USA > Illinois > Will County > History of Will County, Illinois, Volume One > Part 29
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will depart at 11 o'clock, instead of 10:30, for the convenience of theater-goers and other pleasure seekers.
"It is estimated that one hour and 45 minutes is the approxi- mate time required to make the trip from the starting point at the C. & J. terminal to the loop in Chicago.
"One way tickets may be purchased for $1, while the round trip fare will be $1.60, Mr. Huen said.
"The Chicago & Joliet Transportation Company, a subsidi- ary of the C. & J. Electric Railway Company, obtained a permit from the Illinois Commerce Commission to operate a bus line between Joliet and Chicago over Route 4, early in the summer.
"According to the proposed route, the busses will start at the termnial at the intersection of Clinton and Ottawa streets in the City of Joliet; thence westerly on Clinton Street to Joliet Street; thence northerly on Joliet Street to Cass Street; thence easterly on Cass Street to Ottawa Street; thence northerly on Ottawa Street to Jackson Street; thence easterly on Jackson Street to Indiana Avenue; thence northerly on Indiana Avenue to Chicago Street; thence northerly on Chicago Street to Ruby Street; thence westerly on Ruby Street to Broadway.
"Thence northerly on Broadway and state bond issue Route 4 to the intersection with Ogden Avenue, near Harlem Avenue; thence easterly on Ogden Avenue to Roosevelt Road in Chi- cago; thence easterly on Roosevelt Road to Canal Street; thence northerly on Canal Street to Randolph Street; thence easterly on Randolph Street to Market Street; thence northerly on Mar- ket Street to Wacker Drive; thence easterly on Wacker Drive to Michigan Avenue; thence southerly on Michigan Avenue to Roosevelt Road; thence westerly on Roosevelt Road to Ogden Avenue.
"Thence along Ogden Avenue and state bond issue Route 4 to the intersection of Cass and Ottawa streets, in Joliet; thence southerly on Ottawa Street to Clinton Street.
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Highways .- Plank road propositions were prominent in the early history of Will County as well as in Illinois. The enthu- siasm expressed for railroads was great and stock was sub- scribed and paid for railroads which never developed beyond the paper upon which the plans were made. Plank-road cor- porations were organized in many counties. People crowded in to buy stock and large amounts were collected by the pro- moters. Promoters were usually sincere, believing that they had a solution for roads over Illinois mud. Comparatively few miles were built and operated, however.
Transportation was a serious problem in the early days of Will County just as it is now, but how different is our solution. Plank roads were rendered useless by railroads. Electric in- terurban lines were hailed with joy and paid for by eager sub- scribers who never realized anything on the investment. Con- tractors and builders absorbed all of the money for stocks. Dividends were never declared because upkeep and operation took all of the income. The development of the internal com- bustion engine brought the automobiles. Automobiles provided ready, rapid transportation for private individuals and electric lines were sold for junk some years ago.
In most instances, bus lines paralleled the electric lines and provided transportation for those who sought public convey- ances. In 1927 there were in the United States more miles of bus lines in operation than there were miles of railroads. The last report for 1927 showed something like twenty thousand miles of bus lines in excess of railroad lines.
Concrete roads were a necessity for automobiles. Owners were ready to pay for them and state authorities were soon prepared to build. Thousands of miles of concrete slab are in use. Trucks are hauling immense quantities of freight for short distances. Indeed, within the last three months, one could have seen trucks passing through Joliet from Philadel- phia, New York City, and Pittsburgh. Who shall say what
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changes may be brought about by this transportation system? De-centralization of industry may bring factories to towns and villages. Power is readily transmitted. Cheaper labor is found where living is less expensive. Congestion in large cities is not conducive to good health and good nature. Large cities may decay as mankind seeks pure water, fresh air, and brighter sunshine in the smaller communities.
