USA > Missouri > Cooper County > History of Howard and Cooper counties, Missouri : written and compiled from the most authentic official and private sources, including a history of its townships, towns, and villages : together with a condensed history of Missouri, a reliable and detailed history of Howard and Cooper counties-- its pioneer record, resources, biographical sketches of prominent citizens, general and local statistics of great value, incidents and reminiscences > Part 20
USA > Missouri > Howard County > History of Howard and Cooper counties, Missouri : written and compiled from the most authentic official and private sources, including a history of its townships, towns, and villages : together with a condensed history of Missouri, a reliable and detailed history of Howard and Cooper counties-- its pioneer record, resources, biographical sketches of prominent citizens, general and local statistics of great value, incidents and reminiscences > Part 20
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chairs, and prize them highly for the solid comfort they afford as- well as for their durability. The earliest " village blacksmith " was Green W. Plunket, who came from Kentucky. The old citizens who now reside here, remember the roar of his furnace and the din of his sounding anvil, as he " sharpened " the plow, or shod the horse. Plunket is dead. Noah Swacker, who was, however, a contemporary of Plunket, still resides in Glasgow.
The first store and warehouse combined was opened by W. J. Moore & Co. Then came Dr. John Bull, Joseph A. Black- well, Dunnica & Barton, Mann & Ball, B. W. Lewis & Bros., Lewis, Nanson & Co., Bartholow, Lewis & Co., John D. Perry, Damran Bros. & Co., William Spear & Co., White & Earickson, H. W. Smith, Skinner & Price, and a number of others, some of whom are now dead, while others reside elsewhere ; a very few still remain in Glasgow. The first horse-mill and carding machine was operated by E. Fisher. Mr. Fisher had the honor also of supplying the town and travelling public with the first steam ferry boat, which was named " Clark H. Green," after the editor of the Glasgow Times, one of the early newspapers of the town. Mr. Fisher is still a citizen of Glasgow. The first physician was Dr. James Livingston, who went to Grundy county, Missouri. Dr. I. P. Vanghan, was also among the first physicians in the town, and has since remained here, excepting a short period of time spent in St. Louis. He now resides in Glasgow, and is still devoted to his profession, in which he has achieved much prominence and success. Among the pioneer attorneys, were James A. De Courcy and Thomas Shackelford. The former came in 1842, and edited a newspaper called the Pilot. Mr. Shackelford came in 1840, from Saline county, Missouri, where he was born, but did not begin the practice of law until a few years later. He has constantly resided in the town and has been one of its most prominent and successful citizens.
Emerson & Thornton ( after the latter the old town of Thorntons- burg was called ) established the first ferry here. Samuel Steinmetz, was the original shoemaker of the place, and attended faithfully to the soles of his patrons for many years. Jesse Arnott ran the first livery- stable, Christian Matthews the first butcher shop, and Dr. Thomas M. Cockerill opened the first drug store. Oliver S. Coleman was the first tailor to exercise his trade in town. Under him worked Jos. G. Williams, who has continued to live in Glasgow since 1837. The first hotel-keeper, was Thomas McCoy, who was also a tailor His house was
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located on Commerce, between Second and Third streets, north side, and is now standing. Walter G. Childs was the first man who met his death by violence. He was a Virginian, and was also the pro- prietor of a hotel. Soon after he opened his house, one of the citizens of the town happened to be intoxicated, and while in front of the hotel became quite noisy. Childs politely requested him to go away. The man immediately left, but returned again, soon after procuring a large knife, and stepped up to Childs, who was standing near the door of his house, and without uttering a word of warning plunged it into his breast, killing him. The murderer started in the direction of the river, pursued by a few outraged citizens who had seen the bloody deed, and leaped into the water. The parties began to pelt him with rocks, sticks and other things that they could get hold of, until he was finally struck on the head with a chair hurled at him from the bank. After this he sank and was seen no more. Louis Robion opened the first saloon. John F. Nichols started the first tobacco manufacturing establishment.
Glasgow possessed at an early date ( 1837) very good mail facilities for a remote and distant town from St. Louis. A tri-weekly stage was put on the route between the town and St. Louis. The stage was large enough to carry nine persons, and the fare was $10 to St. Louis.
W. F. Dunnica, now an old and respected resident of Glasgow, got aboard of the stage soon after the line had been established, bound for St. Louis, but after going about twenty miles the stage broke down. He, with others, " footed " it to Columbia, went to the river, bought a skiff, and continued their journey to St. Louis, where they arrived in good time.
