History of Cooper County, Missouri, Part 8

Author: Johnson, William Foreman, b. 1861
Publication date: 1919
Publisher: Topeka : Historical Pub. Co.
Number of Pages: 1464

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The expedition was highly successful, and the men returned in Jan- uary, 1822. William Becknell became the founder of the phenomenal Santa Fe Trail, of which Franklin, for a number of years, was the thriv- ing center. But, alas, for more than 80 years the treacherous waters of the Missouri have eddied the shifting sands of the treacherous stream and have covered the places where the restless, indomitable and adven- turous early settlers met and jostled, traded and trafficked, fitted and equipped the caravans for the great trade of the wilderness; and who on their return from successful trips, boasted of exploits and adventures, and displayed the evidences of their prosperity and wealth.

Boonville Becomes Active Mart .- A few years after 1826, the year in which the waters of the turbulent Missouri commenced encroaching upon the beautiful city of Franklin, Boonville assumed its dominant posi- tion on the Santa Fe trail. Steamboats began to land in increasing num- bers along the river front, especially at the foot of what is now Main street, and there continued for years a wonderful activity.

The hum of activity ; the loud and strident voices of mates, frequently punctured with oaths as they drove the stevedores to greater activity ; the monotonous songs of the negroes chanting the river melodies, as they strove, heaved and perspired; the long line of prairie schooners with teams of patient, plodding oxen loading for the great trail of the wilder- ness; the flare of the torches at night reflected in the waters; and the indescribable grace of the steamboat as she gently pressed the wharf and lowered her gang-plank and the hurly-burly; the passengers crowd- ing the rail eagerly gazing on the shore scene, or with sparkling eyes ready to pass the gang-plank; all are now but sweet memories of halcyon days, obscured by the sands of more than half a century.

Use of Oxen .- Experience demonstrated along about 1821 that oxen were better adapted to the Santa Fe trail than mules, and from this time on the oxen were more generally used than the mules.

When oxen were used, the day was divided usually into two drives of six or eight miles each day. As soon as early dawn approached, the first drive started and its termination was in a measure decided by the most favorable camping place where grass and water were to be found in plenty. About midday the wagons were corralcd and the cattle were given food. In very hot weather the afternoon drive was not ordered

HISTORY OF COOPER COUNTY

until about three or four o'clock in the afternoon. On such days the drive continued until nine or ten o'clock at night. When the oxen were unyoked, they were turned over to the night herder, who kept watch over them as they moved about seeking the best grass. As it was only necessary for the herder to keep track of the leader of the herd, one man could easily watch over as many as 300 or 400 head of oxen at night. In the herd on the trail, there developed, very soon after the start on the trail, one animal which all the others recognized as a leader. Wher- ever the leader of the herd went, the rest of the herd followed. The night herder always kept track of the leader, and frequently got off his mule, drove a peg in the ground to which he attached a long rope, that allowed the mule some range, rolled himself up in his blanket and went to sleep. Moreover, when the grass was scarce, the leader would wander about the plains, and all the herd would follow, thus requiring the night herder to follow and keep awake.

If the grass was plentiful the herd would often obtain a suthcient supply in three or four hours. and would then lie down until morning. At the first appearance of dawn, the night herder rounded up the oxen, and started for the corral. When in close proximity, he would shout "Roll out, roll out, roll out." This was the signal for the men to prepare breakfast and be ready to yoke up. When all was ready, each teamster answered, "All set." Then came the order, "Fall in." The second order, "Stretch out." Then with creaking yokes and rattling wheels, the train moved on with the dignified pace of oxen.

First Railroads .- The building of railroads in Missouri, commenced in 1859; this year marked the completion of the Hannibal & St. Joseph railroad, the first railway extending to the Missouri river. This sounded the death knell of steamboat traffic on the Missouri, and by the same token, there passed into the dimly remembered past, the trials and thrills of the Santa Fe trail.

The first rail of the first railroad built in the United States was laid on July 4, 1828, by Charles Carroll, who was at the time the only surviv- ing signer of the Declaration of Independence.

For a year or two, cars and coaches were drawn by horses, but after that the locomotive engine was introduced. Fifteen miles of this road had been completed by 1830. Other railroads had been planned, and in a few years were under construction, so that by 1850, a little more than 9,000 miles of railroad had been built in the United States.

