USA > Missouri > Clay County > History of Clay County, Missouri > Part 16
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The period of the Civil War was not a favorable one for undisturbed medical reflection. But the Clay County Medical Society was not for- gotten on the tented field, or within the crude hospitals of the dread con- flict. And, when it was over, meetings were resumed, and re-organiza- tion perfected. Experiences in war-surgery were adapted to the restora- tion of civilian accidents, and the progress of "medical invention and discovery halted not, in its trend onward and upward."
Membership and enthusiasm are the chief essentials to the success of any medical organization. There are times, when both are hard to maintain, hence there were intervals when attendance upon, and inter- est in the meetings languished .- but never died. Speaking of this to one of our older members some months ago, he said:
"There was a time, when I was president, secretary, general man- ager, and quorum of this thing, and we did business right along." Spirit of that sort will live forever!
The writer has watched the proceedings of this society for over a quarter of a century, which probably accounts for the many words in this article in its behalf. The secretary is considered the man at the throttle, whether justly so or not, I cannot say. Among the secretaries of the society who should go down in history, I may mention Dr. John H. Rothwell, of Liberty, who served for many faithful years. Not only did he bear the shortcomings of the membership, if there were any, but he also bore the expenses . . Then came Dr. J. F. Matthews, also of Liberty, who did the same thing for two decades, more or less. Dr. Matthews became honored with the presidency of the State Board of Health, and soon was loaded "to the guards" with war work, which compelled him to practically surrender his practice, in the service of his country. The only apparent reason for a change of secretaries, when the writer was elected, some six years ago, was the humane desire to shift the burden to new, if not younger shoulders.
When the serenity of "Old Glory" was menaced by the threat of a dangerous foe, the Clay County Medical Society sprang to arms as one man! Sometimes it takes war to show the stuff of which the civilian is
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made. "Every man a volunteer" became the slogan of the Clay County medical profession. The true M. D. does not need conscription when duty calls. I consider it an honor to name the following participants in the recent unparalleled war. Would that a better historian than I might have this privilege !
Dr. George M. Dagg, of North Kansas City, served during the entire war, was decorated with the Croix de Guerre and medals for distinguished service. Dr. Burton Maltby, of Liberty, participated in the surgery of the awful conflict, and won medals for bravery in America's cause. Dr. H. O. Leinhardt, of North Kansas City, one of the first to enlist, rendered efficient service. Dr. John F. Grace, after intensive training, embarked, and did not come back "till it was over, over there." Excelsior Springs is proud of Dr. Grace. Dr. Roy H. Milligan, of Kearney, was one of the brave young men, who locked his office, without a word, and risked his life for America, in the American Expeditionary Forces, now famous.
None the less patriotic, and none the less deserving of our country's gratitude, were the boys who were ready to sail when the armistice was flashed over the wires:
With the rank of captain, Dr. J. E. Musgrave trained in Fort Riley. and Camp Pike; Dr. Young D. Craven, at Leavenworth and Camp Dix; Dr O. C. O'kell at Leavenworth and Camp Zachary Taylor; Dr. J. Ed. Baird, at Camp Oglethorpe; Dr. E. L. Parker, at Fort Riley ; Lieutenant Dr. Andrew Grace trained at Fort Riley, and served regular at Salt Lake University; Dr. Roy W. Prather at Fort Riley-all the above from Ex- celsior Springs.
From Smithville, Dr. E. C. Hill took intensive training at Camp Kearney; Dr. Howard Calvert, ready at his country's call, trained at Fort Riley; Dr. S. R. McCracken, then a senior medical student, joined the medical reserve corps, and was transferred to an army medical train- ing school; was on duty when the armistice was signed. Dr. George A. McCulloch trained at Fort Riley, from Excelsior Springs. And last but not least, Dr. G. P. Alton, of Gashland, served in the medical corps, with honors, until the close of the war.
As may be imagined, the drain upon medical service in the well- populated areas was heavy, and the men, women, and children at home, were faced with a shortage of physicians. And the healthful climate of Clay County became saturated with the deadly germs of influenza.