FIRST CHURCHES AND MINISTERS.
The first religious denomination to bear aloft the banner of peace in Glasgow was the Methodist. Rev. Thomas Patton and Rev. Ben- jamin Johnson, the circuit riders for this district, held services here prior to 1840, and met at the houses of some of the citizens. Mr. Patton is dead, and Mr. Johnson went to California. Rev. Charles D. Simpson, Old School Presbyterian, held religious services soon after. He was, as stated elsewhere, among the early school teachers. He died in St. Louis. The first church edifice was erected by the Methodists, on Fourth and Commerce streets (lot 1, block 27), frame building, and is still standing and used as a boarding-house. The Old School Presbyterians built the next church in 1843.
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HISTORY OF HOWARD AND COOPER COUNTIES.
TOWN INCORPORATED.
The first government of the town was derived from the county court, the immediate governing or corrective power being in the hands of a constable and justice of the peace. On the 27th of February, 1845, the legislature passed "An act incorporating the city of Glas- gow," which act established the city limits, provided for the election of officers, and defined their powers and duties.
In 1853, an amendatory act was passed, extending the corporate limits as follows : " Beginning at the main channel of the Missouri river, opposite Gregg's creek ; proceeding thence up said creek one mile ; thence due north to Bear creek ; thence down Bear creek to the main channel of the Missouri river ; thence down said channel of the Missouri river to the place of beginning."
The city government was organized by the election of H. W. Smith as mayor, and R. P. Hanenkamp, Jacob Zimmerman, Dr. I. P. Vaughan, James S. Thomson, George B. Dameron, E. Billingsley, and Jesse Arnott, council. James S. Thomson was chosen president of the board, and Rev. C. D. Simpson, secretary.
The present officers of the city government are : A. B. Sonthworth, mayor ; N. B. Weaver, C. H. Lewis, James Fitzpatrick, H. Stackland, John W. Baker and Simeon Openhimer, councilmen. R. H. Nanson, marshal ; H. C. Grove, clerk ; M. Leahman, treasurer; and J. J. Hawkins, city attorney.
GROWTH AND BUSINESS.
The town continued to grow in business and importance until the North Missouri railroad was constructed, twenty-seven miles north, thereby cutting off much of the trade, which had come from that direc- tion to Glasgow, for many years.
The next blow was the building and completion of the west branch of the Wabash, which also took away much of the business of the town. For many years Glasgow was the shipping point for a great section of country, and was also a market to the farmers, who sold to the merchants their tobacco, pork, apples, etc. After building the railroads above named, the produce and surplus of the farmers along the lines of these roads found a better market, as they thought, in Chicago and St. Louis, and, consequently, withdrew their business from Glasgow.
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Since the coming of the Chicago and Alton railroad to the town, Glasgow has bravely maintained its own, and has a population of about 1,800 souls. The schools ( Lewis college and Pritchett school in- stitute ) are located here (a full history of which is given in this chap- ter), and add much to the business as well as to the educational and literary interests of the place.
The following will show something of the business and improve- ments of the town from 1849 to 1857 : -
The improvements made in the town in 1849, were as follows : The Glasgow female seminary and Odd Fellows' hall, at a cost of $3,600. A large brick hotel erected by Turner and Earickson, at a cost of $7,000, on the corner of Howard and Water streets. Captain John F. Nichols erected a two-story brick warehouse. John Harrison commenced the erection of a large brick flouring mill.
The amount of business for that year was as follows : -
Tobacco, hogheads shipped, 5,230. Green apples, barrels, 4,471.
Hemp, bales, 3,577.
Dry apples, bushels, 4,089.
Bacon, casks, 118.
Wheat, bushels. 21,670.
Bale, rope, coils. 1,250.
Dry hides, 953.
Lard, barrels, 259.
Pork, barrels, 450.
Lard, kegs, 320.
STEAMBOATS.
The following will show the superior facilities for river transpor- tion in 1850, over the present time: -
Port of Glasgow - Came up.
Sacramento, April 19. St. Paul, April 19. Lightfoot, April 21. Monroe, April 21. J. L. McLean, April 21.
Gen. Lane, April 22. Minnesota, April 22.
El Paso, April 22.
Pocahontas, April 23.
Tuscumbia, April 25.
Went down.
Mary Blane, April 18. Haydee, April 20. Jas. Millinger, April 20. Hungarian, April 20. St. Ange, April 21. Princeton, April 21.
