History of St. Clair County, Michigan, containing an account of its settlement, growth, development and resources, its war record, biographical sketches, the whole preceded by a history of Michigan, Part 74

Author:
Publication date: 1883
Publisher: Chicago, A.T. Andreas & Co.
Number of Pages: 818

USA > Michigan > St Clair County > History of St. Clair County, Michigan, containing an account of its settlement, growth, development and resources, its war record, biographical sketches, the whole preceded by a history of Michigan > Part 74

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"Welcome." "Slow But Sure."

"Energy and Perserverance will Insure Success."

A number of young girls who had gathered in the station building sang songs while the train halted, and there were indications of good feeling on every hand. After passing Attica Station, four or five miles west of Imlay, the speed of the train was slackened, as the iron had been laid upon this section but a few days, and only a small portion of the track had been bal- lasted. As the train approached the stopping place at Lapeer, the depot buildings not having been completed, an animated scene was presented to the eyes of the excursionists. Gathered in the road, and in an adjoining grove, were several hundred people, with horses and carri- ages, who commenced cheering and waving hats and handkerchiefs, and as soon as the excur- sionists left the cars they were warmly welcomed. It was soon understood that dinner would be prepared at the Abram House, and thither the Port Huron visitors were conducted, carriages being furnished for most of them. In the parlors of the hotel, the excursionists met and became acquainted with many of the leading citizens of Lapeer, and an hour or more was very agreeably spent in social intercourse.

The committee acting for the citizens of Lapeer was composed of the following gentlemen: R. G. Hart, James Turrill, E. J. White, Horace D. Rood, W. H. Jennings Among those acting as waiters at the tables were many young gentlemen and ladies belonging to the best families in the city, who had volunteered for the occasion; but although inexperienced in this particular branch of business, none had reason to complain that they were not promptly and bountifully served. All the arrangements were well made and carried out, and the welcome given to the Port Huron excursionists afforded them the highest gratification. The train left for the return trip late in the afternoon, a large number of the citizens of Lapeer escorting their Port Huron friends to the depot, and cheering them as the train moved off. Nor were the excursionists slow in expressing their appreciation of the hospitality of the citizens of Lapeer, and responding to their demonstrations of satis- faction at the completion of the railroad to that point-a bond of commercial and social union between the two cities.

The arrangements made and carried out by the officers of the Railroad Company were also excellent in every respect. Mr. Bancroft and his assistant, Mr. Taylor, were on the train, and treated all the excursionists with the greatest courtesy. There was no crowding in the cars, but seats and space seemed to be exactly suited to the number of persons to occupy them. The feeling of the excursionists was shown by the following resolutions, adopted on the return trip:

At a meeting of the excursionists composing the "Old Settlers Party," held on the cars upon the return from Lapeer, June 6, 1871, the following persons were present, and unani- mously adopted the resolution hereafter written:

Resolved, That the thanks of this party be and they are hereby extended to the Port Huron & Lake Michigan Railroad Company, and to the Hon. William L. Bancroft, Secre- tary thereof, for their energy, perseverance and pluck in building and equipping this

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HISTORY OF ST. CLAIR COUNTY.

road and kindly placing this train of palace cars at our disposal to visit the prosperous city of Lapeer and receive the hospitality of her people.

John Hibbard, Rev. J. Donelly, Jr., A. W. Clark, A. L . Stebbins, James H. Haslett, James Baird, Henry Fish, James Goulden, J. F. Merrill, F. L. Wells, D. Balentine, L. S. King, C. F. Harrington, E. Thompson, C. Robinson, D. Ryan, D. Whitman, I. D. Carleton, L. Atkins, E. R. Seeley, W. R. Mulford, A. Hendricks, B. H. Dale, John McNeil, E. G. Spalding, F. A. Weyers, John Howard, H. W. Stevens, D. Robeson. Jr., S. L. Boyce, O. D. Conger, G. W. Pinkham, E. Petit, F. Saunders, A. Schryver, N. P. White, H. L. Stevens, J. D. Whitney, J. H. White, W. T. Mitchell, J. F. Batchelor, D. M. Hagedon, D. B. Harring- ton, T. K. Whitman, L. A. Sherman, A. W. Comstock, Henry Howard, S. D. Pace, William Hartsuff, John Johnston, S. D. Clark, J. Montross, William Sanborn, J. B. Comstock, S. S. Ward, O. Masonville, O'B. J. Atkinson, J. F. Talbot, N. Potter, Ira Osborn, J. H. King, E. Burtch, Allen Fish, Ed. Inslee.