But, to return to plank roads, this appeared in Will County first as the Oswego and Indiana Plank Road Company, or- ganized under an act of the Legislature approved and in force on February 12, 1849. This company proposed to build a plank road from Oswego, Kendall County, to the Indiana state line, by way of Joliet. Stock was sold in considerable quantities and on February 12, 1857, the State Legislature passed an act to authorize the holders of stock in the Indiana Plank Road Com- pany to organize under the general laws for incorporating plank road companies. The law of 1849, gives minute details for the organization and operation of these roads. It is quoted at length here because it sets forth what was in the minds of the men back of the movement. The complete act is found in the Private Laws for 1849 on page 138 and following. The de- tails of organizing, electing officers, selling stock, procuring right of way, court action for damages, condemnation of right of way, etc., are about what one finds in stock companies of today. They are omitted. The following has a historical value and is quoted here. "Every plank road made by virtue of this act shall be so constructed as to make a secure and permanent road, the track of which shall be made of plank, and in such a manner as to permit wagons and other vehicles conveniently and easily to pass each other, and also to permit all vehicles to pass on and off where such road is intersected by other roads."
"In each county in this state in which there shall be any plank road constructed by virtue of this act, the county court shall appoint three inspectors of such roads, who shall not be
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interested in any plank road, and who shall hold their offices during the pleasure of the court. Before entering on their duties they shall take an oath faithfully to perform the duties of their office, and file the same in the office of the clerk of the county court.
"Whenever any such company shall have completed their road, or any two consecutive miles thereof, application may be made to any two of the inspectors, to be appointed as aforesaid by the court of the county in which the road, or the part thereof to be inspected, is constructed, to inspect the same; which in- spectors shall be allowed two dollars per day for the time necessarily employed, to be paid by the company whose road they inspect; and if they find the road is so inspected, or two or more miles thereof, is constructed according to the true in- tent and meaning of this act, and is fit for use, they shall sign a certificate to that effect.
"Upon filing a certificate as aforesaid of the inspectors, or two of them, in the office of the clerk of the county court, the company may erect one or more toll-gates upon the road, and may demand and receive toll, not exceeding the following rates: For every vehicle drawn by one animal, two cents per mile; for every vehicle drawn by two animals, three cents a mile; for every vehicle drawn by more than two animals, three cents a mile, and one-half cent additional a mile for every animal more than two; for every ten of neat cattle, one cent a mile; for every ten of sheep or swine, one cent a mile; and for every horse and rider, or led horse, one cent a mile."
In the Public Laws of Illinois, Volume 1, page 505, we find this act: "Be it enacted by the people of the State of Illinois, represented in the General Assembly, That the holders of the stock issued by the Oswego and Indiana Plank Road Company, which was issued on subscriptions for the construction of plank roads, under the powers contained in the charter of said com- pany, be and they are hereby authorized to organize under the
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provisions of and in accordance with an act entitled, 'An act to provide for the construction of plank roads by a general law' approved on February 12, 1849, and the several amendments thereto.
"Notice to the holders of said plank road stock, of the time and place of meeting, for the purpose of organizing under the laws specified in the first section of this act, shall be given by Joel A. Matteson, William Smith, and Nelson D. Elwood, by the publication, in a public newspaper, published in Will County, for a period of at least thirty days prior to the time of such meeting.
"The company, when so organized, shall have the power to choose and adopt a corporate name, and shall have and possess all the powers and privileges conferred upon plank road com- panies by the general laws of this state; and shall also have and possess all the powers and privileges, for constructing, extend- ing and repairing plank roads, and for the imposition and col- lection of tolls, as were conferred by the original act of incor- poration of the 'Oswego and Indiana Plank Road Company' and such company shall also have the power to rebuild, repair, and extend their line of roads, or any portion thereof, and to build branches by planking, graveling, or macadamizing. This act shall take effect and be in force from and after its passage."
Approved February 12, 1857.
Many companies were organized throughout the state to build plank roads. Advertising was extensive; they were pic- tured as "farmers' roads" and "poor man's roads." Roads were located and stock was sold with ease. One road known as the Southwestern Plank Road ran out from Chicago to Elgin and another toward Naperville. In the first six months, tolls on this road paid expenses and dividends amounting to forty- two per cent on the money invested. Another projected road sold $53,000 worth of stock in one day. The movement became epidemic throughout the state. Every city had a project. By
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1851, the State of Illinois had 600 miles of these roads con- structed at a cost of $15,000 a mile. It was a new and novel thing. Farmers paid the toll willingly and put up with the difficulties of getting onto the plank road and off again. Mud oozed through the cracks and at frequent intervals squirted upward eight or ten feet, plastering horses and driver alike. The present enthusiasm for concrete slabs does not exceed that manifested for plank roads. However, they were not an en- during thing in transportation. Railroads did away with the necessity of long hauls, turnpikes and gravel were soon de- veloped and proved more satisfactory.
