History of Genesee county, Michigan. With illustrations and biographical sketches of its prominent men and pioneers, Part 12

Author: Ellis, Franklin, 1828-1885; Everts & Abbott, Philadelphia, pub. [from old catalog]
Publication date: 1879
Publisher: Philadelphia, Everts & Abbott
Number of Pages: 683

USA > Michigan > Genesee County > History of Genesee county, Michigan. With illustrations and biographical sketches of its prominent men and pioneers > Part 12

Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).

The total cost of the Flint and Holly road, including land, fencing, grading, bridges, iron, buildings, telegraph, tools, rolling-stock, and engineering, was four hundred and thirty thousand four hundred and twenty-three dollars and six cents, -an exceedingly low figure, especially when taking into consideration the fact that the line was constructed and equipped during a period of inflated prices, caused by the great war which was then in progress. During the first month, the freight transported was four hundred and ten tons, and the amount received from passenger traffie three thousand four hundred and eighty-five dollars and eighty cents. The receipts of the road during eleven months succeeding its opening (that is, up to the end of the fiscal year) were :

From passengers 851,670.47

freight. 38,563.95

mails 656.92

rents 76 03

$90.967.37

Total expense of operating (same time) 51,764.23

Leaving balance of. $39,203.14

From that time, and through all the period in which the road continued to be operated by the original company as a separate line, its business steadily aud largely increased.

On the 24th of April, 1868, the Flint and Holly road was sold, with its equipment, to the Flint and Pere Marquette Railway Company for about five hundred and fifty thousand dollars, and the bonds of the latter company (seeured by lien on the entire length of road from Holly to East Sagi- naw, and since paid in full) were issued in that amount to the stockholders of the Flint and Holly road. In this sale the latter realized an advance of more than twenty-five per eent. on the cost of their road; and in addition to this, during the three and a half years in which it had been operated by them, they had received regular semi-annual dividends amounting to ten per cent. yearly, besides dividing surplus earnings to the amount of about thirty-five per cent. of the cost of the road and equipment. The above

INTERNAL IMPROVEMENTS.

is certainly a most remarkable showing of profit in the construction and operation of a short interior line of rail- road.

COMPLETION AND CONSOLIDATION OF TIIE ROADS COM- POSING THE FLINT AND PÈRE MARQUETTE.

Upon that portion of the Flint and Pere Marquette line lying between East Saginaw and Lake Michigan the work of construction was commenced in the fall of 1866, and about eight years later, after many delays and discourage- ments, the road was completed to its northwestern terminus at Ludington. In March, 1872, there were consolidated into the Flint and Pere Marquette line, and under that general name, the following roads, viz., the Holly, Wayne and Monroe Railway (opened in 1870), furnishing a south- eastern connection to Lake Erie; the Bay City and East Saginaw road, connecting with the navigable waters of Saginaw Bay and Lake Iluron ; and the Flint River Rail- road (then uncompleted), running from the junction, four miles north of Flint, to Otter Lake, a distance of fifteen miles. This latter road (now the Flint River division of the Flint and Pere Marquette) was opened for travel be- tween the city of Flint and the village of Otisville, in the northeastern corner of Genesee County, on the 13th of August, 1872, and was soon after finished to Otter Lake Station, where it forms a connection with the Detroit and Bay City Railroad.

The Flint River division passes diagonally through the townships of Genesee and Forest, and for a short distance through the northwest corner of Richfield, all in Genesee County. The main line of the Flint and Pere Marquette road traverses the county nearly through its centre, from north to south, passing through the city of Flint and the townships of Vienna, Mount Morris, Genesce, Burton, and Grand Blane. This line is by far more important to the interests of Genesee than any of the other railroads which enter the county, and it is for this reason, and because the enterprise was originated and made successful by citizens of Flint,* that the above account of the road has been ex- tended to greater length than it would otherwise have been. Until recently the Flint and Père Marquette road has been regarded as one of the prosperous railways of Michigan, but of late it has become apparent that the financial condi- tion of the company has been unsatisfactory for several years, commencing from the panic of 1873, and now (May, 1879) it is announced that the road is about passing into the hands of a receiver. But, notwithstanding the embarrass- ment of its affairs, it is, and must continue to be, a line of great importance to the counties, cities, and villages upon its route.

PORT HURON AND LAKE MICHIGAN RAILROAD.