Notwithstanding this progress in railroad building throughout the

HISTORY OF COOPER COUNTY

country, not one mile was constructed in Missouri until 1851. However, a peculiar road was started in 1849 or 1850, which extended to a point on the Missouri opposite Lexington, was operated by horse power, and its rails and cross ties were built entirely of timber. Missouri was fortunate in having great natural highways of commerce in the Mississippi and Mis- souri rivers and their tributaries. The steamboats then coming into gen- eral use made these natural highways all the more important and profit- able to Missouri by establishing connections not only with the outside world, but also between different parts of the state. Along the Mississippi and Missouri and their tributaries were thriving and prosperous towns, and these seemed well satisfied with the conditions, as they then existed. Eastern capitalists either were not able to take up railroad building in Missouri, or did not consider it to their advantage to do so. However, agitation for railroad building began as early as 1836. A railroad con- vention was held on April 30, of that year, at St. Louis. Delegates to the number of 59, representing 11 different counties, including Cooper, assembled at St. Louis at this time, and passed various resolutions in which the advantages of railroads were set forth.

It seems to us at this day, rather strange that they recommended two lines of railroads running out of St. Louis, one to Fayette, by way of St. Charles, Warrenton, Fulton and Columbia, for the purpose of opening up an agricultural region, the other to the valley of Bellvue in Washington County, with a branch to the Merrimac Iron Works in Crawford County, for the purpose of developing the mineral region.

Congress was also petitioned by this convention to grant 500,000 acres of public lands to encourage these enterprises, and it was also urged that the state of Missouri place its credit at the disposal of the companies that would undertake to build these roads.

Governor Boggs, in the fall of the same year, in his message to the Legislature, strongly urged a general system of railroad construction. Doubtless, inspired by this convention of railroad delegates, and the recommendation of the governor, the Legislature proceeded to incorporate, during the months of Jan. and Feb., 1836, at least 18 railroad com- panies whose aggregate capital stock amounted to about $7,875,000.

The early thirties were a period of general speculation throughout the United States, and the Missouri Legislature in granting franchises to rail- road companies so freely and generously, was only following the example of many other states. However, little progress was made, in railroad building by these companies, due doubtless, in a large part, to a panic in

HISTORY OF COOPER COUNTY

1837, and for 10 years thereafter, failing to do so, the public lost interest in railroad enterprises. The 500,000 acres of land granted by Congress to assist in internal improvements in Missouri, were divided among the various counties of the state, to be used in the construction of roads.

It was not until 1850 that the people again became interested in rail- road building. At this time the population of the state had increased to 682,044. This increase in population was not confined to the older settled portions of the state, that is along the Missouri and Mississippi Rivers, but also in the more inland sections. The country had recovered from the panic of 1837, and the spirit of enterprise was aroused throughout the country. St. Louis became roused. In 1850, her population was 80,081, and she was the leading manufacturing center in the Mississippi valley, but Chicago was rapidly gaining upon her.

Missouri was being roused. Governor King proposed to the legis- lature in his message in 1850, that the state should lend its credit to the railroad companies by issuing bonds, and lending them the money realized from the sale of these bonds. The companies were to pay an annual interest at the rate of six per cent. and to pay off the principal in 20 years.

On Feb. 22, 1851, a law was passed by the Legislature, granting aid to two railroad companies, the Hannibal & St. Joseph, and the Pacific. The first was granted $1,500,000, and the latter $2,000,000. The Hannibal & St. Joseph, which had been incorporated in 1846 was to build a road which would connect Hannibal, on the Mississippi, with St. Joseph, on the Missouri. The Pacific, which had been incorporated between 1847 and 1851, was to construct a road which would run from St. Louis to Jefferson City, and from thence to the western boundary of the state.

We shall follow the history of railroad building no further in the state of Missouri, save only where it directly affects Cooper county.

It was in the building of the Missouri Pacific railway, that Boonville, and Cooper county, in all probability, lost her great opportunity. Boon- ville had the advantage of water transportation, and was the most im- portant and most popular town or city in this section of the state, and some of its business men, though farsighted and prosperous, thought that any railroad coming west from St. Louis through a region of country sur- rounding Boonville, or within 20 or 30 miles of its proposed route, would naturally deflect from its course, and take in Boonville. Efforts to secure the road was not characterized by that activity and enthusiasm usually manifested by men who were attempting to avail themselves of an enter- prise, the success of which would greatly and grandly enure for the

HISTORY OF COOPER COUNTY

benefit of their town, and the speedy building up of its material interest, as well as the interest of the county.

