A bit of local highway history changes with the Harvey Rd. intersection closure

A bit of area history came to an end on April 27 when the Illinois Department of Transportation announced the closure of the intersection of U.S. Route 30 and Harvey Road in northeast Oswego Township.

Since the construction of Oswego East High School just off Harvey Road, the angled intersection had become the site of accidents and near-misses so it made sense to close it and redirect traffic to the signalized intersection at Treasure Drive just a short distance east of Harvey Road. Instead of joining Route 30, Harvey Road will now end in a cul-de-sac.

How did that intersection come to be the way it is today? Well, the road used to go straight past Lincoln Memorial Park and down modern Harvey Road. That’s back when the road from Aurora was called the Lincoln Highway, the nation’s first marked coast-to-coast road. A few years later, when the highway was paved and became U.S. Route 30, its route diverged making the modern curve to follow the right-of-way of the Elgin, Joliet & Eastern Railway and the Joliet, Plainfield & Aurora interurban trolley line. The right-of-way for that change of course for the 2.5 miles in Kendall County, starting at Harvey Road, was purchased by the Kendall County Board using a donation from the good roads folks in Aurora and then given to Illinois to speed paving the highway.

So what’s the story behind the Lincoln Highway itself?

In 1913 Carl Fisher was a man with a vision. The Indianapolis daredevil auto racer, showman, and entrepreneur figured that what the United States needed to spur business and hasten the development of the automobile was a transcontinental highway linking the Atlantic shore with the Pacific coast.

Fisher worked hard to drum up private support for what he called a “Coast to Coast Rock Highway,” so named because it was not to be just a marked route, but was to be one with a good gravel surface that would theoretically allow travel in all weather.

Fisher’s campaign was far from a slam-dunk, however. Henry Ford for instance, a guy you’d think would have jumped at the idea as a way to sell more of his Model T’s, disdained the whole notion, holding out for government funding for major roads, not private financing. Ford, of course, had a point. But at the time Fisher was militating for his coast-to-coast highway, government funding for such a project was simply not in the political cards. But Fisher persisted, and the pledges of support started rolling in, especially after he renamed the proposed interstate road after one of his heroes, Abraham Lincoln.

In June 1913, Fisher incorporated the Lincoln Highway Association at Detroit, Mich., with Henry B. Joy, president of the Packard Motor Company, as its president and Fisher serving as vice-president.

At the time of incorporation, in fact, Joy was westbound with a caravan of Packards and their owners, blazing what he considered the most direct route west to California.

By October, the association settled on the Lincoln’s main course, making use of existing roads along most of the route’s 3,389 miles. They announced the route to the public on Oct. 26, 1913 at a meeting of the governors of the 13 states through which the new highway would run. As planned, the Lincoln started at the corner of Broadway and 42nd Street at New York City’s Times Square, then headed west into New Jersey and then through to Pennsylvania, Ohio, Indiana, Illinois, Iowa, Nebraska, Colorado, Wyoming, Utah, Nevada, and California, where the terminus was established in San Francisco just outside today’s Legion of Honor Museum in Lincoln Park just off Geary Boulevard at 34^th Street.

The Lincoln Highway was formally dedicated on Oct. 31, 1913.

This 1924 map traces the original route of the Lincoln Highway–now U.S. Route 30–through Illinois from Indiana to Iowa.

As it was envisioned and designed, the highway bypassed major cities in favor of traveling through medium-sized towns and villages. Here in Illinois, it bypassed Chicago, looping south around the city through Joliet, Plainfield, on through a portion of Wheatland Township in Will County and Oswego Township in Kendall County, before reaching Aurora. The original route passed Phillips Park on modern Hill Avenue, where, in 1923, the Lincoln Highway Pavilion was built by the Aurora Automobile Club. I remember having family gatherings in the pavilion when I was a child. Completely restored a few years ago, the pavilion still exists, easily seen off Hill Avenue, the old Lincoln route near Phillips Park’s Hill Avenue entrance.

The Lincoln Highway Association marked the route of the Lincoln Highway with red, white, and blue badges.

In Wheatland and Oswego townships, the road followed a winding course on existing country roads. Most of the original route has been marked by the Illinois chapter of the Lincoln Highway Association, so if you’re of a mind, you can travel that road today by following the signs east from Aurora.

But as more and more traffic surged onto the new highway, officials started looking to both simplify it’s course and to pave it. With so many twists and turns between Plainfield and Aurora, that section of the Lincoln was an obvious choice for revision. So in 1923, with the promise by Illinois officials to pave the route as soon as possible, the Kendall County Board voted to acquire 2.5 miles of right-of-way paralleling the Elgin Joliet & Eastern Railroad and the Joliet, Plainfield & Aurora Transportation Company’s interurban line.

As the Feb. 14, 1923 Kendall County Record explained: “The new right-of-way in Kendall county for the Lincoln highway is necessitated by a relocating of the route to shorten the distance between Plainfield and Aurora.”

The Lincoln Highway Shelter on the highway at Philips Park in Aurora was built for camping auto travelers in 1923 by the Aurora Automobile Club. Completely restored a few years ago, it’s a living reminder of the highway’s glory days.