The project of the old " Northern Railroad" authorized by the Legislature in 1837 as part of the State system of internal improvements, and intended to run from the outlet of Lake Huron, west, through St. Clair, Lapeer, Genesee, and other counties, has already been mentioned. After this project was abandoned by the State it was taken up by an association of individuals who were, by act of Legisla- ture approved Jan. 30, 1847,+ incorporated as " the Port Huron and Lake Michigan Railroad Company," with au- thority " to construct a railroad with a double or single track from Port Huron, in St. Clair County, running westerly until it shall intersect Lake Michigan at or near the mouth of Grand River, with power to take, transport, and carry property and persons upon the said railroad, or any part thereof herein authorized to be constructed, by the power and force of steam or of animals, or of any me- chanical or other power, or of any combination of them which the said company may choose to use or apply." John Wells, Alvin N. Hart, Charles C. Hascall, Alfred L. Williams, Jesse F. Turner, Ira Porter, Edmund B. Bost- wick, and Thomas W. White were appointed charter con- missioners to receive subscriptions to the capital stock, which was authorized to the amount of two millions of dollars. The company was required to commence its road in five years, and to complete it in fifteen years, from the passage of the act. And the State relinquished to the company all her rights and privileges in the line of the Northern road wherever the company might wish to eon- struet its road over that route. In alluding to this relin- quishment by the State, the directors of the company (in a statement published for the purpose of influencing sub- scriptions to the stoek) said that "instead of paying the State for what it has done towards the construction of the road, the company have a donation of all that one hundred and ten thousand dollars in cash, and twenty thousand acres of land, have accomplished."

In 1851, against a most determined opposition, the charter of the company was amended, by striking out the words " five" and " fifteen" and inserting in their places " ten" and " twenty" (years), thus extending, respectively, the periods in which the work was required to be commenced and completed. Great efforts were then made to raise means for the construction of the road, but these met with very indifferent success. In 1853 encouragement was re- ceived from the Hon. Malcolm Cameron, of Quebec, that negotiations might be made with parties iu that eity for the furnishing of means and construction of the road. Upon this, after mature deliberation by the board of directors, a committee of the board, consisting of James 'T'urril, the president of the road, J. R. White, secretary, Alvin N. Hart, treasurer, and Noah Hart, director, proceeded to Quebec, where a contract was effected with prominent rail- road parties to build the road from Port Huron to Grand

# Of the twenty-eight original shareholders who signed the articles of association of the Flint and Pere Marquette Railway Company, all but one (Theodore G. Mills, of Cleveland) were residents of tho city of Flint, as wero also all the nine gentlemen composing the first board of directors. And when tho second division of the line (then known as the Flint and Ifolly road) was built, it was a citizen of this city-Henry II. Crapo-who originated the project, furnished a largo sharo of the means, and was in every way moro instrumental than any other person in accomplishing its carly completion and remarkable success.

+ The Legislaturo had passed an net of incorporation of tho samo company in 1816, but it had been vetoed by Gov. Felch, on the ground that it might defeat the sale of the southern and central roads, nego- tiations for their purchase from the Stato being then in progress. This sale having been effected, and the objection thus removed, the incorporating act was approved in 1817, as stated.

HISTORY OF GENESEE COUNTY, MICHIGAN.

Haven by the 1st of January, 1857, but with the condition precedent that the company should procure from the Legis- lature an act increasing the capital stock from two million to cight million dollars. An interview was then had with Lieu- tenant-Governor Andrew Parsons (then acting Governor, in place of Governor Robert McClelland, who had resigned to accept a position in President Pierce's cabinet ) to induce him to call an extra session of the Legislature for the purpose of authorizing the necessary increase of capital. Governor Par- sons was unwilling to assume the responsibility of convening the Legislature in extra session unless an expression of the people's wishes, favorable to the plan, could be had. To obtain such an expression the promoters of the road called a mass-meeting at Jackson, at which resolutions were adopted favoring an extra session and requesting the Gov- ernor to call it, but, notwithstanding this, he declined to issue the desired proclamation. This caused a delay until the reg- ular session of 1855, at which an act was passed (approved February 13) amending the charter by increasing the cap- ital stock to cight million dollars, as desired, and empowering the president and directors to appoint agents in either or all of the cities of New York, Boston, Montreal, and Lon- don to receive subscriptions to the increased stock or assess- ments, instalments, or calls, or to pay dividends upon the same, and to make dividends payable and receivable in cach or all of the cities named. But after all this had been done the foreign contractors found themselves unable to float the scheme, and so all the trouble and money expended iu that direction seemed to have been wasted.

