BACKTRACKING
Knox County History
Part X: Mobility
by Terry Hogan
When Knoxville, Galesburg and many of the other early towns
in Knox County were formed, they were little islands of humanity in a sea of
prairie grass. Transportation between towns was slow and uncertain. Roads
quickly turned to mud. With railroads came transportation both in and out of
wherever the rails went. Towns fought hard to get the railroads. Other towns
sprouted along the existing tracks. Some were platted by the railroads
themselves or by speculators who saw the value of the rails before others did.
But whatever form it took, transportation was, and is, key to a town's growth
and survival.
In the earliest days of Illinois, transportation was almost
synonymous with rivers. The early French as well as many of the Indians relied
on the rivers to move from point A to point B. But the French and the Indians
tended to be mobile and were not inclined to establish villages and towns in
hopes of growth. The notable exceptions to the transient French trappers were
the French priests who settled in remote territories, leaving little pockets of
French influence in Illinois. But settlements were largely left for others who
arrived by water later, either by river or by Lake Michigan. Illinois' early towns
were river and Lake Michigan towns such as Chicago, Peoria (French and Indian
origin), and Oquawka (originally known as "Yellow Banks").
Some town founders didn't want the hustle and bustle of
business and growth. They wanted peace and isolation. This was the environment
to grow a religious college and to shape a community in one's own image. Thus
Galesburg was formed in the center of a prairie - about equal distance between
the Mississippi and the Illinois rivers. What few roads in and out were dirt in
dry weather and mud in wet. Even Main Street could bog down carriages and
pedestrians, until brick streets arrived.
And then came bricks. Paving bricks opened the streets to
passage in good weather and in bad. Country roads were improved and we added a
new word that is hardly used any more - "hardroad". Who says
"take the hardroad to Abingdon" anymore or refers to it as "the
Abingdon Hardroad"? Some, but they probably have
gray hair. Hardroads were invented to accommodate
another invention - the car. Galesburg even had its own car, the
"Gale" which really was more like an electric carriage.
Electricity wasn't just limited to mobility in electric
cars. Illinois towns that were so proud of their brick main streets, soon had
them being interlaced with tracks. Electric trolleys and
"Interurbans" provided rapid and cheap transportation within and
between neighboring towns. Old photos of Galesburg, Abingdon, Knoxville and
Monmouth, just to name a few, show the ubiquitous tracks in the streets and the
electric wires overhead. Town councils spent much of their time dealing with
charters to run a trolley here or a train there. I have even seen one Galesburg
photo postcard that showed rails going through the City Park (later to be
"the square") instead of going around it.
Railroads by the 1860s were numerous, probably too numerous
for their own good. Numerous railroad companies were formed, sold stock, built
some track, and perhaps even ran some trains before they went bankrupt or were
sold to another railroad. There is a whole history of railroads in the old
railroad stock certificates that still remain as collector items. But railroads
consolidated and consolidated again and again until we have what we have today.
In some ways, we were lucky or smart. In the 1860's, President Lincoln
established a standard size (width) for the rail lines. Congress, I believe,
quickly changed it, but the point is that the U.S. had a standard rail width so
that trains could travel on uniform sized tracks from Maine to California. This
uniformity probably helped to promote railroad consolidation. It was easier
when "one size fits all". This need for standardization grew out of
Lincoln's farsightedness and long pre-Presidential railroad history. Despite
being involved in the Civil War that was taking a great financial and emotional
toll on the American people, Lincoln was determined to build a railroad across
the continent.
Wood burning steam locomotives, which had funnel-shaped
stacks, were replaced with coal burners, which had round stacks that were
replaced with the sleek diesels. The stainless steel Burlington Zephyr's modern design rippled through our lives in the
1930's and 1940's. It gave great speed to travel, and set the tone for modern
designs. Even vacuum cleaners became sleek and horizontal with lots of chrome.
Remember the horizontal "Electrolux" vacuum cleaner that was
cylindrical, and had lots of chrome? Squint a little and you will be reminded
of the looks of the Burlington Zephyr. The Chicago Science and Industry
Building has an interesting display of how the Zephyr influenced designs of the
day, located near the Burlington Zephyr
which is on display there.
Towns that grew and flourished had mobility; paved
"hardroads" could support cars and trucks in great numbers and at good
speeds. Towns that grew and flourished had railroads for hauling agricultural
products out and manufactured goods in. Where would Sears or Montgomery Wards
have been, if there had not been good transportation to haul goods to the
purchasers? Sears sold entire homes (some assembly required) by catalog. It is
likely there are Sears houses still standing in Galesburg. They were sold by
mail and delivered by rail.