Mr. Bancroft, who was in the third car of the train, was called for, and in response spoke as follows:

"LADIES AND GENTLEMEN-I regret very much that the President of our company has not been able to be with us to-day; but on behalf of our company and of our Directors, I thank you for the expressions of satisfaction with the road and the excursion, contained in the resolutions just read and adopted; and I trust the Port Huron & Lake Michigan Railroad may long continue an avenue, not only of pleasure, but of wealth, to Port Huron and the entire section of country which it traverses.

"In conclusion, I again thank you for your kindly expressions of satisfaction with the excursion to-day."

A subscription paper was circulated, and something over $300 subscribed as a fund for paying the expenses of an entertainment to the people of Lapeer, when they should visit Port Huron, which sum was increased to $500.

On June 21, an excursion was given by the railroad company to the "Old Settlers " of Lapeer to Port Huron and return.

REMINISCENCES OF THE JOURNEY.

Leaving the depot in this city, which is temporarily located at a point considerably south of that intended for the permanent buildings, the road curves gradually to the west, an air line being taken a little north of west. Westward from this point the road is perfectly straight as far as Emmet Station, the country being nearly level. At Emmet, the road makes a slight double curve, but is really an air line to a point three miles this side of Lapeer. The stations between Port Huron and Lapeer are as follows: Grand Trunk Crossing, Thornton, Goodell's, Emmet and Capac, all in St. Clair County; and Imlay City and Attica (formerly Elk Lake), in Lapeer County. The distance from this city to Grand Trunk Crossing is four miles; to Thornton, ten miles; to Goodell's, twelve miles; to Emmet, eighteen miles; to Capac, twenty- nine miles; to Imlay City, thirty-four miles; to Attica, thirty-eight miles, and to Lapeer, a little over forty-six miles.

Lapeer is a city of about 2,000 inhabitants, very pleasantly located on Flint River. in the midst of a fine farming country. It has several fine churches, good court house and jail buildings, and several good business blocks on the principal street. There are also several industrial establishments, including foundries and machine shops, two flouring mills, etc. Two newspapers are published there, the Clarion (Republican), long established and ably con- ducted by its proprietor, Mr. S. J. Tomlinson, and the Democrat, recently started. Lapeer is already feeling the impetus given to its business by the railroad; and we understand that some of the business men of Pontiac, to which place, as the nearest railroad station, Lapeer has long been tributary, are making arrangements to establish themselves at Lapeer. The amount of traffic given to the railroad at this point will be very large, as an extensive tract of country. both north and south, seeks Lapeer as its natural market.

Attica Station, eight or nine miles east of Lapeer, was formerly known as Elk Lake. At this place the lumbering operations of I. N. Jenness & Co., and several other firms, are carried

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HISTORY OF ST. CLAIR COUNTY.

on, and the amount of freights furnished the railroad is very large. A side track is now in process of construction to the mill of I. N. Jenness & Co., on the banks of Elk Lake.

Imlay City, four or five miles east, is a town of just one year's growth, but it already has 400 inhabitants and is attracting a large trade. The Bancroft House, kept by Charles Palmer, is a fine hotel located near the depot, affording first-class acommodations to travelers, About 100 new buildings will be erected this summer, among which should be mentioned the new elevator of Messrs. Lamb & Townsend, 40x80 feet in size, now in process of construction. Imlay City will probably have a thousand inhabitants before it is three years old.

The next station east is Capac, a flourishing village of several hundred inhabitants. located near the western line of St. Clair County. It has a large trade from the north, extending even into Sanilac County, and the country for several miles south is also tributary to it.

Emmet Station, eighteen miles from Port Huron, is a small village, which must in time become a business point of considerable importance.

Goodell's Station has a post office and one or two stores, and is the point on the line where much of the produce of the rich farming township of Wales will seek an outlet.

Thornton, ten miles from Port Huron, is a flourishing little village, located half a mile from the station. The railroad has given it a start, and although it may never be a large town, a fair amount of business must always be done there.

The project of constructing a railroad westward from this city-then a small village -- was first started in 1837, as a State enterprise. At the same time two other roads were pro- jected, the Michigan Southern and Michigan Central, both of which were long since completed. The Northern Michigan Railroad did not prosper so well, however, and up to the year 1857, twenty years later, no work had been done upon it. In that year, a company was organized, with N. P. Stewart as manager, and considerable grading was done upon the line. But the strong opposition on the road on the part of rival lines, and other adverse circumstances, prevented its completion, and this project was finally abandoned.

