pennsylvania was the native State of David Spangler and Amelia Batey. who became man and wife, and reared a family of nine children. They removed to Summit County, Ohio. in which the latter years of their life were spent. There their youngest child was born February 26, 1837. he being the gentleman of whom we write. Ile re- mained in his native State until he was twenty years old, in the meantime becoming well versed in the management of a farm, as his father was an agriculturist. and acquiring a good education.
Upon leaving his native State, Mr. Spangler re- paired to this county, and at once made a settle-
ment on section 12. Jackson Township, engaging in agricultural pursuits. So successful have been his labors, that he now owns five hundred and sixty acres in Jackson and Manhattan Townships, and has an assured financial standing. Every detail of the work carried on upon his place is under careful oversight. and every part of the large estate evinces the taste and ability of the owner. A full line of buildings may be seen thereon, all substantial and well designed, while stock and machinery are ex- cellent and sufficient in number and quantity.
The pleasant home of Mr. Spangler is presided over by a lady whose intelligence and grace add to the attractions of the hospitable dwelling. She was known in her maidenhood as Miss Rachael Grove. and was a native of Summit County, Ohio, in which her marriage to our subject took place. Mr. and Mrs. Spangler have four living children, named respectively : Samuel M., Ellery G., Alvin O .. and Dora A. They mourn the loss of a daughter. Almeda M .. who died at the age of nine years. Mr. Spangler is a Democrat. and has taken quite an active part in political affairs. The family is re- garded as a credit to the section in which they re- side. and were a wish expressed regarding them, it would be that they might long continue their resi- dence here. as their present health promises will be the case.
TRANSPORTATION.
TRANSPORTATION
NE of the most important fac- tors in the business develop- ment and prosperity of a city, county or State, is its railroad communications. A retrospection of the history of the South Platte Country since the advent of railroad facilities. will convince the careful observer of the immense benefit resulting from the introduction of this essential adjunct of commercial enterprise. The fol- lowing brief sketches of the leading railroads of this section of the great commonwealth will form an interesting feature of this Auney. It may be remarked in this connec- tion that the roads referred to are not only the im- portant corporations of Kansas, but stand among the first in the Nation.
Chicago, Rock Island & Pacific
s among the oldest and most important trunk lines, having Chicago for its eastern terminus- the completion of this road in Illinois marked an important era in the development of the north- ern and western portion of the State, as well as contributing to the upbuilling of many thriving
mrunufacturing cities on its line-notably Joliet, Moline, Rock Island and Davenport; also with its two branches extending to Peoria, has opened up good markets for the extensive coal and agricul- tural resources of that locality, likewise giving a rapid impetus to the commercial and manufactur- ing resources of Peoria, Moline (except Chicago), is probably the most important and extensive man- ufacturing city on the line, and through the enter- prise of the great Rock Island Route it has been enabled to lay down its manufactured wares to the farmers of Southern lowa, Northern Missouri and Kansas, cheaper than by any other road, and the vast humber interests of the cities of Rock Island and Davenport have by means of this line been enabled to reach the most important, as well as the most remote, places in Kansas, The Rock Island has always been in the very van of railroad prog- ress; while always solid and substantial, yet it has ever been steadily and constantly building new lines and extending its system until it now ramities into the best regions of the Mississippi and Mis- souri Valleys. I lines extending to Denver, Colo- rado Springs, and other points in Colorado, offer unsurpassed facilities, to the tourist or man of busi- ness for elegant and comfortable traveling; its superb dining cars have among travelers made it renowned as among the best roads of the West. In brief the Rock Island Company has by a judicious system of permanent improvements, and by the in-
TRANSPORTATION.
troduction of all modern appliances which tend to the preservation of life and property, placed itself in such a condition, materially and physically, that its financial future cannot be affected by the con- tingencies which seriously 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 suc- cess may be attributed to its admirable geograph- ical location, embracing a very rich seetion of the country for local traflie, and with a termini on Lake Michigan, the Mississippi and Missouri Rivers and Denver, the heart of the Rocky Mountain re- gions, equally as much is due to the stability of the management, and to the fact that the property has never yet become the foot-ball of speculators. It is not surprising that the Chicago, Rock Island & Pacific has maintained a firm position as an invest- ment in the moneyed centers of the world, and it has acquired a well-merited popularity with the traveling and shipping public. Its steel rails and well ballasted road-bed have long since made it the favorite with shippers, and its freight traflic is im- mense and growing. At Council Bluffs and Omaha, connections are made with all roads centering there. It is the most direct and shortest route be- tween Omaha and Chicago-and hence the favorite of shippers. At Davenport a branch diverges to the Southwest, and extends to Kansas City, Leav. enworth, Atchison and St. Joseph.