There was also a parasite, of sorts, that accompanied the
rail lines. But it was a good parasite. It was the telegraph line. Towns that
had rails not only had mobility of goods and people. These towns also had
nearly instant access to the news of the world. Telegraph lines followed along
the railroad rights of way. Railroads needed the telegraph to operate properly
but the telegraph served in so many other ways. News reached these towns in
hours rather than in weeks. They had knowledge mobility. And information is
power.
Galesburg's famous Lincoln and Douglas debate was
transmitted all around the civilized parts of the United States, one key stroke
at a time, via the telegraph. Those in cities and towns served by the telegraph
often could read about what was said in newspapers that received and
transcribed the debates. A reader in New York might have had Galesburg's
Lincoln and Douglas Debate facts before someone in nearby Oquawka due to the
mobility of information via the wire along the track. The telegraph was also
instrumental in bringing both the good and the bad news concerning the progress
of the Civil War.
River towns had their steamboats that functioned much as
railroads did. The lucky river towns had both steamboats and rail. In fact, the
first anticipated use of the Midwestern railroads was to connect the
agricultural communities to river towns so that the good could be shipped from
the farm to the river town by rail and then shipped by steamboat. It took
awhile before the railroads expanded enough to become a "long-haul"
competitor to the steamboats instead of a servant to them. Lincoln's famous
bridge case concerning the steamboat that struck a railroad bridge and sunk was
a microcosm of this burgeoning struggle between the two modes of
transportation. Lincoln's common sense argument that a bridge had no more right
to obstruct river traffic than the river traffic had to prevent bridges from
being constructed.
This feud between the railroads and steamboats was
inevitable. There were several reasons. First they were natural competitors,
both after the same market. Second, most of the rivers flowed generally from
north to south whereas most of the railroad tracks were laid from east to west.
If either one could restrict passage of the other, the "game was
over". The railroads had a number of advantages over the steamboats.
Railroads were a fairly reliable means of transportation year around. In the
northern states, ice shut down river traffic in the winter. Flooding was also a
problem for steamboats. Wooden hulls were vulnerable to trees and other objects
that washed into the channel.
Cars, trucks, and buses became bigger, more reliable and
faster, accompanied by improved road surfaces. Tires improved so that blowouts
were less frequent and greater speeds could be more safely attained. Gas
stations and garages popped up to fill the need of the new motorists. Motels
and restaurants popped up. Distant towns became close neighbors, tied by brick,
concrete and asphalt roads. Some of us will still remember the roadside pull
offs that had a picnic table and a hand pump well providing cold, fresh well water.
Interstate traveling was an adventure with bad roads and incorrect road maps.
Roadside camping came into being before there were facilities designed for
them. Camping along the road; beside or under a bridge; or along a creek; was
not uncommon. Campers often carried a gun for whatever need might arise, but it
was seldom used.
Soon the funny little biplane evolved from an oddity to
another means of public transportation. Towns built airports. Airmail stamps
could get mail delivered faster. Towns celebrated being connected by air postal
service. "First Day Issue" postal envelopes and stamps were issued to
commemorate these days. Such was the case in Galesburg. Before WWII was over,
the Burlington Railroad was applying for permits to start flying passengers by
helicopters from small towns to major rail depots. The "Q" also ran a
bus line, serving its rail connections. Towns that survived and grew were towns
with mobility. Towns that survived best were towns with the greatest array of
mobility options.
Galesburg won railroads and grew. Oquawka didn't and despite
its location on the Mississippi and a great start, stopped growing. The upstart
Iowa river town, Burlington, got the railroad, the railroad bridge crossing the
Mississippi, and the Mississippi. It made the best of both forms of mobility
available to it. Burlington's gain was Oquawka's loss.
I think it is a defensible conclusion that the arrival of
the railroads in Knox County, generally, and in Galesburg, particularly,
represented a turning point in history. Galesburg turned its back on isolation
and embraced economic growth. With that growth came railroad workers who were
German, Irish, Swedish, Mexican and with them came religions and cultural
beliefs that were fundamentally different from the "New York YankeesÓ that
formed Galesburg in their own image. Other towns and villages reaped the
benefits or suffered the loss, depending whether the tracks came to their
doorsteps or passed them by. Some towns literally upped and moved to the
railroad if the railroad didn't come to them.
Such mobility had profound effects, often not recognized.
Galesburg's loss of small farms in favor of big farms is a function of
mobility. Thousands of acres of soybean and corn are grown and shipped not to
local families but to markets around the world. Soybeans grown in Illinois are
consumed in Japan. The death of the small farmer and the farming family can be
attributed to mobility. Distant, but attainable markets, accommodated and
called for economies of scale.