Nothing further was done to secure the construction of the road until the year 1865, when the company was organized. Nor were the difficulties in the way, and the obstacles to be overcome, any less in 1865, than when the road was first projected. Indeed, they were even greater, the power of rival corporations having been greatly increased, while their hostility to the northern route had not diminished. But the resources of the friends of this route had also greatly increased, and liberal subscriptions to the stock of the company from citizens of Port Huron and other cities and towns on the route, gave it funds enough to make a start.

But still there were great obstacles to overcome. First, there was a veto from the Gov- ernor of a bill calculated to give towns and cities an opportunity to aid the road; and some years later, when a number of miles of the road had been completed, the decision of the Supreme Court, rendering worthless the bonds issued by towns and cities in aid of railroads, dealt a severe blow to the young corporation. Then there was constantly in the way the influence of moneyed men interested in other railroad lines, against the sale of the company's bonds; and such influence, as most projectors of new railroads have found, it is almost impossi - ble to overcome.

But the managers of the new company would not be discouraged. With indomitable energy and perseverance, they sought out new methods of selling the company's bonds and raising money, so that funds to meet its obligations and push the work forward at a pace " slow," perhaps, but " sure," were seldom lacking. The first rail was laid in July, 1869, and on June 6, 1871, nearly forty-seven miles of road were completed, which brought the county seat of a prosperous and populous county into communication with Port Huron.

The total cost of the road, as completed in June, 1871, with rolling stock, station houses, docks, etc., was about $1,400,000, or $30,000 per mile. The credit of negotiating bonds was due, in a great measure, to the Secretary and Manager, W. L. Bancroft, and the construction of the road was credited to the wise policy of its principal officers, and the enterprise of the people of Port Huron and towns along the route. Since that time, the line was gradually extended until it reached Valparaiso, and thence over the P., F. W. & C. R. R. track to

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HISTORY OF ST. CLAIR COUNTY.

Chicago. Under the control of the trustees, it was managed by William Bonner, and now forms the Chicago & Grand Trunk R. R.

THE MICHIGAN DIVISION OF THE GRAND TRUNK.

The line of railway known as the Port Huron & Detroit Branch of the Grand Trunk Railway, was completed in the fall of 1859. The entire expense of construction and equip- ment was borne by the gigantic corporation known as the Grand Trunk Railroad Company of Canada. The Michigan Division passes through St. Clair County to Richmond Township, and traverses the county in a southwesterly direction. The road has proved of substantial advantage to every part of the State and county not otherwise accommodated with a railway outlet, while the connection has proved invaluable to our merchants and shippers, and thereby to producers generally, in affording a competing route to the East, as well as connection with points not reached by any other line. The main branch runs from Port Sarnia to Portland, Me., a distance of 802 miles. The Michigan Division runs from Port Huron to Detroit Junction, a distance of fifty-nine miles, making a total length, under the Grand Trunk corporation, of 861 miles, apart from its Port Huron and Chicago line, formerly the L. H. & C. R. R.

The Michigan Air Line was projected from St. Clair to Jackson; but it is not yet com- pleted. The railroad from St. Clair to Ridgeway or Richmond, and thence to Pontiac, may be considered the nucleus of what promises to be the great Michigan Air Line to Chicago. Indeed, work on the extension on the St. Clair & Jackson Railroad, from Pontiac to Jackson, was begun in November, 1882.

The Michigan Air-Line project was originally designed as a short line from Chicago to Buffalo, and was intended to run across the State from Chicago, striking the St. Clair River just above the town of St. Clair, and there connect with what is known as the Canada Southern. The Michigan Central, which aided in building so much of this line as lies between Jack. son and Niles, and furnished almost the entire capital with which it was built, finally made it a feeder for Detroit and the Central. This road runs through St. Clair into the southeast corner of Richmond Township, then traverses the townships of Armada and Washington to Pontiac. It cost the people of the townships through which it runs a snug sum of money, but the benefits derived from the road ultimately compensate in a large measure for the heavy tax its construction imposed upon many individuals. That railroads in general are a benefit no one will deny, but some are constructed at an immense sacrifice to property-holders, and the remuneration, in actual value, is oftentimes imperceptibly slow in development. But on the whole, railroad enterprises, when conducted by persons who have the welfare of the several communities through which they shall pass at heart, are means of much good, and vice versa when instigated, carried on, and controlled by speculators, who look only to their own per- sonal aggrandizement. As a public emolument, railroads ought to become as popular as they are generally successful.

