USA > Michigan > St Clair County > St. Clair County, Michigan, its history and its people; a narrative account of its historical progress and its principal interests, Vol. I > Part 45
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LIVE STOCK
It is to be regretted that this branch of agriculture has not received more attention from the general farmer. There has been no stability along live stock breeding with but a very few exceptions. Back in 1875 Messrs. Avery & Murphy on their farm adjoining the southern limits of the city of Port Huron had as fine a herd of short-horn cattle as was in America. At a sale about this time they sold at auction seventy-five head for over fifty thousand dollars.
In the year 1875 Mr. John P. Sanborn of Port Huron had a fine herd of short-horn cattle. In fact he bought one bull that year for $9,600.
These herds were broken up and scattered and did the people of this county very little good.
Just following that time the Jersey cattle commenced to make their appearance in the county and at this time the farmers were not inclined to give dairying much of any attention and these cattle in place of being a benefit by being crossed on the cattle of the county proved detrimental. This was not the fault of the JJerseys, but because our people would not give the dairy interest the required attention to make it a success, but only kept a few cows and made a small quantity of butter for country stores.
Along about 1882 or '83 Mr. Edward Sanderson of Memphis started a fine herd of Holsteins, but still the farmers were not ready to give proper attention to the dairy to make it a success and this herd did very little good to the community and was finally sold to Ex-Gov. Warner and taken out of the county.
Mr. Ralph Wadhams and Mr. John Beard at one time had fine herds of short-horns and later Chas. Moore of St. Clair, but these herds were scattered and disposed of without St. Clair county securing the benefits that were possible and desirable.
Now a few are securing some Holstein cattle and giving more at- tention to the dairy interests such as Messrs. Boyd and Bench of Grant and Chas. W. Stevenson of Kimball. In 1897 A. E. Stevenson of Port Huron placed on his farm in Kimball township a few short-horns, which have increased to a herd of 100 head and during these years he has brought considerable credit to the county as his cattle have been consis- tent winners at Michigan State Fair for years, also at International Exhibition, Chicago. In fact it is conceded that this herd of short-horns is the largest and best in Michigan, which gives St. Clair county a very prominent position in the cattle industries of the state.
The horse interests have been about as varied and at the present time only a few pure bred horses are in the county. Mr. C. Kern of Port Huron has a few very good Percherons, also A. E. Stevenson a few.
St. Clair county farmers are keeping up to the times and no county in the state is more progressive. Mr. Daniel Foley of Emmet has a gas traction engine to do his plowing, etc., and although at the present time this is somewhat experimental no doubt others will follow Mr. Foley.
CHAPTER XXV
TRANSPORTATION
EARLY ROAD SUPERVISORS-FIRST HIGHWAYS IN COUNTY-NEW ROAD SYSTEM (1827)-THE MILITARY ROAD-STATE ROADS -- TOLL ROADS- RAILROADS-WILLIAM L. BANCROFT-ST. CLAIR TUNNEL-PERE MAR- QUETTE RAILWAY-PORT HURON SOUTHERN-RAPID RAILWAY-PAPER RAILROADS-CITY STREET CAR LINES-RIVER BOAT LINES-FERRIES.
The earliest settlers in the county all located on its eastern and southern edge, on the river or lake, in order that they might have the use of the only method of transportation then available-the waterways. One of the early aets of the governor and judges in 1805 was to formally declare the Detroit river and Raisin river public highways.
As the settlement proceeded and people became more numerous and the need of communication more frequent, and regardless of season, the question of land highways arose.
Prior to 1820 the matter of laying out roads seems to have rested in the governor and judges as in September, 1805, they laid out two roads starting near the house of James Abbott in Detroit, and the power was not given to any other person or body until an act was passed, taking effect December 31, 1819, giving to the county commissioners authority to establish, open, alter and vacate all roads and highways and to recom- mend to the governor suitable persons to aet as supervisor of highways.
