The History of Will County, Illinois : containing a history of the county a directory of its real estate owners; portraits of early settlers and prominent men; general and local statistics.history of Illinois history of the Northwest, Part 26

Author:
Publication date: 1878
Publisher: Chicago : Wm. Le Baron, jr. & co.
Number of Pages: 980

USA > Illinois > Will County > The History of Will County, Illinois : containing a history of the county a directory of its real estate owners; portraits of early settlers and prominent men; general and local statistics.history of Illinois history of the Northwest > Part 26

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There is still another old building that we have not noticed; we mean the stone one just above Hyde's mill, a conspicuous object as you go up to the Iron Mills. This was an old agricultural and plow factory, built by Jones & Cagwin, in 1854, and for several years in successful operation, and one of our most important enterprises. It was subsequently occupied by one of the Sangers for similar purposes. But it seems of late years to have been left to the moles and the bats, and to have shared the fate of all buildings not occu- pied, in losing its windows and everything about it except the walls, a sad proof that the millennium has not yet come.

ILLINOIS AND MICHIGAN CANAL.

A condensed history of the canal must not be omitted from this record. It is intimately connected with the history and prosperity of the county. It was one and a very important cause by which attention was directed hither.

The project of a ship-canal, to connect the waters of Lake Michigan with the navigable waters of the Illinois River, was first suggested during the war of 1812, by some writer in Niles' Register. The war had shown of what immense advantage such a canal would be, both in peace and war. It was one of the

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HISTORY OF WILL COUNTY.

compensations of that war in the West, and also of the Sac war, that they were the means of directing attention to this part of the Great West. In 1816, the title to a strip twenty miles wide was obtained of the Indians, with a view to such a work. As we have already stated, this fact explains what is often seen on the maps-two lines running diagonally across the townships, and marked "Indian Boundary Line." In 1821, an appropriation of $10,000 was made by Congress for a preliminary survey of the canal and for the survey of the twenty-mile strip. Shadrack Bond, the first Governor of our State, in his first message, had called attention to the feasibility and importance of the work. A survey was made under the appropriation of Congress, and the work pronounced prac- ticable. In 1826, Congress donated to the State, for the purpose of its con- struction, every alternate section in a strip ten miles wide along the route from Chicago to La Salle-a magnificent appropriation of 300,000 acres. In 1829, the General Assembly of our State passed an act creating a Board of Canal Commissioners, and authorized them (not to enter upon the work, but) to sell the lands, and giving settlers a pre-emption right on the same. Under this act many of the earliest settlers got their titles to lands in this vicinity. Fortu- nately, however, the folly of this course was soon seen, and the act was repealed. In the session of 1834-5, another act was passed creating a new Canal Board, and authorizing the Governor to negotiate bonds for its construction, and pledg- ing the Canal lands for their redemption. But even then the immense value of these lands was not appreciated by those who had the money to loan. It was not until at a special session in 1835, when, through the indefatigable exertion of Col. Strode, of Galena, who at that time represented all the region north of Peoria, in the State Senate, the act was so amended as to pledge the faith of the State for their redemption, that the bonds could be negotiated. This was done by Gov. Duncan in 1836, and in the same year preparations were com- menced for active work. William B. Archer, Gurdon S. Hubbard and William F. Thornton, all Colonels, as public men generally were in those days, were the first Commissioners, who very wisely chose Wm. Gooding as Chief Engineer. Some changes were subsequently made in the Board, and James B. Fry, another Colonel, became a member. The first ground was broken at Bridgeport July 4, 1836. The event was celebrated in grand style. Dr. William B. Egan delivered an able address on the occasion. 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, as is now done. At the time of letting the first contracts, the mania for speculation was at its height, and labor and provisions were extremely high for those times. Labor was $20 to $30 per month, with board. Pork, $20 to $30 per barrel ; flour, $9 to $12, and other things in proportion. The first contracts were predicated upon these high prices. To facilitate the construction of the Canal, a road was opened from Chicago to Lockport, known as " Archer's Road," from one of the Com- missioners, on which $40,000 were expended. The propriety of this expend-

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HISTORY OF WILL COUNTY.