Spurred on by the promise of quick action in Springfield, Kendall County officials were moving quickly. The policy at that time was that local government was responsible for obtaining highway rights-of-way, and then the state would cover the costs of engineering and construction. That spring, Gov. Len Small promised that if the right-of-way was procured at once, he’d add the Plainfield-Aurora section of the Lincoln to the 1923 highway program, along with the even more eagerly sought paving of Route 18, The Cannonball Trail Route (now U.S. Route 34).

Kendall County taxpayers, however, were not totally on the hook for the cost of the land. The Good Roads Committee of the Aurora Chamber of Commerce raised $1,000 in donations from city residents to defray Kendall County’s costs. “The money [for the right-of-way purchase] was all donated in Aurora,” the Record noted on March 14.

It was about this same time that the old system of giving highways names—such as the Lincoln Highway, the Dixie Highway (another of Fisher’s creations), and The Cannonball Trail—was being phased out in favor of a system of numbered routes that were government-funded. In general, east-west routes were given even numbers, while north-south routes got odd numbers. The system wouldn’t go nationwide until 1926, but by then it had already begun in Illinois. The Lincoln, for instance, was first designated Route 22 by Illinois. The Cannonball Trail, linking Chicago with Princeton via Naperville, Aurora, Oswego, Yorkville, Plano, and Sandwich, was initially numbered Route 18.

It’s remarkable how quickly things moved during that era, especially compared to the glacial pace at which modern highway projects advance. On May 9, 1923 the Record reported: “The Chicago Heights Coal Company of Chicago Heights was the lowest bidder for paving sections 15 and 16, Route 22, Lincoln Highway, commencing at Plainfield and running west to Aurora, a distance of 5.19 miles, when the bids were opened at Springfield April 13. Its bid was $222,000.”

The last unpaved local section of U.S. Route 30 was finished in 1936 when the cloverleaf intersection with U.S. Route 34 was built with federal WPA funds. (Little White School Museum collection)

In early June, the Plainfield Enterprise reported state officials were promising that all 159.4 miles of the Lincoln Highway in Illinois would be paved during 1923. And, apparently, it was. The only remaining gravel stretch of the highway in Kendall County was at its intersection with Route 18—today’s Route 34. With delays and then the advent of the Great Depression, completion lagged. It required federal Works Progress Administration funds to complete the Route 30-34 cloverleaf intersection and overpass, which wasn’t finished until 1936.

In November 1926, the states officially approved the federal government’s new numbering system, part of which designated the Lincoln as U.S. Route 30 along its entire length and Route 18 as U.S. Route 34.

Despite the advent of the interstate highway system, the Lincoln Highway still carries hundreds of thousands of cars, trucks, and buses along its transcontinental length daily more than a century after Carl Fisher spearheaded its development, another living reminder of our area’s transportation and economic history. And with the closure of the Route 30–Harvey Road intersection, a bit of that history has added one more bit to the story of the Lincoln Highway.

 

Thank Carter Harrison and the Wheelmen for better Illinois roads

In 1918, with very few exceptions, Illinois’ roads were in the same condition in which they had been for the previous century. Virtually all roads were dirt tracks, dusty in dry weather and bottomless quagmires after rains. In order for farmers to get to town in spring, heavy teams of draft horses had to be hitched to wagons and buggies. Often the vehicles were dragged to town with the wheels unable to turn at least part of the time due to the sticky prairie mud. But voters were on the cusp of making a big change in the state’s road system.

By the 1850s, numerous railroad companies were extending tracks throughout the state with the goal of making money by helping farmers get their crops to market. However, farmers still had to get their crops and livestock to the nearest railhead. Livestock could walk to market, but crops had to be hauled there by team and wagon. Unfortunately, roads were often so bad that even short distances were all but impossible to travel. Spring was bad, but late fall rains also turned dirt roads into deeply rutted bottomless mud tracks, just at the time farmers were trying to get their crops to market. And when cold weather came, frozen, rutted road surfaces made travel especially destructive to horses and wagons, not to mention the people who rode in them.

This photo of Mr. and Mrs. Otto Johnston at their farm outside Oswego suggests how iffy rural roads were in the area during the 1890s. (Little White School Museum collection)

Although farmers complained loud, long, and bitterly about the state’s roads, their cries went largely unheard. Instead, strangely enough, it is to the riders of high-wheel bicycles that we owe a large debt of gratitude for helping create the ancestors of today’s good roads.

With the arrival of the 1890s, the high-wheel bicycle craze was at its peak, a craze that encouraged crowds of well-to-do city dwellers to venture into the countryside and, for many of them, to experience rural life away from the railroad tracks for the first time. The cyclists called their machines “wheels,” and they named themselves “wheelmen,” especially because the vehicles didn’t lend themselves to being ridden by women dressed in the clothing of the era.

Kendall County, located just next door to more populous Kane County, proved a favorite destination for wheelmen who enjoyed riding down the East River Road (modern Ill. Route 25), just as their descendants still do on the Fox River Trail. For instance, on July 22, 1891, the Kendall County Record‘s Oswego correspondent reported that “A string of about 20 of the Aurora bicyclists had an excursion to this town in the evening on their wheels Tuesday.”

