USA > Michigan > Van Buren County > History of Berrien and Van Buren counties, Michigan. With biographical sketches of its prominent men and pioneers > Part 13
USA > Michigan > Berrien County > History of Berrien and Van Buren counties, Michigan. With biographical sketches of its prominent men and pioneers > Part 13
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There a halt was made, piers were built and the harbor was improved, and two steamers ran in connection with the road to Chicago. For more than three years railroad busi- ness made New Buffalo a very lively place. In the winter of 1851-52 the road was opened for traffic to Michigan City, and in the spring of 1852 it was completed to Chicago.
Since then the business of the Michigan Central Rail- road has been steadily increasing, and it has long been one of the principal lines in the United States. The following facts in relation to its business are taken from its last pub- lished report : Whole length of the road, including lines operated by this company, 520 miles; whole number of employees, including officials, 4450; locomotives of over 30 tons' weight each, 168; locomotives of less than 30 tons, 51; twelve-wheel passenger cars, 87 ; eight-wheel passen- ger cars, 29; express- and baggage-cars, 35 ; box freight- cars, 2780; stock-cars, 849 ; platform-cars, 1291 ; conduc- tors' way-cars, 129; all other cars, 457. Miles run by pas- senger trains in the year before report (1878), 1,464,299; miles run by freight trains in the same time, 3,075,613; by mixed trains, 165,402; number of through passengers carried, 133,148; number of local passengers, 1,300,789 ; number of tons of through freight, 1,530,757; of local freight, 2,033,994.
The tonnage of articles passing over the road is as fol- lows : grain, 1,202,372; flour, 272,189 ; other provisions, 108,860 ; animals, 216,128; other agricultural products, 54,918; lumber and other forest products, 457,764 ; plas- ter, 26,804 ; salt, 94,289 ; merchandise and non-enumerated articles, 1,131,407.
might have a choice of destination, but sedulously repelled the idea that they had selected a location. They might want to go to St. Joseph or New Buffalo or Grand Haven, or possibly some other point. But as soon as this law was passed they took possession, their doubts all ceased, and they at once pushed their road towards New Buffalo.
The American Express Company pays two hundred dol- lars per day for the privilege of sending its freight over the road, and in some cases still more, and the United States pays two hundred and twenty-three dollars per mile each year for the carriage of the mails. The following fast freight companies operate on this road : Erie and North Shore Dis- patch, Blue Line, International Line, Canada Southern Line, Hoosac Tunnel Line, and Merchants' Dispatch Trans- portation Company.
Seventeen miles of the Central Railroad lie in Van Buren County and thirty-three in Berrien. Among the roads operated by this company are the Kalamazoo and South Haven, which runs through the north part of Van Buren County, and the Michigan Air-Line, of which a small por- tion is in the southeast corner of Berrien. Of both these separate sketches will be given.
MICHIGAN SOUTHERN RAILROAD.
Although this road was not built so as to touch any part of either of the counties embraced in this history, yet it was originally intended to pass through Berrien County, and for many years the hopes and fears of the people of the southern part of that county were earnestly affected by the prospects of that road.
The same act of March 20, 1837, which provided for the construction of the Central road, also authorized the build- ing of a railroad from the navigable waters of the river Raisin, in the county of Monroe, to New Buffalo, in the county of Berrien, to be called the Southern Railroad. The line was surveyed and established through the southern part of Berrien County, not far from the present line of the Central road, and the inhabitants of that region looked for its completion in a few years.
