USA > Illinois > Will County > History of Will County, Illinois, Volume One > Part 28
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quality is found, which answers a good purpose for foundations for buildings, though it has been utilized to a limited extent for other purposes.
Wilton Township formerly embraced the township of Peo- tone, but was separated from it by order of the Board of Super- visors in 1858.
As before intimated, the township, or rather that portion still known as Twelve-Mile Grove, was occupied by a small tribe of Indians. The grove was reserved by act of Congress, ratifying a treaty with these people, for their sole use and benefit; but, though they were not concerned in any way in the Black Hawk disturbance, or any other unfriendly or hostile act toward the whites, they removed from here the same year that saw the exodus of the hostile tribes. They simply aban- doned their lands here, not because of any encroachments by the whites, nor because of their inability to hold the title to the land, but, perhaps, because they did not like the idea of being separated so far from others of their race.
From the best information in our possession, Joseph Law- ton, one of the owners of the land, was a half-breed; and, from him and others of the tribe of Ce-nag-e-wine, the land com- prising the grove was bought, by James M. Kibbin, William T. Nelson and A. M. Wiley, ten or twelve years after the Indians had deserted it. A considerable portion of the land in the town- ship was granted to the Illinois Central Railroad Company, and, from that company, bought by such settlers as came in after 1853. Samuel Hocum, who is usually accredited with being the first settler at the Grove, really affiliated with the Indians, and when they left here to reside at Council Bluffs, followed their fortunes thither. Hocum, whatever his charac- ter may have been, was, in one characteristic which distin- guishes the civilized white from the uncivilized red man, of civilized proclivities, in that he lived in a house. It is said that he built the first cabin erected by white men in the township,
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and that it stood at the east end of the grove, on the farm later owned by Chauncey Clinton. The exodus of the Hocums, the Lawtons and the other Indians, took place about 1835, at which date Abram Huyck came to the township and settled on Sec- tion 36, since and still called Huyck's Grove. For two years, the Huyck family were the only inhabitants of the township, and Twelve-Mile Grove was deserted.
When the whites first began to settle here, many traces of the former occupants of the grove were yet visible. Among the most interesting of these, as illustrating their methods of sepulchre, were the tombs of three Indians, supposed, from the profusion of their decorations, to be chiefs. The sepulchre, or whatever it might be called, consisted of a little pen, built up of small sticks, laid one upon the other, to the height of about four feet, being from four to five feet square. The whole was covered with sticks, weighed down with heavy stones. And therein, on a kind of stool, sat the three "poor Loes," looking lonesome and ghastly enough. The cracks between the sticks composing the pens were sufficiently wide to admit of inspec- tion, while being at the same time too small to allow of their being disturbed by wild animals. In this position, these ghastly remains sat in all of their feathers, beads, and jewelry, with the flesh decaying from their bones, for a number of years, till at length a foolish lad, who lived in the neighborhood, upset their charnal-houses, scattering their bones about the surround- ing country.
In 1837, three families from Canada came in and settled at the grove. These were Franklin Chamberlin, Oliver Chamber- lin and James Adams. The Chamberlins were father and son. The Chamberlins built the first frame house. The timbers were "got out," hewed and prepared from the grove, and the boards were brought from Wilmington, where a sawmill had recently been built. Adams occupied the Hocum cabin. The Chamber-
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lins remained here until 1845, when they removed to Black Oak, near Chicago.
If intelligence were necessary to "keep school" in those days, the Adams family must have been in that respect more than ordinary, as the first two terms taught in the township, in 1841 and 1842, were taught respectively by Lydia and Sallie Adams, daughters of James Adams. At about the last date named, the Mormons at Nauvoo were in all their glory. Mis- sionaries were being sent to all parts of the country to en- lighten the people on the peculiar doctrines of Joseph Smith, as revealed in the Book of Mormon; and among the places vis- ited in this part of the state was Twelve-Mile Grove. Their efforts here were not without success. The Adams family, hav- ing become fully established in the faith, sold out and removed to headquarters at Nauvoo. A few years later, when the con- flict arose between the authorities of the state and the troops of Smith, which resulted in the death of that would-be prophet, and the succession of Brigham Young to the prophet's posi- tion, most of the Mormons removed to Salt Lake. Among the faithful who followed the fortunes of Young to the new land of promise were Adams and his family. In crossing the plains among the hundreds of these people who perished was Lydia Adams. Sallie afterward became one of the wives of an influen- tial and wealthy Mormon, and resided in that country. Several other converts were made to Mormonism in this neighborhood, some of whom still reside here, but repudiate the doctrine of plural marriages, cleaving to the faith as expounded by Joseph Smith, Jr.