Oswego wheelmen Slade F. Cutter (left) and Joe Sierp pose beside their high-wheeled bicycles about 1890 somewhere in town. (Little White School Museum collection)

Before his first campaign for mayor of Chicago in 1897, Carter Harrison got the public’s attention by joining a city bicycle club, all of whose members had ridden their high-wheelers the then astonishing distance of 100 miles in a single day. For his first “century,” Harrison cycled from his home on Chicago’s west side through Wheeling, Waukegan, and Libertyville, and then home. The trip took him nine and a half hours of frantic pedaling.

The upshot of Carter’s well-publicized efforts was that a growing number of influential people began demanding better roads so they could pedal their bikes faster and farther.

It was about this same time that these same people were buying and tinkering with newfangled horseless carriages. Both their wheels and their new autos required better roads on which to drive. Where farmers alone had failed to interest state officials in better roads, rich transportation hobbyists succeeded.

Reacting to the strong and growing drumbeat for better roads by the coalition of cycling and auto enthusiasts as well as farmers, Illinois established the Good Roads Commission in 1903 to study the condition of all roads in the state and recommend changes. The commission decided that dirt roads were inadequate to carry the ever-growing volume of traffic. However, township officials and their rural constituents resisted early road improvement efforts, but not because they didn’t want better roads. The improvements would cost considerable money, they argued, and besides, there was considerable uncertainty how paved roads would be maintained. At the time, the old system of having townships responsible for road maintenance was in effect. Township property owners were responsible for working on the roads in lieu of paying a road tax. The resulting patchwork system meant that one township might opt for better roads, but the neighboring one would not.

Oswego Jeweler A.P. Werve pilots his auto–Oswego’s first–on a dirt road near Oswego in 1904. Pressure was already building for better roads thanks to hobbyists like Werve and bicyclists. (Little White School Museum collection)

But in I911, Illinois House Rep. Homer J. Tice of Greenview pushed a bill through the General Assembly that provided for automobile and truck license fees to be used for road and bridge construction. Tice and William G. Edens (the namesake of Chicago’s Edens Expressway), chairman of the Good Roads Committee of the Illinois Bankers Association, contended that good roads would be an economic asset for the entire state, rural and urban areas alike. The efforts of Tice and Edens were quickly joined by the Chicago Motor Club in mobilizing support for good roads.

As a result of all this activity, Gov. Edward Dunne signed a law in 1912 transferring the townships’ responsibility for maintenance and construction of main highways to county government. The law required each county to have a qualified superintendent of highways who was to be responsible to a three member state highway commission and a professional state highway engineer. The law provided for the state to pay half of the construction and all the maintenance costs of county highways. In order to expedite the jobs, counties were authorized to sell bonds to finance new construction projects.

Oswego area farmer and politician John D. Russell was the first Kendall County Superintendent of Highways.

Some progress on better roads resulted. Here in Kendall County, the first-ever county highway superintendent was appointed. According to the Dec. 3, 1913 Kendall County Record: “Col. John D. Russell of Oswego was appointed County Superintendent of Highways by the board of supervisors Monday. His salary was fixed at $1,000 a year. This appointment was made from a field of five candidates, all of whom passed the state examination.”

But overall, the new law was a failure. Only 174 miles of road were improved under the program, all in Vermilion County. Paved highways, it turned out, were simply too expensive for counties to fund.

Then in 1916, Congress agreed to match state highway funds with federal matching funds. As a result, the state highway commission developed an ambitious plan to “pull Illinois out of the mud” with hard—paved—roads. Eventually, the plan called for construction of 4,800 miles of hard roads throughout the state. To help sell the plan, Illinois road officials pointed to a variety of studies that had been done showing that paved roads resulted in much better gasoline mileage for drivers and far less spent in vehicle maintenance.

State officials and the growing number of good roads organizations also sweetened the pot for voters by making sure every county in the state got at least one stretch of all-weather, paved highway. The $60 million bond issue to pay for the project would be retired through auto license fees, proponents said, so that non-motorists wouldn’t be paying the costs for something they were not using. Although the bond issue passed overwhelmingly in 1918 (the Kendall County vote was a remarkable 1,532–90), World War I intervened and only a two-mile road design strip was built.

But after the war, Governor Len Small pushed road construction hard, both to help the state and to enrich his friends. During his administration, proposed hard road mileage increased substantially and thousands were put to work building the new paved highways.

The Cannonball Trail Route Association developed this sign used before highways were numbered.

In Kendall County, the Small administration caused a huge uproar when the right-of-way of the newly proposed Route 18—the county’s promised paved highway under the bond issue—was changed. Originally slated to run from Aurora down the east side of the Fox River on pavement laid in 1914 (modern Route 25), pass through Oswego and go on to Yorkville via modern Route 71 to hook up with another paved mile on modern Van Emmon Road. From there it would go into downtown Yorkville and cross the Fox River before heading west to Plano and Sandwich all the way to Princeton on the route of the old Cannon Ball Trail Route.

To the considerable anger of Kendall County officials, however, the Small administration changed the route to run from Aurora down the west side of the Fox River on modern Ill. Route 31 and Route 34, bypassing both Oswego and Yorkville—and the paved stretches of road that already existed. Both towns were connected with the road via paved stubs that crossed the Fox River to get to their downtown business districts, although that did little to assuage county officials’ anger.