EARLY ROAD SUPERVISORS
Undoubtedly, however, many roads were opened in the territory long before this, and in the lack of positive legislation it seems to have been assumed that highways would be laid out, as in April, 1818, the gov- ernor appointed George Cottrell supervisor of roads of the township of St. Clair, and as this was before St. Clair county was established, and it was a part of Macomb county, there must have been some roads in existence which he was expected to supervise. There was at that time a settlement on the north shore of Lake St. Clair and another on St. Clair river between Algonae and Marine City, and probably some sort of highway communication between them.
In May, 1819, the governor appointed Andrew Westbrook to the position of supervisor of roads of the township of St. Clair and on October 17, 1820, he appointed Joseph Mini to the same position.
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HISTORY OF ST. CLAIR COUNTY
In May, 1821, when the county of St. Clair was being organized to commence business, a complete corps of county officers was appointed by the governor and among those was Joseph Mini, supervisor. Two years later in March, 1823, he appointed David Oakes supervisor of roads and this is the last time such position was filled through appoint- ment by the governor.
FIRST HIGHWAYS IN COUNTY
There is no evidence to indicate what roads if any were laid out within this county by the commissioners of Maeomb county during 1820, but at the first meeting of the commissioners of St. Clair county held on June 4, 1821, they proceeded to give the supervisor something to do by directing him to open a highway from the mouth of Belle river to Pine river. This was to enable the inhabitants of the lower end of the county to reach the county seat. It would appear that this order was not carried into effeet promptly enough, as at their meeting held August 29th, the commissioners ordered the supervisor to open the remainder of the road between the house of Oliver Ricard and Pine river.
On March 4, 1822, the commissioners divided the county into three road districts, and named supervisors and requested the governor to confirm their action and on December 27th, authorized an alteration in the high- way near the mouth of Belle river.
In March, 1824, acting upon a petition, they appointed Isaae Davis, Reuben Dodge and Samuel Wilson, viewers of a proposed road on Black river, and Jeremiah Harrington as the surveyor. This road ran on the south side of Black river from John Riley's (at the northeast corner of the Indian reservation, near the corner of Military and Water streets) to Morass's mill. (Seetion 17 of Clyde township.).
In March, 1825, a road was authorized to be built on the south side of Belle river from its mouth to Ward and Gallegher's grist mill in see- tion 15 of China township, and during the same month the commis- sioners authorized a road on Harsen's Island.
In March, 1826, work was ordered done on the highway between Judge Bunee's and the county seat and the following year the road from Pine river to St. Bernard's was ordered opened, and a bridge built across the mill stream of Z. W. Bunee, near its mouth.
NEW ROAD SYSTEM (1827)
In 1827 a new road system went into effect which provided for the laying out of new highways in much the same manner as at present and the county commissioners ceased to have jurisdiction over them.
At that time there was a system of communication connecting Mor- ass's mill near the center of Clyde township with the month of Black river, and down St. Clair river and along the shore of Lake St. Clair with a road to the Belle river grist mill. This in a measure served the purpose of all the people then living in the county, connecting them with each other and with the county seat. All supplies which had to be bought were got from Detroit by boat, or were obtained from dealers like
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Samuel Ward, who carried a floating store, and in that way served all the communities along the water. The settlers had horses and oxen and a few of them carts, wagons of the more modern style being unknown. The French cart was a two wheeled vehicle, with large heavy wheels and no springs, and with the roads which must have existed at that time. transportation of either persons or property would necessarily be slow. During the winter sleighing was much more convenient and rapid. and at all other seasons traveling by boat was more comfortable and cheap.
Since this date. 1827, there has been more advance made in methods of transportation than in all the preceding time since the world began. Before that ancients and moderns alike were compelled to rely upon animals and men to transport freight and persons, and the Romans had carried the science of road making to a high degree. which enabled the carrying or hauling of greater burdens. and the roads which our pio- neers made through this heavily timbered undrained country were prob- ably considerably short of the stone paved Roman roads.