Hiram Harvey and sons came to the township from Canada in 1841, stayed three years and then removed to Five-Mile Grove, where they resided nearly four years, returning to Twelve-Mile in 1848. Jabez Harvey, one of the best-esteemed citizens of the township, went to California during the gold fever, and had returned by June, 1853, having in the meantime seen somewhat of the manner of dealing with outlaws in that
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country, at that time governed neither by the principles of law nor morals.
In 1846, Kibben, Nelson & Co., the new proprietors of the reservation, came to the Grove with a view to making improve- ments and selling out the land. The land was surveyed and offered for sale; and, there being no other timber near, coal not yet having been discovered in the county, and the railroad not yet having been projected, the people were greatly excited over the prospect of having the only source of fuel and lumber disposed of without a chance to obtain a piece; and as a conse- quence, land, which could later be bought for $20 per acre, brought $100. The proprietors who had bought the reservation for a trifle became rich men in a short time.
The Nelson family, of whom W. T., mentioned above, was a member, consisted of the father, John Nelson, and sons, W. T., S. G. and D. M. They came from Indiana to reside at the Grove in 1848. John Nelson had been, in the state of his for- mer residence, one of the first citizens of the county in which he lived, and was honored with many positions of trust, among which was that of member of the Assembly of the state. Mr. Nelson died two or three years after his removal to this place.
Joseph Cook was the first blacksmith. His shop at first consisted of a bellows, anvil and a few hammers, and the broad branches of a tree were his only shelter.
A horse-power sawmill was erected by Henry Stone, later of California, in 1850, but it ran but a short time, as the com- pletion of the railroad brought lumber of a more desirable character to within a short distance. The first goods were sold in 1856 by J. Hopkins, at Wallingford. Hopkins did not con- tinue in the business long, but sold out to S. G. Nelson. A store was started in Wilton Center in 1857, by Barret & Hers- perger, and by them it was run for about three months, when they sold to Jabez Harvey, who continued the business without intermission or suspension for twenty years.
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There were at one time three postoffices in the township. The first established was the one at Ingham's Hill, near the center of the township, and then removed to Wallingford. About 1856, a postoffice called Pierce was authorized at Huyck's Grove, and another at Wilton Center. Pierce Postoffice existed but a short time. The one at Wilton Center was somewhat irregular, until a few years ago when it became a permanent fixture.
In 1850, there were in the township, as then organized- embracing, also, Peotone-about twenty-five voters. The pre- cinct, with the Grove as center for an indefinite area surround- ing, was called Dallas. In the year named, howover, the com- missioners of the county changed the name, giving the precinct a definite boundary, with supervisor and other township officers.
The first election was held April 2, 1850. Of this meeting, Henry Stone was elected moderator, and William T. Nelson, clerk pro tem. Twenty-six votes were cast, of which the fol- lowing persons for the respective offices received majorities: William Dancer, supervisor; Horace Kelsey, clerk; James M. Kibbin, assessor; Joel O. Norton, collector; Hugh Kennedy, overseer of the poor; George Dancer, Samuel Hall and Alfred Warner, commissioners of highways; Samuel Wilson and Pat- rick Boyland, justices of the peace, and Edward Graham and John McGowan, constables.
In 1858, the eastern half of the precinct, now constituting Peotone Township, was, by order of the board of supervisors, set off as a separate township, and Wilton left with boundaries co-extensive with what we now find them.