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The entire population was in danger. Thousands were stricken. It was then that the true physician battled, even beyond his strength. Gray heads and pudgy forms were traversing the country roads day and night, because duty demanded. These men were patriots as well:
At Excelsior Springs-Dr. T. N. Bogart, Dr. J. T. Rice, Dr. S. D. Henry, Dr. W. J. James, Dr. C. H. Suddarth, Dr. J. A. Hodam, Dr. S. R. Keith, Dr. M. D. L. Isley, Dr. E. Lowrey, Dr. W. S. Wallace, Dr. D. T. Polk, Dr. H. J. Clark, Dr. R. E. Montgomery, Dr. J. J. Gaines.
At Liberty-Dr. E. H. Miller, in addition to his practice, was presi- dent of the Medical Advisory Board; Dr. J. H. Rothwell, Dr. R. E. Sevier, members of Advisory Board; Dr. W. H. Goodson, Dr. W. L. Wysong, and Dr. W. N. Cuthbertson, who served continuously on the "Local Board" during the entire war period.
At Holt-Dr. H. L. Tadlock; at Nashua, Dr. E. E. Peterson; at Smith- ville, Dr. J. F. Rupe, Dr. Wicker and Dr. R. J. Woods; at North Kansas City, Dr. H. M. Dagg, and I must acknowledge here, that if I have omitted any name, it has been solely because of my limited capacity, in obtaining data.
It remains to further illustrate the completeness of the Clay County Medical Society's war organization, for me to give the personnel of the Auxuliary Medical Defense Committee :
In Excelsior Springs-Drs. H. J. Clark, E. C. Robichaux, Dr. J. E. Baird, J. T. Rice, J. J. Gaines, C. H. Suddarth. In Liberty-Drs. E. H. Miller, J. H. Rothwell, R. E. Sevier, W. H. Goodson, and W. N. Cuthbert- son ; F. H. Matthews. In Kearney-Drs. Rowell and J. W. Epler.
Many of the above quota of Medical Defense men and members of the Volunteer Medical Service Corps, held from one to four positions on the various war boards, without a single slacker or drafted man.
The necrology of the Clay County Medical Society must not be omitted in a history of this character. These men still live in the memo- ries of their successors: Drs. J. M. Allen, M. A. Ashley, A. C. Major, R. E. Montgomery, A. C. Donovan, and J. T. Rice-these in the more re- cent years. May we open the door on the more remote past? Dr. W. J. Yates, Kearney ; Dr. S. N. Denham, Kearney ; Dr. W. Porterfield, Kearney ; Dr. Y. Pinkston, Missouri City; Dr. J. L. Mizener, Smithville, Dr. Jones, Barry; Dr. Marsh, Liberty; Dr. Samuel Sheetz, of Greenville, and Drs. Posey, Chapman and Harrison, of Missouri City, must not be omitted
.
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. .. The white marble shafts will ever point heavenward over these men who are not dead! Merely absent in discharge of duty.
Doctor J. M. Allen. For seventy-seven years, an active, pulsating figure in the profession of medicine. Courageous to the last, handsome of face. splendid of figure, towering in character, would that this poor pen could add one scintilla to the memory of his excellence! How many owe their lives to his dauntless energy and skill! How many of his students owe their successful lives to inspiration of contact with him! The writer acknowledges both . . . And it is on personal responsibility that we assert that Dr. J. M. Allen did more to elevate the profession of medicine, and more for the Clay County Medical Society than any man of his time! He sought positions of high character, lived up to them to the letter . . . And his memory will never die-those who knew and loved him number many thousands . . . I cannot say more.
The present membership of the Clay County Medical Association is made up of thirty-nine participating physicians. The official roster for 1920 is, president, Dr. R. H. Milligan ; vice-president, Dr. W. H. Goodson : secretary-treasurer, Dr. J. J. Gaines; censors, Drs. Burton Maltby, W. J. James, and W. H. Goodson. The meetings are held monthly, alternating between Liberty and Excelsior Springs, the last Monday evening in each month.
All of the illustrious founders of the society, have passed into that peaceful realm, where the foes of human happiness no longer defy them . .. But. sometimes, when the lights burn low in the council chamber, from out of the shadows and the silence. beloved faces, and strangely- familiar voices seem to emanate, and to add an indescribable sweetness to the hour.