The Road Act of 1827 was largely due to Governor Cass, who in his message to the legislative council in November, 1826. spoke of the value of good roads. saying : "In a new country where the population is scat- tered and the settlements are thin, and where distant and constant com- munication is necessary to the supply of the most common wants. the state of the roads is a matter of vital importance. Our roads are bad and little permanent improvement is made upon them."
THE MILITARY ROAD
During all the time since Fort Gratiot had been built in 1814 it was practically isolated in the winter time. A trail connected it with Black river and the settlements along St. Clair river, but if occasion arose for bringing in munitions or supplies in haste it would have been practically impossible. The importance of connecting Detroit with Fort Gratiot, and other outlying points had been pressed upon Congress as a military necessity by Governor Cass and others, and as a result an act of Congress was passed March 2. 1827. providing for the survey and construction by the United States of a road from Detroit to Fort Gratiot. Three com- missioners were appointed to lay out the road. Amos Mead, Hervey Parke. and Conrad Ten Eyck. Mr. Parke was a surveyor who had been engaged for several years in surveying the publie lands in Michigan and he did the practical work of running out the line of the road, which was begun in June. 1827.
The line as run was followed in the construction from Detroit through MIt. Clemens to the point where the present road makes a turn about a mile south of Belle river. The original line continued straight across Belle river about four miles and then took a northeasterly course for Fort Gratiot. striking Black river at about the point where the Grand Trunk Railway bridge is located.
The building of the road began at the Detroit end and contracts were let for portions ; the construction went on slowly but by 1831 a settle- ment had started up at the mouth of Black river and it became apparent that this road would be of equal advantage to the fort and of much
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greater advantage to the county if it were made to strike more directly for St. Clair river.
Acting under the direction of Major Henry Whiting of the U. S. army, stationed at Detroit, Mr. John Mullett, surveyor of public lands in Michigan, laid out in 1831 a new line from the thirty-seventh mile post, crossing Bunce creek, "near Colonel Bunce's store house," and from that point following the general course of the River road, Military street and Huron avenue to Fort Gratiot. From about the location of the railroad bridge the military road followed rather closely the contour of the bank, thus being a few rods east of Military street, but struck Black river just west of the corner of the Indian reserve, at the present location of Military street bridge. When Harrington and White in 1835 platted White's Plat, they laid out Military street in a direct line from the bridge as at present, buying land south of Griswold street for that purpose, and abandoned the old military road line for about a mile south of Black river.
Congress by act of July 3, 1832, gave authority to make the change and the balance of the road was completed during that and the follow- ing year and the bridge across Black river built so that in 1833 there was a highway from Black river to Detroit, valuable chiefly as a military measure but also of some value in opening up the country. This road has always been known as the Fort Gratiot turnpike.
In March, 1831, the legislative council authorized a territorial road to be laid out from Romeo to St. Clair, and appointed Roswell R. Green, Horace Foot and Thomas Palmer the commissioners to lay it out and ini the following year a road from Point du Chene to the Fort Gratiot turnpike was authorized and in 1833 a road to intersect the latter road by a road from St. Clair river starting at the south line of William Thorn's land. Neither of these roads was completed very promptly as in March, 1834, new commissioners were appointed for both with in- structions to complete them within the year.
STATE ROADS
As soon as Michigan became a state, the importance of roads in en- couraging immigration and the development of the country was pressed upon the legislature, and a system was adopted and followed for some years by which the state appointed special commissioners to lay out and establish roads extending from some point in one county to a place in another county. The state paid the expenses of the commissioners but not the cost of the right of way or the construction of the road. Later when the state became the owner of public lands it appropriated in cer- tain cases land for the construction of supposedly important roads.
In 1836 a state road from China to the Fort Gratiot turnpike was authorized and J. Boynton, B. Cox and Reed Jerome were named as the commissioners to lay it out, also another road from Palmer, by way of Gallagher's mill in China to the Point du Chene and Gratiot turnpike road.
