Macoupin County, Illinois - Chapter 5: Geography, Agricultural and Manufacturing Resources, and Railroad Facilities, 1879

Chapter 5: Geography, Agricultural and Manufacturing Resources, and Railroad Facilities

ACOUPIN COUNTY lies directly north of the 39th parallel of latitude. It is classed as one of the south-central counties. The meridian of 15° west longitude from Washington passes through and contains an area of 864 square miles or 552,960 acres. It is bounded on the north by Morgan and Sangamon counties, east by Montgomery, south by Madison, west by Greene and Jersey counties.

Form. - In form the county is an oblong square, and is divided into twentyfour congressional townships, and into twenty-five (25) municipal township or yoting precincts.

Population - The population of the county, according to the census of 1870, is 32,726, and is composed of persons of English, Irish, and German extraction, with a few colored persons.

Land Surface- - The land surface is divided between timber and prairie, the greater part being prairie. The surface is rather undulating. There are occasionally small hills or bluffs adjacent to the streams, principally along the Macoupin creek and its tributaries. This county is a portion of what has been happily termed the 'Grand Prairie of the West," which extends to the heavily timbered regions of the sluggish Wabash on the east, to the pine-clad Rocky Mountains on the west.

The greater portion of the county consisted originally of prairie. Concerning thé causes that produced the vast treeless plains various theories have been advanced. The more plausible one is that the prairies were " formed under marsh - of conditions unfavorable to the growth of forests, and that these marshes in the course of time became dry, either by the subsidence of the waters or elevation of the land."

Waters - It is watered by several streams; the Macoupin creek is the largest. It rises in Bois de Arc, Montgomery county, and runs in a tortuous and meandering south-western direction through the county, and leaves it on section 6, in Chesterfield township; this with its numerous tributaries drains the largest area. The north-western portion of-the county is admirably drained by Hodges, Bear, Lick, Otter, Solomons, Joes, and Apple creeks ; these with their tributaries drain about nine townships or 217,360 acres of land. The south and south-east portion of the county are drained by Cahokia, Sweet, and Indian creeks, and the streams running into Wood river. Each of these streams possesses its tributaries, so that the entire surface of the county is well watered and drained. In portions of the county good water is afforded by copious springs. The surface is higher than adjacent counties, as may be inferred from the fact that so many streams here have their source. The high grounds are the water sheds between the creeks. A few mounds exist, of which Coops and Brushy Mounds are the most noted. The natural and artificial groves, the fringed banks of the water-courses, the smiling farms, with their fields of maize, and grain, and herds of cattle, all go to forma picture of surpassing loveliness. But little of the land is too flat for drainage, or broken for tillage, and hence the greater portion is susceptible of cultivation, and affords the widest application of machinery. 'The climate is healthful, and is a happy medium 'between extremes of heat and eold. The county forms part of the great maize belt of the continent, and its soil is unsurpassed in fertility. It is very uniform throughout; corn, wheat, oats, barley, rye, potatoes, flax or hemp, beans or turnips, or any other farm products yield a bountiful crop. Grasses. - Blue grass, red and white top clover, and timothy grow with great luxuriance. The chief industry of the people is agriculture and stock-raising, which employs a majority of the people of the county, who possess all the sterling virtues of the rural freeholder. Directly upon the broad shoulders of the tiller of the soil rests the prosperity of every other class of men. He holds in his hands the destinies of all. His prosperity means universal prosperity ; his failure universal distress.

Soil and Agriculture - This county is situated in the heart of the best corn-producing region in the state, and its prairie lands, which constitute by far the largest part of its area, are unsurpassed among the uplands in the state in fertility, and produce annually large crops of Indian corn, as well as the small grains and grass, without the aid of fertilizers or artificial stimulants of any kind. With a judicious system of rotation of crops, these lands may be thus cultivated for an indefinite period without any serious deterioration in their productive qualities.

The soil on the level prairie is of a black, peaty character, becoming of a chocolate-brown color on the more rolling surfaces, and degenerating into a light-ash-gray color on the oak ridges, which are the poorest lands in the county. But these poorer soils upon the broken lands that border the streams are excellent fruit lands, and also produce good crops of wheat and clover, if properly cultivated.

The bottom lands in this county are restricted to a narrow belt along the lower course of the Macoupin, and some portion of this has been cleared of the heavy growth of timber and brought under cultivation, and is equal to the best prairie soils, especially in the growth of corn.

Natural Mounds. - There are some natural mounds in the eastern portion of the county, among the most conspicuous of which is Coop's Mound, eight miles north-east of Carlinville. This mound covers an area of several acres, and is about sixty feet in height above the level of the adjacent prairie. It was originally covered with a heavy growth of oak and hickory, and from its summit a beautiful view of the surrounding country may be seen.