Dwight Young snapped this photo of paving Route 18–the old Cannonball Trail Route–at the west end of the Oswego Bridge in 1923.  (Little White School Museum collection)

Even so, local folks were happy to be getting some all-weather hard roads even if not exactly the same ones they’d been promised.

But while hard roads were more economical for drivers, they did cost more to maintain using vehicle license fees alone. In 1929, Illinois became the last state in the union to levy a gasoline tax of three cents a gallon that was earmarked for road maintenance and construction. By 1930, the state boasted some 7,500 miles of paved roads (some of which, frankly, don’t seem to have been repaired since).

Oddly enough, we’re entering another era of decreasing funds for road construction and maintenance like the state faced in 1929. Given the heavy reliance on gasoline taxes to finance road maintenance at a time when electric vehicles are becoming ever more common and even conventionally-powered vehicles are far more fuel efficient than a couple decades ago, different methods of financing road maintenance will have to be found.

These days we’ve got a lot of things to worry about (dying in a plague comes immediately to mind), but seeing our roads disappear into bottomless mud pits every spring and autumn aren’t among them. Not too long ago, in fact, Kendall County’s last stretch of gravel road was paved.

Given the history of our modern road system, though, maybe the next time you are exasperated by a group of bicycle riders using the public highways, you might recall that if it wasn’t for Carter Harrison, his well-publicized high-wheeler, and his wheelmen friends, driving conditions these days might be very different.

What’s in a name? A job, a trade, a profession, that’s what

The late Jim Wright, a Texas Democrat, was once the Speaker of the U.S. House of Representatives in Washington, D.C. Harry Fuller was the former, and long-time, village president here in Oswego, Illinois. My friend Tom Fletcher is a retired history teacher and former member of the Kendall County Board.

What does each of these people have in common? Each has a last name that is descriptive of a trade that is, largely, lost in the mists of time.

Once upon a time, even here in our area of northern Illinois, individual craftsmen (and women) worked to provide residents with the things they needed to live comfortable lives. Unlike today, people living in the 19^th Century did not go to a huge department or hardware store and purchase things like shoes, clothing, tools, or other necessary items. Instead, they went to individual craftsmen and women, who in turn, made each item by hand. These craftspeople, working in their specific trades, each had a name that described their profession, a name that was eventually given as a surname to the descendants of those who first engaged in those trades.

The best-known of these professionals were the smiths. Since there were so many kinds of smiths—coppersmiths, tinsmiths (also known as whitesmiths), and blacksmiths to name a few—there are a corresponding large number of families with the name of Smith.

At his shop, located at Tyler and Madison streets in Oswego and shown here about 1880, John Young did both blacksmith and farrier work, and also built wagons and did wheelwright work. (Little White School Museum collection)

While blacksmithing is still commercially practiced today, it is a much more limited trade than in the past. A century and a half ago, blacksmiths, doing business in every crossroads hamlet and town in the country, manufactured and repaired the tools that built America, as well as turning out more mundane things such as nails, bolts, and hinges that literally held homes and businesses together. But early on, blacksmiths did not shoe horses, mules, and oxen—that job was done by the farrier. Gradually, however, the term blacksmith came to mean, in common speech, someone who shoes horses, even though those tradespeople are still officially farriers. Today’s modern blacksmiths, like my friend Tom Korthauer, specialize in sharpening, repairing, and sometimes making tools.

Another smith, the gunsmith, spent his time making and repairing pistols, rifles, and shotguns. Before guns came into wide usage, English archers became feared for use of their longbows (made by boyers) that fired arrows with shafts a cloth-yard in length. Those arrows were made by fletchers.

Meanwhile, the cooper was busy making barrels, pails, panikins, piggins, and other wooden containers while using the specialized drawknives, pod augers, and kerfing saws of his trade.

Even coopers specialized, however, and white coopers, for instance, usually found in larger towns, made mostly round grain measures, firkins, sieves, and boxes out of wide strips of basswood or poplar shaved thin with sharp drawknives.

A firkin is a small to medium wooden cask that can come either with or without a handle.

Wrights also derive their names from a wide variety of skills. Housewrights, not surprisingly, built houses. More specifically, housewrights were responsible for the framing and all the materials of the shell— the four walls and roof. The inside of the house, the woodwork and built-in cabinets, were finished by joiners who, again, worked their creative magic with specialized tools.

Millwrights were the jack-of-all-trades specialists who not only built the mill buildings, but who also were experienced at the critical work of siting and building dams and manufacturing mill machinery. Professionals who only operated mills and who were responsible for maintaining and sharpening the millstones were known as millers, a trade that has become another common surname.

Cartwrights built two-wheeled horsedrawn vehicles while wagonwrights, or wainwrights, built wagons and other four-wheeled horsedrawn vehicles. They build the wagon running gears and boxes before making use of the output from the local wheelwright. Of the two—wagons and wheels—wheels were far more complicated to make and good wheelwrights were worth their weight in gold.

In order that hides from either wild or domestic animals could be used, they had to be tanned and softened. Hides were tanned by the tanner, a process that dried and chemically preserved the leather. After a hide is tanned, however, it is very stiff (rawhide). In order to make it pliable and give it a good surface finish, the leather had to be processed by the currier.

Spinning was one of the many home crafts that disappeared when cheap factory-made cloth became available.