In 1837 several state roads affecting St. Clair county were author- ized, one from Black river to the county seat of Sanilac county, one from Vol. I-25
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Algonac to the Fort Gratiot turnpike, one from Newport to the same road, one from Palmer to Lapeer, and one from Fort Gratiot to Point au Barques. Evidently the latter was not laid out, as in 1841 it was again authorized. In 1845 a state road was authorized from Palmer to Riley. This must have covered much the same line as the one author- ized in 1837, and as actually built it crosses the turnpike at Rattle Run and has ever since been called the State road.
TOLL ROADS
It was early recognized that the thinly settled districts of the state could not be expected to construct and maintain good roads, nor indeed was it reasonable that they should. For this reason, and in order that the traffic over a road should bear a fair share of its cost and maintenance, the idea of turnpikes or toll roads was imported from England where it was very successful in causing the construction of a large amount of good road.
In this county the earliest use of the method was the incorporating of the Detroit and Port Huron Plank Road Company in March, 1844, followed the next year by the St. Clair and Romeo Turnpike Company. Evidently capitalists of that day did not think there was enough busi- ness over either of these lines to justify the cost. and nothing was done on either. The same fate hefell the St. Clair Plank Road Company authorized by act of April, 1849. There was one road, however, of these early days which was at least partially constructed and operated for many years-the Port Huron and Lapeer Plank Road Company. This company was organized in 1849 under a special charter, and constructed from Port Huron to Brockway and was planked the entire distance. The principal owners were Lewis Brockway, John Beard, A. H. Fish and J. W. Sanborn. After the lumber interests were pretty well ex- hausted, A. and H. Fish obtained control and replanked the road from Port Huron to Clyde Mills and used it for hauling lumber and timber from their mill in Kimball township. Later the part within the city limits was given up to the city and then the remainder of the road aban- doned as a toll road.
In November, 1874, the Clyde Plank and Macadamized Road Com- pany was organized to build a road from Port Huron to Brockway Cen- ter, with a branch up the Wild Cat road. This branch was never built and the main line was built only as far as John Beard's on Black river in Clyde township. Although the road opened up and developed the territory through which it ran, it was not a financial success, as the Port Huron and Northwestern Railroad was soon after built near it, and many new township roads were opened. This situation coupled with the growing feeling that toll roads are an anachronism, that travel upon all ordinary highways should be free, and that good roads should be con- structed and maintained by the township or county or state, or all com- bined, has resulted in the road of this company being thrown open to the public, although it has not been purchased or legally condemned.
In 1881 the Riverside Turnpike Company was organized to build a toll road from Port Huron down the river road, and it was constructed
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first of cedar blocks and then of gravel as far as Marysville. This had an experience somewhat similar to the Clyde road. Never profitable, the part within the city limits was sold to the city in 1903, and the rest abandoned to the public.
RAILROADS
At the close of the year 1830 there were but thirty-six miles of rail- road in the entire United States. It was felt however that a new era was just dawning, and the hopes of men far outran the possibilities of realization. It was believed that the developments in transportation would revolutionize conditions, and enable the new and fertile western country-in which Michigan was included-to deliver its natural prod- ucts at the east and the seaboard so quickly and cheaply that its lands would at once become valuable.
It was also recognized that it would be difficult if not impossible for private capital to seeure the immense sums necessary for the construc- tion of long and expensive lines of railway, and canal, and when the first constitution of Michigan was adopted in 1835 one of its provisions expressly authorized the state to engage in works of internal improve- ment.
Before the state authorities got started in this line, in a few cases public spirited and enterprising citizens boldly led the way, and St. Clair county was one of the few places where this was done. At the legislative session of 1836, before Michigan had been recognized as a state by the national government, an act was passed incorporating the St. Clair and Romeo Railroad Company with a capital of $100,000, divided into $25 shares. The commissioners to obtain subscriptions of stock were John Clark, H. R. Jerome, H. N. Munson, Thomas Palmer, Elijah J. Roberts, all with the exception of Palmer residents, of St. Clair county, and Asahel Bailey, Jacob Beekman, Aaron R. Rawles, and Linus S. Gilbert of Macomb county. Considerable stoek was taken, and the company was organized with Thomas Palmer, president, and H. N. Mon- son, secretary. The line was surveyed starting at St. Clair river, just north of the mouth of Pine river, and running west along Clinton avenue and continuing nearly due west, crossing Pine river a few rods south of the present state road. Some miles of roadway were cleared and con- siderable grading was done, and abont nine thousand dollars expended before the work ceased. In 1839 application was made to the state for a loan of $100,000 to aid in the construction of this road but although it was strongly urged by E. B. Harrington, the state senator from this county, the bill failed of passage through the senate.