THE PORT HURON AND NORTHWESTERN.

The latest and most remarkable railroad enterprise undertaken and carried to a success- ful issue by Port Huron citizens, is the Narrow Gauge Railroad. The first definite move- ment, says the editor of the Times, for the construction of a railroad into and through the section of country lying northwest of Port Huron was made less than five years ago. At the outset several schemes were proposed, but no definite organization for the purpose was effected until eleven citizens of Port Huron formed a company and subscribed for its entire capital stock themselves. The idea, as finally carried out, originated with John P. Sanborn. His associates in the company as first organized were Daniel B. Harrington, James Beard, William Hartsuff, Henry Howard, Henry McMorran, S. L. Ballentine, C. A. Ward, F. L. Wells, P. B. Sanborn and C. R. Brown. Gen. Hartsuff and C. R. Brown subsequently sold out their interests, and Mr. Harrington died, and their places on the board of directors were taken by C. F. Harrington, E. B. Harrington and Peter Sanborn. These are the men who took upon them- selves the task of building a railroad through a country that was largely a wilderness and through whose energy, enterprise and labor the task was accomplished.

The first section of the road, from Port Huron to Croswell, was opened May 12, 1879.

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HISTORY OF ST. CLAIR COUNTY.

This section is twenty-five miles long, and up to the time it was opened not a dollar of bonds had been issued, all the money for its construction having been furnished by the stockholders. Subsequently a mortgage of $5,000 a mile was placed on the road, and this is the entire amount of its debt at the present time On the 13th of September, 1880, the road was opened to Sand Beach, a distance of seventy miles from Port Huron. In the meantime, the Marlette Branch, then so-called, had been projected, and this was opened to Marlette January 17, 1881. Subsequently, the extension of this line to East Saginaw was decided upon, and it became known as the East Saginaw Division, while the line to Sand Beach is called the Sand Beach Division. The length of the Sand Beach Division is seventy miles, and that of the East Saginaw Division ninety miles. The same track is used to Saginaw Junction, twelve miles from Port Huron, so that the total length of main track is 148 miles. The company also have over ten miles of sidings, making about, 160 miles of track in all. The present equip- ment of the road consists of nine locomotives, six first-class and two second-class passenger coaches, four combination smoking and baggage cars, 175 box cars, eighty-six flat cars and seven stock cars. The company have now under contract, to be delivered soon, five additional locomotives, making fourteen in all, two parlor cars, four first-class and two second-class coaches, six summer excursion cars, and two mail and baggage cars. The passenger coaches of the company are equal in all points of elegance and comfort to those of standard gauge lines, and the second-class cars are as good as many of the first-class coaches now used on other lines.

In January, 1881, the first steps were taken toward the construction of the railroad bridge near the mouth of Black River. On January 3, a petition was presented to the Board of Super- visors, of which the following is a copy:

"The undersigned Port Huron & Northwestern Railway Company, a corporation formed and existing under the laws of the State of Michigan, would respectfully ask leave to construct a bridge over Black River, in the county of St. Clair, near the mouth of said river, for the purpose of crossing said river with engine, cars and other rolling stock and property pertaining to the operations and business of railroads. The height of said bridge to be not less than five feet from the surface of the water, to be constructed of wood, iron and stone, or stone, wood and iron. Such bridge will have a draw of not less than one hundred and forty feet and suffi- cient for the convenient passage of vessels and boats and approaches of about one hundred and sixty feet."

The petition was signed by John P. Sanborn, President of the Port Huron & Northwestern Railroad Company. The Committee on Roads and Bridges, consisting of Whipple Wheeler, Sylvester Caswell and Benjamin Latour, reported in favor of granting the request, on which report the board acted.

The track of the road is remarkably smooth throughout, considering the newness of the road bed, and trains run as smoothly as on most of the older standard gauge roads. Between Port Huron and East Saginaw, the road bed, bridges and culverts are of standard gauge size and strength. The bridge over Black River, thirteen miles from Port Huron, is the most ex- tensive railroad bridge in Michigan, being seventy feet high above the water, and 800 feet long. The iron swing bridge across Black River in this city is also one of the best in the State.