At St. Joseph the road crosses the Missouri and enters Kansas; at Horton the line diverges and ex- «tends up into Nebraska as far as Nelson; from Fairbury, Neb , the line extends through Northern Kansas to Denver, and Colorado Springs. From Horton the line leads in a sonthwesterly direction through Topeka, the capital of the State; thence to Herington, Hutchinson and to Liberal. the latter place on the line of the Indian Territory. At Me- Farland a spur extends in a northwestern direction through Manhattan and Clay Center to Belleville, where a junction is made with the main line to Denver, Col .; at llerington a short branch goes to Abilene and Salina. From Herington the line passes south through Wichita and Wellington to Caldwell, on the line of the Indian Territory.
With its accustomed energy this road was the
first to complete its line into the Oklahoma country, passing through Kingfisher, and having El Reno for its Southern terminus.
CHARACTERISTICS OF THE ROAD.
The whole number of miles operated by the Chi- cago, Rock Island & Pacific Railway at the present time, including second tracks and sidings, is about four thousand and ninety- three miles. The main track mileage in the following States is: Illinois, 236 miles; Iowa, 1,066.10; Missouri, 286.70; Kan- sas, 1,1 17.37; Nebraska, 140.97; Colorado, 376.06 ; and Indian Territory, 106.75-186.70 second track, and about 565.15 side track.
This company has a contract for joint use of track with the llannibal & St. Joseph between Kan- sas City and Cameron Junction; with the Union Pacific Railway from Kansas City to North Topeka, also from Linion to Denver; and with the Denver & Rio Grande between Denver and Pueblo.
The principal shops of this company are located at Chicago, Ill .; Rock Island, Ill .; Stewart, lowa, Trenton, Mo .; Ilorton and Goodtand, Kan .; and Roswell, Colo. Solid trains, carrying all elasses of passengers, are run through between Chicago, Denver, Pueblo, Colorado Springs, via St. Joseph. Kansas City and Topeka; through trains to Wich- ita, El Reno (Ft. Reno), Hutchinson, Dodge City, Salina and Abilene. The line is quipped with first-class baggage, mail, smoking ears and coaches ; chair cars of the latest improved pattern of chairs, and Pullman Palace Sleeping Cars. Dining cars are now running on all through passenger trains between Colorado points and Chicago, and also between Council Bluffs and Chicago, and eating- houses are located at convenient points on all divis- ions for the accommodation of local trains. It is contemplated to establish dining.car service on the whole line, in the near future. In regard to freight traffic, the management has a comprehensive sys. tem of through cars and way-billing to all promi- nent points in the West, Northwest and South west. Having their own rails between Chieago, Peoria and Kansas City, St. Joseph, Omaha and Denver, no delays or transfers between Chicago and any of these points. Also run through cars to the Pacific Coast via all lines having terminals on the coast.
TRANSPORTATION.
Less than car-load shipments to all prominent points in through cars, thuis avoiding transfers and delay. Special attention is paid to live stock from all points on the line. At present there is one hundred and eighty-seven miles of double track being operated, one hundred and eighty-one miles of which is located in Illinois, between Chicago and Rock Island; the balance in lowa, from Da- venport to what is known as Double Track June- tion, about six miles west of Davenport on the Council Bluff line.
The experience of the past has clearly demon- strated that whatever is undertaken by the mana- gers of the Rock Island is not merely done, but done well, that they possess to an almost unlimited extent the confidence of Eastern and European capitalists, and that they are remarkably shrewd and far-seeing in anything which affects the present or the future interests of their property.
It will be observed that all the great leading marts of trade in Kansas are tapped by this road, thereby giving to that portion of the West a strong and substantial competitive market with the great Eastern commercial centers.