By strenuous exertion the State built the road westward as far as Hillsdale in 1843, but was unable to continue it. For nearly three years nothing was done, but on the 9th of May, 1846, an act of the Legislature was approved which entirely changed the situation. By this act the Michigan Southern Railroad Company was duly incorporated, and the State agreed to sell the Southern Railroad to it for five hundred thousand dollars, fifty thousand dollars to be paid in three months, and the remainder in eighteen equal semi- annual instalments of twenty-five thousand dollars each. The company was required to continue the road westward from Hillsdale to Coldwater, but from that point it was permitted to choose its own route to Lake Michigan, either " on the line heretofore established as the line of the South- ern Railroad by the State, or anywhere farther southward than that line." The company was nevertheless required to build the road from Hillsdale to Coldwater within four years from the passage of the act, from Coldwater to some point on the St. Joseph River, in St. Joseph County, in eight years, and thence to the village of Niles, in Berrien County, in twelve years ; but the only penalty provided for non-performance was the forfeiture of the company's charter as to the part not built.
As previously stated, the Michigan Central Railroad Company had already been organized, and its road had been built to Kalamazoo by the State. Considering New Buffalo as the most desirable point to reach Lake Michigan, and
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HISTORY OF BERRIEN AND VAN BUREN COUNTIES, MICHIGAN.
being allowed to go there by its charter, that company pushed over on to the Southern route, and built its road from Kalamazoo, by way of Niles to New Buffalo, long be- fore the Southern Railroad Company could reach the east- ern boundary of Berrien County. Consequently, the latter company was practically compelled to avail itself of the pro- vision of its charter which permitted it to take a more southerly route, and when the Southern road was built from Jonesville, Hillsdale Co., to Chicago, which was in 1851 and the first part of 1852, it was made to leave the State in St. Joseph County and proceed westward through the northern tier of Indiana counties, thus acquiring the name which it long bore of the Southern Michigan and Northern Indiana Railroad. Berrien County thus lost all further interest in this great work, and our concern natu- rally ceases with that of the counties whose fortunes we record.
KALAMAZOO AND SOUTH HAVEN RAILROAD.
The first movement to build a railroad over the line of the above work was made during the flush times of 1835 and '36, when nearly every man expected to have a railroad through his farm. On the 28th of March, 1836, an act was passed by the Legislature incorporating the Kalamazoo and Lake Michigan Railroad Company, and authorizing it to construct a railroad " from the mouth of the South Black River, in the county of Van Buren, to the county- seat of Kalamazoo County." The point at the mouth of the South Black River is now the location of the village of South Haven, and the county-seat of Kalamazoo County, originally called Bronson, has long been known as Kala- mazoo.
The incorporators of the Kalamazoo and Lake Michigan Company were Epaphroditus Ransom, Charles E. Stuart, Edwin H. Lothrop, Horace H. Comstock, Isaac W. Willard, and their associates, and the capital stock was fixed at four hundred thousand dollars. Before, however, anything of any consequence was done in relation to the proposed work the " hard times" of 1837 superseded the " flush times" of 1836, and the construction of the Kalamazoo and Lake Michigan Railroad was indefinitely postponed. The powers of the company lapsed, and, although the project may occa- sionally have been talked of, nothing more was actually done in the matter for over thirty years.
In the winter of 1868-69 a determined effort to accom- plish the desired object was made at Kalamazoo, at South Haven, and in the intervening townships. On the 14th of April, 1869, articles of association were filed, organizing the Kalamazoo and South Haven Railroad Company, and on the same day the following gentlemen were elected as directors : Allen Potter, Lucius B. Kendall, John Dudgeon, David Fisher, Stephen W. Fisk, Charles D. Ruggles, Amos S. Brown, Samuel Hoppin, Stephen Garnet, John Scott, Samuel Rogers, Daniel G. Wright, and Barney H. Dyck- man. Allen Potter was elected the first president of the company, but resigned after holding the position a few months, when James A. Walter was chosen in his place.
Mr. Walter held the presidency until his death, on the 5th of April, 1870, and during his administration arrangements were made with the Michigan Central Rail-
road Company to guarantee and sell the first mortgage bonds of the Kalamazoo and South Haven Company to the amount of six hundred and forty thousand dollars. Be- sides this, fifty thousand dollars was voted and subscribed in Kalamazoo by the township and the citizens, and nearly two hundred thousand dollars was also voted and sub- scribed by the townships and residents along the line of the proposed road. The Supreme Court, however, de- cided that the bonds voted by the townships were uncon- stitutional, and consequently very little was derived from that source. After the decision in question, seventy-five thousand dollars' worth of second mortgage bonds were sold, and some new subscriptions were obtained.