iture was much questioned at the time, and unfortunately for the reputation of Archer for disinterestedness, he was the proprietor of an addition to Lockport. But it is certain that supplies for the laborers had mainly to be brought from abroad, as at this time no great surplus was raised along the line. The work was prosecuted by means of the money obtained from the sale of bonds and of Canal lands and lots in Chicago, Lockport, Ottawa and La Salle, until 1842, at an outlay of over five millions of dollars, 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 crash, yet the State could easily have gone through with it and main- tained her credit if other projects had not been connected with it. The central and southern portions of the State, with very narrow views, looked upon the Canal as entirely for the benefit of the north, and insisted upon compensating railroads as the price of their votes for further appropriations to the Canal ; and, in 1837, the act was passed, which ultimately swamped the credit of the State and brought on our financial ruin. By this act, a loan of eight millions was authorized, on the faith of the State, for the purpose of gridironing our State with railroads, and a four-million loan for the further prosecution of the Canal. The sum of $200,000 from the eight-million loan was to be given to those counties through which no railroad passed for the construction of roads and bridges. And, absurd as was this scheme at that time, loans were made to the amount of nearly six millions. As the practical result of all this, a short rail- road was built from Springfield to Meredosia, and various others were com- menced at either end, as the act required, and great quantities of railroad iron were imported, free of duty, by special act of Congress. But before any other road was completed the whole scheme came to a disgraceful end. It may not be improper to remark, in passing, that it was by the purchase afterward (pay- ing in depreciated scrip at par) of this railroad iron of the State and selling to Eastern roads that Gov. Matteson laid the foundation of his fortune. The great commercial prostration which struck the East in 1837 was, by means of the disbursement of these Canal and railroad loans, warded off from us for a year or two, and the work of the Canal was kept along, although feebly, until 1842 by the help of Canal scrip and of the " contractors' loan," as it was called, from the fact that the contractors liad sent Gen. Thornton to Europe to sell bonds, they agreeing to stand the discount, even to 25 per cent, if necessary. This they could afford to do, now that the prices of labor and provisions had greatly fallen.

By the Fall of 1840 a debt had been contracted by the State, of $14,237,- 348, which must be paid by a population of 478,929-nearly thirty dollars for every man, woman and child. And this amount does not include what the State had misapplied from the school fund and from the surplus deposits of the United States. By great exertion, the interest on the Canal debt was paid up to and including 1841; but for 1842 no provision could be made, and the work

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stopped entirely. An expenditure, as we have already said, of over five mill- ions had been made upon it, and the contractors abandoned their jobs, claiming heavy damages of the State. An act was passed for a settlement with them, limiting the amount to $230,000.

To the credit of our State, let it be said that the idea of repudiation was never seriously entertained by our people to any extent, and subsequent pros- perity and wise legislation have long since obliterated the debt.

But the Canal could not, of course, be allowed to remain long in this condition. The bondholders were equally interested with us in devising some means for its speedy completion. It was a work of too great and too general importance to be abandoned altogether. In the session of 1842-43 an act was passed which ultimately succeeded in accomplishing this purpose. By this act, the Canal itself and all its unsold lots and lands were transferred to a Board of three Trustees-two to be chosen by the bondholders and one by the Governor of the State. The bondholders were to advance the further sum of $1,600,000 to complete the Canal on another level. The Trustees were to prosecute the work and retain possession of the Canal and its revenues until the debt and further cost of its construction and interest on the same should be fully paid by the tolls and moneys derived from the sale of lands and lots. The Board was organized and the work was resumed in 1845, and prosecuted until fully com- pleted in 1848.

The debt of the Canal and all costs of its construction and the interest thereon were paid from these resources in the year 1871, and the Canal sur- rendered to the State, with a balance on hand of $95,742.

In 1865 an, arrangement was entered into by the Trustees with the Board of Public Works of Chicago, by which the Canal has been completed upon the original plan of a deep cut, feeding directly from the Chicago River, thus making it the grand sewer of Chicago nastiness, and justifying, at times, to our olfactories the theory that the name " Chicago " was originally derived from that animal familiarly known as skunk .. The Indian who christened it must have had a prophetic smell of 1873 !' Let us console ourselves with the fact that we have now an abundant water-power, and that our basins are always full, if not fragrant ! .