This defeat almost extinguished the hopes of the friends of the road, but they were soon after revived by a proposi- tion coming from N. P. Stewart, of Detroit, to purchase the charter and build the road without delay from Port Iluron to Grand Haven. But, although this proposition was favorably entertained at first by the promoters of the Port Huron road, it was not long before they became sus- picious that Mr. Stewart was working in the interest of the Detroit and Milwaukee road (in which he was a heavy stock- and bond-holder), and that his real design was to ob- tain possession of the Port IInron charter, not for the pur- pose of building the road in good faith, but to extinguish the enterprise. They therefore declined to sell their charter and franchises, except upon such terms as they were certain he would decline to entertain.

Not to be defeated in this manner, however, he, in 1856, organized a new company under the general railroad law, called the "Port Huron and Milwaukee Railroad Com- pany," to build a railway line from Port Huron to Grand Ilaven, there to connect with steamers for Milwaukec. The survey of the route was made without delay, the right of way obtained, and for a time the work of construction was pushed most vigorously. A dock was built at Port Huron, some twenty miles of grading was donc, and about a mile of track was laid at the Port Huron end of the line, so that the people living in the counties traversed by the route (who cared chiefly for the success of the project, with but little regard as to which company should build the road) began to feel sure that at last their hopes were to be realized. But they were again to be disappointed, for, about the time that the work had progressed to the

stage above mentioned, Mr. Stewart procured-or at least assented to-the passage of an act of Legislature, consolida- ting this with the Detroit and Milwaukee road at Owasso ; and from that time work on the castern portion of the road was suspended, and the means raised for its construction were used west of Owasso.

At this turn of affairs the chagrin and disappointment of the friends of the road was inexpressible. But the old Port Huron and Lake Michigan charter was kept good, and the promoters of the project still hoped for ultimate success, though the prospect was dismal. Finally, in 1863, Mr. Jerome, of New York, made a proposition to build the road, which was favorably entertained, and he became the purchaser of the charters of both companies ; that is, of the Port Huron and Lake Michigan, and also of that part of the Port Huron and Milwaukee lying cast of Owasso. But, after having expended considerable sums in prepara- tions to push forward the enterprise, Mr. Jerome dicd, and disappointment and gloom once more clouded the prospects of the Port Huron (proposed) railway.

In 1865 the original friends and promoters of the pro- ject came once more to the front, having arrived at the conclusion that the only way in which the road could ever be completed was to secure local subscriptions and munici- pal aid sufficient to repurchase the charter, secure the right of way, grade the road ready for the iron between Port Huron and Flint, and furnish the requisite number of tics; believing that, when all this was done, the road itself would give sufficient security to any capitalist who would furnish the rails and rolling-stock to put it in operation. The first consideration was to obtain the charters from the Jerome estate ; and, to accomplish this, they procured the introduc- tion of bills in the Legislature to repeal both the Port Huron and Lake Michigan and the Port Huron and Mil- waukee charters, shrewdly believing that the pendency of these bills would facilitate negotiations with the Jerome heirs. The result was as anticipated. The legal represen- tatives of the estate appeared, and the charters were pur- chased and paid for by local subscription.

The charter being secured, and a large amount of sub- scriptions and municipal aid obtained, the work of grading was resumed in March, 1866, and progressed so well* that it was confidently predicted that the road would be put in full operation between Port Huron and Flint by the end of the year 1868. But more. disappointment was yet in storc. Three times negotiations were entered into with parties in New York for the rails and equipment for the road, and as often those negotiations failed. At last, in 1869, a contract was entered into with Messrs. S. W. Hop-

# By the report of J. Q. Felt, superintendent of construction of the Port Huron road, it was shown that in November, 1866, the road- bed was completed, ready for the iron, from Port Huron westward to within one mile of the west line of the township of Emmett, except two weeks' work at one point; that west of Emmett, to the line of Lapeer County, all was completed except a break of two miles, which would be finished during the winter; that more than sufficient ties had been contraeted for to lay this distance, and that the right of way had been sveured over nearly all the route as far west as Flint. In Genesee County, the eity of Flint and the townships of Burton and Davison had voted their bonds in aid of the enterprise, and eleven towns in Lapeer County and several in St. Clair had taken similar action

THE PRESS.

kins & Co., of New York, by which that firm agreed to furnish iron and rolling-stock, taking in payment the first mortgage bonds of the road. The firm eventually failed to complete the contract, which compelled the company to make, through its president, the Hon. W. L. Bancroft, a further negotiation in Europe ; but the eastern portion was completed with material furnished on the Hopkins contract.