Archison, Topeka & Santa Fe Railway,
OPULARLY known as the Santa Fe Route. The initial lines of this great system were first built from Atchison to Topeka, in 1869, and for many years the former city was the Eastern terminus of the road. The man- agement of the Santa Fe, with wonderful energy, pushed out its lines in every direction into the young and growing State of Kansas, and in the majority of instances preceding settlement and civilization. This road was the first to penetrate across the southern part of Colorado, via Pueblo and Trinidad into New Mexico, until its lines pene- trated the oldl adobe town of Santa Fe, whose citi- zens were half Spanish and half Mexican. As its course penetrated the wilderness it sometimes fol- lowed the old Santa Fe Trail. and generally not far distant at any time from the "trail" which had
been made famous years before by trappers and also by the Government freighters. The mar- velous growth and development of the State of of Kansas is in a great measure due to the enter- prise and publie spirit of the managers of the Santa Fe System. Not only did they devote their en- ergy to the upbuilding of the road, but at great expense they maintained emigration and Colonial agents in the various countries of Europe, as well as in the Eastern, Middle and Southern States, thereby advertising the State of Kansas as no other State has heretofore been done. Its climate, its soil and great advantages to the home seeker were at times fully portrayed by the enterprise of this road-every fostering care was given to the stock and ranch men, to the merchant, the mechanic and the manufacturer to settle in Kansas-as a result we have here a State in the center of the Union, of boundless agricultural resources, settled by a wide- awake, enterprising and prosperous people. The Santa Fe owns and operates more miles of road in Kansas than any other line, with its vast system of East and West, North and South fines reaching every important town in the State, and penetrating sixty-three counties in Kansas. The magnitude of its business is immense. Its lines beginning at the Missouri River towns in Kansas are St. Joseph, Atch- ison, Leavenworth and Kansas City ; extends south to Coffey ville, Arkansas City, Hunnewell, Caldwell, New Kiowa (thence to the Pan Handle of Texas), and north to Superior, in Nebraska; Concordia, Clay Center Minneapolis, and other Northern Kansas cities. Its main lines and branches reach nearly every important city in the State. St. Jo- seph, on the Missouri side of the river, has a popu- lation of nearly one hundred thousand, and its wholesale trade is heavy throughout the West Atchison is a growing city of about twenty thous- and people; the Soldiers' Orphans Home of the State is located here. Leavenworth. with her thirty thousand people, is an important manufacturing center. Leavenworth was the earliest famous city of Kansas, as it was the original outfitting point for travel and traffic across the plains. The Kansas system may be described as a main east and west line. over four hundred miles in length, with branch lines extending in every direction where an area of
TRANSPORTATION.
particularly rich country, or some other special advantages invited a line of rails.
The road from Topeka, after 1869, was extended west and south, and then east to Kansas City by purchase of a line built by another company. From Kansas City, in 1887-88 the line was extended to Chicago, under the name of the Chicago, Santa Fe & California Road; in 1887, also the purchase of the Gulf, Colorado & Santa Fe Road, and the ex- tension of the Kansas lines through the Indian Territory to Texas, gave the company a line to the Gulf of Mexico. So that at the present time the Santa Fe System proper begins at Chicago, passes through Illinois, Iowa, Missouri, Kansas, Colorado, Indian Territory, Texas, New Mexico, Arizona and California, and has for its Southern terminals Galveston, on the Gulf of Mexico, and El Paso, on the Mexican frontier ; and for its Western terminals San Diego and Los Angeles, on the Pacific Coast, (San Francisco being practically a Pacific-Coast terminal, as it is reached via Mojave, over the tracks of the Southern Pacific Railway ); and for its Northern terminals Chicago. St. Joseph, Mo., Superior, Neb., and Denver, the capital of Colo- rado.
Chicago to Kansas City is practically an air line, being the most straight and direct of any road between the two cities. It passes through a large number of important towns in Illinois, including Joliet, with its great steel works, and other manu- facturing interests. The next important place is Streator, a few miles south of the latter place; a branch extends to the thriving city of Pekin, on the Illinois River. From Streator the main line crosses the Illinois at Chillicothe, and extends through Peoria and Knox Counties to the beauti- ful and enterprising city of Galesburg, here it comes in competition with several lines of the Burlington System ; thence running in a southwest- erly direction through a rich and populous section, crossing the Mississippi at Ft. Madison, on a mag- nificent steel bridge. Here the company have established shops, that being the terminus of the two operating divisions of the road. From Ft. Madison by a spur Keokuk is reached. The line through Missouri shows very heavy construction work. made to secure what was desired in the way
of distance and grades. Along the Santa Fe new towns are springing up, and new industries are be- ing developed. Twenty miles east of Kansas City the Missouri River is crossed by a steel bridge, so that the line enters Kansas City on the south sids of the river. From Kansas City to Topeka the line runs on the South bank of the Kansas River; at Wilder and Holliday are points for the depart- ure of branch lines-one northwest to Atchison, and the other southwest through Ottawa and South- ern Kansas, being known as the Southern Kansas division of the Santa Fe System. From Lawrence to Topeka the road is still in the Kansas Valley, through a veritable garden. Native trees of great height overhang the railway here and there, and in the spring and summer the crops look green and luxuriant. The approach to Topeka is through the long yards, and by the vast machine shops of the Santa Fe Company, across various broad streets to a commodious brick station.
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