Plank roads were built and used from Joliet toward Plain- field by the Oswego and Indiana Plank Road Company. An- other stretch of about eight miles ran south on Chicago Street. Both were short lived. On March 15, 1869, a deed in trust was executed and recorded on May 6, 1869, as follows: Joliet Plank Road Company to William C. Wood of Will County, Illinois, for a consideration of one dollar ($1) transfers all stocks under this resolution, "Whereas it has been duly resolved by the di- rectors and stockholders of said corporation to abandon the plank road theerof now in operation and to surrender its cor- porate powers, franchises and privileges, and whereas suitable proceedings have been instituted to give full legal effect to said resolutions and whereas it is expedient and necessary, prior to the final consummation thereof, that the property of said com- pany, real and personal, should be vested in a trustee with full power after said corporation shall cease to exist, to sell and dispose of the same for the benefit of the stockholders thereof."
This trustee sold the right-of-way of the plank road com- pany to the Michigan Central Railroad Company, which com- pany constructed the "Joliet Cut Off" railroad running east to Michigan City. The right of way from Joliet to Oswego was not used for railroad purposes and gradually, piece by piece, returned to the original owners. Abstractors, even now, are
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compelled frequently to get quit-claim deeds from the New York Central Lines to clear up titles on property.
The location of the first highways by the county commis- sioners in early days is most interesting. From the Will County Commissioners' Court, May Special Term, 1836, we take the following record, "Ordered by the Court: That the following report be and is hereby accepted and approved.
We, whose names are hereunto subscribed having exam- ined the route for a road from Joliet to Plainfield and thence leading westwardly to the county line the minutes of which are hereunto annexed report the same to be practicable and of public utility.
The minutes are as follows, viz .: Commencing at the west end of Crop Street, in West Juliet thence continuing in the same direction nine chains, thence North 7° west 21 chains 60 links to a line which would be a diagonal passing from the southeast to the northwest corner of section thence continu- ing in the same direction through the S. E. and N. W. corners of Section 5 of the same township Section 31 of Township 36 of Range 10 Section 23 of Township 36 Range 9 thence con- tinuing in the same direction in Section 23 of the same Town- ship 47 chains 50 links thence west 22°-49' chains thence West 48° North 136 chains to a line which running directly west will pass the bridge now over the DuPage River on Section 16 thence on that line 40 chains to the centre line of said section a little west of the Bridge thence west 6° North 21/2 miles to the county line.
Surveyed May 28, 1836. By Daniel Reed, Surveyor. Archibald Crowe ? Aaron More Viewers.
That the aforesaid road be a public highway and that the same be opened to the full width of fifty feet."
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This interesting item is also recorded in the minutes of the county commissioners' court: "Ordered by the Court, That Aaron Moore be and he is hereby allowed the Sum of Three dollars for three days service viewing a road from Juliet to Plainfield and thence to the county line to be paid out of any moneys not otherwise appropriated.
It is interesting to note that the name recorded here is "West Juliet." The present name, Joliet, was acquired by an act of the Legislature in 1845, changing Juliet to Joliet. Thus honor was paid to that heroic figure, Joliet, who came through the Great Highway so early in our history with Father Mar- quette.
The Deep Waterway is a vital issue at the present time (1928) and construction is under way at Joliet, Marseilles, and other points along the way. At last it appears that it will be pushed to completion. The project has a long and interesting history. As early as 1674, Louis Joliet, the trader who came with Marquette recommended that France construct a water- way to connect Lake Michigan and the Des Plaines River and thus the Illinois. France made no move to carry out this idea. In 1808, the Secretary of the Treasury, Albert Gallatin, advo- cated a canal across the Chicago portage. In 1811, an "Illinois Waterway" was reported to Congress in a bill for the Erie and other canals.