The first cargo (two hundred tons) of rails arrived at Port Huron by the propeller " Fountain City," June 24, 1869, and the laying of the track was commenced at once ; but further supplies of iron came slowly and irregularly, so that it was not until the Sth of June, 1870, that the road was opened to Capac, and on the 28th of the following month to Imlay City. On the 24th of May, 1871, the track reached the limits of Lapeer City, and in the following October entered Genesee County ; the road being opened for freight and passengers to Davison Station May 25th.

The track was finished to the limits of Flint City on November 12, 1871, and on Thursday, November 30th, an " inaugural trip" was made over the entire distance (sixty- six miles) between Flint and Port Huron, by a party com- posed of the IIon. Artemas Thayer-a member of the board of directors, residing in Flint-and about fifteen ladies and gentlemen. This party was, of course, greeted with much enthusiasm along the route. The formal open- ing of the line between l'ort Huron and Flint was cele- brated by the passage from the former to the latter city of an excursion-party, composed of two hundred and ten ladies and gentlemen, occupying four elegant passenger-coaches, drawn by the locomotive " Flint City." The party were complimented by a dinner (at the Thayer House), which was marked by the hilarity and congratulatory speeches usual on such occasions.

The regular running of trains between Flint and Port Huron was commenced December 13, 1871,-more than thirty-four years from the time when the people of the " Flint River Settlement" had first rejoiced at the news of the passage of' the " Northern Railroad" bill, and the pros- pect of an early connection by rail with the outside world.

CHICAGO AND NORTHEASTERN RAILROAD-CHICAGO AND LAKE IIURON LINE.

The " Chicago and Northeastern Railroad Company" was incorporated under the general law, by the filing of articles of association in the office of the Secretary of State, Aug. 12, 1874; the object of its formation being the con- struction of a railroad from Lansing to Flint, to connect at the former city with the Peninsular Railway, and at Flint with the Port Huron Railroad, and with these, to form a through line from Chicago to the city of Port Huron.

The preliminary work on the Chicago and Northeastern road was commenced in November, 1874, and it was pushed with vigor during 1875 and '76, so that at the elose of the latter year the road was nearly ready for traffic. It was formally opened about the Ist of February, 1877, and was operated as a part of the " Chicago and Lake Huron" ine, which enjoyed a very heavy business (particularly in freighting) until the early part of the present year, when it was broken up by the Chicago and Northeastern link being purchased by an Eastern capitalist (understood to be Wil-

liam H. Vanderbilt, or parties in his interest), for the pur- pose of destroying a formidable competitor to other through lines under his control. Measures have already been taken, however, to supply the place of the Chicago and North- eastern link by a new road from Flint to Lansing by way of Owasso. Surveys of the route were commenced in April of this year, and now (July, 1879) Mr. Charles B. Peck, general manager of the Chicago and Lake Huron, adver- tises for bids for the immediate construction of the road, full-tied, with stone and iron bridges and steel rails. It is understood that the road is to be built by the Grand Trunk Railway Company, and that it is the intention of the mana- gers to complete the line at the carliest possible day.

The above-mentioned railway lines include all which have been built or projected within the territory of Gencsec County.

CHAPTER IX.

THE PRESS-THE PROFESSIONS-GENESEE CIVIL LIST-THE PIONEER ASSOCIATION.

The Newspapers of Flint-The Wolverine Citizen-The Geneseo Democrat-The Flint Globe-The Flint Journal-Journalism at Feuton-Other Journals in the County-The Medical Profession in Genesee County-Early Physicians-Genesee County Medical So- ciety-Genesce County Medical Association-Flint Academy of Medicine-Homeopathy in Genesee-Early Lawyers in the County -The Present Bar of Genesee-Gonesce Civil List-Genesee Conuty Pioncer Association.

TIIE NEWSPAPERS OF FLINT.

THE first newspaper in Genesee County was The Flint River Gazette (Democratie), published at Flint River vil- lage, by Joseph K. Averill, its first issue bearing date Jan. 26, 1839. The press, fixtures, and type with which it was started had been previously in use in the State of New York, Mr. Averill having purchased them there of James Connor for the sum of one thousand and ninety-three dollars and ninety-one cents, and transported them by canal and lake to Detroit, and thence to Flint, but without having paid the purchase-money to Connor. This indebtedness, together with the various charges, came with the " printing establishment," as a lien upon it, to Messrs. Hutchinson, Campbell & Co., the consignees at Detroit. The charges on the property are shown by the following transcript from the consignees' books, taken for use in a suit involving the ownership of the press and equipment :

" STEAMBOAT ' CHARLES TOWNSEND,' " E. NORTON & Co., " B. L. No. 294 .- Oct. 3, 1838. Lbs.

