Knox County, Illinois - The whole text, 1912 (part 16 of 56)

Of the early settlers there were a number who had really good voices, and could sing fairly well, notably Silas Olmstead and E. R. Adams, both of whom brought real musical culture and training from the east. The musical families, of the Holyokes, Hitchcocks, Mills, Lymans, Waters, Churchills, and Stanleys, besides many others, helped to make Galesburg noted for good congregational singing. Mrs. Palmer, sister of Levant Dilley, was considered the leading singer among the women. In 1837 John Kendall and wife came from New York. He had a good voice, and brought with him his violoncello, the first one in the colony. Naturally, he led the music in church with voice and instrument, although he remained only a short time. The first piano was owned by Mrs. S. F. Dolbear who was the first piano teacher in the college and city. Mr. Wm. B. Hamblin, a shoemaker, owned the first violin. The first melodian (purchased in Buffalo, N. Y.) was brought to Galesburg by Riley Root. The first singing master was Samuel R. Bacon, who in 1839 came with his bride, also a singer, and settled with the colony at Geneseo, Illinois. Mr. Bacon made frequent visits to Galesburg, and conducted here the old fashioned singing school for many years. He was a genuine master of music with boundless enthusiasm, a master of reading, of expression, of purity of tone, and of the scientific use of the voice. He with his violin did a great and lasting work for musical Galesburg.

August 15, 1843, a meeting of the citizens was held in the schoolhouse for the purpose of organizing a band. The organization was perfected under the name of "The Galesburg Citizens* Band," and give its first concert March 27, 1844. This band was in demand in all the nearby towns as well as at home for all celebrations, college commencements, etc. The first great success of the band was scored when they furnished the music at a monster presidential gathering of the Henry Gay campaign in Peoria, June, 1844, and their elegant band wagon drawn by six horses attracted much attention.

Following Mr. Bacon, the second musician of great and sterling worth was Mr. L. B. Miller, who moved to Galesburg in 1856. Mr. Miller's voice was a sweet, pure tenor, and as a teacher he excelled. He brought out many of the choruses from oratorios and cantatas with large and finely drilled singing classes. He organized the first male glee club of the city.

Up to 1859 no other musical event quite equalled the placing of the pipe organ in the Old First church. For several years, Mrs. S. M. Owen was the organist. Mr. Owen was an excellent teacher, and the energetic leader of the choir. After Mr. and Mrs. Owen left Galesburg, Mrs. Lyman West played the organ for two or three years ; then came Prof. Charles Fuhrmann who was a trained musician and a really good player on both organ and piano. Gales- i, ' Galesburg, like niany other American cities of a half century ago, passed \ through the musical convention stage. George F. Root, Wm. P. Bradbury, . and other prominent men held conventions here, and both the college and the -, city gave staunch support. Qioral music became one of the distinct features : "- of college and city life. -.; ; ^; ..-

; ' The music in Knox college was so intimately associated with the music in Galesburg that it is difficult to separate the two distinct factions, for Knox . '. college did not engage its music teachers as it did the other instructors, on a salaried basis; it simply recommended certain teachers from the city to the various students who wished to study music. The names of the teachers thus '; . recommended appeared in the catalog as members of the faculty, but there was no course in music offered, and the college owned no instrument except the : little organ used for chapel exercises. The name of Mrs. S. F. Dolbear appears : in the catalog of 1852 as teacher of music, and this was the beginning of a ' -? long list of music teachers. , , , , ' Miss Mary Flagg, 1854. ; -..-.'

. '- From 1868 to 1883 the average yearly attendance was 46 students. \ / Lepha A. Kelsey, Florence Sperry, Charles Lindoft, E. D. WycofF, 1883-84. - . In this year a prescribed course in piano, voice, violin, organ and harmony

Miss Lepha .A. Kelsey remained as director for the following year, 1884- .: ;-. 85, but in the fall of 1885 the writer of this article was called to take full charge of this department of the college, and for over a quarter of a century he has . labored incessantly for the educational, artistic, and financial success of the

; Although the' present director was practically the founder of the conservatory, yet if he had not had the assistance and support of Mrs. Maria Whiting, who was at that time the principal of "the ladies' seminary," now "Whiting hall," he could have accomplished but a small part of what has been realized.

The equipment in 1885 consisted of an old cabinet organ, two old square pianos, and one new upright. The present equipment consists of a fine large three manual pipe organ in Beecher chapel, and three two manual pedal organs, all pumped with electric motors. The school owns also six large grand pianos, and twenty upright pianos for practice. For the orchestra the school has purchased a number of instruments, and has an extensive library of music.

While the growth of Knox conservatory has been slow, the standards are high, and a diploma from this department of the college takes with it an assurance of good technical attainments and a thorough appreciation of the intellectual and artistic in music. There is now an extended course offered, leading to the degree of musical bachelor.

The home of the conservatory has always been in Whiting hall; indeed, the east end of the building was originally built for its use and as a home for L. M. I. society. The pressing need of the school at the present time, if it is to grow, is a building thoroughly modern and up to date, so that a large number of students can be accommodated.

It is one thing to plan, another to carry out the plan, and it is to the list of -professors and instructors we must turn if we would know why Knox conservatory has succeeded. Some of these professors have worked many years side by side with the director with the utmost enthusiasm.

Forrest Horrell (Kellogg), teacher of voice; six years' service. - - ' -; Selma Zetterberg (Stromberg), teacher of pianoforte; six years' service. '-, Emelie C. Waste, teacher of pianoforte; five years' service. ,.:]--.-:-'-:. -; Allan B. Dow, teacher of pianoforte; five years' service.

Located on Tompkins Street, between Cherry and Broad. Erected in 1857. Remodeled in 1885 and 1892. Value, $70,000. East wing occupied by Knox Conservatory of Music.

Old Main erected in 1857. Value, $50,000. Business office of the college. Alumni Hall erected in 1890-1. Corner-stone laid by President Harrison. Value, $75,000.

of this department of the college, and for over a quarter of a century he has labored incessantly for the educational, artistic, and financial success of the institution. . . ; :

Although the present director was practically the founder of the conservatory, yet if he had not had the assistance and support of Mrs. Maria \\'hiting, who was at that time the principal of "the ladies' seminary," now "Whiting hall," he could have accomplished but a small part of what has been realized.

The equipment in 1885 consisted of an old cabinet organ, two old square pianos, and one new upright. The present equipment consists of a fine large three manual pipe organ in I'eecher chapel, and three two manual pedal organs, all pumped with electric motors. The school owns also six large grand pianos, and twenty upright pianos for practice. For the orchestra the school has purchased a number of instruments, and has an extensive library of music.

\\'hile the growth of Knox conservatory has been slow, the standards are high, and a diploma from this department of the college takes with it an assurance of good technical attainments and a thorough appreciation of the intellectual and artistic in music. There is now an extended course offered, leading to the degree of musical bachelor.

The home of the conservatory has always been in Whiting hall ; indeed, the east end of the building was originally built for its use and as a home for L. M. I. society. The pressing need of the school at the present time, if it is to grow, is a building thoroughly modern and u\) to date, so that a large number of students can be accommodated.

It is one thing to plan, another to carry out the plan, and it is to the list of professors and instructors we must turn if we would know why Knox conservatory has succeeded. Some of these professors have worked many years side by side with the director with the utmost enthusiasm.

Whiting Hall

Located on Tompkins Street, between Cherry and Uroad. Erected in 1857. Remodeled in 1885 and 1892. Value, $70,000. East wing occii])ied by Knox Conservatory of Music.

Old Main erected in 1857. N'alue, $50,00(1. litisiness office of tbe college. Alumni Hall erected in ISitO-l. Corner-stone laid by President Harrison. X'alue, $75,000.

Our graduates, nearly two hundred in number, are doing excellent service in nearl)' every state in the Union, and some are bringing great honor upon their alma mater. The enrollment of 250 students is at present about the average attendance, with a faculty of nine professors.

A history of "Music in Knox College" would not be complete without men-^ tion of some of the musical organizations. During the years when Knox boasted of a cadet corps in charge of a lieutenant furnished by the government, a cadet band was organized and sustained as long as the -military officer was in charge. This band of thirty-five pieces, uniformed in gray, was the pride not only of the college, but of the city as well.

For the past decade of years the Knox Glee club has held aloft the standard of "Old Knox" in many states, even as far west as the Pacific coast. The club has boasted some excellent voices in past years, but the club of 1912 seems to be the culmination of good voices, good musicians and good fun-makers.

Another organization is the "Knox Conservatory Vocal Society," which was organized in 1890, and in connection with the conservatory orchestra presented yearly the masterpieces of choral music. In 1899 this society was reorganized, and at the present time continues as a city organization known as "the Galesburg Musical Union." It gives from time to time the choral works of the great masters, a partial list of which follows : "Messiah," Handel : "Creation," Haydn ; "St. Paul" and "Elijah," Mendelssohn; "Crusaders," Gade ; "Samson and Delilah," Saint-Saens; "Faust," Gounod; "The Golden Legend." Sullivan; "Scenes from Hiawatha," Coleridge-Taylor, and "Aida," Verdi. . :. . '.^

Such organizations as "The Thomas Orchestra," "The Chicago Symphony Orchestra" and "The Minneapolis Symphony Orchestra" have played here frequently in special concerts or in connection with "The Galesburg Musical Union" in the annual May festivals, which have become a feature of our city's life.