Instead of buying their clothing, pioneers made their own. They grew the sheep that were sheared for wool and the flax plants that could then be spun into woolen and linen yarn. The spinning was often done by older unmarried female family members, thus the not particularly kindly term spinster. The spun yarn was then made into cloth by the weaver.

After wool was woven into cloth it had to be fulled to cleanse it of oil and dirt and to compact its fibers and raise the nap. At first, this was done at fulling parties where neighbors sat in a circle and stamped on the soap-saturated cloth with their feet. This was neither efficient nor very effective, however, for large-scale wool making. So, fullers built and maintained mills that did the work with wooden machines powered either by animals or by water.

Shoes were made by the shoemaker, who was sometimes called a cordwainer until the early 18^th Century. Shoes were repaired by the cobbler.

These and other traditional crafts have provided the basis for a good deal the names in modern phone listings. Tailors made clothing while chandlers made candles and tinkers repaired metalware such as pails and basins. Carters drove carts and wagons while baxters (or bakers) produced baked goods. Parkers maintained parks while foresters maintained forests. A collier mined or sold coal while a sherman (or shearman) trimmed the nap of freshly woven woolen cloth.

For those of us interested in history and how things came to be, it is noteworthy that something as commonplace as a phone listing carries clues to the way our culture has developed and changed during the past 400 years.

 

How a prehistoric catastrophe created the Fox River Valley

In 1837, Swiss geologist Louis Agassiz announced his theory that an ice age had enveloped the Earth’s northern hemisphere, creating the landforms then in existence. His studies were done in his native area, Switzerland’s Jura Mountains, and, oddly enough, he was a friend, classmate, and associate of one of my distant cousins—the Matiles had lived in Switzerland’s Jura Mountain region since the 1300s.

After Agassiz, scientists began to better understand how, after the vast ice sheets melted, modern landforms were created. But until relatively recently, it was thought that geological features like our own Fox River Valley were created over eons as water and wind erosion did their work. Now, however, it’s looking more and more like many river and stream valleys were created in the blink of a geologic eye.

Midwestern waterways have always been mixed blessings, including those here in northern Illinois. While they were barriers to travel for both the Native People that lived here as well as for the pioneers who later displaced them, they were also sources of food and—for the pioneers—water power that ran the mills that were so vital to the region’s growth.

In 1867, the first iron bridge was built across the Fox River at Oswego, replacing the old 1848 timber bridge. A King’s Patent tied-arch (also called a bowstring arch) truss iron bridge, it was built by Oswego Township at a cost of $17,000. (Little White School Museum collection)

Virtually all the region’s early towns were established on some waterway or another. Sometimes those settlements grew where the region’s roads and trails crossed streams, because the pauses in traffic they caused offered an opportunity to serve—or exploit—travelers with inns, stores, blacksmith shops and the like. Many of those crossings also offered sites for the dams that provided water power to run saw mills that produced lumber for homes and other buildings, grist mills that ground flour from grain, carding and filling mills that processed raw wool, and for other useful and necessary activities.

In addition, streams provided relatively clean sources of drinking water (at least for the first settlers, until pollution made them questionable sources at best), as well as sources of food. Before the settlement era, the area’s Native American inhabitants had intensively utilized local streams for food production. It is rare but not unheard-of in Kendall County to find carefully crafted stone plummets ancient fishermen used to weight their nets, along with bone fishing hooks and fishing spearheads. Village sites are invariably on the bank of a creek or the Fox River itself—or on the shorelines of ancient lakes that dried up hundreds or thousands of years ago. In virtually all of those villages are found mussel shells, fish bones, scales, and other evidence that Native People relied on streams to produce important parts of their diets.

Like our pioneer ancestors, however, we tend to pretty much take the landscape, including the geological features of the Fox River Valley, including all its tributary creeks, for granted, as if the landscape has always looked this way. And, certainly for the past several thousand years it has, as it provided a relatively rich natural area where people ranging from paleo Indian hunters and gatherers to modern anglers, canoeists, and kayakers have found food and natural beauty.

Native Americans made extensive use of the Fox River and its tributaries. Fish and a variety of invertebrates were regularly harvested while the river’s floodplain provided rich land where various wild plants could be cultivated.

But like everything else, the current geography of the Fox Valley had a starting point. In our case the familiar lay of our land was created by titanic forces unleashed when the last glacial advance into northern Illinois began to retreat.

Sometime around 19,000 or so years ago, the Lake Michigan Lobe of the Wisconsin Glacier had begun to melt and retreat as the Earth warmed. During the previous tens of thousands of years, glacial advances had covered almost all of northern Illinois except a small iceless island in what eventually became the far northwest corner of our state. Called the Driftless Region, that fragment of northern Illinois and southern Wisconsin is today a scenic area of rocky hills, valleys, and lakes.

Geologists don’t really know what triggered these various ice ages, but the global cooling that caused them resulted in heavy snowfalls far to the north that never completely melted during the summer months. That, in turn, caused the snow cover to build up, its own weight gradually compacting it into ice. As the ice became thicker and thicker—and we’re talking hundreds and thousands of feet here, nothing like a modern Illinois or Michigan winter snowdrift—its own weight began squeezing the lowest regions out like toothpaste from a tube, causing glacial advances.