Wilton Township is entirely rural at this writing (1928). A century ago it contained an Indian Village which was much larger than the usual town of that people. In the grove where Wallingford was established later, the natives met for confer- ences, for war dances and other social functions peculiar to that people. Here, too, they carried on what trade was de-
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manded by their simple living. It was known as an important center over a large territory. Wallingford became a village with the store, blacksmith shop, cobbler's shop, postoffice, school and church, and a horse-power sawmill. It had a promising future until railroads came in affording the needed transporta- tion. Thus trade shifted to Manhattan. Wallingford passed, excepting in name.
Wilton Center established a store under Barret and Hers- perger and in three months sold to Jabez Harvey. He served the community so well that his business prospered for many years. The postoffice maintained here was a help to the store. Then came better roads and rural delivery. The postoffice was abandoned by the Government. The store dwindled and ceased to be a center for the rural folks. The coming of automobiles completed the transformation, and the store has become a re- freshment stand for tourists and a gasoline station for autoists. The churches, Baptist and Methodist, still stand, the school is well attended, and a half dozen homes remain. In 1926, a com- munity hall was built by the people of the township. It is a commendable institution and serves as a gathering place for all of the people of the township. This hall has brought a community spirit which is doing much for all of the people. They learn to know each other and, because they know their neighbors, they like them. John Keniston has been a leader in this get-together movement.
Route 22, of the Illinois State Highway System passes through Wilton Center. This affords a ready outlet for dairy and poultry products and these two industries are increasing rapidly. However, grain farming remains as the principal line for farmers.
The family names found in the preceding paragraphs in which the earliest history was recounted have disappeared. In their stead one finds descendants of Irish, German, and Scandi- navian predominating. Truly, the pioneer was a restless being, ever seeking virgin soil and isolated regions.
CHAPTER XIV.
TRANSPORTATION IN WILL COUNTY.
INDIAN CANOE-TRAILS-WAGON ROADS-CANAL-STAGE ROUTES-BUS LINES- HIGHWAYS-PLANK ROADS-WATERWAY DEVELOPMENT-RAILROADS
The aborigines left remains in mounds and ruined dwell- ings. Bones of wild animals were found indicating that they were skilful hunters and used fire in cooking. Nothing has been found to show that they employed beasts of burden. None of the wild animals had been domesticated. Those primitive peo- ple had no commerce or trade excepting in the more precious things, such as arrows, beads and wampum. These were easily transported by man.
The Red Man had no beast of burden excepting the dog and he was not suited to heavy burdens. The most important use of this animal was for food. The dog was fed easily on refuse from fish and game. Roast dog was served on special ban- quets for honored guests. The women were the chief burden bearers, because the men must be ready to fight while on the road. After the Spaniards (De Soto, Coronado, Cortez) had explored the Southwest and released horses, these animals mul- tiplied rapidly and spread into what is now Texas, Oklahoma, New Mexico, Arizona, and the plains of Colorado. The Indians captured and tamed them for riding and for pack animals. Thus it came about that throughout that part of the United States west of the Mississippi River, the Red Man had horses.
The canoe was invented by the Indians and is the best small craft ever used by man. It is light that it may be carried over
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the portages; it is inexpensive to make and durable. Dugouts were used by some of the natives. They used fire to aid them because their tools were not the best for working wood in large pieces.
The Great Highway mentioned in the early part of this his- tory gives the succession of buffalo trail, Indian trail, bridle path, wagon road, concrete highway (Lincoln Highway), canal, railroad, and airplane route. The last one named needs no roadbed and yet many of these routes follow quite definitely the old trails.
The Conestoga wagon, more frequently called prairie schooner, was the first vehicle used. It was by no means lack- ing in dignity or in capacity. It was built to carry heavy bur- dens over rough roads in any kind of weather. Oxen or horses were used as motive power. Several teams were attached to one wagon as necesity demanded. Extra animals were usually provided to rest and refresh themselves as they were herded along with the whole caravan, for these wagons usually passed in trains for mutual assistance. The Sauk (Sac) Trail, now the Lincoln Highway, saw innumerable prairie schooners pass- ing as the Eastern people sought more room beyond the Missis- sippi.