The conservatory has maintained for twenty years an artists' course, in which many prominent artists have appeared in recital, giving the students of the college and conservatory an opportunity to hear the best, and through this hearing to acquire higher ideals. The names of only a few of these artists are recorded : Wm. H. Sherwood, Max Heinrich, Teresa Carreno, Bruno Steindel, Godowsky, Edward Baxter Perry, Fannie Bloomfield Zeisler, Rudolph Ganz, Witherspoon, Ellen Beach Yaw, the Olive Mead Quartette, Maude Powell and Myrtle Elvyn. The same spirit which exists in the college regarding Christian character and good morals exists in the faculty and among the students of the conservatory, and the whole tone of the school is hard work and high ideals.

As has been stated, when the college was first organized it depended entirely upon the city for its music, whereas now the opposite may be said, for from the faculty of the conservatory or from its student body the choristers, organists and soloists of the various churches are chosen, and the musical life of Galesburg is practically resultant of the work of this institution.

The movement inaugurated in 1850 looking toward the establishment of an institution of learning in which religious pressure, distasteful to those who were not classed as Evangelical Christians, would not be brought to bear upon their children, had in view no such ambitious end as a college. On the part of these earnest souls there was a strong feeling that the denominational control of the institutions above the grade of common schools, practically all in the state being thus controlled, was detrimental to free inquiry after truth. Release was most eagerly desired, also, from the well meant, but unwelcome interference with their children on the ground of religious belief. It came about, therefore, when Reverend Charles P. West, a pioneer preacher of universalism in Illinois, suggested that a non-sectarian "seminary of learning" be established by the Universalists of Illinois he found an encouraging reception of his idea. - 1- "

On the igth of May, 1850, the Spoon River Association of Universalists convened at Greenbush, Warren county. To the association Mr. West presented his plea for the founding of an academy, having been urged to do so at a meeting held shortly before at the home of Mr. Amos Pierce of Greenbush, for the discussion of the project. The association resolved that such a school ought to be established at Galesburg by the Universalists of the state. Soon after this the Henderson River association, meeting in Oquaka, and the Universalist State convention, meeting in Toulon, commended the idea, the latter pledging itself to do all possible to put the plan into execution.

A canvass for the raising of funds was started, the plan being to organize a joint stock company with a capital of $5.000, shares $25, when half the amount was subscribed. Mr. West proved himself a man of action as well as of words, being able to announce in October that the required sum had been pledged. On the 24th of that month the subscribers met in Galesburg and organized under the name "The Universalist Literary Society of the State of Illinois." They elected fifteen trustees, whose officers were Honorable Alfred Brown, president ; Lorentus E. Conger, treasurer, and Reverend C. P. West, secretary. A building committee was appointed and Mr. West again went into the field as general agent to make collections and solicit further subscriptions. A charter was secured from the state February 15, 1851, for "The Illinois Liberal institute," that name having been selected at a meeting held November 29, 1850. The object of the incorporation was stated to be the establishment and support of education, it being stipulated that property beyond the value at any one time of more than $20,000 could not be held.

On the northwest corner of Seminary and Tompkins streets, near the Burlington depot, the first building was erected. It was of brick and was begun in the spring of 1851, but owing to the lack of means at the disposal of the committee it was not ready for occupancy until the first of September, 1852. The institute was then opened with Reverend P. Raymond Kendall as principal and Miss Caroline S. Woodbury in charge of the female department, these teachers having been appointed the previous March. The courses offered were in three departments - academic, scientific and collegiate, the total enrollment for the first year being 134. ... . _ .

The choice of Professor Kendall meant much for the future of the young institution. He soon became ambitious to make it something more than the academy first planned and fully satisfied the original promoters. He urged the need of a college in addition to the work done by the institute ; 6ut he found the trustees unwilling to further his ambition. His strong personality and his enterprise were such that finally a reluctant consent was wrung from the board to undertake the establishment of a college. However, they made the seemingly impossible condition, the raising of $50,000, doubtless believing that this would put an end to the importunities to which they had been so opposed. The charter was amended January 26, 1853, granting the right to hold property to the amount of $50,000, and to confer degrees for collegiate honors. In the fall of 1854, among other additions to the faculty, were two teachers destined to render the institution many years of devoted service. They were Miss H. A. Kendall, afterward Mrs. Standish, and Professor J. V. N. Standish, both of them most excellent and commanding teachers, sketches of whose busy and useful lives appear elsewhere in this work. To Professor Standish, prior to his coming, his friend and classmate. Professor Kendall, had confided his plans to make of the institute a college, relying on his co-operation. In furtherance of the plans Professor Kendall shortly after the arrival of Professor Standish took the field to canvass for the necessary funds, the latter becoming acting president and remaining such until the fall of 1857.

On the afternoon of April 27, 1855, the building burned, the loss being total, as there was no insurance. The blow was a serious one, but the friends of the institute and its loyal and self-sacrificing teachers would not brook any suggestion of failure. On learning of the calamity. Professor Kendall hastened home from Wisconsin to find that without an intermission recitations had been continued in rooms temporarily secured, in various parts of the city through the energy of Professor Standish. Professor Kendall now continued to press his plans for a college, and with the aid of a corps of assistants, Messrs. J. H. Chapin, W. S. Ballou and other Universalist clergymen, he pushed the canvass for funds with renewed zeal. As a result a total of about $60,000 was subscribed, the larger part of it being secured by the sale of scholarships, which yielded twice their cost in tuition.

It was in 1855 that Benjamin Lombard, then living in Henry, Illinois, bestowed his liberal gift of $20,000 on the institution, and in recognition of his generous aid the name was changed to Lombard University. A new building costing $40,000 was erected on a site selected in an eighty acre tract in the southeast part of the city purchased from L. E. Conger. It is built of brick, 80x66 feet, three stories high and of modified gothic architecture. Then it stood on the barren prairie; now on its fourteen acre campus it is surrounded by spacious lawns, attractive shrubbery and a glory of magnificent trees of about forty choice varieties, the most glorious of all being the two rows of noble elms on the north and west. This building was not completed without many discouragements. Several times work was suspended because the treasury was empty, but at last the roof was on and late in the fall of 1856 recitations were held under its shelter. Several years elapsed before the building was fully completed, and now it stands a monument to the faithful souls who put so much of themselves into its walls. . ;- /- . . -."-"

- ability as a teacher and his sincere, helpful, kindly interest in the students who ;. came under his instruction have made his name revered.

Following the resignation of Doctor Weston, Professor William Livingston > was made provisional president, serving in that capacity for three years. His '- long connection with the university as a member of the faculty made him acquainted with its needs. He came to Lombard in 1855 as the professor of nat- . ural science, and from that time until his death, December 29, 1879, he gave to it the full measure of his devotion. When in 1875 Doctor Nehemiah White was elected to the presidency Professor Livingston was appointed financial agent and won for the institution many warm friends. through his gracious presentation of its claims.

- was graduated from Middlebury college, Middlebury, Vermont, in 1857, and entered at once the ranks of the teacher. After holding several minor positions he took the chair of mathematics in St. Lawrence University, Canton, N. Y. In 1872 he became professor of ancient languages in Buchtel College, Akron, Ohio,

-a position he held until called to Galesburg. While in Ohio he was ordained : to the ministry of the Universalist church. He was a man of ripe scholarship, . - deep spiritual nature and gentle, kindly manner.

It was during his administration that the project to establish a theological department was first considered. In 1880 definite action was taken by President :' White, Reverend F. L. Conger and Reverend W. H. Ryder, D. D., and the de- ; partment was established in the fall of i88i. Prior to this the Universalist denomination had no divinity school in the west, and the lack which had been ,; felt for some time was supplied. The school has received many gifts, among them being $20.000 from the late Honorable A. G. Throop, founder of the

- Throop Polytechnic Institute at Pasadena, California. Its largest benefactor was ; :' Doctor Ryder, whose generous provision for it in his will secured to it about

^ I'rofessor Kendall severed his connection with the university in 1856, though ; for part of the college year of 1858-9 he w'as in temporary charge during the .- absence of the president. In the fall of 1857 Doctor Otis A. Skinner became president. Into his administration he put with much intensity the brilliant ix)wers with which he was endowed, but unfortunately be was obliged to resign in 1859, though not until he made his fine influence an investment for the future welfare of the school. It was during his administration in 1858 that Professor Parker became a member of the faculty. He is now in his 87th year, the honored professor emeritus of the Greek language and Greek literature. His conspicuous , - ability as a teacher and his sincere, helpful, kindly interest in the students who came under his instruction have made his name revered.

James Partelow Weston, D. D., became the successor of Doctor Skinner. He remained in the office from the fall of 1859 until 1872, his term of service being long enough for him to leave the impress of his strong character not alone ujxin Lombard, but upon tbe city as well. Very largely ins])ired by him, the endowment was increased to $100.000. Among the generous donors were E. G. Hall and Lorentus F. Conger, each giving $10,000. Doctor Weston was loved by teachers, students and friends, and the fact that one of the grammar schools of Galesburg was named for him testifies to the esteem in which he was held.

Following the resignatiori of Doctor Weston. Professor William Livingston was made provisional i)resident. serving in that capacity for three years. His long connection with the university as a member of the faculty made him acquainted with its needs. He came to Lombard in 1855 as the professor of natural science, and from that time until his death. December 29, 1879. he gave to it the ful! measure of his devotion. When in 1875 Doctor Xehemiah White was elected to the presidency Professor Livingston was appointed financial agent and won for the institution many warm friends through his gracious presenta- ;' ' tion of its claims.

