USA > Missouri > Shelby County > General history of Shelby County, Missouri > Part 17
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HISTORY OF SHELBY COUNTY
Of course local conditions made such an enterprise to be exceedingly desired. Shelbyville was a county seat and the center of a fine farming region. It was a town whose citizenship represented a great deal of wealth and enterprise. To such people the isolation was growing intolerable. Situated eight miles from Shelbina, which was the nearest point on the Burlington railroad, they felt that they were enegaged in an unequal struggle.
On the other hand, the general public were clamoring for better conditions. Year by year the public road between these two towns was getting in worse condition, and there was slight hope of improvement with the tremendous traffic upon it. Shelbina was favorably sit- uated upon a great railway system, yet its people were connected in interest with the country to the north, and many of its progressive citizens desired a bet- ter method of transportation; hence the time had come when such a proposition would meet a general response in its favor.
Doubtless the time would have come mnch sooner had it not been for the local prejudices which from time immemorial had dominated a part of the inhabitants of each town. It is historical that many in Shelbyville had watched the growth of their sister city with a jealous fear that some day the county seat would be moved from one town to the other, and that Shelbyville with its classic past would be left throneless and desolate amid her sorrows. And there were times when such plans were serionsly attempt- ed, and on one occasion the matter was before the Missonri legislature in the shape of a bill to establish a court of
common pleas at Shelbina. There was a battle royal at Jefferson City between the representatives of the two towns, but it ended happily without sears. It is likewise true that this jealousy caused intemperate and unwise action on the part of some of the Shelbyville citizens. The feasibility of a railway between the two towns was often under considera- tion and was favored by many, but there was always a minority and sometimes a majority who favored building to some other point than Shelbina. How unwise and impracticable this was can be readily discerned now. The details of this fam- ily quarrel are not absolutely necessary in this narrative, but it will serve to show that there is a more excellent way for communities as well as individuals than the thorny path of jealousy and strife. It is easy to contemplate it now that it is ended. In fact, it had ended long prior to the completion of this en- terprise. Each community had learned that the other was magnanimons, and that the best interests of each was in- volved in the common welfare of all. The forging of the bands of steel was the result of this common understanding, as it would have been impossible for either town to have completed this enterprise without the aid of the other.
Perhaps the first tangible step toward the building of this railway was taken during the month of July, 1906, when at the suggestion of Joseph F. Doyle, al- ways the dominant figure in this project. there was prepared a form of subserip- tion whereby the persons signing same agreed to take a certain number of shares of stock in the event that a cor- poration should be formed for the pur- pose of building this railway within a
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specified time. There was also a form prepared to be signed by persons who preferred to make a contribution in cash rather than to subscribe for stock. At the time when these were prepared there were present in addition to Mr. Doyle, Mr. E. M. O'Bryen and the writer, and all three signed the agreement to take stock in the enterprise, the amounts spe- cified by the three aggregating the sum of $5,000.
With this as a beginning the work of securing prospective stockholders and cash contributors was pushed with much vigor. Under the direction of Mr. Doyle at Shelbyville and Mr. W. C. Clark at Shelbina the scheme was brought into shape so that by September 1st of the same year a little more than $100,000 was subscribed by parties interested. And while the major part of the work in the earlier stages was done by Messrs. Doyle and Clark, the progress of the matter was facilitated by the interest and response of many public-spirited citizens in both towns and also by sev- eral progressive farmers in the vicinities of Shelbyville and Bethel. One of these, M. S. Smith, was a member of the board of directors from the time of the charter until the sale of the property to Lonis B. Houck, as hereafter narrated, and was unfailing in his devotion and loy- alty. Another was William H. MeMas- ter, who died soon after the completion of the road, satisfied that he had con- tributed something toward the better- ment of the people among whom he had spent an honorable life.