Alton, April 22. Cambria, April 22. Robert Campbell, April 22. Gen. Lane, April 23. Ne Plus Ultra, April 23.
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The population of Glasgow in November, 1852, was 800 ; includ- ing North Glasgow, 1,000.
Population in 1856, Glasgow, 967.
Population in 1856, Fayette, 706.
Population in 1856, New Franklin, 221.
Population in 1856, Roanoke, 128.
The Central Missouri Insurance Company of Glasgow was incor- porated in 1857.
BANKS AND BANKERS.
The first banking house was a private institution, operated by Weston F. Birch & Son, from 1854 to 1859. During the latter year, the Western bank of Missouri was organized ; its principal stockholders were Wm. D. Swinney, Weston F. Birch, James T. Birch, Thomas E. Birch and George W. Ward.
The second bank was the Exchange bank, which was established in 1857, with W. C. Boon, Dabney C. Garth, Talton Turner, Richard Earickson, Benj. W. Lewis and others as stockholders.
Thomson & Dunnica succeeded the Exchange bank in 1863. Birch, Earickson & Co. started a bank in 1865. Glasgow Savings bank was established in 1871 ; capital $75,000. Directors : G. W. More- head, Thos. Shackelford, J. H. Turner, Jr., J. W. Southworth, Sydney Shackelford, Geo. B. Harrison, Thos. E. Birch. Thos. Shackelford, president ; Thomas E. Birch, cashier ; George B. Harrison, assistant cashier.
Howard county bank succeeded Thomson & Dunnica in 1877. Capital, $35,000. J. S. Thomson, president ; Joseph Stettmund, vice-president ; J. P. Cunningham, cashier ; A. W. Hutchinson, book- keeper ; J. H. Wayland, secretary. Board of directors : J. S. Thomson, J. P. Cunningham, J. H. Wayland, R. W. Swinney, Joseph Stettmund, Monte Lehman.
RAILROAD BRIDGE, TELEGRAPH AND TELEPHONE.
Glasgow is the terminal point of the great Wabash system of railroads. The Chicago and Alton railroad crosses the river at this point, the company building a bridge in 1878, which cost about $500,000.
The Western Union and Mutual Union telegraph companies, are represented. The town will be supplied with telephonic facilities soon, connecting the principal business houses, the hotels and springs.
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HISTORY OF HOWARD AND COOPER COUNTIES.
ADDRESS OF W. POPE YEAMAN, D. D.
When the railroad bridge at Glasgow was completed, about 7,000 persons met in a grove below the town, to celebrate the event in an appropriate manner, by speech-making, a dinner, and general rejoic- ing. The chief feature of that occasion, was the eloquent and happy address of Dr. Yeaman, which we here give in full : -
Ladies, Gentlemen - Fellow-citizens: To me has been assigned the pleasant duty of giving you a welcome to this interesting occa- sion. In behalf of those to whom we and the wide world are in- debted for this magnificent enterprise, the completion of which we celebrate to-day, I welcome all. In behalf of the citizens of the old and cultured town of Glasgow, I welcome you. To the smiling hills, generous fields, bowing forests and hospitable homes of Howard county, you who are visitors are thrice welcome.
I have said we welcome von to this interesting occasion. This is truly an occasion of rare interest. We have not met as partisans to celebrate the temporary triumph of a part of the people over another part ; not to do homage to the valor and success of some standard bearer ; not to wreath with laurels the brow of some personal favor- ite ; nor for any purpose other than one in which all persons of all sections and all parties may and do have a real and practical interest. A great achievement in science and art bas been made, and a won- derful advance step in higher civilization has been taken.
The ever westward course of empire, in its irresistible onwardness, has chosen our central state of the Union, our own longest river of the continent, and our own classic town of Glasgow, as the theatre for the enactment of the greatest performance of the greatest science of a progressive age. I do not exaggerate. I do not use strong terms I simply because they are most convenient for speech-making.
mean what I say. A great steel bridge, spanning a great river for railroad crossing, is an achievement in the science of civil engineer- ing and the art of construction, that marks the progress of thought and learning, and surely indicates that steady development of mind and wise utilization of matter, upon which is dependent the victories for which man is so eminently suited by his God-like endowments. The adaptation of the tangible results of mind-work to the promotion of man to the higher phases and planes of progressive life, is an essential factor in the forces of true improvement.