President White was inaugurated in the opera house, January 6, 1876. and : continued in office until 1892, which makes his term of service as president the longest in Lombard's history. He was born in Wallingford, \^ermont, in 1835, .. was graduated from Middlebury college, Middlebury, Vermont, in 1857, and entered at once the ranks of the teacher. After holding several minor positions he took the chair of mathematics in .St. Lawrence University, Canton, X. Y. In 1872 he became professor of ancient languages in Buchtel College, Akron, Ohio, a position he held until called to Galesburg. While in Ohio he was ordained , : to the ministrv of the I'niversalist church. He was a man of ripe scholarship, deep spiritual nature and gentle, kindly manner.

It was during his administration that the project to establish a theological department was first considered. In 1880 definite action was taken by President - White. Reverend E. L. Conger and Reverend W. H. Ryder, D. D., and the department was established in the fall of 1881. Prior to this the Universalist denomination had no divinity school in the west, and the lack which had been felt for some time was supplied. The school has received many gifts, among them being $20.000 from the late Honorable A. G. Throop, founder of the Throop Polytechnic Institute at Pasadena, California. Its largest benefactor was Doctor Ryder, whose generous provision for it in his will secured to it about $50,000. In recognition of liis abiding interest in it and in the university it was

\ versalist church men and women who have served it with devotion and ability and who have made their worthy contribution to the advancement of the Chrisr tian religion. In 1892 Doctor White was placed in charge of the divinity school, retaining that position until failing health made necessary his resignation in 1905. He died in Ogdensburg, N. Y., December 8, 1911. In 1909 Reverend Edson Reif snider, for several years prior to that time pastor of the local Universalist church, was appointed dean of the school. ; . v .'.

Dr. John Clarence Lee, a member of the faculty, became president in 1892, but after serving only a few weeks he resigned. His interest in the elective system, which made somewhat more flexible the course of study offered, led to its

- 1895, bringing to the office the ripened wisdom of a long life devoted with enthusiasm to advancing the cause of education. The need of a building for women was urgent, and Doctor Standish began a canvass for the necessary funds. Be-

' fore the completion of the canvass, however, the financial depression which swept over the country counseled delay, and the building was not erected while he was president, though part of the money subscribed was subsequently paid.

Late in the fall of 1895 there was called to the office a man whose administration infused fresh life and vigor into all the interests of the school and

- wrought marked changes in the appearance of the campus. This man was Reverend Charles Ellwood Nash, S. T. D., who at the time was pastor of one of the prominent Universalist churches of Brooklyn, N. Y. Doctor Nash, being an alumnus of Lombard, brought to her the ardent love of one of her sons, and all

: of his conspicuous ability as an inspiring preacher and eloquent platform speaker, a quickener of the spirit of loyalty and an indefatigable worker, was freely and joyously placed under tribute to her. His stirring and virile manhood, his hearty belief in the value of education and his contagious optimism soon began to bear fruit. In 1896 the building for the use of the women of the college was erected near the northeast corner of the campus. This building, known as Lombard hall, is of red pressed brick, three stories in height and is a model of convenience and comfort. It has proved a delightful home for the young ladies who have been fortunate enough to find shelter beneath its hospitable roof. The

; year following the walls of the gymnasium arose on the campus between the main building and Lombard hall. It is two stories in height and has a fine basement furnished with the necessary conveniences of a well equipped structure of its character. It has been a source of keen satisfaction to the lovers of athletics among the students and faculty. On one of the inner walls a bronze tablet commends the class of 1897 for the important part it took in subscribing to the fund and in making the canvass for the building a success. The president's house across from the campus on the corner of Knox and Lombard streets was built for Doctor Nash for his home and acquired by the college after his resignation. Doctor Nash presented the needs of Lombard so persuasively to its friends that a considerable sum was added to its endowment during his administration, and prior to his resignation he had secured several goodly subscriptions toward a new $100,000 fund for the enlargement of the permanent endowment. In 1899 the name was changed from Lombard university to Lombard college, the latter title being considered more appropriate for an institution of its character.

Early in 1894 Doctor Nash resigned to accept an important national office in the Universalist church, and E>ean Fredrick W. Rich was put in charge of the college. Dean Rich had been a teacher there for a score of years and was so well acquainted with the routine of administration that under his intelligent and careful oversight none of its interests suffered. He was at the helm until the fall of 1905, turning it over to the new president at that time. Dean Rich has been one of the most efficient teachers connected with the college, and when he resigned at the close of the college year in 1911 after a service covering more than a quarter of a century it was with the consciousness that he had helped hundreds of young men and women to find themselves and a worthy place in life and a friend whose regard for them was sincere and true.

The present head of Lombard, Reverend Lewis Beals Fisher, D. D., assumed the presidency in September, 1905. He had been a professor for fifteen years in the Canton Theological school. Canton, N. Y., a department of St. Lawrence University. He was at once confronted by the task of completing the canvass for a $100,000 fund begun by Doctor Nash, and he addressed himself to it with an energy and persistency prophesying success. It was far from easy of accomplishment, but the appeals of this genial, warmhearted man brought from old friends and new the subscriptions called for by the terms of an agreement on the part of Mr. Andrew Carnegie to contribute $25,000, provided the balance be secured from others. When the late Thomas Lowry of Minneapolis, who had early in the canvass pledged $10,000, made the condition of its payment the raising of the entire amount sought by December 31, 1906, a fresh impetus was imparted to the enterprise, and when the day arrived the joyful announcement was made that the conditions had been met and the fund was assured.

Doctor Fisher's conduct of his office has been characterized by kindly regard for the best welfare of the teachers associated with him and the students committed to his care. He has made for himself a wide circle of friends, whose friendship extends also to the college. It is not too much to say that no man has ever occupied the presidency who has won so readily the warm affection of the student body nor one who has better deserved it.

The foregoing is mainly a statement of bare facts. Only those who can read liberally between the lines will succeed in getting the whole story. Justice cannot begin to be done in so brief a sketch, and many must go unnamed whose love and sacrifice are builded into the walls of Old Lombard. She has had a noble history and has played a most commendable part in furnishing her full quota of strong and good men and women to the need of a growing world, men and women some of whom have become honorably known both nationally and internationally.

Though the college had its birth in a spirit of protest against what was deemed pernicious sectarian influences in education, it was the purpose of its organizers to educate the young under uplifting Christian influences. Chapel services were held daily, attendance on which was and still is compulsory. Failure to regularly attend church on Sunday was dealt with severely, but the church was left to the free choice of the student or his parents. The early catalogs enumerated thirty-two rules to which the student pledged himself in writing before being admitted to the institution. An early rule reads : "No student shall attend any dancing or other frivolous parties during term time without the per-

Ladies' Hall. Lombard College

Early in 1894 Doctor Xash resigned to accept an important national office in the Universalist church, and Dean Fredrick W. Rich was put in charge of the . college. Dean Rich had been a teacher there for a score of years and was so well acquainted with the routine of administration that under his intelligent and careful oversight none of its interests suffered. He was at the helm until the fall of 1905, turning it over to the new president at that time. Dean Rich has ; been one of the most efficient teachers connected with the college, and when he resigned at the close of the college year in 1911 after a service covering more . than a quarter of a century it was with the consciousness that he had helped hundreds of young men and women to find themselves and a worthy place in ' life and a friend whose regard for them was sincere and true. : The present head of Lombard, Reverend Lewis Beals Fisher, D. D., assumed the presidency in September, 1905. He had been a professor for fifteen years in the Canton Theological school. Canton, X. Y., a department of St. Lawrence University. He was at once confronted by the task of completing the canvass for a $100,000 fund begun by Doctor Xash, and he addressed himself to it with an energy and persistency prophesying success. It was far from easy of accomplishment, but the appeals of this genial, warmhearted man brought from old friends and new the subscriptions called for by the terms of an agreement on the part of ]\Ir. Andrew Carnegie to contribute $25,000, provided the balance be secured from others. When the late Thomas Lowry of Minneapolis, who had early in the canvass pledged $10,000, made the condition of its payment the raising of the entire amount sought by December 31, 1906, a fresh impetus was imparted to the enterprise, and when the day arrived the joyful announcement was made that the conditions had been met and the fund was assured. "

Doctor Fisher's conduct of his office has been characterized by kindly regard for the best welfare of the teachers associated with him and the students committed to his care. He has made for himself a wide circle of friends, whose friendship extends also to the college. It is not too much to say that no man has ever occupied the presidency who has won so readily the warm affection of the student body nor one who has better deserved it.

The foregoing is mainly a statement of bare facts. Only those who can read lil^erally between the lines will succeed in getting the whole story. Justice cannot begin to be done in so brief a sketch, and many must go unnamed whose love and sacrifice are builded into the walls of Old Lombard. She has had a noble history and has played a most commendable part in furnishing her full quota of strong and good men and women to the need of a growing world, men and women some of whom have become honorably known both nationally and internationally. ;:-<.''-.-! " - : .'^;:,r

Though the college had its birth in a spirit of protest against what was deemed pernicious sectarian influences in education, it was the purpose of its organizers to educate the young under uplifting Qiristian influences. Chapel services were held daily, attendance on which was and still is compulsory. Failure to regularly attend church on Sunday was dealt with severely, but the church was left to the free choice of the student or his parents. The earlv catalogs enumerated thirty-two rules to which the student pledged himself in writing before being admitted to the institution. An early rule reads : "Xo student shall attend any dancing or other frivolous parties during term time without the per- inissicm of the faculty." Students playing cards or any games of chance were to be dealt with as the faculty saw fit, and the intimation clearly was that they would see fit to do something likely to be long remembered. \\'ith the passage of the years the list of formal rules gradually grew shorter and finally altogether disappeared, but always the concern of the faculty has been to bring imder wholesome and uplifting influences the young people placed in their charge, and for the result throughout these two generations no apology- is necessarj.-. Like other small colleges of this countrj-, Lombard has had her ideaU. and to their guidance she has endeavored to hold true. Together with them she has performed a service of measureless value, and as her influence has blessed the past so will it also richlv Wess the future. - -

St. Mar}''s school, Knoxville, was opened in April, 1868, in the building of the Ewing Female Universit)', erected about ten years before. For lack of endowment, that institution had been compelled to discontinue its work, and the property was transferred to the Episcopal diocese of Illinob. Of the fifteen trustees, ten are appointed to represent the diocese of Illinois and five to represent Knox county. The Rev. Charles W. Lefl5ngwell became the founder and rectcM" of St. Mar}-'s, Mrs. Leflingwell being the matron and Miss Xancj- Menedy Hitchcock the vice-principal. Dr. LeflMgwell continues to this day ( 1912) rector of the school; Mrs. Lefiingwell was matron for fort>- years: Miss Hitchcock was vice-principal for over twent}--five years.