September 25, 1819, Ferdinand Ernst, a German traveler going over all of Illinois, wrote as follows: "It is, also, a very easy thing to unite the Illinois with Lake Michigan by a 12 mile canal even now, in the case of high water, the transit there is now made. By means of this canal, then, the inland navigation would be opened up from New York to New Or- leans, a distance of 3,000 English miles. Such an internal water- way not only does not exist at the present time in the world, but, it will never exist anywhere else. Besides, this state enjoys
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the navigation of its boundary and internal rivers amounting to 3,094 miles, and all are placed in communication with each other through the Mississippi. In short I do not believe that any one state in all America is so highly favored by nature, in every respect, as the State of Illinois."
Waterway Development .- This seems to be a good place to insert a review of waterway development by William F. Mulvihill, supervisor of Illinois waterway construction. It is taken from the Illinois Blue Book for 1927-1928.
"The following paragraphs present in brief chronological order the high spots in the history of waterway development in Illinois from the days of Father Marquette down to the present time:
1673-Pere Marquette and Louis Joliet explored the port- age between the Des Plaines and Chicago rivers.
1674-Joliet recommended that France construct a water- way to connect Lake Michigan with the Des Plaines and Illi- nois rivers.
1680 to 1687-LaSalle explored the waterways of the Illinois and Mississippi valleys, crossed the divide at present site of Chicago, and established Fort Creve Coeur near Peoria and Fort St. Louis at Starved Rock on the Illinois River.
1769-Pontiac, the great Indian leader, was assassinated by an Illinois Indian at Cahokia opposite St. Louis.
1770-In revenge for the assassination of Pontiac, the In- diana Indians practically exterminated the Illinois tribe in a war which culminated in the massacre at Starved Rock.
1808-Albert Gallatin, Secretary of the Treasury, advocated a "ship canal" across the Chicago portage, as a matter of mili- tary and commercial importance.
1811-An "Illinois Waterway" was reported to Congress in a bill for the Erie and other canals.
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1814-President Madison, in his message to Congress, in- vited attention to the importance of a "ship canal" between Lake Michigan and the Illinois River.
1816-On August 24th the Ottawa, Chippewa and Potta- watomie Indians by treaty relinquished all territorial claims and ceded the territory within ten miles of the water route, through the valleys of the Chicago, Des Plaines and Illinois rivers, for a small sum of money and the promise that a canal would be built.
1818-The importance of this water route induced the Fed- eral Government to add to the territory of the state, when ad- mitted to the Union, what now comprises fourteen counties of Northern Illinois which otherwise would have become a part of Wisconsin.
1820-Post and Paul Survey of canal route completed.
1822-Congress granted a right of way for the Illinois and Michigan Canal through the public lands between Lake Michi- gan and the Illinois River at LaSalle.
1827-Congress granted to the state in aid of the Illinois and Michigan Canal each alternate section of land for five miles on each side of the canal-a total of 325,000 acres.
1829-State authorized construction of Illinois and Michi- gan Canal.
1831-Pursuant to act of legislature, the canal commission- ers laid out the towns of Chicago and Ottawa.
1833-Legislature abolished office of canal commissioners and the consent of Federal Government was obtained to use canal lands for the construction of a railroad.
1835-Railroad plan abandoned and loan of $500,000.00 for canal construction authorized.
1836-On July 4 the first earth was turned to mark the be- ginning of construction of the waterway.
1848-The Illinois and Michigan Canal was completed at a cost of $6,557,681.50.
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1866-The Preston maps, profiles and notes on a waterway route, Lake Michigan to Mississippi River, were purchased by Governor Oglesby for the State of Illinois.
1870-New Constitution of Illinois was adopted, making it unlawful for the Legislature to give state aid in construction of waterways or railways.
1871-State completed lock and dam at Henry in the Illi- nois River.
1871 to 1899-State opened lock and dam at Copperas Creek. Various surveys and reports by U. S. Engineers on improve- ments of Des Plaines and Illinois rivers.
1889 to 1893-United States completed locks and dams on the Illinois River at LaGrange and Kampsville.
1900-Construction of the Chicago Sanitary and Ship Canal was completed, from Chicago to Lockport.
1907-The Illinois and Mississippi (Hennepin) Canal was completed by the United States. It is 75 miles long and con- nects the Illinois River, near Hennepin, with the Mississippi at Rock Island.