The opening of the new depot in this city, and of the East Saginaw Division to Vassar, are events of much importance in the history of this road. Four months ago, the " flats," where the new depot is located, were largely covered with water. Now a large portion of the grounds of the company have been filled in to a height of several feet above the water level, four handsome buildings have been nearly completed, a large number of tracks have been laid, and a complete transformation in the appearance of the locality has been made. The main building, to be used as a general passenger depot and offices for the company, is 32 feet wide, 150 feet long, and two stories high, with an attic, and is surmounted by a handsome cupola and flag staff, on which the stars and stripes were raised for the first time December 1, when the first passenger train left the new depot. This building is of handsome architectural design and proportions, and when finished throughout will be one of the most elegant and

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HISTORY OF ST. CLAIR COUNTY.

convenient railroad buildings in the State. On the west side, the company have opened a street extending to the freight depot, which is located forty feet south of the south end of the pas- senger depot. Broad platforms extend the whole length of both buildings on this side, for the convenience of passengers coming and going, and for the receipt and delivery of freight. The north end of the passenger building fronts on Court street; and on the east side there is a broad platform the entire length, beside which the main track for passenger trains is laid. Inside, the building is elegantly finished in cherry and ash woods, with ash floors. The general waiting room occupies the whole width of the north end, and has doors opening from both sides and from the front on Court street. The ticket office, which is provided with a fire proof vault, is located between this room and the ladies' waiting room, on the east side of the build- ing. Closets for the convenience of passengers are located on the west side of the building. The ladies' waiting room occupies the entire width of the building next south of the ticket office. Opening from this room on the south, and, having outside doors on the east and west, is a large room to be used as a dining and lunch room. Next comes a stairway opening from the east side of the building and leading to the second story, which is to be very handsomely and conveniently fitted up for the general offices of the company. The train dispatcher's office, baggage room, boiler room, and some other departments, are on the first floor, south of the stairway. The building is to be heated with steam throughout, and will be lighted by gas made on the premises.

The freight depot is twenty-four feet wide and 150 feet long, substantially built and convenient in every respect. The repair shop building is located north of the passenger depot, on the same line. Its size is 40x112 feet. The round-house, with accommodations for eleven locomotives, the stalls being forty-five feet deep, is located a short distance north of the repair shops. All the buildings are of wood, and all are very neat in style and finish.

The cost of the passenger building will reach $15,000 when fully completed, and the com- pany expect to expend as much as $150,000 on the grounds and buildings in this city within the next year or two.

The laying of iron from Vassar to East Saginaw is progressing at the rate of a mile a day, and unless the weather should be very unfavorable, trains will run to that city by Christmas. At East Saginaw, the company's trains will run into the elegant new depot of the Flint and Pere Marquette Railway, connecting also with the new Saginaw, Tuscola & Huron Narrow Gauge Railway. The terminal facilities of the road at Port Huron, East Saginaw and Sand Beach are therefore first-class in every respect, the company having several hundred feet of dockage on St. Clair River in this city, and dockage facilities at Sand Beach.

Port Huron has every reason to be proud of the Port Huron & Northwestern Railway. It has been built entirely without outside aid, by citizens of Port Huron, and is an acknowl- edged success. No other city in Michigan, we believe, has done as much-not even the " metropolis." The road has already added much to the business and prosperity of Port Huron, as it has to the entire section of country through which it runs. Seventy box cars have been built here, and it is probable that the establishment of extensive car works will be one of the results of the building of the road.

The officers of the company for 1881-82 are as follows: President, Henry Howard; First Vice President, John P. Sanborn; Second Vice President, Charles A. Ward; Secretary and Treasurer, Frederick L. Wells; General Manager, Henry McMorran; Superintendent, I. R. Wadsworth; General Passenger Agent, C. C. Jenkins; Cashier, E. C. Chamberlin; Chief Engineer, A. L. Reed; Paymaster, J. B. Hull; Freight Auditor, Harry E. Hyde; Train Dis- patcher, F. E. Wellington. Mr. Wellington is also ticket agent in Port Huron, and S. P. Mann is freight agent.

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History of St. Clair County, Michigan, containing an account of its settlement, growth, development and resources, its war record, biographical sketches, the whole preceded by a history of Michigan, Part 74

Author: Publication date: 1883 Publisher: Chicago, A.T. Andreas & Co. Number of Pages: 818

Author:
Publication date: 1883
Publisher: Chicago, A.T. Andreas & Co.
Number of Pages: 818