The school soon outgrew its limited accomnxnlations. and at a cost of about $25,000 it was greatly improved and enlarged. The Hon. James Knox contributed nearly one-half the required amount. -"---.'

On January- 4th, 1883. the building and contents were destroyed by fire. Within a month the school was reopened in the building of Ansgari College, in Knoxville, the few college students finding homes in private houses and reciting in the rooms of the old court house.

The cost of the new school building, the new stone chapel and the improvement of the ground was about $100.000. of which nearly one-half was pro^nded by the legacy of Mr. Knox. Additions and improvements have been made from time to time. In 1901 a recreation annex was built and furnished at a cost of nearly $10,000. > 'V

Succeeding Miss Hitchcock as principal. Miss Emma Pease Howard has continued in office to the date of this writing and for >ome years has successfully managed the business as well as the academical work of the institution. The maximum of one hundred students in residence, with twenty- officers and teachers, has been reported during most of the time for a quarter of a century-.

St. Mar}-'s is a school for young women who desire to continue their work two or three years beyond the course of the high school. It is a school home where girls become better daughters: where they are systematically trained for the duties of wifehood and motherhood ; where they are encouraged to recognize, and where they are required to prepare for, their present and future obligations. There is a thorough preparatory course for younger girls and an affiliated school, St. Martha's, for little girls.

More than twenty states are represented by the teachers and students in attendance. The alumnae are resident in nearly every country of the world - in Alaska, in Mexico, in Canada, on the Atlantic and Pacific coasts, in Europe, Australia, Hawaii, the Philippines, Guam, Japan, China, Ceylon and the West Indies.

St. Martha's school for younger girls was opened in Knoxville in September, 1911, by Miss Emma Pease Howard. The building was designed and con- .^tructed expressly for this work and is located upon a beautiful campus adjacent to St. Mary's school, with which institution St. Martha's is affiliated. The .=chool .is entirely distinct from St. Mary's, being complete in equipment and especially adapted in methods and management to the care and training of young children. The official visitors are the Rt. Rev. M. E. Fawcett, D. D., Ph. D., Bishop of Quincy, and the Rev. C. W. Leffingwell, D. D., rector of St. Mary's school. A fine corps of officers and teachers is provided, and everything possible is done to promote the physical, mental and moral welfare of the little girls. Healthful recreation is a prominent feature of the curriculum. The course of study includes all branches taught in the best public schools preparatory to the eighth grade, with instruction also in French and German, drawing, music, dancing, arts and industries.

Though St. Martha's school may not yet claim a place in history, it is a unique and interesting development in educational enterprise, being the only school of high grade, so far as we knew, which is completely organized and equipped for the care of little girls exclusively. Only those under thirteen years of age are received. . -:-...... ; . -; -

St. Alban's school for boys, Knoxville, was founded in 1890 by the Rev. Dr. C. W. Leffingwell, and for several years was conducted under his supervision. The property of Ansgari college, having reverted to the city, by the discontinuance of the Swedish school there, was transferred to Dr. Leffingwell, and by him was greatly enlarged and improved. Towards the erection of the main building the Hon. James Knox had given $10,000. The building and equipment are valued at $60,000. The school is widely and favorably known, and many of its graduates hold high positions in the church, in the army and in the business world. Mr. Lucien F. Sennett is the present headmaster and lessee of the school, and under his capable management the institution has steadily advanced in numbers and in efficiency. The maximum number of students in residence is now sixty and there are some day scholars.

the duties of wifehood and motherhood; where they are encouraged to recognize, and where they are required to prepare for, their present and future obligations. Tliere is a thorough preparatory course for younger girls and an affiliated school, St. Martha's, for little girls.

More than twenty states are represented by the teachers and students in attendance. The aliunnae are resident in nearly every country of the world - in Alaska, in Mexico, in Canada, on the Atlantic and Pacific coasts, in Europe, Australia. Hawaii, the Philippines. Guam, Japan, China, Ceylon and the West Indies.

St. Martha's school for younger girls was opened in Knoxville in September, 1911, by Miss Emma Pease Howard. The building was designed and constructed expressly for this work and is located upon a beautiful campus adjacent to St. Mary's school, with which institution St. Martha's is affiliated. The school .is entirely distinct from St. Mary's, being complete in equipment and especially adapted in methods and management to the care and training of young children. The official visitors are the Rt. Rev. ]\I. E. Eawcett, D. D., Ph. D., I'ishop of Quincy. and the Rev. C. W. Leffingwell. D. D.. rector of St. Mary's school. A fine corps of officers and teachers is provided, and everything possible is done to promote the physical, mental and moral welfare of the little girls Healthful recreation is a prominent feature of the curriculum. The course of study incUules all branches taught in the best public schools preparatory to the eighth grade, with instruction also in French and German, drawing, music, dancing, arts and industries.

Though St. Martha's school may not yet claim a place in history, it is a unique and interesting development in educational enterprise, being the only school of high grade, so far as we knew, which is completely organized and equipped for the care of little girls exclusively. Only those under thirteen years of age are received, . . ;

St. Alban's school for boys, Knoxville, was founded in 1890 by the Rev. Dr. '. C. W. Leffingwell. and for several years was conducted under his supervision. The projjerty of Ansgari college, having reverted to the city, by the discontinuance of the Swedish school there, was transferred to Dr. Leffingwell, and by - ,. him was greatly enlarged and improved. Towards the erection of the main building the Hon. James Knox had given $10,000. The building and equipment are valued at $60,000. The school is widely and favorably known, and many of its graduates hold high positions in the church, in the army and in the business world. Mr. Lucien F. Sennett is the present headmaster and lessee of the school, and under his ca])able management the institution has steadily advanced ;- in numbers and in efficiency. The maximum number of students in residence is now sixtv and there are some dav scholars.

In the year 1864 Prof. H. E. Hayes organized a school on Main street on the third floor in the building now occupied by the Farmers' and Mechanics' bank. Mr. Hayes was a beautiful penman, a fine scholar, a cultured gentleman and had been a soldier in the Civil war. The school was organized at a time when the soldiers who had seen four years of service were just returning home and had been too busy in the south to further their education. They saw the need of more training in order that they might enter and succeed in mercantile enterprises. Mr. J. B. Harsh, now an attorney and banker of Creston, Iowa, and for whom we are indebted to this early history, taught in the Hayes' Business Institute while attending classes in Lombard College, 1865-66.

In the year 1866-67 Mr. Harsh and Mr. Hayes joined their fortunes, and then the school was known as the Hayes and Harsh Business College. It was located in the upper story of Colton block west of the public square, or west of "Central park." The original location was also retained and was used for a telegraph station, as telegraphy was one of the branches taught.

Prof. Harsh purchased the remaining interest of Prof. Hayes and changed the name to Western Business College, which name it retained until it was purchased by the present owner. Mr. Harsh moved his school to the third story of the new Allen building on Prairie street, now known as the "Doyle building." The school grew rapidly, and over 700 students were enrolled in the year 1867-68.

In the spring of 1869 Prof. Harsh sold the institution to Prof. E. R. Poole, who retained the management for a number of years and conducted it in the same location.

In the year 1872-73 Mr. Poole sold his interest to J. M. Martin and Brother, who conducted it for ten years, when, according to the Republican Register of March 24, 1883, it was sold to Prof. M. H. Barringer of Jacksonville, Illinois. Prof. J. M. Martin engaged in the banking business at Burlington Junction, Missouri, and A. B. Martin engaged in business in this city.

Prof. G. H. Bridge, now of the Galesburg high school, was the teacher of penmanship and telegraphy under Mr. Barringer's management. Mr. Barringer moved his school to the Nelson building, at the corner of Seminary and Main streets, where Mr. Brown purchased it in the spring of 1891, and it has since been known as Brown's Business College.

Mr. C. C. Gilliand, one of the teachers, was made principal of the school until July, 1892, when W. F. Cadwell took charge. June 29, 1895, the college was moved from the Nelson building to the Arnold block, corner of Cherry and Simmons, its present location. Mr. Cadwell was principal of the school for ten years, or until 1902. He was succeeded by Prof. I. N. Wright, who was principal for six years, when J. H. Cox, the present principal of the school, took charge.

Among the leading teachers who have been connected with the school are: C. E. Faust, a penmanship expert located in Chicago; J. R. Anderson, now owner of a business college in St. Louis, Missouri ; E. F. Quintal, owner of a business college in Green Bay, Wisconsin ; J. B. Owen, lumber merchant in Stonington, Illinois ; Prof. G. W. Roseberry, proprietor of three business colleges in Massachusetts; Gertrude Harvey, teacher of shorthand in the Davenport high school, and Prof. A. T. Scoville, now principal of Brown's Sterling school.