When snecess was thus assured the matter was brought into regular and legal shape at a meeting of the agreed stockholders held in the courthouse at
Shelbyville on September 10, 1906, when the articles of incorporation were signed and a permanent organization effected. Soon thereafter the Shelby County Rail- way Company was chartered by the see- retary of state and begun its career among the railway corporations of Mis- sonri. W. C. Clark, W. C. Blackburn, Victor M. Reid, M. S. Smith. Joseph F. Doyle, E. M !. O'Bryen, L. G. Schofield, W. W. Mitchell and the writer consti- tuted the first board of directors and at the first meeting of this body, held on September 12, 1906, W. C. Blackburn was chosen as president. M. S. Smith was elected vice-president, L. G. Scho- field secretary and treasurer, and Victor M. Reid assistant secretary.
On November 5th following the or- ganization of the board of directors, the condemnation proceedings by which the right of way was acquired was instituted in the Circuit court, and on November 29th the petition then on file was pre- sented to Judge Nat. M. Shelton at Ma- con, Mo., when Judge John Byrum, of Lentner, Ed. C. Shain, of Clarence, and R. D. Goodwin, of Emden, were ap- pointed as commissioners to assess the damage sustained hy the various parties over whose land the railway had been located, and with whom no settlement had been effected. It is just to say that several parties whose land was thus taken either donated it or agreed to ro- ceive such compensation as the company had offered to pay.
The actual construction of the road began at once and was prosecuted throughout the year 1907. In the earlier stages of this venture the skies were bright and many prophesied that it would be complete by midsummer, but
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as obstacles were encountered one after another, the difficulties of railway build- ing became apparent. With the gloomy skies of autumn many prophets of dis- aster came upon the scene and it was freely predicted that the scheme would fail entirely.
It was at this point, however, that the constructive ability of some of the spon- sors of this project was made known. There were those among its promoters who proved themselves able to cope with difficulties and to bring success out of what seemed like certain defeat. It is not the purpose of this narrative to make comparisons or to celebrate the prowess of any of these. There are none, how- ever, but that will accord to Joseph F. Doyle a proper share of credit for his courageons and efficient work in the com- pletion of this undertaking. Having sold his newspaper interests at Shelbyville, he was requested by the officers and oth- ers interested to assist in the work of completion, so that the road would be in operation by December 30, 1907. It was necessary that this result be had, as sev- eral thousand dollars had been pledged in bonus subscriptions and all these were made payable in the event that the road be constructed and in operation by this date. Owing to unforeseen difficulties the work had lagged during the summer so that in the early autumn it was seen that it would require unusual effort to complete it in the time desired. But the help of Mr. Doyle was secured at the critical moment and he proved conelu- sively that opportunity and necessity are large factors in the development of men. His energy and executive ability produced marvellons results. He with President Blackburn were unremitting
in pushing matters and they were aided by public-spirited men who admired the pluck and constancy of those in charge, so that after many trials and privations the last spike was driven, and on Decem- ber 28, 1907, the first passenger train steamed from Shelbina to Shelbyville, and the Shelby County Railway took its place among the common carriers of the state.
Since that time a majority of the origi- nal stockholders have sold their shares to Louis B. Houek, of Cape Girardeau, and it is now being successfully operated by the corporation, in which he holds a controlling interest. It is to be hoped that it will soon form a part of a north and south railway, which is needed by this section of the state.
It is worthy of note that Charles B. Ford, who was chosen as conductor and traffic manager at the beginning, is still in the same position, where he has earned a reputation for efficiency and integrity that is much to his eredit. William C. Blackburn, the faithful and conscientious president of the company, perhaps con- tributed more than he intended in vital energy. His death has occurred sinee the completion of the road and the anx- iety ineident to such an undertaking doubtless impaired his strength and hastened the time of his departure. Some day he with the others who bore the weight and strain of this achieve- ment will receive the candid approval of those who appreciate the efforts of men who dared to solve the problems of onr complex civilization. A great thinker has said that he who eauses two blades of grass to grow where only one for- merly grew is a benefactor to his race. Grasping the idea behind this sentence
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and applying it to the work of those who improve the conditions of humanity by the labor of hands or brain, it is just to say that their works shall follow them and that they shall receive the reward of men who tried.
VERNON L. DRAIN.
THE NORTH MISSOURI INTERURBAN.