Mobility and distant market places had some interesting
effects. When Chicago largely burned down, the Chicago fire and mobility was
responsible for a pronounced effect on Michigan. Michigan's forests were cut to
make lumber to rebuild Chicago. The face of Michigan landscape was changed, as
a result.
Another more distant example can be found with New York City
and New England. New York grew rapidly and reached a large population, while
the horse was still a major player in the city streets. Hay and straw were
needed for the horses and New York City created a great demand. The hills of
Massachusetts met that demand and mobility allowed hay and straw to be
delivered to New York. Massachusetts hillsides were cleared of timber and hay
and straw were grown and shipped south. With the demise of Òhorse-power"
in New York City, the hay and straw market declined. Hay and straw fields in
Massachusetts were abandoned with the loss of the New York City market. Forests
reclaimed the Massachusetts hill sides. Thus, if you have had the opportunity
and pleasure of walking the wooded hillsides of Massachusetts, the mystery of
encountering old stone fences in the middle of the woods is no longer a
mystery.
History tends to repeat itself. Just as mobility created a
market for Massachusetts hay in New York, and subsequent mobility (e.g. cars,
trains, and trolleys) eliminated the market by replacing the horse, we see the
adverse effects of mobility evolution again. Trains have lost the passenger
market to cars and airplanes. Trains have kept much of the market for
transporting of goods. Now trains carry containerized goods across country to
their approximated destination. The containers are then off-loaded to trucks
for ultimate site delivery. Now goods are manufactured overseas where labor is
cheap; placed in containers and shipped to the U.S. coast. The containers are
transferred from ships to rails and shipped as close as economically possible
to their final destination. Here they are off-loaded from the rail to trucks
that complete the journey. Such mobility decreases transportation costs and
increases the competitive advantage to foreign made goods. Mobility can and
does eliminate local jobs. Trains that used to stop in Midwestern towns to
deliver and pickup goods now speed through these towns, offering few or no jobs
to these towns. Rail jobs are eliminated; factory jobs dry up; and the mobility
that made these towns appears to be the very tool that now is contributing to
their decline.
There is another influence of mobility on the towns of the
Midwest. I will leave it to the reader to decide whether it is good or bad. But
the reader may be surprised to hear of the lament of the condition much earlier
than might have been expected. Mobility in the form of communication, highways,
airlines, and the like, has brought uniformity in America. Our architecture is
the same. Our restaurants are the same. Our shopping malls are the same and are
having the same effect on Main Streets everywhere. Listen to the national news
or the national weather channel. We talk the same; we look the same. We have
become homogenized. A McDonald's hamburger tastes precisely the same in New
York as in Baton Rouge, as in Galesburg. This is done on purpose. Clean eating
area; clean bathrooms; quick service - this is the market of McDonalds-
predictability and reliability. No surprises.
So when did this happen? I would have said the 50's. I would
have said it was a product in response to post WWII when consumerism favored
cheaper mass-produced items. Price began to beat out quality. Price started to
replace doing business with the neighborhood grocer or hardware store. But I
would be wrong.
Calkins (1937) speaks of the "Standardization of
America" well before the beginning of WWII. Calkins wrote in 1937 that a
traveler in America would find "The
same Main Street facade, chain stores, movie theaters, filling stations,
government-built post offices, with the same vistas of people down the counter
in the drug stores sucking up sundaes, the same groups of children on the
street licking Eskimo PieÉ.The inhabitants of these Unite States have become
more nearly like-minded than any other group in the world. Our country has made
its greatest growth since means of intercommunication became common and
plentiful. The railroad and the motor car have made the country smaller."
Galesburg of 2008 is not like Calkins' Galesburg of 1937. It
has changed. It has changed significantly. But I will offer up that Galesburg
has changed in the same manner as the other towns of its size throughout America.
Calkins, if he drove through the towns of today, might be surprised by the
change, but would not be surprised by the uniformity of change.
"The more things change, the more they stay the
same." And it is mobility that brings the change.
This concludes my perception of Knox County over time. It is
only my view and I'm responsible for the errors in facts and the omissions,
both intentional and unintentional. Some topics that I have covered in great
detail in other articles, I have chosen not to revisit here. Perhaps a few of
you may find some new information, or perhaps a little spark of an idea to
explain some facet of an ancestor's behavior or his decision to live in
Galesburg. Perhaps not.
Reference
Calkins, Earnest. 1937. They
Broke the Prairie. Charles Scribner's Sons. New York