The golden prize (the Missouri Pacific), with all its promised for the future, was really to be given to the Vine-clad city, upon certain condi- tions but, through the lukewarmness, indifference and tardiness of those who believed the Missouri Pacific road would come to Boonville whether solicited or not, it was bestowed upon another and far less pretentious raval and claimant. Had they acted upon the advice of the poet, who said :

"Shun delays, they breed remorse,"

they would have taken the instant "by the forward top", and would have had no cause for repentance and regret.

The citizens of Boonville had a meeting and instructed Dr. Wm. H. Trigg, one of their most wealthy and prominent business men, to go to St. Louis and confer with Mr. Allen, who was at the time manager of the Missouri Pacific railroad. The doctor waited upon Mr. Allen at his office in St. Louis, and had an extended interview with him in reference to bringing the road by way of Boonville. Nothing definite, however, was arrived at or agreed upon.

The road was chartered Feb. 21, 1857, to run from a point between Jefferson City and Round Hill, in the direction of Topeka, Kansas. The first meetings of the company took place before the war. In 1860, the charter was amended, so as to permit the construction of the road north to Boonville. The county of Cooper then subscribed $150,000 in bonds to the road. During the war the road bed was graded, and after the close of the war the county subscribed the additional sum of $100,000 in bonds. The road was finally completed through Cooper County in the spring of 1869.

The road was commenced in 1870. Cooper County subscribed $100,- 000 toward its construction through the county; Boonville township, $100,000; Pilot Grove township, $40,000; and Clear Creek township, $30,000. The road was completed in 1873.

Previous to 1870, a railroad bridge had been talked of by such prom- inent citizens of Boonville as Captain Jo L. Stephens, H. Bunce, J. L. O'Bryan, and others of Cooper County, Colonels Elliott and Estill, of Howard County, and Messrs. Marvin and Barrett, of Sedalia but no steps were taken to secure the building of the same until the months of October and November of that year. During these months a preliminary survey was made by General Wm. Sooy Smith, which fully demonstrated the

HISTORY OF COOPER COUNTY

practicability of constructing a bridge at moderate cost. The work, how- ever, did not begin in earnest until the road bed and franchise belonging to the Tebo and Neosho railroad passed into the hands of the Missouri, Kansas and Texas railroad company. That powerful corporation infused new life into the enterprise and determined to push the work to rapid completion. A charter was obtained, and an act of Congress passed authorizing the construction of the bridge. A proposal was made by the American Bridge Company, and accepted by the Boonville Bridge Com- pany for the building of the bridge. Men and machinery made their appearance about the middle of Sept., 1872. During the fall and winter following, cribs and caissons for the foundations were framed, the abut- ments built, quarries opened, and machinery and materials got in a gen- eral state of readiness for the spring and summer work. The bridge was completed about Jan., 1874.

Rebuilding of Bridges-Road Improvement .- In Sept., 1905, the local rains were so heavy that all the streams within Cooper County were swollen beyond precedent. They overflowed the banks and covered much of the adjoining land in many places. Most of the bridges of the county were washed away or wrecked. Iron structures of which the county felt proud were but straws in the way of the surging waters in what were in ordinary times small streams. This was an unfortunate occurrence and seemed to be a severe blow to the county. A difficult problem faced the county court. There was nothing like sufficient money in the treasury nor funds to be anticipated to rebuild and reconstruct these bridges necessary to the traffic of the county. Necessity is truly the mother of invention, and the county court was compelled to pursue an ingenius course. All were clamoring for bridges in their respective localities. Being unable to meet the demands the county court informed those petitioning for bridges that as soon as the money was available the court would at once build the bridges but that it was impossible to construct all that were needed at once. In determining what bridge or bridges would be first constructed they informed the petitioners in the immediate locality of the bridges that they would construct first the bridge in the locality where the greatest subscription was raised and sent the court for such purpose. This at first met with some opposition, but the people realizing the wisdom of the court's action and that those in the immediate locality of the particular bridge would be benefited more than those further removed, they re- sponded to the court's suggestion and soon thereafter the action of bridge building across the streams of Cooper County began. Much sooner than had been hoped by the most optimistic. Every bridge in Cooper County