The Wisconsin Glacier was the last of these advances, and as it slowly advanced, it bulldozed and abraded the landscape right down to the bedrock, then briefly retreating before moving forward again, leaving a variety of glacial landforms behind from kames (irregularly shaped sand, gravel and till hills or mounds that accumulates in a glacial depression) to eskers (long, winding ridges of stratified sand and gravel) to moraines (an accumulation of debris ranging in size from silt-sized glacial flour to large boulders created by glacial action).

During its last advance, the glacier had built a high moraine of gravel, rocks, and ground up organic materials along its leading southern edge. Glaciers act more like a conveyor belt than a bulldozer, with the pressure of the ice above forcing material from under the glacier out under the front, creating the moraine along its foot. And as the giant ice sheet melted and retreated, water filled the area between the foot of the glacier and the moraine. It must have been a spectacular sight as the ice cold water deepened year after year, creating a huge impoundment.

The rampaging Fox River Torrent carved the sandstone bluffs along the Lower Fox River that are enjoyed so much by canoeists.

And then one day, the natural dam gave way, and a catastrophic flood rushed southwestward washing and grinding everything before it. The unprecedented flood may have created a cataract nearly 100 feet high as it crashed along its course, carrying huge boulders and giant chunks of ice with it, gouging and washing its way through the till previous glaciers had laid atop the primordial bedrock.

The end result of this catastrophe was the Fox River Valley we see today, which was created, geologically speaking, in a relatively short period of time by that single astonishingly destructive event geologists have named the Fox River Torrent. From the wide valley in the river’s northern reaches to the narrow stream bound by towering white sandstone bluffs in its southern course, the Fox Valley had been created in virtually a blink of a geologic eye.

This image, from a vintage postcard, shows Starved Rock at it’s summer best. The white sandstone rock, carved by the Kankakee Torrent, soars high above the Illinois River, which washes its base.

Just as the unimaginable force freed by the break in the moraine created the Fox Valley, just to the east, the similar, although much larger, Kankakee Torrent gouged out the modern Illinois River Valley. When the Kankakee Torrent rampaged westerly from the Saginaw Lobe of the Wisconsin ice sheet, the leading wave was some 180 feet high, carving the valley and the river’s main channel, leaving behind the spectacular sandstone bluffs at Starved Rock State Park.

It must have been quite a sight, had anyone been around to see it. WAS there anyone here at the time? Perhaps.

The January 2015 issue of National Geographic Magazine included a fascinating article concerning the latest thinking about the arrival of the first people in North America, and it seems that it’s not impossible that some advance party of paleo hunters following the giant Ice Age mammals they relied on for food might have been on hand to witness either or both of the Fox River or Kankakee torrents. If they were around for those titanic geological events, they would have had ringside seats for some of the most catastrophic episodes of landscape formation in recent geologic history.

 

The farming calendar once ruled Fox Valley life

Even the worldwide COVID-19 pandemic can’t alter the rhythm of the seasons. So sheltering in place or not, spring is here and another planting season for farmers here in northern Illinois’ Fox River Valley is upon us.

The various orders from state and local officials to avoid crowds and stay out of public won’t have much effect on this year’s planting season, although some items farmers need, such as protective gloves and masks might be hard to come by, because farming is a pretty solitary endeavor.

Farmers are already out in their fields working the ground for planting. There won’t be much planting just yet because there’s still a pretty good risk of frost, but it won’t be long until it starts. And when it does, it will, like the harvest, use up every day’s good, dry daylight until the job’s done.

These days, farmers either specialize in grain or in some form of livestock. Most around these parts are grain farmers. But things were quite different in the past—and not all that far in the past, either, unless you consider the 1950s some sort of distant historical epoch. And I guess I understand if you do, although it seems a lot like just yesterday to me.

Farmers of the ‘50s worked smaller farms and engaged in diversified agriculture. That meant growing a wider variety of crops than is the norm today, as well as keeping livestock around the place as a money-maker and not as a hobby.

Today’s major crops of soybeans and corn were joined 70 years ago by oats, rye, barley, perhaps a bit of wheat, and hay crops like alfalfa, clover, and timothy. Farmyards were busy places since a lot of diversified farms kept at least a milk cow or two, hogs, chickens, and, in the fall, beef cattle.

In 1938, Graeme Stewart used a 2-row Case husker to harvest two rows of corn at a time. (Little White School Museum collection)

The crops grown on diversified farms fitted together with the farmers’ livestock like the pieces of a jigsaw puzzle. Some corn was used to feed cattle during the winter, with most of it sent off to market. Soybeans were also market crops, but beans, at least on our farm, weren’t used as animal feed. The small grains—oats, wheat, rye, barley—could be used as feed, and the left-over straw from their dried stems was used as livestock bedding. Northern Illinois, after the settlement era, was not wheat country due to the climate so a wheat field during that era was, as it is today, a curiosity. Hay crops like alfalfa were baled during the summer growing season and used as fodder for feeder cattle during the winter.