Timber. - The native kinds of timber are fully set forth in the chapter on. the Flora of the county, and hence demand but brief mention here. The largest bodies of timber are found along the Macoupin, Otter, Solomon's, Hodge's, Coop's and Cahokia creeks and their tributaries, and the head waters of Wood river. The largest tin:ber districts are in Brushy Mound, Polk, Chesterfield, Western Mound and Barr townships. Artificial groves and belts, consisting chiefly of hard and soft maple, elm, and fruit trees have been planted on the prairies for shade and shelter from winter winds for stock.

Fine belts of timber skirt the banks of all the streams in the county, furnishing an adequate supply for fencing and for fuel to those who prefer wood to coal. The principal growth upon the uplands is two or three varieties of oak and hickory on the ridges adjacent to the streams, while on the more level lands skirting the prairies there are fine groves which, in addition to these varieties, contain elm, linden, wild cherry, honey locust, black walnut and hackberry, and indicate a soil of excellent quality. On the creek bottoms the cottonwood, sycamore, white and sugar maple, ash, redbud, dogwood, sassafras, persimmon, paw-paw and white walnut are common. Since the introduction of Osage orange for hedges, which are a common fence in this county, and the introduction of coal for fuel, it may be safely estimated that the annual growth of timber is fully equal to the yearly consumption in this county.

Manufacturing Interests From Census Of 1870

It has been stated that the chief industry of the people of this county is agriculture, with its kindred pursuit, stock-raising. It must not be understood from this that the manufacturing interests are insignificant, only in a comparative sense. The following statistics are worthy of attention.

Census Of 1870 Railroad System

* Chicago and Alton Railroad enters Macoupin county on section 4, township 12, range 6, and traverses the county in a south-western direction, leaving it at Brighton on section 19, township 7, range 9. The most important stations are Carlinville, Virden, Girard, Nilwood, Shipman and Brighton.

The air-line between St. Louis and Chicago, the two most prominent cities of the Great West, and the most pronounced commercial rivals, occupies a prominent position among the Trans-Mississippi railroads. This may be attributed partly to the persistent manner in which the management has fostered and developed the local business along the line of the road, and partly to the fact that since its reorganization in 1862 the company has, until recently, been the only one in the railroad system of St. Louis, east of the Mississippi river, which paid dividends to its stockholders. Little did they dream who obtained a charter, in or about 1847, for the Alton and Sangamon Railroad," and who were indefatigable in securing subscriptions along the proposed line, (72 miles in length), for its construction and equipment, that they were laying the corner-stone of one of the most valuable railroad properties in the country, and that within the comparatively brief period of thirty years, the line between Alton and Springfield would be merely a small link in an extended railroad system, under one comprehensive management, of more than 840.34 miles. The road between Alton and Springfield was commenced in 1849, and completed in 1852, with the proceeds of bona fide local subscriptions to stock, under the management of a local board of directors. After the completion of the road to Springfield, additional legislation was obtained for extending the line to Bloomington. Mr. Henry Dwight conceived the idea of extending the road to Joliet, and making a connection at that point for Chicago and the East. In furtherance of this idea he obtained a charter for a company called the "Chicago and Mississippi Railroad Company," and having obtained a board of directors in his interest, issued bonds to the amount of $3,500,000 in 1856, with the proceeds of which the line was completed through to Joliet. Subsequently a lease of the road from Alton to Joliet was made. The road was sold at auction, and it was bid off by Governor Mattison and one or two associates in December, 1857, for the paltry sum of $5,000. The road between Alton and Joliet, at the time of this sale, represented a cost for construction and equipment of $9,535,000, or about $46,640 per mile of road. The purchasers at this auction sale organized themselves into a company, called the "St. Louis, Alton and Chicago Railroad Company," and perhaps under ordinary circumstances might have made their venture a success; but the business and general interests of the whole country were so crippled by the panic of 1857, that failure seems to have been accepted as a foregone conclusion, and after various struggles for existence, the property passed in 1860 under the hands of a receiver, Mr. James Robb, formerly a banker of New Orleans, and a gentleman of recognized executive and financial ability. Under Mr. Robb's management an era of prosperity was inaugurated, and the affairs of the company were so successfully managed that in 1862 measures were taken for reorganizing the company, and in October of that year the Chicago and Alton Railroad Company was formed, with the former receiver as president of the new company. The attention of the management, after the reorganization, was directed to securing an independent line under their own control between Chicago and St. Louis, which were recognized as the future termini of the property. In furtherance of these views, a lease in perpetuity was first secured of the Joliet and Chicago Railroad.