For many months the people of north- east Missouri have been familiar with an interesting drawing which has been posted extensively in public places. This chawing, the work of J. E. Sayler, a school teacher of Macon county, gives a "birdseye" view of the district, showing all the principal towns and railroads and particularly The Hannibal & North Mis- souri Railroad, which is duly chartered and at this writing is in course of con- strnetion between Palmyra, in Marion county, and La Plata, in Macon county. This road will touch some of the finest farming and grazing land in Missouri, and serve a large scope of country now remote from any railroad.
There is an interesting historical fea- ture in connection with this noteworthy enterprise. William Muldrow, one of the early citizens of north Missouri, is said to be the character from which "Mark Twain" conceived his "Colonel Sellers," who stalks so triumphantly through the pages of "The Gilded Age." Those who have read the book in the long ago will recall the always optimistic and far- reaching Colonel Sellers, although they may have forgotten all else between its covers.
Not only did "Mark Twain" find in Major Muldrow riel material for his noted book, but Charles Dickens nses him as "General Scodder," the smoothi-
tongued sponsor for "Eden," in "Mar- tin Chuzzlewitt."
Muldrow was the pioneer land boomer and promoter of this section. His only misfortune was that he was about half a century ahead of his time. Now his great dreams have and are working out. He it was who saw the virgin possibilities of a great transcontinental railroad system, linking the two oceans, and it is said his Missouri survey was along the identical lines now under construction by the In- terurban people. To Muldrow belongs the credit of having invented a plow that was so satisfactory as a prairie breaker that it was generally adopted by the early day farmers who had to go against the then stubborn prairie soil of north- ern Missouri. This plow, when drawn by several yoke of oxen, would turn up an immense amount of sod. It left a broad, clean furrow that could be distin- guished for a long ways. Many of the Missouri patriarchs tell it as a solemn fact that Muldrow drove a plow of this character along the trail of his proposed railroad from Palmyra through " Phila- delphia," "New York" and westward, and they insist that it was as practical a "survey" as could have been made by a corpse of skilled engineers with a wagon load of instruments.
"Marion City," Muldrow's future great town on the Mississippi, was six miles east of Palmyra. He succeeded in interesting a number of wealthy capital- ists, and the place built rapidly. It was there Charles Dickens found his scene for "Eden," doubtless giving it that name because of the wonderfully fasci- nating advertising by Muldrow and his fellow townsite boomers. The original name of the place was "Green's Land-
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ing." Muldrow evinced good judgment in the change of name, and but for the disastrous flood that swept it away Marion City might have been today the town of Marion county.
Following Marion City came "Phila- delphia," in Marion county, and "New York," in Shelby, names chosen with an eye to the future possibilities. Marion College was established at "Philadel- phia" and it became quite a thriving place.
Muldrow was called a dreamer, a vis- ionary, a man of impractical ideas, but history has shown that his energy was in the right direction. His dreams are working ont. The state is filled with fine schools and colleges; factories are springing up and railroads invading all sections. The Interurban will work out his most important dream, and prove that he was traveling on the solid ground of expediency when he as "Colonel Sell- ers" was illustrating to his wife Polly the way the road would run, using combs, inkstands, salt cellars and other homely articles of household necessity to fix the towns in her mind.
The North Missouri Interurban will be a monument to the enterprising farmers and business men throughout the terri- tory it will serve. Henry Funk, who op- crates the Farm of the Big Meadows on Salt river, and some men of his kind, saw the urgent need of a first-class rail- road for the producer between the Bur- lington's main line and the Quincy, Omaha & Kansas City Railroad. The original purpose was to acquire the short line between Shelbina and Shelbyville and to extend it to Leonard or Cherry Box, and further. After investigation it was found that plan was not feasible.