1908-Constitutional amendment authorizing Legislature to issue state bonds of $20,000,000 for construction of a "deep waterway" from Lockport to Utica approved by vote of the people.
1909 to 1917-Various plans of waterway proposed, none of which met with approval of U. S. War Department.
1917-Civil Administrative Code, establishing the Illinois Division of Waterways, was enacted.
This division has jurisdiction over all rivers and lakes of the state, to prevent pollution thereof or encroachments there- on; has control of the maintenance and operation of the Illi- nois and Michigan Canal, and the construction, operation and maintenance of the Illinois Waterway.
1919-The "Illinois Waterway" act and appropriation of $20,000,000 passed by the Legislature. It provides for canaliz-
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ing the Des Plaines and Illinois Rivers, a distance of 60 miles with 5 locks having a combined lift of 126 feet, as follows: Lockport, 41 feet; Brandon Road, 31 feet; Dresden Island, 17 feet; Marseilles, 21 feet; Starved Rock, 16 feet. Plans approved by Secretary of War and Chief of U. S. Engineers.
1920-Actual construction work was commenced on Novem- ber 6 after Governor Small's election but before he took office.
1921-Governor Small objected to award of Starved Rock Lock and dam contract, on account of excessive bid of $2,825,- 040.00. Award of this work was made in 1926 for $1,475,832.00. On August 11, a decision of the Supreme Court of the United States declared the Des Plaines River a navigable stream.
1923-The Marseilles lock of the Illinois Waterway was completed and accepted by the State on August 31, at a saving of $106,000 from the estimated cost. A contract for the Lock- port lock was awarded October 8.
Condemnation proceedings filed in LaSalle County Court to acquire land needed for Starved Rock Lock site.
1925-The Supreme Court of Illinois reversed the lower court, in Starved Rock site case, on points that were embar- rassing to the state in prosecuting the construction of the Illi- nois Waterway.
1926-Contracts were awarded and work commenced on- (a) Construction of lock and dam at Starved Rock. (b) Gates and valves for Lockport and Marseilles locks.
Legal difficulties adjusted and approval of waterway plans secured from the cities of Joliet and Ottawa.
1927-Congress authorized improvement of Illinois River to depth of 9 feet, from its mouth to Starved Rock.
Lockport lock completed by state. Plans and specifications prepared for Brandon Road and Dresden Island locks and dams. Plans for 5 bridges over waterway at Joliet in prepara- tion.
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The locks of the Illinois Waterway are constructed 110 feet wide, with 600 feet usable length, capable of handling 9,000 tons of freight at one lockage. The channel will be not less than 150 feet in bottom width, and not less than 8 feet depth which will be increased to 9 feet without added cost if the present flow of water from Lake Michigan is continued. The locks are uniform in size with those being built by the Federal Government in the Ohio River, thus making possible the inter- change of standardized equipment between the two trunk lines. This emphasizes the importance of the action taken by Con- gress in 1927 to improve the lower Illinois and Mississippi rivers, so as to provide a 9-foot navigable channel all the way from Chicago to New Orleans."
Railroads, Transportation .- The following article by Roger W. Babson, under date of August 5, 1928, gives some interest- ing history and much food for thought.
"There are two distinct sides to the railroad picture as pre- sented in the first six months of 1928.
"Statistics clearly indicate that the railroad situation today is fraught with many severe problems which call for the best brains, vision, and energy in the industry.
"First, let us consider the unfavorable results of operations during the first six months of this year. Complete figures are not yet available for the full half year, but returns are now sufficient to show what has happened.
(1) Passenger business declined to the lowest point since 1910.
(2) The amount of freight business was the smallest in three years.
(3) Gross earnings were the smallest in three years.
(4) Net earnings were the smallest since 1925.
(5) The return upon property investment was lower than at any time in the past six years.
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(6) Car loadings from the first of January to the first of May each week showed lower totals than in the cor- responding weeks of 1927, and for the full six months were 4 7-10 per cent below the same period a year ago.
"On the face of it this would appear to be a very gloomy picture. There is, however, a brighter side. The favorable factors are:
(1) Economy of operation has been increased very great- ly and service rendered has improved. Altho in the first five months of the year gross earnings of all of the roads were $103,000,000 less than in the first five months of 1927, operating expenses were at the same time reduced $92,000,000.
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