" One printing-press and frame ... 470

Six boxes type

970

Two boxes sundries

1280

Threo I'ds type-boxes 190

Two boxes sundries 300

One keg ink.

32.15 @ 90 ets. = $29.19

" Our charges @ 10 ets .. 3.24

Lako freight (@) 20 cts 6,18

Advanced Mr. Averill at Buffalo ... 20.00

Passage on Erie Canall. 25.00

$83.91

" A copy of bill on Hutchinson, Campbell & Co., lake receiving book. "P. C. WILLSON."

HISTORY OF GENESEE COUNTY, MICHIGAN.

Hutchinson, Campbell & Co. refused to deliver the prop- erty to Mr. Averill, but he obtained possession by suit in replevin, in which Chauncey S. Payne, of Flint, became security on the replevin bond. The suit resulted in a judg- ment in favor of the defendants, for the value of the prop- crty, $1093.91 ; damages for detention, $191.02; and costs, $61.01; total, $1345.94. Mr. Payne having become re- sponsible for the amount, he obtained security for it, to the extent of the value of the property, by an assignment and bill of sale from Mr. Averill, of which instrument the fol- lowing is a copy :

" In consideration of one hundred dollars, to me paid by Chauncey S. Payne, of Grand Traverse, Genesee County, Michigan, I have sold and assigned, and by these presents do sell, assign, transfer, and set over, absolutely and forever, to the said Chauncey S. Payne, the several articles, goods, and chattels enumerated in the aunexed schedule, and which printing materials, press, and type are now known as consti- tuting the establishment of the Flint Rirer Gazette. To have and to hold the same to his own use and henefit forever.

" In witness whereof I have hercunto set my hand and seal this 28th day of January, A.D. 1839.

" JOSEPH K. AVERILL [SEAL]. " In the presence of War. A. MORRISON."

The annexed schedule referred to in the instrument enumerates various articles and material belonging to the " printing establishment," amounting, as inventoried, to $1303.35.

James Connor having assigned his claim against Averill to James H. Ray, and the publication of the Gazette having proved an unsuccessful enterprise, Mr. Payne, in 1842, turned over the articles composing the office establishment of that paper to Mr. Ray, in part satisfaction of the judg- ment, as appears from the receipt given by Ray's attorneys, which was as follows :

" Received of Chauncey S. Payne, the printing-press, type, fixtures, and materials constituting the printing establishment known as the Flint River Gazette, which has been inventoried and appraised by virtue of a stipulation entered into by aud between James HI. Ray and Chauncey S. Payne, hy A. & IT. Il. Emmons, attorneys for said Ray, and T. B. W. Stockton for said Payne, dated June 3, 1842; which said establishment has been valued at nine hundred and eighty - nine dollars and eighty-five cents ($989.85), which said sum is to apply on the hond executed by said Payne conjointly with Joseph K. Averill in a replevin suit, wherein said Averill was plaintiff, and Amos J. IIutehinson, Heury M. Campbell, and Ezra Williams were defendants. And said amount is also to go toward the payment of the judgment rendered in said replevin suit against said Averill.

" Dated DETROIT, June 6th, A.D. 1842.

" A. & H. H. EMMONS, "Åtl'ys for " JAMES H. RAY."

It is stated in Applegate's " History of the Press of Michigan" that the Flint River Gazette lived only about six months, but this is shown to be incorrect, by the fact that Hon. George M. Dewey, of Flint, has now in his pos- session a copy of the paper dated March 7, 1840; this being numbered seven of the second volume. The Gazette ceased to exist in June or July, 1841.

The second newspaper enterprise in the county was that of the Northern Advocate, published at Flint River, by William A. Morrison. This paper was Whig in politics, and its first issue was on Saturday, April 18, 1840. It was printed on a press which had been used at Pontiac in the publication of the Pontiac Herald, first by W. S. Stevens, and afterwards by Benjamin Irish, and was sold by the

Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.

History of Genesee county, Michigan. With illustrations and biographical sketches of its prominent men and pioneers, Part 12

Author: Ellis, Franklin, 1828-1885; Everts & Abbott, Philadelphia, pub. [from old catalog] Publication date: 1879 Publisher: Philadelphia, Everts & Abbott Number of Pages: 683

Author: Ellis, Franklin, 1828-1885; Everts & Abbott, Philadelphia, pub. [from old catalog]
Publication date: 1879
Publisher: Philadelphia, Everts & Abbott
Number of Pages: 683