St. Clair County, Illinois - Chapter 2: Brief Historical Sketch of Illinois, 1881 (part 2 of 2)

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 the river at various points, hence the subventions beyond Glasgow were illegal. The decision involved the suspension of the through line project, and arrangements were made with the St. Louis, Kansas City and Northern Railway Company for trafiic 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 and 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.

Characteristics Of The Road

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

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

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

Assessed value of real and personal estate in eight counties, about 15 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 Eailroad Company has, by a judicious system of permanent improvement, and by the introduction of all the inodern 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 aifected 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 road's past success 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 and 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 fifteen 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 Eailroad has maintained a firm position as an investment in the moneyed centers of the world, and has acquired a well-merited popularity with the traveling and shipping public.

Illinois Central Railroad. - This is one of the largest corporations in Illinois, and through its connections with the Vandalia, and the Cairo Short Line R. R., it properly becomes a part of the railroad systere of St. Clair county and St. Louis. In September, 1850, Congress passed an act, and it was approved by President Fillmore, granting an aggregate cif 2,595,053 acres to aid in building this road. The act granted the right of way, and gave alternate sections of land for six miles on either side of the road. The grant of land was made directly to the State. On the 10th of February, 1851, the legislature of Illinois granted a charter to an eastern company, represented by Eantoul and others, to build it with a capital stock of $1,000,000. The legislature, in granting the char.

ter, and transferring to the corporation the lands, stipulated that seven per eent. of the gross earnings of the road should be paid semiannually into the treasury of the state forever. This wise provision, in lieu of the liberal land grant, yields a handsome annual revenue to the state; also that in the event of war government transportation should be furnished at a certain reduction from the prices regularly paid by the general government for such service. The proceeds of land sales have been regularly applied to the redemption of constiuction bonds, and it is significant that while the original issue of mortgage bonds amounted to $22,000,000, that amount has been so reduced that in 1890 the whole issue will be retired, and the stockholders will own a road more than 700 miles in length, fully equipped, with no outstanding liability, other than the share of capital. It may be noted here, that when the general government donated lands to the states of Illinois, Mississippi, and Alabama, it was intended that through the aid derived from these lands a through artery of travel should be established between the Lakes and the Gulf-ports. Had the war not supervened, the project would then have been carried out in its entirety, and the North and South movement of traffic would have been fully developed, but the enforced delay in carrying out the original programme, was utilized in building up the state of Illinois, and in perfecting the track of this road. The resources of the company were taxed to their utmost capacity during the war, in furnishing transportation for the general government ; but the interests of communities along the line were carefully watched, and a local business was built up, which in volume and value far exceeded the most sanguine expectation of the proprietary. Strict attention to local business has always been a marked characteristic of Illinois Central Eailroad management, hence their lands. have been eagerly sought after; and they have the satisfaction of knowing that the value of the road is not dependent entirely upon its identification with the through business of the country, but on the contribution of local traffic, which shows a permanent and certain increase. On the opening of the Vandalia line, the Illinois Central made its first direct advance toward securing a representation in the traffic between Chicago and St. Louis. Two through trains were run daily, via Effingham. In 1870, on completion of the Belleville and Illinois Southern Eailroad to Du Quoin, the southern business of the Illinois Central Eailroad, originating in St. Louis, was transferred from Odin and Ashley, the former connections, to the Cairo Short Line. The following statistics in reference to the physical condition and equipment of the Illinois Central Eoailroad will not be devoid of interest :

Total length of track owned in Illinois. . . . 966. 36 " Railroad iands. - Believing that there are many farmers of St. Clair county who desire a profitable investment, we would therefore call the attention of all who are desirous of procuring more land or larger farms, to the large quantity of good farming land the Illinois Central Railroad Company still offer for sale, along their line in Washington, Jefferson, Jackson, Perry, Franklin and Williamson counties in this state.