By these various means the road was built. It was opened for business to Pine Grove on the 3d of January, 1870, and was completed to South Haven on the 17th of December, in the same year. The road was operated about a year by the company owning it, but at the end of that time it was leased to the Michigan Central Company, which has ever since controlled it as a branch of the Cen- tral road. It has done a very considerable amount of business, and it is expected that it will in time become a part of a through line of rail and boat communication be- tween Detroit, Milwaukee, and the great Northwest.
The following is the present board of directors of the Kalamazoo and South Haven Railroad Company : James F. Joy, of Detroit ; Allen Potter, Lucius B. Kendall, Hezekiah G. Wells, and William A. Wood, of Kalamazoo ; Augustus Haven and David Anderson, of Bloomingdale ; George Hannahs, Samuel Rogers, A. S. Dyckman, N. Conger, D. G. Wright, and B. H. Dyckman, of South Haven. The officers are Allen Potter, President ; Lucius B. Kendall, Treasurer; and George L. Seaver, Secretary.
CONSTANTINE AND NILES CANAL OR RAILROAD COM- PANY.
On the 26th of March, 1836, the Governor of Michigan approved an act of the Legislature incorporating the Con- stantine and Niles Canal or Railroad Company. The amount of the capital stock was fixed at two hundred and fifty thousand dollars, and the company was duly author- ized to construct either a canal or railroad from Constan- tine, St. Joseph County, to Niles, Berrien County. The first directors were William Meek, George W. Hoffman, Welles T. House, Watson Sumner, John G. Cathcart, Edward N. Bridge, J. C. Lanman, Jacob Beeson, and Vincent L. Bradford.
Nothing was done under the law, except that possibly a survey was made, and the record on the statute book is the only memento of this one of the numerous abortive schemes of that period.
ST. JOSEPH VALLEY RAILROAD.
By an act approved the 3d day of April, 1848, the Legislature of Michigan incorporated the St. Joseph Val- ley Railroad Company, and appointed John F. Porter, Talman Wheeler, Rodney C. Paine, Benjamin C. Hoyt, Jacob Compton, and Thomas Fitzgerald commissioners to receive subscriptions to its stock. The capital stock was fixed at one million dollars, in ten thousand shares of one hundred dollars each, and it was provided that, as soon as
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INTERNAL IMPROVEMENTS.
55
four hundred shares should be subscribed, the subscribers should become a body politic, by the name of the St. Joseph Valley Railroad Company, with the usual powers granted to such incorporations.
The company thus created was authorized to " construct a railroad, with a single or double track, from the village of St. Joseph, in the county of Berrien, via the village of Cassopolis, in the county of Cass, to any point in the county of St. Joseph, upon the most desirable route, with power to take, transport, and carry property and persons upon the said railroad, or any part thereof, herein author- ized to be constructed, by the force and power of steam or of animals, or of any mechanical or other power, or of any combination of them, which the said company may choose to apply."
It was also provided that if the company should not be- gin work in five years, and complete the road in ten years, its powers should become void. There was a large number of elaborate provisions concerning the manner in which the company should act, but as the company did not act at all it is not necessary to consider them. In fact this scheme appears to have been given up in less than two years, and a new one adopted, of which mention is made below.
ST. JOSEPH RAILROAD COMPANY.
This project was a less ambitious one than the foregoing, but was evidently originated by the same men and aimed partially at the same purpose. By an act of the Legislature approved April 2, 1850, Shubael Conant, Junius H. Hatch, Calvin Britain, Talman Wheeler, Rodney C. Paine, Benja- min C. Hoyt, Jacob Compton, Thomas Fitzgerald, Warren Chapman, Jesse E. Stevens, and Henry C. Morton were appointed commissioners to receive subscriptions to the stock of the St. Joseph Railroad Company. The amount of stock was modestly limited to five hundred thousand dollars, in five thousand shares of one hundred dollars each, and the subscription of two hundred shares (twenty thousand dollars) was declared sufficient to authorize the organization of the company.