HISTORY OF COOPER COUNTY

was restored. This also was the beginning of an aroused interest in bet- ter roads and a few years after bridges were constructed the court adopted a policy with reference to cutting down hills and establishing better grades for roads, in other words, it offered to the people for the purpose of reduc- ing the grade of any road as much from the county treasury as the local people would subscribe. This action on the part of the court met the hearty approval of the people and many bad grades throughout the county were greatly improved. About this time was also established and marked out the Santa Fe trail from Boonville through Cooper County to the Cooper County line on the road to Arrow Rock. This entire stretch of road was graded in the best and most approved manner. Drag districts were established. This highway was kept in the best condition for travel. Many tourists passing over it from other states pronounces it to be the best dirt road in our country. In different portions of the county the people then began to form special road districts and adopted the extensive use of drags. The automobile made its appearance among the farmers and every owner of an automobile became a "good roads" booster. It will be remembered that upon the first appearance of the automobile in our county the farmers were antagonistic to its use and so bitter and unrea- sonable was the opposition on the part of some that various and numerous obstructions were placed in the roads to make hazardous and impede the use of this, then, new mode of travel. However, it is now the farmer who owns the automobile. It is, to him, a necessity, as it in a measure eliminates space and time. There is at this time a strong sentiment and agitation for hard surface roads. In 1918 the Boonville special road dis- trict voted bonds to the extent of $100,000 which together with a like amount that will be received from the government, to-wit, another $100,- 000 will go far to further improve our roads.

No prophet of the present day, however great his vision, can foretell the transportation and mode of travel of the future. Even now man prac- tically dominates the air and, in speed and distance of flight, puts to shame its feathered inhabitants. It was but the other day that Captain John Alcock and Lieutenant A. W. Brown, in a bombing areoplane crossed the Atlantic from New Foundland to Ireland, a distance of 1,900 miles in 16 hours and 12 minutes. Our government is at the present time arranging for a flight around the world and mail routes by aeroplane are being estab- lished.

Less than half a century back Jules Verne in his story of how the (7)

HISTORY OF COOPER COUNTY

imaginary Phileas Fogg had encircled the globe in 80 days, set the world to talking and marveling about the accelerated speed of life, yet less than 20 years after or about 30 years ago Nellie Bly, a reporter for a New York paper, in actual travel, clipped eight days off the record of the marvelous trip of Phileas Fogg. In 1911 Andre Jaeger-Schmidt made the planetary loop in a trifle less than 40 days. Thus from 1872 when Verne calculated Phileas Fogg record-setting tour until 1911 only a matter of 39 years, mankind had come a half nearer the flying heels of time. Thus the imagination and vision of Jules Verne has been discounted by actual facts. What we may yet expect we would not hazzard a conjecture.

CHAPTER VI.

THE WAR OF 1812 AND INDIAN TROUBLES.

ERECTION OF FORTS-KILLING OF SMITH-CAPTURE COURSAULT-TODD AND SMITH KILLED-DISCOVERY OF INDIANS-CHASED BY INDIANS-SETTLERS TAKE UP TRAIL-CAMPBELL KILLED-SETTLERS MOVE TO SOUTH SIDE OF RIVER-BRAXTON COOPER, JR., KILLED-JOSEPH STILL KILLED-KILLING OF WILLIAM McLEAN-ATTEMPT TO KILL AUSTIN-GREGG KILLED AND DOUGHTY CAPTURED-NEGRO "JOE" KILLED-COURSAULT KILLED-MURDER OF RAMSEY FAMILY-CAPTAIN SARSHALL COOPER MURDERED-TWO NE- GROES CAPTURED-RANGERS COME TO RELIEF-DODGE AND COOPER CONTROVERSY-LETTER TO GOVERNOR-SAMUEL McMAHON AMBUSHED- BUILDING OF HANNAH COLE FORT-INDIAN TREATY-ADDITIONAL INCI- DENTS.

In time of profound peace, a British man-of-war of superior force, made a surprise attack upon the Chesapeake in the waters of the United States, and in consequence thereof, President Jefferson, in July, 1807, issud a proclamation of embargo. This caused much excitenient among the people and fomentation among the Indians of the Northwest and on the borders of the territory. It naturally filled the minds of the settlers on the frontier with anxiety.