In the meantime a campaign of educa- tion had been going on; farmers were interestedly discussing the matter; all wanted a railroad ; had to have one. The question was how? Mr. Funk, who had met a number of similar situations in states east of Missouri, took the stump and began his campaign of education. His plan now was to construct a line from the Mississippi river to some im- portant point in the interior of the state. It was while talking with the farmers and old citizens about Pahnyra and east of there he learned of Promoter Mul- drow's railroad scheme. Investigation convinced him the "survey" was a good one; that it struck a country literally flowing with the good things of earth, and many places admirably adapted for the establishment of thrifty towns. So he rolled up his sleeves and went out among the people, just as he had done in other states where they needed a quick and sure means of transportation for passengers, produce and live stock. He inaugurated a campaign like Governor Bob Stewart did over fifty years ago when the question of building the Han- nibal & St. Joe road was up. There was opposition to Mr. Funk's enterprise, just as there was to Bob Stewart's. But the organizer of the Interurban was persist- ent. He didn't know what it meant to be discouraged. Of course it was a big un- dertaking. A large number of people over a wide area had to be met, and talked into friendliness for his plan. While all wanted a railroad they were not all agreed as to how to get it. It was Mr. Funk's mission to unite them on a method-to enthuse them for the plan. Some thought at first he had po- litical aspirations; that there was some-
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thing behind his persistent talk of rail- road, railroad, always railroad. By and by they became convinced that he wasn't going to give-that a road was going to be built. Here and there whole com- munities fell in line, eager to help along the work. There was a showing made that satisfied the people a road would be built, that it would tap virgin soil for operation and become a paying enter- prise from the start.
When the plan began to assume shape Mr. Funk was assisted by Captain F. W. Latimer, an experienced promoter of Illinois. The two men have been con- stantly over the district, working un- ceasingly. The company received abso- lutely free right-of-way and yard sites in many places. Where discouraging con- ditions first existed, the glad hand is now extended. Some twenty organiza- tions were formed and a generous sum of money has been subscribed. The amount was attractive enough to indnce the large M. C. Connors & Co. Construc- tion Company, of Chicago, to close a contract for grading from Palmyra to Philadelphia, fourteen miles. Other blocks of contracts have been let as far as Bethel, and at this writing over half of the yardage work is completed he- tween Palmyra and the last named town. Ties have been honght and scattered along the track : steel rails have been con- tracted, and work is being pushed just as hard as weather conditions will permit.
The name of Hannibal appears in the charter, but it is not at all certain the road will go there. The support prom- ised by that town did not materialize as strongly as was hoped. Requests have been made that there be no further effort
to dispose of stock .there. As this is being written word comes from Quincy that the business men there are showing considerable interest in the enterprise, and that they will make a strong effort to have the line run there direct from Palmyra. The plan includes the large and thriving city of Kirksville as the western terminal. With these two pros- perous and growing cities as starting points, and a rich agricultural and stock raising country to traverse, the Inter- urban will begin life under most aus- picions circumstances.
The road will be of standard gauge and operate regular freight and passen- ger trains. Electricity will be the motive power. Trains will be run for the ar- commodation of the people. That means they will make frequent stops, and there will be several trains daily each way.
The men in charge of the road have recently submitted a report to the Com- mercial Association of Palmyra. This shows the amount of money paid ont in gross on construction, and the sum paid by the citizens of Palmyra, Philadelphia and Bethel :
Total money actually paid by Hanni- bal & Northern Missouri Railroad Com- pany np to December 28, 1910, for con- struction only :
For work between Palmyra
Je. and Philadelphia, Mo. .. $26,606.44 For work between Philadel- phia and Bethel, Mo. 15,454.05
Total $42,050.49
Note .- This ineludes engineers and material, but is exclusive of all other expenses, such as railroad fare, office
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expenses (rent, stenographer, stamps, supplies, etc.), livery, hotel bills and all other incidental expense.
Total money actually paid to Hannibal & Northern Missouri Railroad Company by citizens as below designed-up to and including December 28, 1910:
Citizens of Palmyra, Mo. $ 1,477.75
Citizens of Philadelphia 7,570.00
Citizens of Bethel Mo. 12,700.00
Total $21,747.75 Balance in favor of Railroad
Company, construction only.$20,302.74 CHIEF PURSUITS AND SURPLUS PRODUCTS.