It was empowered to construct a railroad, with a double or single track, " from the village of St. Joseph, in the county of Berrien, on the most direct and eligible route, to some point on the Michigan Central Railroad track, in the counties of Berrien, Cass, or Van Buren," with the usual power to transport persons and property " by the power and force of steam, or of animals, or of any mechanical or other power." As in the case of the St. Joseph Valley road, this company was allowed five years to begin the road and ten to complete it.
The provision that the road might terminate at any point on the Central road, in Berrien, Cass, or Van Buren Counties, certainly gave ample range, as under it the track might have run northeast to Lawton, or southwest to New Buffalo, or to any intermediate point, and was probably intended to obtain a large number of subscribers, each of whom would hope to bring the St. Joseph Railroad to the place of his own residence. But the plan did not work, and ere long the St. Joseph Railroad Company followed the St. Joseph Valley Railroad Company into the list of abortive schemes.
ELKHART AND LAKE MICHIGAN RAILROAD.
Shortly after the close of the war a company was organ- ized, called Elkhart and Lake Michigan Railroad Company, for the purpose of building a railroad from Benton Harbor, Berrien County, Mich., to Elkhart, Ind. The line as sur- veyed was to run through Berrien County, entirely on the east and northeast side of the St. Joseph River, passing a short distance east of the city of Niles. Besides the survey, no work was done on the road until about 1870, when four or five miles were graded southeast from Benton Harbor. It was found impracticable, however, to carry on the work, and it was accordingly abandoned, the unused embankment alone remaining to tell the tale of " one more unfortunate" project doomed to disappoint the hopes of its projectors.
CHICAGO AND WEST MICHIGAN RAILROAD.
Notwithstanding the previous failures, already narrated, to procure the construction of a railroad to St. Joseph, the people of that place did not give up the hope and deter- mination to secure such a convenience. In May, 1869, a company was organized at St. Joseph, under the general law of the State, called the Chicago and Michigan Lake- Shore Railroad Company, for the purpose of building a railroad from New Buffalo northward along the western shore of Lake Michigan. A. H. Morrison, Warren Chap- man, Benjamin C. Hoyt, Curtis Boughton, George Bridg- man, David Ballentine, and Robert A. Conolly were elected the first directors. A. H. Morrison was President; Horace W. Guernsey, Secretary ; David Ballentine, Treasurer ; Fitz H. Stevens and Horace W. Guernsey, Commissioners ; and R. A. Conolly, Chief Engineer.
As St. Joseph then controlled the work, and as the peo- ple of that place had been so often deceived by the expec- tation of railroads which were either not built or were built elsewhere, it was determined that this one should not slip through their fingers. The work was begun at St. Joseph, the grading was rapidly carried southward from there, and when, in October, 1869, the road-bed was ready for the rails, the locomotive " Swallow," two platform-cars, and a supply of rails were brought by steamer from Chicago to St. Joseph, where track-laying at once commenced. These efforts were crowned with success, and on the 28th day of January, 1870, the road was completed from St. Joseph to New Buffalo, a distance of twenty-eight miles ; being formally opened for traffic on the 2d day of Feb- ruary, 1870, when a grand celebration was indulged in by the long-desponding but at length jubilant citizens of St. Joseph.
The road was subsequently continued northward, reach- ing Grand Junction (Van Buren County) on the 28th of February, 1871, and Pentwater, its present terminus, on the 1st day of January, 1872. A branch was also built from Holland to Grand Rapids, which was completed on the 1st day of January, 1872 ; and one from Muskegon to Big Rapids, which was finished on the 21st day of July, 1873. The total length of the road with its branches is two hundred and forty-six miles. The distance traversed in Berrien County is forty-four miles ; in Van Buren County, nineteen miles.