Title. - The title to these lands offered for sale is as perfect as human agency can make it. It was originally donated by Act of Congress to the State of Illinois, and by an act of the State Legislature transferred to this company and its Trustees. No incumbrance of any kind whatever. To all who desire in good faith to examine any of these lands, the railroad company issue half rate tickets to and from the nearest points to the land, and if such ticket-holder buys even a forty acre tract, they will allow what he paid for such ticket as part payment on the purchase. These lands are productive, the climate healthy, and prices very low - usually from $4 to $8 per acre, on easy terms and a low rate of interest. These lands can be purchased on the following terms :

One-quarter cash, with five per cent, interest for one year in advance on the residue ; the balance payable in one, two and three years, with five per cent, interest in advance each year on the part remaining unpaid. For example, for forty acres of land at $5.00 per acre, the payments would be a3 follows :

Or, the same land may be bought for $180.00, all cash, as we deduct ten per cent, when all cash is paid. Full information on all points relating to any particular locality or tract, will be furnished on application, either in person or by letter, to

A Railroad was built by the Illinois Coal Company, operating at CaseyvJUe, from that point to Brooklyn, a short distance north of East St. Louis, which was completed in February, 1851. It was supplied with T rails. In three years the company failed ; the road and fixtures were sold to the Ohio and Mississippi Railroad Company. The rails were taken up and used in the construction of that road. The old road bed can still be traced.

St. Louis Bridge.^ - Spanning the Mississippi from East St. Louis, 111. to St. Louis, Mo., is the great railway and roadway, bridge. The initial step toward commencing this celebrated structure was. An act passed by the Missouri legislature in 1864, incorporating the " St. Louis and Illinois Bridge Company." This act was approved February 5, 1864. An amended act was passed and approved February 20, 1865. About the same time the legislature of Illinois passed an act authorizing the incorporators under the Missouri act, under certain stipulations, to build a bridge to the Illinois shore near the dyke. An act of Congress was also passed and approved July 25, 1866, authorizing the construction of certain bridges, one of which was to be built at St. Louis. Having thus secured the necessary legislation, the projectors directed special attention to the work itself. Preliminary steps were taken, soundings made, plans proposed, and estimates considered. May 1st, 1867, the company was organized ; and contracts for the masonry. were soon after let, and the first stone was laid on the western abutment pier, Jan. 25th, 1868, and the pier had been built above the water-level by the spring of 1868. Captain James B. Eads, chief engineer of the work.

* For data on the St. Louis Bridge we are indebted to Dr. William Taussig, General Manager. And to an article by L. U. Reavis, on Kailway and River System of St. Louis.

The four piers of the bridge are as follows in their height above, and depth below, low-water mark, respectively : W". abut. Pier, 22 ft. bel. low-water mark, 130 ft. ab. low-water mark. West " 78 " " " " 186 " " " "

East abut. " 102 " " " " 210 " " . " In the construction of the masonry, 12,000 cubic yards of gray granite from Portland, Maine, were used. 12,000 cubic yards of sandstone from the St. Genevieve quarries in Missouri are used in the approaches, and two thousand cubic yards of granite from the quarries at Pilot Knob, Mo., were used in the base course of the approaches.

Superstructure. - The superstructure is made of chrome steel, and every possible test was made long in advance of its use, so as to prove that its tensile strength corresponded with the general requirement of the whole structure. In placing the spans in position, Mr. Flad, the chief assistant of Captain Eads, introduced a system of hog-chains reaching over immense wooden structures on the top of the piers. These were let down and made fast to the growing spans, and as each part grew from the pier towards the centre in open space, chains were applied from time to time to support the great weight of the growing arch. By the method of working with hog-chains, Mr. Flad was enabled to dispense with the old cumbersome way of scaffolding below to support the span, as it was being built out from the pier. The superstructure contains 2,200 tons of steel, and 3,400 tons of iron. The tons of metal aggregate 5,600 tons.

The bridge proper consists of three spans or arches ; the centre being 520 feet; and the others 502 feet each. The arches, or spans and abutments, make 2,046 feet, including the approaches on each side of the river ; the total length of the bridge is 6,220 feet, or more than one mile. The bridge is connected with the yard of the Union Depot, St. Louis, by means of a tunnel 4,866 feet in length, and double tracked through the whole distance.

The cost of the bridge and tunnel, at the time of its being thrown open to the public in June, 1874, had been between $12,000,000 and $13,000,000. It was amid great parade dedicated to the traveling public, July 4th, 1874. It may be mentioned here, that on the top of the arches a road is constructed for vehicles, animals and street cars ; there are also suitable paths for pedestrians. Thus we have given a brief sketch of probably the greatest bridge in the world ; the building of which was one of the great engineering triumphs of the age.