Mr. Brown graduated as a boy from the Eastman's Business College in Poughkeepsie, New York, and began teaching in the commercial department of Hedding College, Abingdon, Illinois. Later he was employed by Whipple Academy at Jacksonville as the writing master and began his work there February 17/1867. / V.

Soon after the business college and- the academy separated, Mr. Brown going with the business college, and the school prospered for a number of years.

In 1888 the Peoria school was purchased and was soon followed by Decatur and then Galesburg, until now Mr. Brown controls a chain of twenty-nine business colleges located in the best cities in Illinois, Iowa, Missouri and Indiana. The Galesburg school ranks well up among the best and is well attended. The graduates may be found in nearly all of the business houses of Galesburg and surrounding territory. The annual graduating exercises are a new feature, and forty to fifty young people are given their diplomas each year. ;.; A new course will be added this year in stenotype, a machine invented to write shorthand.

The school is now owned and controlled by President G. W. Brown ; however, the actual management has been shifted from his shoulders to Superintendent R. H. Peck, who was at one time teacher in the English department of the school. Mr. Brown was the first western school manager to introduce typewriting in the school, the first to admit ladies, and was the first to introduce a course in salesmanship.

' . The present teachers, aside from Principal J. H. Cox, are Miss Maud Lance, shorthand; Mr. J. A. Ebersol, bookkeeping; Miss Myrtle Reck, typewriting and English ; and Miss Dorothy Bean, the stenotype teacher, and Miss Olga Thuline, assistant.

The Chicago, Burlington & Quincy Railroad Of Knox

Before the advent of the railroad transportation was carried on by means of canals, as in China to-day, and the construction of government roads, such as the Appian way of Italy, and a great deal of commerce may be carried on under that old system. Besides, those roads were used for military purposes, and we may well be surprised with their effectiveness when compared with modern transportation. The discovery of the power of steam was made by Heron in the third century, B. C. This power was first applied to naval transportation in the year 1707 and was applied to locomotion upon land in the year 1804. As owner of a business college in Sjt. Louis, Missouri ; E. F. Quintal, owner of a business college in Green Bay, \\'isconsin ; J. B. Owen, lumber merchant in Stonington. Illinois: Prof. G. W. Roseberry, proprietor of tbree business colleges in ^lassacbusetts : Gertrude Harvey, teacber of sbortband in tbe Davenport bigh school, and I'rof. A. T. Scoville, now principal of Brown's Sterling school.

Mr. Brown graduated as a boy from tbe Eastman's Business College in rougbkeei)sio. Xew York, and began teacbing in tbe commercial department of I ledding College, Al)ingdon, Illinois. Later be was employed by Wbipple Academy at Jacksonville as tbe writing master and began his work there February 17, 1867. . _- , . -: . .-^ ^ - t--. '^^' '' - ' r, : :: .

Soon after tbe business college and tbe academy separated, Mr. Brown going with the business college, and tbe scbool prospered for a number of years.

In 1888 the Ti-oria scbool was purcbased and was soon followed by Decatur and tben (jalesburg, until now Mr. Brown controls a cbain of tw-enty-nine business colleges located in tin- best cities in Illinois, Iowa, Missouri and Indiana. Tbe Galesburg scbool ranks well up among tbe best and is well attended. Tbe graduates may be found in nearly all of tbe business bouses of Galesburg and surrounding territorv. Tbe annual graduating exercises are a new feature, and forty to fifty young peo])le are given tbeir diplomas eacb year. j

Tbe scbool is now owned and controlled by President G. W. Brown; bowever, tbe actual management lias been sbifted from bis sboulders to Superintendent R. II. IVck, wbo was at one time teacber in tbe Englisb department of tbe scbool. Mr. IJrown was tbe first western scbool manager to introduce typewriting in tbe scliool, tbe first to admit ladies, and was tbe first to introduce a course in salesmansbip.

Tbe present teacbers, aside from Principal J. H. Cox, are Miss Maud Lance, sbortband; Mr. J. .-X. Ebersol, bookkeeping; ]\Iiss Myrtle Reck, typewriting and Englisb; and Miss Dorotby Bean, tbe stenotype teacber, and Miss Olga Tbuline, assistant.

Gknesis Oj-' The Railroad '

Before tbe advent of tbe railroad transportation was carried on by means of canals, as in Cbina to-day, and tbe construction of government roads, sucli as tbe Appian way of Italy, and a great deal of commerce may be carried on under tbat old system. Besides, those roads were used for military purposes, rnd we may well l)e surprised witb tbeir effectiveness wben compared witb modern transportation. Tbe discovery of tbe power of steam was made by Heron in tbe tbird century, B. C. Tbis power was first applied to naval transportation in tbe year 1707 and was applied to locomotion upon land in tbe year 1804. As in all other primitive efforts in the application of a new principle, the success was at first quite indifferent, and there elapsed quite a period of time before anything like real success was arrived at. But the general necessities of mankind for something that would transport passengers and freight quickly from point to point proved a great stimulus to additional invention and constant improvements in the method of application.

The growth of the cities of the world made it imperative that some means should be discovered for bringing the products of the country to the city and in return the manufactured articles from the city back to the country. In the early days of railroad life there were but small sections of roads here and there, but the great body of the land was without any facilities of this kind. These necessities were so poorly supplied that the geniuses of the country were constantly working to produce something really efficient in the line of transportation.

The immediate forerunners of the Burlington system were projected roads ^ ; from Peoria to Oquawka, from Quincy northward, known as the Northern '.;. Cross railroad, and from Chicago to Aurora, all located within the state of Illi- ]- ', nois. With a road from Peoria to Oquawka and another from Quincy north- ' - ward and another from Chicago southward there was a great desire to extend ; the system so as to connect all these points with Chicago. But out of those three projected roads has grown the great system and network of railways - known as the Chicago, Burlington & Quincy railroad. 'v ;.

This system has become known as the Burlington route. It is the parent organization and corporation of an extensive system which operates railroads in most of the western and northwestern states. It starts at Chicago and furnishes connections at St. Louis, Kansas City, Omaha, St. Paul, Minneapolis, Cheyenne, Denver, Billings, Deadwood and many other connecting and intermediate points and has connections by affiliated roads such as the Great Northern, Northern Pacific, Quincy, Omaha & Kansas City, Colorado Midland, Western Pacific, Denver & Rio Grande, reaching the southwestern states at Los Angeles, the western and northwestern states at San Francisco, Seattle and Portland; and on the southeast to the Ohio river and the south and all the southeastern states. This system is destined, through its great controlling road, the Great Northern, to tap the large wheat and timber lands of Canada and the northwestern states. An ever increasing volume of traffic will surely be brought to the great northwestern gateway by the Great Northern, the Northern Pacific and the Colorado Southern to the Burlington route and transported to the eastern, southern, central and gulf states and thence to Europe.

From the south and east the products of the country will be transported to the important shipping points on the north Pacific coast, British Columbia and Alaska and then to the Orient and far away Asia and Europe.

Surely a stupendous system of commercial activity of such a character as that passing through the county of Knox is worthy of the most careful study.

Railroads become one of the most important features in the development of the country. They have been the means of opening up the broad domain to settlement, and by them every department in life has been most rapidly advanced, and they constitute in a large degree the vital force of an active and wealthy civilization. The country is covered with a network of roads extending from ocean to ocean, penetrating every state and territory and employing millions of men and women, expending millions of money for service, maintenance and equipment, and any serious interference with the operation of these roads would at once paralyze the business of the country and result in untold injury and suffering to the people. The combined value of the railroads of the country is represented in figures wholly incomprehensible to the human mind, unthinkable even to their managers, and every dollar is at the service of the people.

From the beginning of the agitation of railway building in this county, which was about as early as that of any other part of the state, the people have been very earnest and active on the subject. The early settlers of the county, being largely from the east, were naturally among the first to desire a connection by rail with that part of the world from whence they came. They came to this country by wagon overland, slowly pushing their way over hills and through forests, fording streams swollen with spring rains, halting for nothing except the Sabbath day. Today we find them in the midst of the noise and whir of revolving shafts, of wheels of industry and commerce, enjoying the benefits of ';.-.;' twentieth century transportation and the journey once made with such trial ;; ' . and hardship is now taken with comfort and the enjoyment of books and '';.'- newspapers and is completed within a few hours.

The Chicago, Burlington & Quincy railroad may justly be said to be the origin of the energ)' and power that has turned the west and uncultivated prairies of the central west into a land of plenty, beauty, business and wealth and of all the counties in all this great central west, Knox county and its adjoining counties in Illinois have been made the most productive and the most blest of all in the advantages of business, culture and refinement.

On February 12, 1849, ^^^ legislature granted a charter to the Peoria & Oquawka Railroad Co. with a capital stock of $500,000. Under this charter a certain amount of stock had to be subscribed by February i, 1850, before grading could commence and besides this, other conditions were imposed which were burdensome, but which were modified by the next legislature. The plan was to construct a railroad from Peoria on the Illinois river to Oquawka, on the Mississippi. );;'-':-.: :'', -:;'-!-

The first railroad meeting was held in Knox county, September 9, 1849, the object of which was to provide for the general assembling of the citizens in October. There was a large and enthusiastic meeting, speeches were made by James Knox and Robert S. Blackwell. A motion was made and carried in favor of voluntary taxation to provide funds to prosecute the work. The estimated cost was between $500,000 and $750,000. A resolution was adopted requesting the commissioners of the county to correspond with those of other counties in order to bring about concerted action in the matter. IMeetings were held throughout Knox county and a great deal of interest was manifested. The Knoxville Journal, then owned by John S. Winter, was very zealous in the advocacy of the cause, awakening an interest in railroad matters. A meeting was held in Galesburg, November 29, 1849.