The road was managed by the original company until
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HISTORY OF BERRIEN AND VAN BUREN COUNTIES, MICHIGAN.
1874. It was then given up to the bondholders, who operated it about three years and then foreclosed their mortgage. On the sale the stock principally passed into the hands of citizens of Boston, and the road is now con- trolled by them. The new company changed its name to the Chicago and West Michigan Railroad. The present directors are all Boston men, except James F. Joy, of Detroit.
The cost of construction was $6,225,802, and that of equipment, $899,220. The funded debt of the company amounts to $6,630,000, the unfunded to $2,517,218. The receipts for carriage of passengers during the year previous to the last annual report of the railroad commissioners was $175,921; from freights, $333,809; from other sources, $28,293; total, $538,023. The total of running expenses for the same period was $500,479.
Seventy miles of the road are laid with steel rails, weigh- ing from fifty to sixty pounds per yard; the remainder with iron rails, weighing from forty-five to fifty-six pounds per yard.
There are employed on the road 21 locomotives weighing over thirty tons each, and 5 which are under that amount. There are 3 twelve wheel and 10 eight-wheel passenger- cars. There are 9 express and baggage and 114 box freight-cars, 376 platform-cars, 7 conductors' way-cars, and 1 pay-car. The miles run by passenger-trains in the year were 232,328; by freight-trains, 209,442. The number of through passengers was 35,640; of local passengers, 182,506. The highest rate per mile paid by passengers was four cents.
The total number of tons of freight carried over the road during the year was 266,701, distributed as follows: grain, 14,055; flour, 1949; other provisions, 1225; animals, 2375 ; other agricultural products, 7298; lumber and other forest products, 153,563; coal, 2585 ; plaster, 12,000; railroad-iron, 189; pig- and bloom-iron, 11,050; ores, 19,499 ; stone and brick, 2812; merchandise and other articles not enumerated, 38,151.
The American Express Company sends its freight over the road, paying for the privilege one and a half times the price of first-class railroad freight. Thirteen fast-freight lines also run their cars over this road.
The Chicago and West Michigan road has been unfor- tunate in the fact that, just as it had completed and equipped its line to Pentwater, largely through a new country, and a heavy debt had been incurred for the pur- pose, the " hard times" of 1873 supervened, with espe- cially unfavorable results to a corporation thus situated. Now, however, that the dark clouds of financial trouble are at length dispersed, and the sunlight of prosperity gladdens the land, and now, too, that emigration is rapidly pouring into the country along the northern part of this road, there is every reason to believe that it will soon take its place among the important thoroughfares of the Northwest.
PAW PAW RAILROAD.
This road was built from Lawton to Paw Paw, Van Bu- ren Co., a distance of four miles, in 1867, and was originally of the standard gauge. In 1878, however, it was reduced to a gauge of three feet, in order that it might be run in
connection with the Toledo and South Haven road, making a continuous line from Lawton to Lawrence.
Short as it is, it is one of the most profitable roads in the State, in proportion to its cost. The last published report of the railroad commissioners shows that the cost of con- struction was $30,000. The equipment is furnished by the Toledo and South Haven road, which operates it. Its earn- ings from passengers in 1878 were $3453.72; from freight, $4098.91; from other sources, $1668.46; total, $9221.09.
The total expenses were $3949.28, which leaves a net balance of $5271.81,-pretty good interest, for a dull year, on $30,000. The number of passengers carried during the year was 13,760 ; the number of tons of freight, 4756.
The directors are F. B. Adams, G. W. Longwell, E. O. Briggs, and C. A. Harrison, of Paw Paw, and J. Ihling, Henry Ford, and J. C. Ford, of Lawton. F. B. Adams is the president and treasurer; G. W. Longwell, the vice- president ; J. C. Ford, the secretary ; and J. Ihling, the superintendent.
TOLEDO AND SOUTH HAVEN RAILROAD.