The means and facilities for safe and rapid transit of persons and commercial commodities, are high in rank with those conditions of life which we seek to sum up and express in a single word - civiliza- tion. Prominent among these means and facilities is the structure familiarly known as a bridge. Next in the march of progress, after the improved road, came the bridge. The necessity for this structure must have been felt at a very early period in the history of civilized
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nations, but it was not until a comparatively late one that the art of bridge building can be said to have assumed any very definite charac- ter. From Greek historians we learn of bridges built by Semiramus, Darius, Xerxes, Pyrrhus and others. But it would appear that the style of these structures was rude and unscientific. It consisted sim- ply in the erection of piers, upon the tops of which were laid hori- zontal beams of timber or large flat stones. During the monarchy and the early days of the republic of Rome, bridge building remained in this primitive condition ; yet the arch was essentially a Roman in- vention, and it was not until after their civilization had distinctly developed itself that the art of bridge building could be said to have existence on anything like a scientific basis. It is not improbable that the first, stone bridge of large span was the Pons Senatorius, or Senator's bridge, built by Cains Flavius Scipio. From this time on, during the days of the glory of Rome, this important physical ex- pression of civilization made steady improvements, subject to the hindrances interposed by the civil and military vicissitudes of the republie. Some of the Roman structures were remarkable for their imposing effeet and substantial work, and evineed a skill in engineering that still challenges admiration. The principal material used in all of the great bridges of the ancients was stone, and this was the prin- eipal material used by the scientific corps of the Ponts et Chaussees of France, under whose skilful engineering the beautiful bridges of Blois, Orleans, Tours, Mohlins and others were designed and built in the eighteenth century.
But it was not until about the year 1775, that cast iron was used among the ordinary building material of bridges ; this was by Mr. Pritchard, of Shrewsbury, England, in the erection of Coalbrookdale bridge, and thus was laid the foundation of a new and valuable style of construction. Mr. Pritchard's example was followed by Thos. Wil- son, at Sunderland, 1795, and shortly afterwards cast iron was largely applied by Telford and his contemporaries.
It is to the present century that the world is indebted for the highest attainments of science and art in meeting the demands created by the wonderful progress of civilization, promoted by the application of steam to railway locomotion, for bridges that combine all the elements of safety, durability and rapidity of construction ; and to our own land may the world turn for the highest exhibitions of learn- ing and skill in this department of public works.
Great bridges are not built by novices. There is no department that requires greater or more skilled brain work. We cease to look to the fascinations of poetry, the charms of eloquence, or the wisdom of the forum, for the exhibitions of the power of close and systematic thought. It is to great works of the present day like that which we celebrate, to which we turn as the practical utilitarian monuments of true greatness. Poetry, eloquence, law and government, are factors of civilization, but not its highest forms. The discovery and practical application of hidden forces to the real and actual demands of a
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ceaselessly progressive life, is a step far in advance of those original elements of improved society, yet all are necessary to the complete entirety.
If we would appreciate the soundness of this superiority of men- tal achievement, let us contemplate, for a moment, some of the points to be settled in designing a bridge. And first, it must be known what is the water-way absolutely required by the most unfavorable circumstances of the particular case. This space, as to its dimensions, will depend upon several conditions : the area of the district contri- bnting to the stream ; the quantity and condition of its rainfall ; the configuration and the geological character of the water-shed, the drainage of which must be passed under the bridge. Again, the form to be given to the piers and arches is not merely a matter of taste. Here, close calculation must be made of the extent and peculiar direction of water pressure ; also of the artificial weight, which, under the most urgent demand, may be brought to bear upon the structure, and then the properties, susceptibilities, capabilities and liabilities of the material which it is proposed to use in the construction ; these and many other minute and equally important points must be studi- ously and cautiously settled.
But I now come to apply my hurried thoughts to the grand struc- ture whose proportions of wonder and beauty are before us to-day.
Behold the first large steel bridge ever erected in the world ! To the enterprise and public spirit of such minds as those who manage the affairs of the Chicago and Alton railroad company, is the world indebted for this brilliant achievement. To the learning and skill of General Wm. Sooy Smith is the company and the public indebted for the conception, suggestion, prosecution and completion of the work.