The people of Oquawka, refusing to aid the enterprise, the people of Burlington came forward with the necessary subscription, the route was changed to the latter place and Oquawka was left out. The company expended all their money and exhausted their credit in building the road from Burlington to Kirkwood.

A large meeting was again held in Knoxville, inaugurated by the people of Peoria, at which Judge Purple presided. The idea of the people of Knoxville at this time was that the road would build to Peoria and thereby bring manufactories nearer to them. But the defects in tlie charter caused the project to drag and in the meantime the people of Peoria organized a new company under an old charter which had been granted to Andrew Gray to build a road ten miles from Peoria and finally to pass through Farmington, Illinois, and then direct to Burlington, leaving Knoxville and Galesburg to the north. This road was called the Peoria & Mississippi Railroad Co.

The people of Knoxville favored the road rather than have no road in the county. However, on February lo, 1851, the defects in the Peoria & Oquawka charter were removed, which allowed the company to commence work with less stock paid in and to run the road through Knoxville and Monmouth with Galesburg left to the north again.

This did not satisfy the citizens of Galesburg and on February 15, 1851, the Central Military Tract Railroad company was incorporated with Wm. Mc- Murtry, C. S. Colton, James Bunce, W. S. Gale, C. G. Lanphere, H. H. May, W. A. Wood. Alfred Brown, Alvah Wheeler, Peter Grouse, Amos Ward, Patrick Dunn, Daniel Meek, Silas Willard, A. C. Wiley and their associates and successors, a body politic and corporate under the name and style of the Central Military Tract Railroad company, with power to build a road from Galesburg, in a northwesterly course, to some point on the Rock Island and LaSalle railroad. The object of this move was twofold, viz., to build in the direction of Chicago and thereby compel the Peoria & Oquawka railroad to come to Galesburg.

On June 19, 1852, the charter was amended so as to give them the right to build a road from Galesburg in a northeasterly direction on the most direct and eligible route to the city of Chicago, to a point to be designated by said company at or near the line of the Chicago and Rock Island railroad. The charter originated with a body of men who were wont to meet in the office of W. S. Gale, on the south side of the public square in the city of Galesburg. Among those were C. S. Colton, W. S. Gale, Silas Willard, Geo. C. Lanphere, and James Bunce, and they were aided in their scheme by Marcus Osborne of Rock Island. Their first charter was written in the office of W. S. Gale and Geo. C. Lanphere, the democrat in the ring, was sent to the legislature, which was democratic at that time, where the bill was passed. Under the charter, a survey was made for a line to Sheffield by Messrs. Whipple, Wentworth & Churchill.

Plans and estimates were made for this line and the work put under contract in the winter of 1851-2. The contracts were revoked, however, and nothing was done, the company having changed its plans and decided to meet the Chicago & Aurora road at Mendota.

On Fehruary 12, 1849, the Aurora Branch Railroad company was incorporated to build a road from Aurora to the Galesburg and Chicago railroad. On June 22, 1852, this act was amended to allow them to extend their road in a southwest direction or to build northwest to where they could interest any railroad, built or to be built, and then form connection with such road.

February i, 1851, power was granted to the Northern Cross Railroad company road, extending north from Quincy, Illinois, to build a branch from some point on that road in Adams county and then running in a most expedient and eligible route through the military tract, terminating at the most advantageous point at or near the south terminal of the Illinois and Michigan canal with a proviso that the company should not locate or construct this branch upon any line east of the city of Knoxville.

June 21, 1852, the act was modified to authorize the Northern Cross company to terminate the lateral branch of said road at any point where the railroad may connect with any other railroad extending north to the city of Chicago.

We now have under consideration the Peoria & Oquawka, the Central Military Tract, the Aurora Branch and the Northern Cross Railroad companies. It will be found necessary to consider all of these roads together because upon their completion the original Chicago, Burlington & Quincy railroad came into existence.

The changes in the plans of the Central Military Tract Co. were made because of the following circumstances : While the Peoria & Oquawka railroad interests were being slowly worked up by local subscriptions, C. S. Colton, of Galesburg, being in the east, accidentally met in Boston, J. W. Grimes, of Burlington, Iowa, who was a member of the state legislature, and also a Mr. Wadsworth, of Chicago, who was president of the Chicago & Aurora railroad, and after a conference they decided that an independent route direct to Chicago was the most practicable line. Mr. Colton returned home and had a conference with his railroad friends and the changes were determined upon. ; It was found impossible to secure eastern capital to aid in the construction of the road while the rates of transportation were subject to control by the state legislature. A special charter was prepared which removed the difficulty - and gave the company the entire control of the same with full power to establish and regulate their rates of transportation.

Mr. Colton was delegated to go to Springfield, Illinois, to secure the passage of the special charter, which was done June 21, 1852. At the same date he also secured the amendment to the Chicago & Aurora extension, authorizing the building of that road to Mendota. It was here that he met for the first time

James F. Joy, afterwards president of the C. B. & Q. R. R. Co., who became interested in Colton's plans and who suggested to him the change of the terminus of the Northern Cross railroad and securing the interest of the Quincy .V; people in this branch; and here undoubtedly was the inception of the great Chicago, Burlington & Quincy railroad, the pride of the state.

Subsequently John W. Brooks, president of the Michigan Central Railroad Co., and James F. Joy, both of Detroit, interested themselves in the Central Military Tract road and proposed that if the people along the route between Galesburg and Mendota would subscribe $300,000 they would furnish enough more capital to complete the grading of the road and laying of the ties, and when that was done they could borrow money on the bonds of the company to complete the construction of the road and put it in operation. One of the first meetings to raise stock was at the old Academy building at Galesburg. The first three subscribers were James Bunce, James Bull and Henry Ferris. Mr. Bull failed to pay. Mr. Bunce was a resident of Galesburg, also Henry Ferris,

- v.-ho will be remembered by many as the father of Mrs. B. F. Arnold and Mrs. Geo. W. Prince. After several months of canvassing for subscriptions to the new company for the $300,000, the required guaranty, they were still short

.', $50,000. At this juncture Messrs. Joy and Brooks came to Galesburg and gave .---notice that they could not promise a further extension of time on behalf of their ; principals, who had agreed to build the railroad when the required gttaranty was : ; subscribed.

This was a critical time, for $50,000 must be raised immediately or the whole project would be abandoned and all the work done would be lost. Fverybody . in the community had been canvassed, but to no purpose. At this vital moment ;;:'-' C. S. Colton and Silas Willard, who had been the principal movers in the enterprise, finally determined to risk everything for the success of the undertaking, and they personally subscribed the $50,000, thereby binding all the other subscribers and also the eastern capitalists to their contract for building and operating the road. This subscription was a heavy load for these men and they were . : obliged to borrow the entire amount at the rate of lo per cent, all their own ; , means being fully absorbed in their business, and it was several years before ; their stock paid any dividend.

- - , Cross Railroad company to come to that city. The* people between Peoria and i Burlington were anxiously waiting for the Peoria & Oquawka road to go ahead. ;> The terminal cities, Burlington and Peoria, by vote subscribed $75,000 each.

October, 1851, at the Peoria end. By September, 1853, a^l parts of the Peoria & Oquawka road were under contract. When the eastern end of the P. & O. road was built to Elmwood and the western end to Monmouth the work ceased. The parties controlling the line failing to complete the road, the subscribers became dissatisfied, and W. S. Mans of Peoria, James Knox of Knoxville and A. C. Harding of Monmouth entered into a contract to finish the road between Monmouth and Elmwood, but being unable to carry out their contract they sold out to the Central Military Tract Co., the latter agreeing to complete, equip and open the road, which gave the road to Galesburg. After numerous efforts by C. S. Colton of the Central Military Tract Co. and N. Bushnell of the Northern Cross Co. a junction of the two roads at Galesburg was agreed upon which was subsequently ratified by the legislature. By this act, together with the purchase of the contract for the construction of the P. & O. line by the Central Military Tract Co., the destiny of Galesburg as a railroad center was absolutely

In October, 1852, the Central Military Tract Co. increased its capital stock from $100,000 to $600,000 and elected the following directors: John W. Brooks, Henry Ledyard, James F. Joy, W. N. Lathrop of Detroit, J. H. Birch, C. G. Hammond and John H. Kinsey of Chicago, C. G. Colton, W. S. Gale, James Bunce and Silas Willard of Galesburg, Wm. McMurtry of Henderson and John H. Bryant of Princeton, Illinois.

The road from Burlington to Peoria was not completed until the end of 1854. The first passenger trains began running in the spring of 1855. At this time the Chicago and Aurora company and the Central Military Tract company and the Peoria and Oquawka company were all consolidated under the name of the Chicago, Burlington and Quincy Railroad company, the name being adopted from the terminal points of the lines that formed the consolidation. Upon the consolidation Galesburg was made a central division from Mendota west. Col. C. G. Hammond, formerly of the Michigan Central, being the general superintendent of the road, placed the Galesburg division under the supervision of Henry Hitchcock as assistant superintendent on Jan. i, 1856.

Galesburg has always been the headquarters of the Galesburg division. Here are located the company's shops, roundhouses, locomotive and car departments, large stock yards, icing plant, timber preserving plant, cement works and other equipment, and here a large number of men live who are employed in the train, track and engine service, also bridge men, carpenters, shop men and men employed in other branches of the service, and these men have much to do in building up Galesburg and making it one of the most prosperous cities of the central west.