Canal .- Transportation on the Great Lakes was by means of sailboats. This suggested canals and the Erie Canal came into existence early and this directed attention of the oft-sug- gested waterway from the Lakes to the Gulf. The chronology of this project is given in full under "The Deep Waterway." In 1674, Louis Joliet recommended that France construct such a waterway. In 1808, Albert Gallatin, Secretary of the Treas- ury, advocated a ship canal. In 1811, an "Illinois Waterway" was reported to Congress in a bill for the Erie Canal. In 1814, President Madison, in his message to Congress, called attention to the importance of a ship canal from Lake Michigan to the
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Illinois River. In 1820, the Post and Paul Survey of canal route was completed. In 1822, Congress granted a right of way for the Illinois and Michigan Canal through the public lands between Lake Michigan and the Illinois River at La Salle. In 1827, Congress granted to the state aid of the Illinois and Mich- igan Canal each alternate section of the land for five miles on each side of the canal, a total of 325,000 acres. In 1828, the State of Illinois authorized the construction of the Illinois and Michigan Canal.
From "Forty Years Ago," by George H. Woodruff, published in 1874, the following accounts are taken, not verbatim but in a general way. That author had lived through the time of con- struction and was near enough to it to give authentic reports on the work. The first ground was broken at Bridgeport, July 4, 1836. The work was commenced on the plan of the "deep cut," that is, feeding it directly from Lake Michigan through the south branch of the Chicago River. At the time of letting the first contracts the mania for speculation was at its height, and labor provisions were extremely high for those times. Labor was twenty to thirty dollars per month with board. Pork twenty to thirty dollars per barrel. Flour was nine to twelve dollars, and other things in proportion. To facilitate the construction of the canal, a road was opened from Chicago to Lockport, known as "Archer Road," named after the acting commissioner, on which $40,000 were expended. Much criti- cism was heard, of this project, but its use for bringing in supplies justified the expenditure.
The work was prosecuted by means of the money obtained from the sale of bonds, and of canal land and lots, in Chicago, Lockport, Ottawa and La Salle until 1842, at an outlay of over five million dollars ($5,000,000), when the work was suspended.
Although the enterprise was commenced when everything had to be done in the most expensive way, and when the country was on the eve of a great financial crisis, yet the state could
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easily have gone through with it if other projects had not been connected with it. The central and southern portions of the state looked upon it as a project which would benefit the north- ern end of the state exclusively. They insisted upon having railroads built to compensate them for their share of the im- provements paid for by the entire state. In 1837, an act was passed authorizing a loan of eight millions of dollars, and four millions for continuing the canal project. While this was an absurd scheme, impractical, and one which never produced any results, loans were made (bonds were sold) amounting to nearly six millions of dollars.
The hard times which struck the East in 1837 was warded off for a couple of years by the canal project. But, by 1840, the state had accumulated a debt of $14,237,348 to be paid by a population of 478,829, nearly thirty dollars for every man, woman and child. The debt was paid in full.
The bondholders were equally interested with the state in finding some way to complete the project. In the General As- sembly of 1842-43 an act was passed by which all unsold land and lots were to be transferred to three trustees, two to be chosen by the holders of the bonds and one by the Governor of Illinois. The bondholders were to advance $1,600,000 to com- plete the canal on another level. The trustees were to com- plete the work and retain possession of the canal and its reve- nues until the debts were all paid. The income consisted of tolls and income from the sale of lands and lots. Work was resumed in 1845 and brought to completion in 1848.
The debt and all costs of construction and the interest on all back payments and debts, were paid in full in 1871, with a balance of $95,742.
The opening of the canal in 1848 was a day of great rejoic- ing from one end to the other. Boats started at the same time from each end to pass over the canal. The boat from Chicago
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arrived in Joliet at noon. It carried a load of leaders in the work, bands of music, and plenty of "wet goods" which flowed freely. Perhaps the celebration of the completion of the canal justified the wet goods.
One sad accident marred the occasion. It is quoted verbatim from "Forty Years Ago": The Joliet boys procured a cannon which they placed on the east side of the basin and fired across it. The cannon, by some mistake got elevated too high-per- haps the boys who handled it were elevated by the wet goods- at any rate, a heavy wad came across and struck a highly re- spected citizen by the name of Peter Adams, in the region of the stomach, whereupon he fell at once, and the cry arose that a man was killed! The shouting of the crowd was hushed at once and due sadness and solemnity fell upon all countenances. But after Peter got over his astonishment and his nausea, it was discovered that the only serious injury he had sustained was the loss of his breakfast."