It is true that steel has entered, more or less, into the construc- tion of bridges for many years ; but until a very recent date it was used only in the parts exposed to the greatest strain. But up to the time that the Glasgow bridge was designed, no engineer had been so bold as to plan any great bridge entirely of steel. Indeed, previous to that time there was no steel which possessed all of the requisites of a first- class bridge material. There was steel much stronger than any other metal, but it was brittle at low temperatures. The minds of engineers throughout the world were eagerly looking ont for a steel, the compo- sitions of which united the necessary toughness at all temperatures with extraordinary strength. Not until the scientific experiments of an American and a Western man, Mr. A. F. Hay, of Burlington, Iowa, resulted favorably, was the long-sought boon found. When this steel was produced, it was subjected to the most careful tests, and was found to be capable of being bent double without crack or flaw when reduced to the lowest temperature attainable by freezing chemical combina- tions. These tests and experiments were made by General Smith, who recommended it for bridge building purposes ; his suggestions were approved and adopted by Mr. Blackstone, president of the Chicago,
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Alton and St. Louis railroad company, who is himself a civil engineer of eminent ability, as well as an executive officer of distinguished suc- cess.
There is a little incident in the history of the bridge before us, of which Americans may be justly proud. During the national centen- nial exposition, General Smith met the celebrated English engineer, Mr. Barlow, and, in a conversation on the subject of steel bridges, banteringly said to him : " Look out, Mr. Barlow, or we will build a great steel bridge in America before you will in Europe." It was but a few days ago that the general had a letter from Mr. Barlow, asking as to the " progress on the proposed steel bridge at Glasgow." Com- mendable was the proud gratification that must have swelled the gen- eral's heart in answering back, " Trains are crossing it." ( Here the speaker was interrupted by prolonged applause. )
We feel kindly toward the government and people of her British majesty ; yet how can we refrain from a little exultation at the con- stantly recurring evidences of America's more rapid progress? ( Ap- plause. )
The two or three very small and comparatively unimportant steel bridges that hav ebeen built in Europe, still leave the Glasgow bridge the only great structure of the kind in the world.
Since the designing of this bridge, a small steel bridge, built at the suggestion of General Smith, has been completed in Chicago.
But, my hearers, let us go down from the superstructure, let us leave these thousands of tons of steel, these marvellous adjustments and curious combinations of force, and we will look at the basal structure. Those piers excite our admiration as we behold the beauty of their symmetry, and wonder at the gracefulness of their forms, as they stand upholding the elegant superstructure, with its passing burdens of wealth and thousands of living souls, in seeming consciousness of their great mission.
Those graceful columns see safely across the great river uncounted millions of the treasures from the hands of industry, and the hopes and the fears, the joys and griefs, the ambitions and disappointments of many thousands of our fellow-mortals. Long after the youngest person in this vast concourse of souls has stepped from the stage of life's varied drama, will those piers bear up and see safely over our unborn descendants. As sentinels, too, they stand reminding us that the works of man endure more than the workman, and silently say to us, lay broad and secure your foundations.
Well, we must go under the water. Those piers rest not upon the sandy, muddy bed of the river. Down through the sand and mud and debris to the bed-rock, men went excavating and taking up the bed of the river here and there, that each pier might have a safe foot- hold upon the foundations of the earth. The process known as the " pneumatic," of securing subaquatic foundations, is an invention of an English physician, Dr. Potts, made more than a quarter of a century ago, and introduced into this country by Chas. Pontz, about the year 1857, for bridging the great Pedee and the Santee rivers.
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The wonder of this species of engineering is the pneumatic caisson, by which foundations are built above the surface of the water and let down to the bed-rock that supports the bed of the river. The first of these scientifie wonders was designed by General Smith, the engineer of the structure before us. This he proposed to sink for the foundation of a light-house on Frying-pan shoals, but the war in- terrupted and the work was not accomplished. After the war was ended and the people had returned to the arts of peace, the general designed and sunk the first pneumatic caisson ever built. This was used for putting in a sea-wall protection for the Wangoshance light- house in the straits of Mackinac. It surrounded the entire light- house, which stands two and a half miles from shore, and is regarded as one of the boldest and most successful feats in American engineer- ing. (Applause.)
Quickly following this almost marvelous achievement, were the foundations of the New York and Brooklyn suspension bridge, and of the great railroad and commonway bridge of St. Louis. Mean- while, substructures of the Omaha, Leavenworth and Boonville bridges were put in, under the supervision of the same master, by the same process. Many other important bridges, both in this country and abroad, were constructed upon piers founded in this way. The pneumatic process has undergone much improvement and develop- ment since its invention by Dr. Potts, and most of the appliances used in putting in the foundations of our bridge, are the inventions of the engineer who built it.
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