From Galesburg, the county seat of Knox county, the center lines of railroad diverge to many points terminating in Chicago, St. Paul, Minneapolis, Rock Island and Moline, Burlington, Quincy, Peoria, Streator, Rushville and West Havana, and from these points important connections are made with all the country, bringing Galesburg and Knox county in direct intercourse with a large territory and making it the distributing point for the merchandise and products of the central part of the state. The original offices and passenger station, which had a fine hotel connected with it, managed by the then noted hotel man H. W. Belden, was located at the intersection of Prairie and Brooks streets. This sta- tion and offices were destroyed by fire on the stormy March ist, 1881. Temporary quarters were built for use until the new station was built in 1883 and completed and occupied May 4, 1884. This new station and office building was also destroyed by fire April 27, 1911, and temporary quarters rebuilt for use until the fine new station now being erected is completed, which will be this year, when Seminary and South streets' grade crossings will give place to large subways. Probably Main and Mulberry also will later be given subway crossings.

This, in a general way, gives the origin of the Chicago, Burlington and Quincy Railroad company proper, which in 1855 consisted of but a few miles of road as compared with its present extent. This road extended from Chicago to Galesburg, Galesburg to East Burlington, south from Galesburg to Quincy and east from Galesburg to Peoria, three hundred and seventy-eight miles. This was increased in 1862 to four hundred and eight miles "by a branch from Yates City to Lewistown. Now its main line, extending from Chicago to Denver, Kansas City, Cheyenne, Billings, Deadwood, and the whole number of miles of standard gauge road operated by the Burlington in 1911 was about nine thousand and seventy-five miles. Of this total seventeen hundred and thirty-two miles were in the state of Illinois. ':..

The total earnings and disbursements of the road in the state for the year reached an enormous amount and the tonnage hauled was immense in volume and the prosperity of all the cities on its line may justly be said to depend upon the earnings of the employes of the road and to the business created and made possible by the advantages given by the road. The company paid to the treasurer of Knox county, in the year 1910, $49,646.09 in taxes.

In this sketch of the C., B. & Q. railroad we have aimed at giving the history of its inception, the events which culminated in the consolidation of the different railroad projects which resulted in the organization of the C., B. & Q. Railroad Co. and its operation in Knox county and adjacent territory, whose rails now carry the product of millions of acres of land and move the population of a continent. This company has the reputation of having the best track in the United States. Its trains are made of the most elegant and serviceable equipment and with all the latest facilities for service and comfort. The double steel rail is laid now on nearly all its lines and the trains are noted for their regularity in running on schedule time. The management of the road is, and always has been, of the best and in keeping with its equipment. '''.'/

During the twelve months ending June 21, 1912, the Burlington railroad carried 22,000,000 passengers without causing a death. The management also announced that there has not been a fatality in the passenger list of the suburban system in five years. /; u

The record covers the entire system of 9,332 miles. The suburban system, which has been clear of deaths for five years, handles an average of il,ooo passengers daily and operates i CO trains every twenty-four hours.

Of the total mileage there is 2,812 in Illinois, 1,925 in Iowa, 1,635 '" Missouri. 3,523 in Nebraska, and from 54 to 600 in Wisconsin, Minnesota, Kansas, Colorado, South Dakota, Wyoming and Montana. The number of passengers carried one mile was 1.173,435,093, and the average distance traveled by each passenger was 53 miles.

In The Discharge Of Their Respective Duties

Up to the present time the consideration of the Burlington route has been directed to a brief review of the construction of the road beginning at Chicago and running to Galesburg, the road beginning at Quincy and running to Galesburg, and the road from Peoria to Burlington. There are other -branches of this road which belong in Knox county and as shown in the beginning of this article, it is worth our while to study with some care the growth of this enormous corporation even though we go beyond the limits of Knox county. Inasmuch as this railroad system is of such incalculable interest to Knox county, it is well to place before every thinking person of the county some knowledge of the growth of nearly the entire system. We will now proceed to recapitulate very briefly what has gone before and to take up the various branches of the Burlington system that are contributing so much business and activity to the people of Knox county.

To refer again to the construction and organization of the road. The road known as the C., B. & Q. railroad proper consists of the main line, Chicago via Aurora, Mendota and Galesburg to Burlington, Galesburg to Quincy, the branch from Aurora to Turner Junction (on the C. & N. W. Ry.), from Galesburg to Peoria, and from Yates City to Lewistown. The name of the road built by a company incorporated February 12, 1849, under the name of the Aurora Branch Railroad Co. was changed June 22, 1852, to the Chicago and Aurora Railroad Co. February 14, 1855, the name was again change to the C., B. & Q. Railroad Co.

The road from Mendota to Galesburg was built by a company incorporated February 15, 1851, under the name of the Central Military Tract Railroad Co. On July. 9, 1856, the C., B. & Q. and the Central Military Track Railroad Co. were consolidated under the name of the former company. The road from Galesburg to the Mississippi river opposite Burlington and from Galesburg to Peoria was built by a corporation incorporated February 12, 1849, under the name of Peoria & Oquawka Railroad company. On February 21, i86i, the name was changed to the Logansport, Peoria & Burlington Railroad Co. On October 20, 1862, the Logansport, Peoria & Burlington railroad was purchased by G. S. Bartlett, N. Thayer, J. W. Brooks. By authority of an act of the legislature, approved June 19, 1863, the purchasers, on March 8, 1864, organized a new company under the name of the Peoria & Burlington Railroad Co. On July 24, 1864, the Peoria & Burlington railroad was consolidated with the C., B. & Q. R. R. Co., under the name of the C, B. & Q. R. R. Co.

The road from Galesburg to Quincy was built by a company incorporated February lo, 1849, under the name of the Northern Cross Railroad Co. On February lo, 1857, '^^ name was changed to the Quincy & Chicago Railroad Co. The Quincy & Chicago Railroad Co. was sold under foreclosure on April 28, 1864, and purchased by the C., B. & Q. R. R. Co., and deeded to that company, Jiine 30, 1865. ;. ; '/:.>-- ^--;.-V

In The Discharge Of Their Respective Duties. 'I

Uj) to the present time the consic'icration of the Burlinj^ton route has been directed to a brief review of the construction of the road beginning at Cbicago and running to Galesburg, the road beginning at Quincy and running to Cialesburg, and the road from IVoria to Ijurliugton. There are other 'branches of this road which Ijelong in Knox county and as shown in the beginning of this article, it is worth our while to study with some care the growth of this enormous corjxjration even though we go beyond the limits of Knox county. Inasmuch as this railroad system is of such incalculable interest to Knox county, it is well to i)lace before every thinking person of the county some knowledge of the growth of nearly the entire system. \\'e will now proceed to recapitulate very briefly what has goue before and to take up the various brandies of the lUu'- lington system that are contributing so much business and activity to the people of Knox county.

To refer again to the construction and organization of the road. The road known as the C.. I!. & O. railroa<l i)roper consists of the main line. Chicago via Aurora. .Mendota and (ialesburg to lUtrlington, (ialesbttrg to Ouincy. the branch from Aurora to Turner junction (on the C. & X. \\'. Ry. ). from ( Jalesbttrg to I'eoria, and from Vatcs City to Lcwistown. The name of the road built by a companx inc(»rpi)rated l-'ebriiary 12. i^4(). under the name of the Aurora Branch Railroad Co. was changed Jime 22, 1852. to the Chicago and Aurora Railroad CO. Februarv 14. i«^33. the name was again change to the C., 15. & Q. Railroad Co.

The road from Mendota to Galesburg was built by a company incorporated February 15, 1851. under the name of the Central Military Tract Railroad Co. On July 9. 1856, the C., 1'.. & Q. and the Central .Military Track Railroad Co. were consolidated under the name of the former company. The road from dalesburg to the Mississippi river opposite Burlington and from (ialesburg to Peoria was built liy a corporation incorporated February 12, 1849, under the name of Peoria & Ocpiawka Railroad company. On February 21, 1861. the name was changed to the Logansport, Peoria & P.urlington Railroad Co. On October 20, 1862, the Logansport. Peoria & Uurlington railroad was purchased by G. S. Bartlett, X. Thayer, J. \V. Brooks. By authority of an act of the legislature, approved June 19, 1863, the purchasers, on March 8, 1864, organized a new company under the name of the Peoria & Burlington Railroad Co. On July 24, 1864, the Peoria & Burlington railroad was consolidated with the C., B. & Q. R. R. Co.. under the name of the C, B. & Q. R. R. Co.

. The road from Galesburg to Ouincy was built by a company incorporated February lo. 1849. under tbe name of tbe Xorthern Cross Railroad Co. On February lo. 1857. its name was changed to the Ouincy & Chicago Railroad Co. The Quincy & Chicago Railroad Co. was sold under foreclosure on April 28, 1864, and jnirchased by the C., B. & Q. R. R. Co., and deeded to that company, June 30, 1865. ; .

The road from Yates City to Lewistown was built under the name of two companies. The Jacksonville & Savanna R. R. Co., incorporated February 14, 1855, under which name the road was built from Yates City southwesterly to a point about four miles south of Canton. The remainder of the road was built in the name of the Peoria & Hannibal R. R. Co., which was incorporated February II, 1853, under the name of the Macomb, Vermont & Bath R. R. Co. This was changed to the Peoria & Hannibal R. R. Co., on February 24, 1854. November 4, 1860, these two pieces of road were purchased by J. W. Brooks and J. F. Joy. On November 6, i86i, they were transferred to the C., B. & Q. R. R. Co. ,;y;^ . ,'-:.-: .