In closing this brief history of the Canal, we wish to pay a tribute to its Chief Engineer, William Gooding, who was its firm friend from first to last, its efficient Director, and against whom no suspicions of jobbery were ever enter- tained. Fully a master of his profession, prepared for all emergencies, urbane in his intercourse with all, he is entitled to the grateful remembrance of every citizen of this State, to the prosperity of which he has been so largely instru- mental.

When the above paragraph, copied from "Forty Years Ago," was written, Mr. Gooding was still living. He has since died, and we feel that both his private character and public usefulness demand some further notice in a history

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of Will County. William Gooding was a native of Ontario County, N. Y., and commenced his service as a civil engineer on the Welland Canal. Subsequently, he engaged in mercantilc business at Lockport, N. Y. He, however, soon re- turned to his chosen profession on public works in Ohio, in the valley of the Scioto. In the Spring of 1832, he was married in Troy, N. Y., and returned to Ohio with the intention of coming West to this region. The breaking-out of

. the Sac war prevented this, and he remained for a time in Roscoe, Ohio. The war being over, he fulfilled his intention of coming West, and, on May 1, 1833, landed at Chicago, a village then of very small pretensions. He squatted, accord- ing to the usage of the day, upon land at what became known as Gooding's Grove, which he afterward purchased, and where his father and brothers had previously located. Next year, he engaged with the Commissioners of Public Works of Indiana, and was there employed when selected as Chief Engineer of the Illinois & Michigan Canal, which position he held until its completion in 1848. He was then appointed Secretary and Assistant Treasurer of the Board of Trustees, and so continued until the debt being fully paid, the Canal was surrendered to the State. During this period he was employed in some special service as United States Engineer, and also one of the Board of.Public Works of the city of Chicago, while the Canal was deepened and made the grand sewer of Chicago. He also received the appointment of Surveyor of Oregon, but declined to accept the post. Mr. Gooding had been in failing health for several years, and com- pelled to spend his Winters in Cuba, Florida, California, Alabama, etc., until the last Autumn found him too unwell to leave home again, and he declined gradually in strength until the 4th day of March, last, when he closed his earthly career in the 75th year of his age. A large concourse of neighbors and friends, not only from Will County, but from Chicago and the entire length of the Canal met at his late home to pay their sincere tribute of respect to one who had filled so important a po- sition in the public service, and filled it long and well. Rev. J. Porter, a patriarch in the ministry, who had long known and loved him, conducted the funcral services. Besides his valuable public service, his purity of life, and his urbanity, Mr. Gooding was also noticeable for his general culture and his refined taste, and the clear and lucid style of all of his reports and public communications. Mr. Gooding was also naturally gifted with a fine imagination and poetic taste, although liis chosen profession was severe and dry, and

"The muse but poorly shines In cones and cubes and geometric lines."

His beautiful home in Lockport was richly adorned with fruits and flowers, to the cultivation of which he devoted his leisure moments. This home was in striking contrast to the one he first occupied at Gooding's Grove, which was a log cabin of one room, built by contract for $25, he furnishing the timber and a team to haul it with. This was covered with " shakes," a kind of roof whichi would shed the rain and snow, if the wind did not blow, and had its chimney outside, according to the style of the times, because if placed inside therc would

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have been no room for anything else. This was built with sticks plastered with clay. The furniture was mostly the handiwork of Mr. Gooding, including the bedstead, made of poles. Mr. Gooding used to tell an interesting incident which occurred at this original mansion. One bitter cold morning, Col. Wm. B. Archer, Canal Commissioner, Chief Justice Wilson, of the Supreme Court, and Robert Dale Owen, came there before breakfast, having stayed at the Sag over night, at a hotel which did not promise much in the way of refreshment. To be so suddenly called upon to entertain tliese notables was somewhat embarrass- ing to the young wife. The country did not afford very much variety where- with to improvise a breakfast. To add to the difficulty, the guests, except Col. Archer, were strangers, and as the one room was kitchen, bedroom, dining- room, and parlor, and it was too cold to adjourn to the only other place-out- doors-the breakfast must be prepared in their presence. In one all-important respect, however, the hostess was happy. Some little time before, Col. Archer, whose tastes were somewhat of the " Hoosier " order, had seen a piece of calico in Chicago which he greatly admired. It was of a green ground with large blue and yellow flowers and leaves, very pronounced in style. Wishing to make Mrs. Gooding some expression of his regard, he had bought five yards of the goods which struck his fancy, which he had given to her, with the remark that as she was small it would be ample ; and she had on the dress on this memo- rable occasion. It is perhaps unnecessary to say that she was not bothered with a train, and that crinoline had not then been introduced.