CHAPTER XIX
ROAD BUILDING.
NEED OF GOOD ROADS- MOVEMENT H. CLAY COUNTY IN 1916 -- $1,250,000.00 BONDS VOTED-WORK DELAYED BY WORLD WAR-COL. E. M. STAYTON IN CHARGE -WORK ACCOMPLISHED AND IN PROGRESS-HOW THE FEDERAL GOVERN- MENT AND STATE COOPERATES IN GOOD ROADS BUILDING
How true it is that no one needs good roads quite so badly as the progressive and up-to-date farmer. The up-hill and muddy roads fall heavily on him; and the longer the distances he must haul his produce and his supplies over bad roads, the heavier and more grievous the bur- den. Better roads makes increase in land values, and invite the very best class of citizenship. The best of farming calls for quick and cheap transportation; the people of enterprise must have schools and churches that are easily accessible; the people of this day and generation are gre- garious and social, and demand good roal facilities so that the country residents will not be hampered in social intercourse and enjoyment. Scarcely a family in Clay County is without an automobile, and trucks for the transportation of the products of the farms to markets are in- creasing in numbers. It is a rare occurrance to see a vehicle drawn by horses upon our publie roads. Old Dobbin has practically been relegated to simple labor in fields at home. The people of Clay County, in the spring of 1916, held meetings in various parts of the county to get an expression of the people as to their views as to a proper time to commence the building of rock or turnpike roads in the county, and if then was the right time, how much money would they be willing should be expended for that purpose. A government official gave an estimate of $1,250,000.
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From the concensus of opinion thus obtained, it was believed that the people would willingly vote over $1,000,000 for such kinds of roads to be built in the county.
On June 26, 1916, an election was held, and the people, by an over- whelming majority, voted bonds to the amount of $1,250,000, be issued to erect turnpike roads in different parts of the county. Soon the World War was declared and plans for the construction of the roads were de- layed. As soon, however, as the armistice was signed, and our soldiers had returned to their homes, the county court employed as chief en- gineer of the roads to be built, Col. E. M. Stayton, of Jackson County, a colonel of engineers in France, with our army of occupation; no more capable man could have been found in the State. For more than a year up to August 1920, Col. Stayton and his assistants have graded a large part of the roads to be built, and also aided by the efficient and worthy county engineer and surveyor, Earl Denny, the roads thus far graded, will be completed during the year 1921. As the work progresses, the state and government contribute to the end in view. Already the county has received from this source $54,357.58, and as the work goes on, so the state and government contribute stated stipends, and will continue to make the contributions until really the roads are completed. The time is not far distant when Clay County will have the best system of roads in the state. All that is needed for full and ample transportation, quick and serviceable, is the completion of these roads, which, coupled with the service of the Kansas City, Clay County and St. Joseph Railroad, an electric road now doing an immense business between Kansas City, Lib- erty and Excelsior Springs, and Kansas City and St. Joseph, is all that is needed to make Clay County the most desirable location in the State for agricultural and other pursuits.
In spite of the delays incident to the prosecution of the greatest wars; in the face of strikes which have crippled the transportation sys- tems of the country and reduced the output of necessary materials of construction to a degree unprecedented in the history of the nation, the program of co-operative highway construction, laid down in 1916, has been adhered to and the results which have been obtained thus far stamp the plan as an unqualified success.
One of the earliest and most far-reaching results, directly attribut- able to the federal aid act, was the creation of adequate state highway
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departments in seventeen states, which previously had either no state department at all or which had departments insufficiently equipped to perform necessary functions. In one year, after the passage of the act, more constructive state highway legislation was placed upon the statute books than had ever before been enacted in the history of the country in a similar period, and a condition was brought about which otherwise would not have been reached in five or ten years. This legislative activity was a direct consequence of the conditions imposed upon the states by the federal aid act.
The insistence of the government upon the construction of federal aid roads under the supervision of engineers of the state departments has resulted in the placing of more and more of the road work of the country under skilled supervision. In 1915, the year before the federal aid act was passed, only 30 per cent of the expenditure for roads and bridges built in the United States were expended under the supervision of state highway departments. This year the state departments will ex- ercise control over fully 80 per cent of the large sums that will be spent for road construction.