The opening of the canal was a new era for Joliet and vi- cinity. Transportation by ox-team from Chicago, teams draw- ing "Conestoga Wagon," was no longer necessary. The fol- lowing account from an edition of the Joliet News for 1884, sets forth the advantages clearly: "The opening of the Illinois and Michigan Canal was an important era in Joliet history. As it neared completion the building of boats commenced all along the line. Lockport beat Joliet and had one ready first. Ware- houses were soon built. Henry Fish, Abijah Cagwin, and George Woodruff built the first ones on the east side of the lower basin. The one built by Henry Fish is now (1884) with considerable additions, Bush's elevator. The one erected by Uncle Bije has become an agricultural warehouse, and George Woodruff's is connected with Wilcox Lumber Yard and F. B. Plant's planing mill. Otis Hardy made the first boat, opened the first lumber yard and made the most money."
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"These warehouses were places where grain and produce was handled until the opening of the railroads. They were also used in winter for pork-buying and packing."
"One of the pleasantest changes wrought by the canal was in our mode of reaching the outpost of Chicago in the summer season. To leave Joliet at night, go to bed on a shelf and wake up at Bridgeport, get breakfast and then debark at Chicago by the time business opened, was a great improvement over the stage-coach and dusty or muddy roads."
Stage Routes .- A history of transportation would not be complete without an account of stage routes. Such a route was established as early as January, 1834, between Chicago and Ottawa running by Walker's Grove (Plainfield). Judge Caton later of "Caton Farm," directed the company which made the first trip and established stations. They suffered very much from the intense cold. In 1837, the stage came from Plainfield across to Joliet and then followed down the river to Ottawa. Here, again, we have the stage following the Indian Trail which had been beaten hard by many hoofs of the buffalo in their migrations. The stage road determined Route 7 of the Illinois Highway System upon which automobiles travel on concrete slabs. These stages changed horses at Godfrey's Station on the south edge of Dupage Township where the Chicago Road from Plainfield intersects Route 4 A.
After two or three years, the route was changed again going from Joliet to Chicago on the west side (Route 4 A) and leaving Plainfield out. A tedious ride it used to be, taking an entire day to make the passage and when roads were wet and heavy much of the night was used. On one trip, early in the fall of 1837, the driver lost his way in coming across from Plainfield and wandered about on the trackless prairie for some time. When the canal was completed in 1848, the days of stage coaches were at an end. The days of the packet boat had come.
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The Plainfield stage survived until the coming of the electric line thirty-five years ago. It operated between Plainfield and Joliet, carrying freight and passengers. The "Democrat Wagon" drawn by horses, was a familiar sight. In these days of rapid travel (1928) when one goes from Joliet to Plainfield in fifteen or twenty minutes over concrete roads, horse-drawn vehicles are ancient indeed. The historian of "Forty Years Ago," published in 1874, commented thus, "What device shall displace the railroad?" The electric line came and went. The bus and automobile are here. We have clear visions of air- planes following air routes from city to city, and we say, "What device shall displace the airplane?"
Bus Lines .- Perhaps the logical successor to the stage is the modern bus. The following account is taken from the Joliet Daily News for August 5, 1928:
"Inauguration of a new bus transportation service to Chi- cago, on Route 4 over the Broadway Road, by the Chicago & Joliet Transportation Company, will take place August 15, ac- cording to an announceemnt made yesterday by W. H. Huen, general manager of the company.
"Three of the eight yellow coach busses, with a seating ca- pacity of 29 passengers each, which are to be used for the pur- pose, are to be delivered in Joliet Thursday. They were pur- chased from the General Motors Company and are to be driven here from Pontiac, Michigan.
"Mr. Huen announces that the first bus will leave Joliet at 6:30 o'clock in the morning, and that there will be a bus every two hours throughout the day with the last bus departing for the metropolis at 8:30 o'clock in the evening.
"There also will be busses from Chicago every two hours. The first bus is scheduled to leave Chicago at 8:30 o'clock in the morning. The last bus will be held over one-half hour and
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