The branch from Buda to Elmwood was built by a company incorporated under the name of the Dixon, Peoria & Hannibal R. R. Co., on March 5, 1867. It was to be built from Dixon, Lee county, to the Mississippi river with branches. The construction was begun on a section between Buda and Elmwood, in August, 1869, and was opened for traffic February i, 1870, leased to the C., B. & Q., July I, 1869, and on July i, 1899, sold to the Burlington company.

The road from Galva to New Boston was built by a company named the Western Air Line, which was incorporated February 9, 1853, to build from the east bank of the Mississippi river at New Boston via Lacon, to the eastern line of Illinois, in the direction of Fort Wayne, Indiana. On February 21, 1859, the name was changed to the American Central Railway Co. The road was built from Galva on the C., B. & Q. road to New Boston. Construction was begun soon after the organization of the company, but not very much was accomplished until the C., B. & Q. R. R., through James J. Joy, took hold of it, in 1865. The road was opened for traffic from Galva to New Boston, April 23, 1869. It was leased to the "Q" on October 12, 1868, conveyed to the "Q" July I, 1899. The road from Keithsburg Junction to Keithsburg on the American Central was begun in 1870, and opened for traffic July i, 1899, under the name of Dixon & Quincy R. R. Co., incorporated March 4, 1869, and conveyed to the "Q". The cars began to run regularly between Aurora and Chicago, via Turner Junction, October 21, 1850, and between Mendota and Chicago, November 12, 1853. The track of the Galena and Chicago Union R. R. was used between Turner Junction and Chicago.

The construction of the Northern Cross railroad was begun at Quincy in 1851. The first locomotive reached Quincy, March 12, 1854, and was placed on the track at Quincy, September 12, 1854. N. Bushnell, of Quincy, was then president. The road was completed from Quincy to Avon, eighty miles, in the fall of 1855. On the remainder of the road to Galesburg the track was laid from Galesburg south and connection made near Avon, January 31, 1856. April lo, 1857, the Northern Cross railroad was transferred to the C., B. & Q. R. R. Co., under jurisdiction of Col. C. B. Hammond, general superintendent.

A company, incorporated March 8, 1867, as the Quincy, Alton & St. Louis road, built a branch from Quincy to Louisiana, commencing in 1871. It was completed and opened for transportation between Quincy and St. Louis, December 28, 1871. ^v

Another branch from Fall Creek to East Hannibal was leased to the C., B. & Q. in perpetuity February i, 1876, and conveyed June i, 1890, to the C., B. & Q. R. R. Co.

It may be interesting to state that several years ago there died at La Grange, Illinois, a civil engineer eighty-four years old named Geo. W. Waite. He took a prominent part in western railroad construction. He came to Illinois in 1830. In 1848 as assistant engineer of the Galena Central Railroad Co. he laid the first railroad tie in Chicago and later built that portion of the C., B. & Q. railroad between Mendota and Aurora. This road formed a part of the main line of the Burlington and the cars reached Princeton, Illinois, September ii, 1854, and on December 7, 1854, the first locomotive, The Reindeer, steamed into Galesburg in charge of James P. Patch.

The road from Galesburg to Burlington was originally built to the eastern bank of the Mississippi at a point a short distance above where the bridge is now located. When the bridge was built the line was changed and the "Q" built the main track on the west side of the river as far as Locust street. The station on the east side of the river was known as East Burlington. The bridge across the Mississippi river was built by the Burlington company. Work was commenced on approaches in 1867 and the first pile driven Jan. 30, 1867. The.: masonry was completed March 30, 1868, and the first train crossed August 13,;'

The Quincy and Warsaw Railroad Co. was incorporated Feb. i6, 1865, to build a road from Quincy to Warsaw. This company built the Quincy to Carthage portion of the branch from Quincy to Burlington. In March, 1869, the - . act was amended to authorize the construction of a branch from Quincy to Carthage via Mendon. The main line was not built. The construction of the branch, however, was commenced Aagust, 1869, and completed and opened for business Dec. 25, 1870. Dec. i, 1890, the branch was leased in perpetuity and later transferred to the Burlington road.

The road from Carthage to Burlington was built by a company incorporated by an act of the legislature as the Carthage and Burlington Railroad Co. March 8, 1867, to build from Carthage via Dallas City to East Burlingfton. Construe-; tion began Sept., 1870, and was leased to the C. B. & Q. R. R. Co. May lO, .

The Railroad Bridge company at Quincy was incorporated under an act of ' the legislature approved Feb. lo, 1853. Another incorporation under the name \ of the Quincy Railroad Bridge Co. was incorporated in Missouri March 28, 1866, and these two companies consolidated under the name of the Quincy Railroad Bridge Co. Nov. 20, 1866. The bridge over the Mississippi river at Quincy was built by this Quincy Railroad Bridge Co. under authority of an act of congress approved July 25, 1866. .-;-,-;;.'; -. . -

On Nov. 21, 1866, surveys were begim, and between that date and Jan. ist, , 1867, contracts were let for building the bridge, and it was completed and opened for traffic Nov. 9, 1868. On Jan. i, 1869, the bridge was leased to the C. B. & Q. R. R. Co., Toledo, Wabash & Western Railroad Co., and the Hannibal & St. Joe Railroad Co., for the term of the corporate existence of the Bridge Co. The Toledo. Wabash & Western Railroad Co. failed to fulfill its obligations under the lease and forfeited the right when the road was sold under foreclosure, since which time the C., B. & Q. and the Hannibal & St. Joe railroads have been the sole lessees. The C., B. & Q. bought the Hannibal

In July, 1897, the work of rebuilding the Quincy bridge was commenced. Seven spans were filled and not rebuilt. The work was completed June i8, 1898, and draw spans later. The bridge has a highway attachment and was opened for traffic Sept. lo, 1899.

The Galesburg and Rio branch was built by a company incorporated April 19, 1886, to build from Galesburg to Rio to connect the Rio with the St. Lxjuis, Rock Island & Chicago railroad, now a part of the Savanna and Rock Island branch north of Rio. Contracts for the line were let April 15, 1886, and opened for traffic on Oct. 3, 1886. On Oct. i, 1886, it was leased to the C., B. & Q. and on June i, 1889, conveyed to that company.

"- : The St. Louis & Rock Island and the Barstow & Savanna roads are a part of the road which was formerly the Rock Island & Alton R. R. Co., St. Louis, Alton & Rock Island Co., St. Louis, Rock Island & Chicago R. R. Co. and the Rockford, Rock Island & St. Louis Co.

The Rock Island & St. Louis R. R. Co. was incorporated in 1865, completed to Monmouth in 1870 and the first passenger train ran into Monmouth Aug. 22, 1870, making connections with St. Louis, and connection was made with Rock Island Nov. ii, 1870. The remainder of the line was not completed until it was sold to the St. Louis, Rock Island & Chicago Railroad Co. and subsequently came under the control of the C. B. & Q. Railroad Co. and known as the St. Louis division, and later in 1904 that part of the road from Rio north to Savanna was transferred to the Galesburg division.

From Fulton north the road was built by a corporation known as the C., B. & N. R. R., organized by C. E. Perkins, A. E. Tonzelin and Geo. B. Harris, which was sold to the C., B. & Q. Oct. 21, 1885, and conveyed to the "Q" in 1899.

The Fulton Co. R. R., now the West Havanna branch, had its origin in the struggle between Canton, Centerville (now Cuba) and Lewistown for the county seat of Fulton county. It was originally planned that Lewistown should be the county seat, but the other cities tried to wrest it from her, and it was not until 1878 that the final struggle between Canton and Lewistown was fought. Lewistown coming off victorious. This contest gave birth to the idea of the Fulton County Narrow Gauge railroad. The men interested in Lewistown claimed that she must have a railroad to protect her county seat and in order to secure the votes of the northern part of the county promised to build it. The enthusiasm spread, and in October, 1878, the Fulton County Narrow Gauge Railroad Co. was organized and J. C. Wilcoxen of Lewistown accepted the contract to build the line from Havanna to Fairview. After two years of hard work the first train entered Lewistown from Fairview on August 19, 1880. The completion of the Fulton County Narrow Gauge R. R. from Fairview to Galesburg in 1882 was due to the interest and financial backing of S. H. Mallory of Iowa, who secured a large interest in the road. For twenty-three years the little narrow gauge system performed its duty, and during those years the stock gradually drifted into the hands of the Burlington men, and since October, 1905, when the line was changed from narrow gauge to standard gauge, it has been operated by the Burlington, and in January, 1906, the Burlington took possession of the road. The change to standard gauge was made under the supervision of J. D, Besler of the Burlington road, who for months carefully arranged for standard gauging the line, and which was successfully accomplished.

There is an interesting incident in connection with the first train on the narrow gauge. The engine, known as No. i, was built at the Baldwin works. By ; the time the road was completed between Lewistown and Fairview the treasury was depleted. An order had been placed for the engine, and upon notice being received that the engine had arrived at Cuba a delegation from the south end of the line hauled a homemade car to that place and it was triumphantly brought back over the line by its new engine. This engine commenced service in 1890 and continued in active service until the road was made standard gauge in October, 1905. The engineer and fireman on the last trip were M. K. Young and Reuben Simms, both men having been in the company's service for many years. ' - Mr. Young helped to build the road into Galesburg. Mr. J. W. O'Donnell, the conductor of the passenger, had been for many years and is now still running .-j the passenger train from Galesburg to West Havanna. '-'.