In 1915 the total expenditure for roads and bridges by all the states and local governments was only $287,000,000. This year it is estimated that the funds available for main road construction are approximately $633,000,000. The willingness of the public to appropriate these greatly increased sums is largely traceable to the confidence which has been in- spired by the creation and strengthening of the state highway depart- ments, the immediate cause of which was the federal aid act.
The manner in which the large sums of federal money have been apportioned among the states is an accomplishment which has seldom been referred to, but it should be, nevertheless, a source of gratification to all the agencies which have co-operated in the work. In all, the sum of $266,750,000 has been divided among forty-eight states to the entire satisfaction of all interests involved, and without the slightest sugges- tion of impropriety or the least suspicion of favoritism.
The actual road operations under the act thus far involve the ap- proval of projects the aggregate length of which would span the distance between New York and San Francisco nine times, and the estimated cost of which is greater than that of the Panama canal. Under construc- tion at the present time there are 15,944 miles of road, equivalent in
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length to five roads from the Atlantic to the Pacific; and the equivalent of 5,500 miles of road has been completed.
Sixty per cent of the total allotment of federal funds which has been approved to date will be spent for roads of such durable type as bituminous concrete, Portland cement, concrete and vitrified brick; and these roads when they are built will increase by 7,600 miles the total of 14,400 miles of roads of the class which existed in the whole United States the year before the enactment of the federal aid law.
In their contract with the government the states have given assur- ance that every mile of road constructed will be properly maintained; in fact, the requirements of the federal aid act have been directly re- sponsible for the enactment of laws in a number of states providing spe- cifically for the maintenance of all roads constructed, whether with or without federal aid.
Under the law the secretary of agriculture is charged with the ad- ministration of the provisions of the federal aid act. He in turn has delegated the duty of caring for the details of administration to the bureau of public roads. This bureau was at the time of the passage of the act, and is now, in closer touch with the highway situation and re- quirements of the country as a whole than any other agency in the United States. Under any other agency federal operation would have been delayed to permit of the acquisition of necessary preliminary data, which the bureau of public roads had at hand, ready to utilize without delay.
The organization under the chief of the bureau of public roads, which cares for the details of the administration of federal aid funds, consists of a headquarters force headed by the chief engineer in the Washington office, and thirteen district engineers in charge of the work in thirteen groups of states. The districts vary in size. One embraces only one state, California; others include four or five states; the largest one includes eight states. The district engineers are assisted by a num- ber of engineers who have supervision over sections of the district work. Where the work is sufficiently heavy to warrant it, one or more resident engineers have been placed in a state. In other districts, men are as- signed by the district engineer to cover special states, but do not have headquarters in those states. These men are authorized to approve slight changes in plans which become necessary as the work progresses, such
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as changes in the size of waterways, location of culverts, slight changes in grade and alignment, and even more important changes, providing they do not involve the government in additional expense. By thus making it possible to effect minor engineering adjustments on the ground, a great deal of time is saved, which would be lost if it were necessary to refer such matters to Washington.
The federal aid act requires that projects for federal aid be initiated by the states. As the first step, a statement is forwarded to the dis- trict engineer in authority, announcing, in effect, that the state pro- poses to build a piece of road of a certain type and length in a certain location. This statement is known as the project statement, and it is always accompanied by an approximate estimate of the cost of the pro- posed construction. The project statement is examined by the district engineer with the purpose of determining whether the project complies with the federal aid road act. If, in his opinion it does, he forwards the statement to the Washington office with his recommendation. It is there examined by the chief engineer and his assistants, and, if the chief engineer concurs in the recommendation of the district engineer, the project is placed before the secretary of agriculture by the chief of the bureau, with the recommendation of the bureau, for his approval.
Until the secretary has signified that the United States will co- operate, no further action is taken by the state. If the secretary ap- proves, the state is so notified, and it then proceeds to prepare detailed plans, specifications and estimates for the work. According to recent reports over half of the projects handled are passed by the district offices in an average of five days. Greater delay at this stage is generally due to the necessity for careful investigation to determine whether the road proposed is of sufficient importance to warrant the expenditure of fed- eral money upon it. When these doubtful points are cleared up the prompt passage of the project to approval by the secretary is practically assured, as is shown by the fact that 90 per cent of all projects received at Washington are passed by the bureau in an average of four days.