CANAL OPENING.

The opening of the Canal, in 1848, was a day long to be remembered. Boats started simultaneously from either end of the Canal, to pass over the route. The one from Chicago arrived here about noon, with all the Canal officials and Chicago celebrities, bands of music, and supplies, both solid and liquid, in un- limited quantities. Of course we had some notables here, who were present to welcome the arrival; and all the population-men, women and children- turned out to see the first boat from Chicago, a sight for which our eyes had longed so many years. Cannon were fired and the welkin rang with cheers. Speeches were made by the Chicago notables, and speeches were made by the Joliet notables. Only one of these, so far as we know, has been preserved. After various persons had been called out and made their spread-eagle efforts, our popular citizen, J. A. Matteson, was called upon for a speech, to which he responded in the following glowing words: "Mr. President, ladies and gentlemen-I concur."

ANOTHER CELEBRATION.

When the Canal was completed on the original plan of the deep cut, in 1871, there was, of course, another celebration, which may as well be noticed here. Great preparations were made for this at Chicago, by the Board of Pub- lic Works and other notables. There was poetry in the occasion. It was the

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"meeting of the waters "-the union of the blue waters of Lake Michigan with those of the sparkling tributary of the Mississippi, the classic Des Planes -the marriage of Michigan and Mississippi-and our valley, our beautiful bluff-bound valley, was the vale in whose bosom the bright waters were to meet. True, the poetry and the brightness and the fragrance, were somewhat abated by the odors and the mud of the South Branch, after passing through which those of the lake were hardly fit for the bridal. Tuesday, the 25th of July, was fixed upon for the day, and four large canal-boats were chartered and put into holiday trim. On these, a crowd of ten or twelve hundred persons, the solid men of Chicago, officials and notables, including Gov. Palmer and Gen. Sheridan, and Members of Congress, Legislature, etc., and, no doubt, a due admixture of bummers and Bohemians. Of course they did not set sail with- out a well-stocked commissariat. At 9 A. M. they started, bound for the port of Lockport. But the first part of the voyage, except for its associations, had little to interest. It was through the heavy clay and rock of the excavation of the summit, which lay in huge piles upon the banks, shutting out entirely all view of the surrounding scenery. The excursionists were forced, as it were, to turn their attention to the resources on board. These were ample, and were liberally dispensed by the persons in charge. But, from causes which we have never heard explained, the progress of the fleet was slow, although a full head of steam was kept on, and every sheet spread to the wind. They did not arrive at Lemont until 5 o'clock. It is said that there had been, owing to head winds, a great amount of seasickness aboard. At any rate, the greater share of the excursionists went ashore at Lemont, determined to take the evening train for Chicago. A few, however, went on in the Governor's steamer.

Meanwhile, great preparations had been made at Lockport for their recep- tion. Those who went up from Joliet to participate, found the city gay with bunting, and the streets filled with the beauty and fashion of the place. The Canal office was filled with the celebrities of Lockport, and on the west side of it were long tables, spread with spotless linen and loaded with eatables, and awaiting the arrival of the fleet. Great was the disappointment when, at 6 o'clock, news was received of the shipwreck at Lemont. But soon the little steamer arrived, having on board Gov. Palmer and Gen. Sheridan, Mayor Mason, Senator Judd, and others ; and, although the crowd was not as large as expected, it was select, and with this, and the Joliet notables, Lockport had to be content. Gov. Palmer was led to the stand in front of the Canal office, and introduced to the people. He was full of the inspiration of the occasion, and said many bright and humorous and clever things, in as happy a manner as could be expected from one who had just come off a sea voyage and had not yet found his land legs. Gen. Sheridan and Hayes and Judd followed in a similar strain, and all were happy. The collation was then devoured by the crowd, and darkness closed the scene. It was said that, judging from Gen.