After husked ear corn dried in this temporary bin in 1950, Graeme Stewart hired a machine to come to his farm to shell it. The corn was then either hauled to market or kept to feed animals on the farm. (Little White School Museum collection)

The puzzle pieces of crops and livestock began to be put together during the spring planting season. Farmers rotated crops to allow the soil to rest and to recharge it with nutrients. Corn ground was planted the next year either with beans, alfalfa, or timothy. Beans fix nitrogen with their roots, which, in turn, helped the corn, oats, or other crop to grow better the next year. Alfalfa and timothy, plowed under in the fall or spring, also returned nutrients to the ground, too. Some farmers tried to get a jump on spring fieldwork by plowing in the fall, but many did not, both because they were too busy harvesting and because wind erosion of bare plowed land could be substantial during Illinois’ often windy winters.

After plowing and harrowing in the spring, the ground was seeded. Corn and beans were planted in rows to allow easier weeding—called cultivating by the farmers. Oats and other small grains were broadcast on the ground, usually from an endgate seeder on the back of a wagon, although they were planted in rows with grain drills in some farming areas. Hay crops like alfalfa were seeded with endgate seeders, too.

By 2010, combine harvesters like this John Deere could pick and shell 12 rows of corn at once, vastly increasing farm productivity. (Daily Globe News photo, Worthing, MN)

When the crops began to grow, it was time to hire some local youngsters to walk the bean rows to hoe out volunteer corn stalks. The annual crop rotation resulted in corn growing up in bean rows, and other problems, too, including milkweeds, velvet weeds, and other pests. Although tractor-mounted cultivators could plow between the rows and uproot weeds, it was harder to get between the plants. Some farmers still “horse-stepped” or checked their corn rows, leaving equal spaces between each hill to allow diagonal cultivating, but the technique sharply cut the number of plants in a field, and thus reduced the yield. Most relied on teenagers (or themselves) walking the rows with sharp hoes to cut out “volunteer” stalks of corn in the beans and other weedy pests. Morning glories, hollyhocks, and other pests my farmer father roundly cursed (and which now turn up in trendy perennial gardens) also had to be hacked and burned out of fence rows by hand. Today’s effective herbicides have largely made those chores obsolete.

The small grains ripened first and were harvested in mid to late summer. By the 1950s, the huge steam-powered threshing machines of the late 19th and early 20th centuries had given way to tractor-towed combined harvesters compact, efficient, and economical enough for individual farmers to buy their own.

Steam threshing outfits like this one owned by the East Oswego Threshing Ring were obsolete by the end of World War II. One combine could do the work of all this machinery, plus others needed for the small grain harvest.

During the steam threshing era, most farmers could not afford their own machines and so banded together in cooperatives to buy a threshing outfit that consisted of the threshing machine, a steam tractor to power it, and generally a water wagon and/or a coal wagon. During the harvest season, the machine was moved from farm to farm of the members of the cooperative to harvest their grain in turn, and thus the general name for these groups: Threshing rings.

But by the 1950s, most farmers harvested their own grain, which was either hauled to the nearest grain elevator for sale or storage or stored on the farm for use as animal feed. Oats, once the fuel that powered horse-driven farm implements, was mostly used by the 1950s for hog feed, although there was still a market for it as a food grain. The straw left in the field after the combines finished their harvest was raked and baled for use as animal bedding during the winter months.

By the 1950s, one farmer with a tractor-pulled combine could harvest as much grain as a dozen farmers using a threshing outfit, and do it an order of a magnitude faster.

Soybeans ripened next, and were also harvested with combines. The stalks were not usable for feed or bedding, however, and so were left in the field to be plowed under and added back to the soil.

As fall rolled around, corn picking time approached. Farmers used either towed or tractor-mounted machines that picked and husked the orange-yellow ears, which were stored in the farms’ corn cribs to dry. After the ears had thoroughly dried, the kernels were shelled from them local businessmen who owned corn shellers. Corn shellers, like the threshing machines of previous years, were usually too expensive for an individual farmer to buy, and so a business niche was created.

Modern computer-controlled grain combines are bigger, faster and more efficient than their 1950s ancestors, as well as more expensive and far more complicated.

After the corn harvest, cattle and hogs were turned into the fields—all of which were fenced—to glean the grain that had not been picked up by the mechanical harvesters.

During the winter months, the straw baled during the late summer harvest was used to bed chickens in their nests and cattle in their shed. Alfalfa was fed to cattle in feed bunks along with commercially purchased feed supplements and sometimes—if the farm had a silo—silage that had been put in the silo earlier. Hogs apparently enjoyed what my father called slop, made with either water or raw milk from our cow mixed with oats ground to a course flour.

In the spring, the cattle and hogs were sent off to market, and the cattle yard and hog and chicken houses were cleaned of the manure that had accumulated over the winter. The waste was then loaded aboard manure spreaders (ours carried the upbeat brand name, “New Idea”), and spread on fields, retuning the nutrients back to the soil.

And then whole process began again.

Except for the Amish and a few other small groups, diversified farms are as dead today as the Dodo Bird. Modem crop science and mechanical technology have helped boost crop yields. Today, a modern combine can be fitted with heads to harvest corn, with the corn efficiently removed from the cobs as it’s harvested—thus no more need for the neighborhood corn sheller—as well as any other grain from oats to wheat. But even with all that modern technology, crop science, and chemicals, a visitor to rural areas still sees the occasional stalk of stunted corn intruding into a neat field of soybeans or velvet weeds marring the perfectly straight rows of young corn.