After the plans and specifications have been prepared by the states they are submitted to the district engineers, together with a revised esti- mate of cost based on the carefully computed quantities of work to be done. A representative of the district engineer, either the federal en- gineer resident in the state or one especially assigned, makes an inspec- tion of the site of the proposed work, and on this inspection the district
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engineer bases his recommendation for approval or disapproval of the plans. Very frequently the federal engineer does not wait until the plans are completed, but goes, over the road to be built with the state engineer, pencil profile in hand, and he is often able in this way to suggest changes in the plans as contemplated which facilitate their approval when they are completed.
As soon as the plans, specifications and estimates are recommended for approval by the district engineer the state may advertise for bids and let the contract. There may be minor adjustments and changes to be made in the plans before they are finally approved by the secretary, but generally speaking the states do not wait for all these matters to be cleared up before they initiate work on the project. The records of the bureau of public roads show that the plans, specifications and estimates for over half of the projects are passed through the district offices in an average of five and one-half days and about 90 per cent receive the ap- proval of the chief engineer in three and one-half days. Delays at this stage of the project are generally due to difference of judgment which are serious enough to be given special consideration.
After the plans, specifications, and estimates have been approved, the co-operation of the government is practically assured. The signing of the formal project agreement follows in due course, but it is not necessary that the work be delayed pending this formality. The au- thority granted by the secretary to proceed with construction before the formal completion of the agreement has practically removed all cause for criticism of the government on the ground of delay.
To cover the cost of administrative work of the government, an amount not to exceed 3 per cent of the total appropriation for federal aid is reserved. As the total cost of federal aid projects is more than twice the amount of the federal aid apportionment to them, the ad- ministrative allowance is really less than 11% per cent of the total cost of the roads constructed.
Up to June 30, 1920, 2,985 projects involving a total of 29,319.3 miles of road had been approved by the secretary of agriculture. The prelimi- nary estimate of the cost of these projects is $384,916,819.53, of which $163,841,503.93 will be approved as federal aid. On the same date 2,116 projects, representing approximately 15,944 miles, had either been com- pleted or were under construction. The estimated total cost of these projects in various stages of construction and completion is $200,000,000.
CHAPTER XX
DAUGHTERS OF THE AMERICAN REVOLUTION.
ALEXANDER DONIPHAN CHAPTER.
By Mrs. Robert S. Withers.
OBJECT-ORGANIZED IN 1909-COL. ALEXANDER DONIPHAN-ACTIVITIES-MEM- BERS HONORED BY STATE ORGANIZATION-WORLD WAR WORK-ACTIVE RESIDENT MEMBERS-NON-RESIDENT MEMBERS-TRANSFERRED TO OTHER CHAPTERS-WITHDRAWN-DECEASED.
Alexander Doniphan Chapter, Daughters of the American Revolu- tion, an organization devoted exclusively to patriotic and historical in- terests, was formed in Liberty on March 6, 1909, receiving from the Na- tional Society D. A. R. the chapter number of 848. In choosing a name, the charter members honored Col. Alexander Doniphan, who was a resi- dent of Liberty at the time of the Mexican War and who led a regiment of Missouri volunteers in a victorious expedition to Old Mexico in 1846- 1847, bringing fame to himself and to his men.
The activities of the chapter have been three-fold. Americaniza- tion work has been carried on by encouraging students at William Jewell College, Liberty Ladies' College (before it burned) and the High School to give special effort to work in American History, in essay contests for gold medals.
Historical interest has led to the collecting and compiling of much
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valuable county history data. To aid in this work pioneers of the county were persuaded to write articles dealing with conditions and life in the county's youth. In 1912, Mr. Dan Carpenter, who came to Clay County in 1845 at the age of twenty years, wrote a series on the churches, the schools, the mills, the cemeteries, the social customs and the homes of Clay County. These articles were published in the Liberty Tribune.
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