The difficulties between England and the United States remaining unadjusted, and becoming greater with the lapse of time, war was declared in 1812.

Erection of Forts .- The settlers in the Boonslick country began the immediate erection of forts. The largest fort of the settlement was Cooper's Fort, a stockade flanked by log houses erected in a bottom prairie near the present town of Glascow, near the Missouri River. About 150 yards between it and the river, a common field of 250 acres was worked

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HISTORY OF COOPER COUNTY

by all the inhabitants of this fort. Twenty families and a number of young men resided in the fort.

McLean's Fort, afterwards called Fort Hempstead, was erected on a high hill near Sulphur Creek, on the bluff about one mile from the present town of New Franklin. Fort Kincaid was near the river, about one and one-half miles from the present site of Old Franklin; the first was so named in honor of David Kincaid. Then, there was Head's Fort, four miles above Rocheport on the Big Moniteau, near the old Boonslick trail from St. Charles, not far from what was then called the Spanish Needle Prairie. It was the most easterly fort of the settlement.

These forts were on the north side of the river. On the south, the first fort erected was Cole's Fort, which was located in the "Old Fort Field", about one and one-half miles east of the present site of Boonville, north of the Boonville and Rocheport road. The second fort erected on the south side of the river, was the Hannah Cole Fort, located on a bluff overlooking the river, at a point of rocks, where a lime-kiln once stood. This last fort, however, was not erected until 1814. This place was selected by the settlers as the most suitable for defense, being located at the edge of a very steep bluff and easily defended, and also affording facilities to obtain a good supply of water. In order to make the supply of water secure during an Indian attack, the settlers ran a long log over the edge of the bluff, and attached to it a rope and windlass to draw up the water.

McMahan's Fort also was located on the south side of the river, sup- posed to be about five miles from Cooper's Fort, but we have been unable to determine its exact location.

When Stephen Cole, assisted by his neighbors, had completed the erection of the first Cole fort, all the families living around, especially on the south side of the river, gathered at this fort for protection from the savages.

The Cole fort consisted of a stockade flanked by log cabins, and here lived all the families south of the Missouri, during a greater part of the War of 1812. Many mouths were to be fed, and they were hearty feeders. Their meat consisted entirely of wild game, which they killed and secured from the forest, or fish caught from the river. For this purpose they sent out hunting parties from day to day. At this time all was not ease and comfort within the fort, and the white men were denied the freedom of the forest by the wily savage. The hunter who sallied forth, as it was necessary for him to do was like Argus with his hundred eyes, and Briar-

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eus, with his hundred hands, first to watch and then to guard. When chased or surrounded by the Indians, figuratively speaking, he put on the helmet of Pluto, which made him, invisible.

Killing of Smith .- A few months after Cole Fort was completed, Indians were reported in the neighborhood. The Indians consisting of a band of about 400, made, their appearance before the fort. At this time there were two hunting parties in the forest after game, in one of which were two men by the names of Smith and Savage, who on their return to the fort were espied by the Indians. Smith and Savage endeavored to break through the cordon of Indians surrounding the fort. They were pursued by the Indians, and the savages shot at them several times. In the first fire Smith was severely wounded, but struggling, he staggered on to within 50 yards of the fort, where the Indians again fired, two balls taking effect and felling him to the ground. Only Savage succeeded in attaining the fort.

As soon as Savage saw his companion fall he ran to his assistance, but Smith, realizing that he was mortally wounded and that his end was near, handed Savage his gun and told him to flee and save himself. The Indians were in close pursuit, and in order to save himself, Savage was compelled to leave his unfortunate companion and make his escape. Although he was shot at perhaps 25 times, he succeeded in reaching the fort unhurt. The Indians scalped Smith, and barbarously mutilated his body, as was then their custom. They then withdrew to the adjacent woods and laid seige to the fort.

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History of Cooper County, Missouri, Part 8

Author: Johnson, William Foreman, b. 1861 Publication date: 1919 Publisher: Topeka : Historical Pub. Co. Number of Pages: 1464

Author: Johnson, William Foreman, b. 1861
Publication date: 1919
Publisher: Topeka : Historical Pub. Co.
Number of Pages: 1464