A time-traveling farmer from the 1950s would have no trouble identifying today’s farms, and, in a month or so, what crops are growing on them. He would, however, probably be surprised at the size of the farms and the equipment working on them as well as the small number of farmers needed to handle today’s sprawling agricultural operations.

 

 

That’s a lot of bologna…

Was just making out our sheltering-in-place grocery list and found myself adding Oscar Mayer bologna. Which, of course, started the

My bologna has a first name;
it’s O-S-C-A-R.
My bologna has a second name;
it’s M-A-Y-E-R.

jingle rattling through my head nonstop.

Ring bologna’s never been one of my favs, but my dad really liked the stuff, thanks to childhood memories.

But it also brought up bologna for lunches in decades past. LOTS of decades. My dad had a soft spot in his heart for bologna. Turned out that when he was a little kid growing up in poor, rural Kansas and the family would take the horse and wagon into the little village of Madison to do the weekly shopping, the children looked forward to a treat. If there was enough money left over after buying the necessary staples, the kids would be treated to sharing a ring bologna as they sat, swinging their barefooted legs, on the back of the wagon on the way home.

So we ate quite a bit of it when I was a kid growing up on a farm out in then-rural Wheatland Township here in Illinois. We never, however, ate the stuff fried. Long after I was grown and raised I heard some people actually eat their bologna fried—and LIKE it. The thought of it sort of gives me a queasy stomach to this day.

At home, early on, I preferred my bologna with a slice of good old American cheese (none of that fancy-schmancy Longhorn or Colby stuff for me!) and mustard. But I also came to enjoy my sisters’ and my mom’s favorite method of making a sandwich with bologna, lettuce and Miracle Whip—which my mother always called salad dressing, for some reason.

Grades 1-6 at Church School in the spring of 1953. No cafeteria–we had to take our lunches–but we did have a fireplace!

When I was 6 and went to school—no kindergarten out in the country (or in many towns for that matter)—we all carried our lunches in colorful lithographed steel lunchboxes with a Thermos bottle clipped inside. Those glass-lined Thermos bottles were marvels that kept soup hot or milk cold. But they also broke easily when dropped, and kids drop things a lot. The standard procedure after dropping our lunchbox with the Thermos inside, or dropping the Thermos itself was to shake it and listen for the sound of broken class scritching around inside.

For those first two and a half years of school, I alternated between bologna and cheese and peanut butter and jelly sandwiches for lunch, and that largely continued until we moved to town in the middle of my third grade year.

But in town, we had at least three choices for lunch during the school year. We could continue taking our lunch from home, although colorful steel lunchboxes were out in terms of fashion and brown lunch bags were in. My mother, a great saver, insisted that I bring the bags home to be reused.

The cafeteria ladies at Oswego High School fed every kid in town who wanted a hot lunch. In fact, it’s where I ate every hot lunch during my school years from the second half of my third grade year until I graduated from high school. After all these years, I only recognize two of them, Mrs. Fiscus on the far left (mother of my classmate Terry Fiscus) and Bernice Bower on the far right (an old, old family friend).

The second choice was to get a hot meal at the cafeteria. Our small town had one cafeteria in the high school basement, several blocks east of our elementary building. That meant that when the bell rang for lunch, anyone wanting a hot meal had to run the blocks up Polk Street to the high school, rush down the basement, and stand in the queue while waiting to go through the lunch line. We quickly learned which foods it was worth all the trouble to run the blocks there and back. For me, that included their toasted cheese sandwiches, which were cheese sandwiches that had been wrapped in tinfoil and baked instead of being fried on a griddle. I have tried—and failed—as an adult to recreate those things with their crunchy outside and tender, gooey interior with no luck at all.

Rob Chada (right) and Mike Ode raise the flag at the old Red Brick School in the spring of 1957. For lunch, we either ate in, walked to the high school cafeteria several blocks away, or went home. (Little White School Museum collection)

I’ve always thought that it was remarkable that school authorities allowed all of us elementary students to take off and go all that way for lunch. And as an adult, I’ve also thought it was remarkable that we all came back again. But in those days, if we misbehaved on the way to the cafeteria someone would be bound to call our parents at home to let them know. In those days, the whole village was interested in raising children, whether the children liked it or not.

My third option in town was to be invited to my grandmother’s for lunch. She made the best pancakes in the world, and it was only a couple blocks to my grandparents’ house, just a couple minutes on my bike. I’ve never been able to figure out why Grandma’s pancakes were so much better than my mother’s ever were. The best I’ve had since are at the Bob Evans restaurants.

After all these years, Oscar Mayer is still my favorite bologna.

Throughout junior high and high school, I still had the occasional bologna sandwich in my school lunch, although they were much more common as lunches at home, especially during the summer when those bologna, lettuce, and Miracle Whip sandwiches were a lunch staple at our kitchen table.

After my wife and I married, I was pleased to find out that she liked bologna sandwich as much—if not more—than I do. We imparted that love to our daughter, but our son never caught the bologna fever. And frankly, he’s never been able to figure out what the lure of the stuff is.

But it’s well into spring, and there are warm sunny days now. And after working out in the yard during these shelter-in-place days, our fancy turns to bologna, lettuce, and Miracle Whip (or do you call it salad dressing?) between two slices of fresh Butternut or Rainbo bread that not only satisfy our hunger but also bring back the memories of a couple family generations.