It was at this juncture that Mr. John J. Mitchell, a warm friend and supporter of the Chicago and Alton interests, offered to build an independent road from Alton to East St. Louis, provided that the Chicago and Alton would, on completion of the road, merge the franchises of the Alton and St. Louis charter, obtained in 1850, then owned and controlled by Mr. John J. Mitchell, with their own. 'The proposition was accepted, and during the winter of 1864 trains of the Chicago and Alton Railroad were running tu East St. Louis, and terminating on valuable depot grounds, obtained by Mr. Mitchell for the Chicago and Alton Railroad from the Wiggins Ferry Company. From this date forward this railroad company assumed an independent position in the metropolis of the Mississippi Valley, as the chief transportation line between St. Louis and Chicago. Four years later, viz.: in 1888, the Chicago and Alton Railroad Company secured control of the line from Bloomington to Godfrey, a distance of 150 miles, built under the char-

* For data on C. and A. R. R. we are indebted to an article by Mr. Ed. Vernon, in a work entitled, " Railway and River System of St. Louis," and published by L. U. Reavis.

ter of the St. Louis, Jacksonville and Chicago Railroad Company. The lease of this valuable property covers a period of nine hundred and ninety years, and, the rental paid is 40 per cent. of gross earnings, with the understanding that such 40 per cent. shall in no case amount to a less sum annually than $240,000.

Subsequently in 1870-71, arrangements were made with the St. Louis, Jacksonville and Chicago Railroad Company for building a branch road from Roodhouse to Louisiana, on the Mississippi river, a distance of 38 miles, under an agreement, whereby the Chicago and Alton Railroad Company guaranteed the annual interest on bonds issued for construction of such branch. At the same time control was obtained of the charter and franchises of the Louisiana and Missouri River Railroad Company, which had been incorporated by the legislature of the state of Missouri, to build a railroad from Louisiana to Kansas City, an estimated distance of 216 miles, together with a branch from Mexico to Cedar City, opposite Jefferson City, fifty miles in length. It is believed that in consideration of building this road in Missouri, the Chicago and Alton Railroad Company were to receive $80,000 per mile, $15,000 mortgage bonds, $10,000 preferred, and $5,000 ordinary stock of the Louisiana and Missouri River Railroad Company, and in addition such county and local aid, as had been donated in favor of the enterprise. The fifty miles of road from Louisiana to Mexico were opened for traffic in the winter of 1871-72, the line from Mexico. to Fulton, 244 miles, March 6th, 1872, and the line from Fulton to Cedar City, 254 miles, in July of the same year. At the time when the Chicago and Alton Railroad Company assumed the control of the road in Missouri, it was intended to build an independent line from Louisiana to Kansas City, but when the road had reached Mexico, and when considerable grading had been done between that point and Glasgow, legal questions were raised as to the legality of certain county and township aid which had been voted beyond the Missouri river at Glasgow, and the courts held that the charter only contemplated a line between the Mississippi and Missouri rivers, and not crossing of the river at vartous points, hence the subventions beyond Glasgow were illegal. This decision involved the suspension of the through line project, and arrangements were made with the St. Louis, Kansas City and Northern Railway Company for traffic arrangements, over its road from Mexico to Kansas City, and for running through passenger and sleeping cars on the line between Chicago and Kansas City, via Bloomington, Roodhouse, Louisiana aud Mexico. It is almost needless to say that the advantages for through business thus obtained, have been abundantly utilized, to the pecuniary advantage of both railroad companies interested in the through line; also that the Chicago and Alton Kansas City line has been one of the most popular for passenger traffic between the east and west. The rapid, and it might be truly said unparalleled development of Kansas, Colorado and South-western Missouri, during the past six years, convinced the managers of the Chicago and Alton Railroad of the necessity for owning and controlling an independent line from Mexico to Kansas City, and the views thus entertained assumed a practical shape during 1878, by the formation of an independent company, to build what is known as the Missouri Extension, from Mexico to Kansas City, it being understood that the extension, when built, should be leased in perpetuity by the Chicago and Alton Railroad Company, and thus become an integral part of that extended railroad system. The through line from Chicago to Kansas City, via Mexico and Glasgow, will not exceed 485 miles in length, and the distance will be about four miles shorter than that via Galesburg and the Hannibal and St. Joseph Railroad.