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Sheridan's own statement and his appearance, his ride to Winchester was noth -. ing to the one to Lockport.

One of our local poets, H. R., broke out into poetry on this occasion, which we would like to give, but can find room for a single stanza only :

"The waters now have met again- Lake Michigan meets the Des Planes ; The Illinois joins its refrain, With onward flow ; Old Mississippi takes the bride, Escorts her to the ocean tide, Joining the groom in wedding ride, To sea they go."

During the war and at other times, the question of enlarging the Canal to the dimensions of a ship-canal has been agitated, both in our State Legislature and in Congress. But all efforts have so far failed. This was the original idea, and may yet be accomplished. Mr. Gooding was enthusiastic in the belief that it would be done, and that from the first lock to the head of Joliet Lake there would be a continuous manufacturing city. In this distance is nearly half the fall between Lake Michigan and the mouth of the Illinois.

As the Canal neared completion, the citizens of Lockport and Joliet com- menced to build boats wherewith to navigate its waters. Lockport had the first boat launched, which was named the Gen. Fry, and the citizens of that place made Joliet a visit as soon as the water was let into the level. On this occa- sion, Judge Parks, then the Lockport orator, made Joliet a speech in his usual happy style; and Joliet replied by the eloquent lips of William A. Little, and all were happy. Warehouses, also, went up in both towns. Henry Fish-who is none of your small fry-Abijah Cagwin and George Woodruff built the three warehouses which stand upon the east side of the Canal basin, and M. H. Dem- mond built the large stone one whose walls yet stand, below the bridge, the most substantial of them all, and yet the first one to become uselcss-a prey to the fire-fiend. Otis Hardy built the first Joliet boat and established the first lumber-yard, and for many years kept it in full blast, with happy re- suits to himself and the community as well; for the piles of lumber which he sold increased, by steady gains, his pile of bank deposits, and this he now dis- penses, with liberal hand, to all enterprises and charities that command his confidence and sympathies.

HIRAM NORTON.

Among other benefits which accrued to Will County from the construction of the Canal, we must not forget to reckon the bringing-in of so many men of means and enterprise and character. Conspicuous among them was Hiram Norton, of Lockport.

He was born in Skaneateles, N. Y., February 26, 1799. An orphan at the age of 14, he went to Canada in search of employment, which he found with the Canada Stage Company. At 18, having saved a little money, he went to

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Lowville, N. Y., and invested it in acquiring an education at the famous acad- emy of that place, where he remained two years. He then returned to Pres- · cott, Canada, and entered the service of the Stage Company again. He soon became pecuniarily interested in the Company, and ultimately its proprietor. He was elected to the Canadian Parliament, and twice re-elected, making his term of service fourteen years. He also served on Government Commission for the improvement of the St. Lawrence River and Canal. In 1838, he came to Illinois with the Consulting Engineer of the Illinois & Michigan Canal, and was so well pleased with the beauty of the country, and its prospective growth and importance, that he resolved to make it his future home. Lockport was peculiarly fortunate in being chosen as the spot where he pitched his tent. Being already possessed of large means, he at once built a fine residence on one of its beautiful streets, which he soon adorned with exquisite taste. He aided in the completion of the Canal, and when it was finished, rented the val- uable water power created by it, and established the mills, which have become famous for their products all over the region. He established, with his sons, the house of Norton & Company, whose name and reputation are well known and command unlimited confidence. Mr. Norton was sent by this county to the Legislature, in 1858. He was elected almost without opposition. One of the most public-spirited and enterprising of our citizens, he was also one of the best and purest, and died, sustained by a Christian hope, April 1, 1875.

Mr. Norton paid the highest income tax in 1867 of any one in Will County-on $35,000. The benefits of his enterprise still continue to be felt by Lockport and Will County, in the continuance of the manufacturing and mercantile enterprises he initiated, by his sons.

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The History of Will County, Illinois : containing a history of the county a directory of its real estate owners; portraits of early settlers and prominent men; general and local statistics.history of Illinois history of the Northwest, Part 26

Author: Publication date: 1878 Publisher: Chicago : Wm. Le Baron, jr. & co. Number of Pages: 980

Author:
Publication date: 1878
Publisher: Chicago : Wm. Le Baron, jr. & co.
Number of Pages: 980