The track of this ambitiously-named railroad extends from Paw Paw to Lawrence, a distance of nine miles, but it also operates the Paw Paw Railroad, giving it a total length of thirteen miles. The company was organized dur- ing the winter of 1876-77, the construction of the road and laying of the track-of three-foot gauge-were pushed forward during the following summer, and on the 1st of October, 1877, the road was opened for traffic. In January, 1878, the Paw Paw road, having been reduced to the same width of track, was taken in charge by the same company.
Though the Toledo and South Haven road is not so profitable as its shorter associate, yet its balance-sheet shows quite well in comparison with many institutions of far greater pretensions. The number of passengers carried in 1878 was 10,372, and the number of tons of freight, 1146. The receipts from passengers for the year were $2812.14; from freights, $1871.75 ; from mails, $270; total, $4953.89. The expenses were $2863.80, leaving a balance in favor of the company of $2090.09. As the cost of construction is set down at $44,435.73, and that of equipment at $12,461, making a total of $56,896.73, the net earnings amounted to a little less than four per cent. on the cost. This was a reasonably fair result for that year, and will doubtless be greatly improved in the future.
The directors are J. Ihling and G. W. Lawton, of Law- ton; F. B. Adams, E. Martin, J. W. Free, and L. C. Hurd, of Paw Paw ; J. B. Johnson and R. Titlow, of Lawrence. The president is F. B. Adams ; the vice-president, J. W. Free; the secretary, J. C. Ford; the treasurer, E. Martin ; and the superintendent, J. Ihling.
MICHIGAN AIR-LINE RAILROAD.
This road was built and is owned by parties living along its line, its object being to open to traffic a fertile region in the counties of Cass, St. Joseph, Calhoun, and Jackson, and also to form a more direct route from Jackson to Niles than by the old one by way of Kalamazoo. It was opened for travel to Homer in the summer of 1870, to Three Rivers in the autumn of the same year, and to Niles in February, 1870. At Niles it dropped its " air-line" character, made
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MILITARY HISTORY.
a sharp turn, and ran nearly due south to South Bend, Ind .*
The capital stock is $4,000,000, but of this only $350,000 is paid up. The total cost of construction was $3,166,759, and the amount of the funded debt is $2,100,000. The earnings from passengers in 1878 were $49,085.15; from freight, $60,423.37 ; from other sources, $8384.07 ; total, $117,892.59. The road is now leased and operated by the Michigan Central Railroad Company, yet a separate organ- ization is necessarily maintained, the thirteen directors being all located along the line of the road, and one of them, R. W. Landon, being a resident of Niles, Berrien Co.
CHAPTER VIII.
MILITARY HISTORY-THE SAUK WAR-THE GREAT REBELLION.
The Indian War of 1832-Rendezvous of Troops at Niles-Their Movement towards Chicago-End of the War-The Mexican War -Opening of the Great Civil War in 1861-The Second Michigan Infantry-Capt. Brethschneider's Company-Flag Presentation- Departure of the Regiment-Bull Run-The Peninsula Campaign -Seven Days' Fight-Second Bull Run, Chantilly, and Antietam -Fredericksburg-Transfer to the West-Vicksburg and Jackson -Cumberland Gap-Siege of Knoxville-Veteran Re-enlistment and Furlough-Return to the Army of the Potomac-Wilderness Campaign-Petersburg-Campaign of 1865-Return to Michigan and Disbandment-Members of the Second Infantry from Berrien and Van Buren-The Lafayette Light Guard-Capt. Edmunds' Company-Sixth Infantry-Service at Baltimore-Transfer to Ship Island-New Orleans and Baton Rouge-Assault on Port Hudson -Incidents of the Siege-The Sixth, as Heavy Artillery -- Veteran Furlough-Return to Port Hudson-Services at Vicksburg and in Arkansas-The Regiment on Duty at Mobile-Muster Out at New Orleans-Members of the Sixth from Berrien and Van Buren Counties.
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