Shelby county, generally speaking, is an agrienltural and live stock county. The principal crops raised in the county are corn, wheat, oats, timothy and elover. Yet the county produces some alfalfa and other varieties of small grain. The county is well adapted for grazing and the soil produces blue grass that equals,. amount received in 1904. if not surpasses, the famous blue grass of Kentucky. The chief live stock prod- ucts are horses, mules, cattle, hogs, sheep, goats and poultry of all kinds. There are 514 square miles of land sur- face, which equals 328,960 acres. Of this amount of land 250,000 acres are sub- ject to plow. The farms average 120 acres and are actually worth $16,000,000.
Shelby county exports large quantities of grain and immense shipments of live
stock annually, besides other farm prod- nets. And in order that the reader may have some idea of the value of these prodnets, we quote from the labor com- missioner's report of the state the fol- lowing figures :
In 1902 the aggregate value of all com- modities, computed at prevailing prices, and which represented the county's sur- plus products, amounted to $922,535. The county excelled all others in the state in the shipment of timothy seed that year.
In 1903 the value of all commodities exported amonnted to the vast sum of $1,432,654.26.
In 1904 the total value of exports amounted to $1,796,298.11, an increase of $363,643.85 over the value of the sur- plus products shipped from the county during the year 1903.
In 1905 the value of all products ex- ported amounted to $1,916,298.11, being an increase of $120,347.78 over the
1906 showed an aggregrate value of all commodities of $2,709,151.
In 1907 the value of exports from the county was $2,734,062, which was a ban- ner year.
In 1908 there was a slight falling off. the total value amounting to $2,564,006. But the county has steadily increased her exports since that time until today she stands in the front rank of the agri- cultural counties of the entire state.
CHAPTER XI.
GOVERNMENT SURVEYS-ORIGINAL TOWNSHIPS-COUNTY AND TOWNSHIP SYSTEMS- ORGANIZATION OF TOWNSHIPS-MUNICIPAL TOWNSHIPS OF SHELBY COUNTY-TIGER FORK TOWNSHIP-SALT RIVER TOWNSHIP-CLAY TOWNSHIP-TAYLOR TOWNSHIP -BETHEL TOWNSHIP-JEFFERSON TOWNSHIP-BLACK CREEK TOWNSHIP- NORTH RIVER TOWNSHIP-LENTNER TOWNSHIP.
GOVERNMENT SURVEYS.
No person can intelligently know the history of a country without a definite and clear understanding as to its geog- raphy and in order to have a clear and correct idea of the geography of Shelby connty, in defining different localities and locations of land, we will insert the plan of government surveys as given in Mr. E. O. Hickman's property map of Jackson county, Missouri. Previons to the formation of our present govern- ment the eastern portion of North Amer- ica consisted of a number of British colonies, the territory of which was granted in large tracts to British noble- men. By treaty of 1783 these tracts were acknowledged as valid by the colo- nies. After the Revolutionary War, when these colonies were acknowledged as independent states, all public domain within their boundaries was acknowl- edged to be the property of the colony within the bounds of which said domain was situated.
"Virginia claimed all the Northwest- ern territory, including what is now known as Wisconsin, Michigan, Ohio, Kentucky, Indiana and Illinois. After a meeting of the representatives of the
various states to form a Union, Virginia ceded the Northwest territory to the United States goverment. This took place in 1784; then all this Northwest territory became government land. It comprised all south of the lakes and east of the Mississippi river, and north and west of the states having definite boun- dary lines.
"This territory had been known as New France, and had been ceded by France to England in 1768. In the year 1803 Napoleon Bonaparte sold to the United States all territory west of the Mississippi and north of Mexico, extend- ing to the Rocky mountains.
"While the public domain was the property of the colonies, it was disposed of as follows: Each individual caused the tract he desired to purchase to be surveyed and platted. A copy of the survey was then filed with the register of lands, when, by paying into the state or colonial treasury an agreed price, the purchaser received a patent for the land. This method of disposing of public lands made lawsuits numerous, owing to the different surveys often including the same ground. To avoid the difficulties and effect a general measurement of the
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territories, the United States adopted the present mode or system of land surveys."
ORIGINAL TOWNSHIPS.
Before going farther, we think it will be wise, as we later enter upon the his- tory in townships, to give some history of county and township system and the government surveys, which are im- portant, as much depends in business and civil transactions upon county lim- its and organizations.
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