While this work was progressing Thomas Palmer had a new map of the village of Palmer made and lithographed and upon it appears a railroad train consisting of an engine and three cars or coaches, as they were very properly called, being nothing more than coach bodics on a car frame.
The work on this railroad stopped, undoubtedly, because of the action of the state legislature at its session of 1837. Following out the man- date of the people contained in the constitution, this legislature adopted
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a system of public improvements adapted for a wealthy and thickly set- tled community. Railroads and canals to cost many millions of dollars were projected and a board of commissioners of internal improvement provided to construct them.
Included in the plan were three railroads to cross the state from west to east, the Southern, Central and Northern Railroads. The last was to commence at Palmer or at or near the mouth of Black river and ter- minate at the navigable waters of Grand river in Kent county or at Lake Michigan in Ottawa county, and was properly called the Northern Railroad because it ran near the north end of the surveyed portion of the state.
Before the session began and in anticipation of such action, the gov- ernor had negotiated with such railroads as had been proposed or begun to obtain a surrender of their charters to the state, and the St. Clair and Romeo Railroad had agreed to surrender on condition that the state re- pay the money expended and complete the road within six years.
It will be noticed that the eastern terminal of the northern railroad was left undetermined, which was to be settled by the board. Surveys were made from both points, and publie meetings were held in Decem- ber at Palmer and Port Huron, and finally the board decided in favor of Port Huron. It is obvious from the language of their report, that they had read the prospectus of the Huron Land Company, and had been convinced that its statements and reasoning were reliable. The report says: "The great and important point in controversy on this route, was the place of commencement; this question was debated with great ability, and urged with all the vehemence and spirit that most men feel in questions where private interests to a large amount are involved. The board, after a full investigation of the whole matter, decided in favor of commencing at or near the mouth of Black river, for the fol- lowing, among other reasons: This point is near the foot of Lake Huron, and at the rapids of the St. Clair; it had long since been selected by the general government as a military station, and they consider it of so much importance that at a great expense a road had been constructed from this city to that place, although there is an easy and safe com- munication by water in the same direction for about eight months in the year.
"At the rapids, it was represented, that the passage across the river was always open and free from ice, affording a safe, convenient and rapid communication with the Canada shore. The legislature had made provisions for the construction of their public works extending across the state south of this point, and a glance at the maps will show that they do not embrace one-half of the peninsula of Michigan; it was, there- fore, obviously the duty of the commissioners to fix the commencement of this road as far north as the law would permit them, especially as this road was intended for the benefit of the northern tier of counties, and yet the most northern point at which its commencement would be fixed, is between six and seven miles south of the county seat of Lapeer, and south of the other counties west. There is also at this place, a large commodious and safe harbor, at all seasons of the year, and vessels at this point can receive from the interior the wood and provisions neces-
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sary for the lake navigation; an extensive fishery is established here, which will constantly increase, and must eventually add to the wealth and importance of the place.
"If, at any time hereafter, a railroad should be constructed through Canada from the head of Lake Ontario to the River St. Clair, the most direct and eligible point to connect with the northern railroad would be near the foot of the lake. Such a company has been formed, and by its eharter it is to terminate at a point opposite the commencement of the northern railroad.
"When the Canada road shall be completed, then the real value and importance of the northern railroad for the transportation of passen- gers will commenee, because it is the shortest and most direct route from the Atlantic states to Wisconsin and the mineral region west. The road from the mouth of Black river west passes through lands belonging to people of this state, of some, but to what extent the commissioners are not informed.
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