Chicago and Illinois River, leased,. ..--.... 23:86 a Goals Branch' owned, ns sete so 213 ee a 3.98 « Jacksonville Division - Bloomington to Godfrey, leased, . 150.60 " Roodhouse to Louisiana, including bridge, owned,. . . 38.10 " Louisiana and Missouri Railroad - perpetual lease,. . S

Touistana to Mexico)... 2: 2.8% Se o. : Mexicovto Cedar Citys. = . cent esa teem O00 =f Missouri Extension - perpetual lease,. ..-.... . Z Mexico and Glasgow, Marshall to Kansas City, . 162.50 "

Deductions From The Above

Number of counties in the state of Lllinois traversed by Chicago & Alton Railroad sixteen, 15.68 per cent. of the whole number of counties in the state.

Population of said counties 31,15 per cent. of the total population of the state in 1870. Assessed value of real and personal estate in said sixteen counties 37.48 per cent. of the total assessed value of real and personal estate in the state.

True value of real and personal estate in said sixteen counties, 44.42 per cent. of the total true value of real and personal estate in the state.

Estimated value of farm productions in said sixteen counties, 23.09 per cent. of the total estimated value of farm productions in the state.

Number of counties in the state of Missouri traversed by Chicago & Alton Railroad, eight, 7 per cent. of the whole number of counties in the state.

Assessed value of real and personal estate in said eight counties, 11 per cent. of the total assessed value of real and personal estate in the state.

True value of real and personal estate in said eight counties, 9.81 per cent. of the total true value of real and personal estate in the state.

In brief the Chicago and Alton Railroad Company has, by a judicious system of permanent improvement, and by the introduction of all the modern appliances which tend to the preservation of life and property, placed itself in such a condition, materially and physically, that its financial future cannot be affected by the contingencies which severally affect other roads. Its success as one of the great highways of the west is an assured reality. It might be appropriately noted here that while much of this ruads past suecess may be 'attributed to its admirable geographical location, embracing a very rich section of the country for local traffic, and with termini on Lake Michigan and the Mississippi and Missouri rivers, equally as much is due to the stability of the management during the past decade and a half, and to the fact that the property has never yet become the foot-ball of speculators. Nothing, perhaps, has a greater tendency to demoralize the working force on any railroad, and, it might be said, impair its usefulness to the public, than the spasmodic changes in the control and management, which have characterized the history of most western railroads, and from these vicissitudes the Chicago and Alton Railroad has been happily exempt. The executive management and the entire directors have been practically the same for the past 15 years, and where to recognized skill in operating there has been added the financiering and engineering ability of the president, and the solid unanimous support of wealthy stockholders, and directors distinguished for business ability, it is not surprising that the Chicago and Alton Railroad has maintained a firm position as an investment in the moneyed centers of the world, and it has acquired a well-merited popularity with the traveling and shipping public.

This road enters the county on section 31 in Chesterfield township, and leaves the county at section 31, Brighton township. There are three stations in Macoupin: Medora, Piasa and Brighton. The number of miles in this county of the main track is 13133; side tracks, 13§ miles. The road was built in the fall of '69, and winter and spring of 1870. Trains commenced running between Beardstown and East St. Louis about the middle of May, 1870. Road bed and ballast is mostly common soil. There is some of the bed graveled, and about 2,600 oak ties per mile. Iron, 50, with fish plate joints. iis N. W. & 8. E. RB R.

Its western terminus is at Jacksonville, and eastern at Virden. It enters Virden township on section 6, and tray »rses the township in a south-easterly direction to its junction with the C. & A. R. R.

Indianapolis And St. Louis Railroad

Its general offices are located at Indianapolis, which point is its eastern terminus. And St. Louis being its western termini, the length of track from either termini is 261 miles. The road-bed is of substantial build, and well ballasted, tied and ironed. It enters the state of Illinois in Edgar county, and the principal towns which it passes through in this state are Paris, Charleston, Mattoon, Shelbyville, Pana, Hillsboro, Litchfield, Bunker Hill, Alton and East St. Louis. The line of the road is laid through a very fertile district of the state, and it receives a fair proportion of the-eastern traffic. It strikes Macoupin county first on the northern line of section 1, Cahokia township, and traverses the county in a south-westerly direction, and leaving it on section 33, Bunker Hill township. The most important station in this county is Bunker Hill. Other stations are Dorchester, Gillespie and Clyde.

Wabash Railway

The St. Louis branch of this road passes through the south-eastern corner of tbe county, and furnishes transportation facilities for the flourishing towns of Mt. Olive and Staunton, and the district of country tributary thereto. It has been the means of opening up several coal mines. which are quite extensive. These, with the milling interests, have largely promoted the growth and wealth of the two towns, and furnishes excellent markets fortheir products. Staunton is situated 35 miles from St. Louis, and Mt. Olive about 42, and the former 396 from Toledo, and the latter 389 miles from Toledo. It enters the county on section 36, Cahokia township, and leaves it on section 32, Staunton township. The Wabash is one of the best roads in the west.