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Stagecoaching west of Chicago in the 1830s and 1840s was not for the faint of heart

John Taylor Temple was a young professional man on the make. And he happened to be in the right place for someone with the initiative—not to mention the connections and cash—necessary to make his ideas become reality.

To take advantage of the new roads being pushed west and south from Chicago, the travelers anxious to use them and, even more importantly, the new U.S. Mail contracts being awarded by Congress, Temple established a stagecoach company at Chicago in 1833.

Stagecoaches were so called because they completed their routes in stages, traveling from stop to stop on regular schedules, exchanging tired horses for fresh ones, and giving passengers a chance to rest, eat, and sometimes sleep. Although called stagecoach companies, the firms did not always operate what are commonly considered stagecoaches. Often, especially early in the region’s history, stages were usually little more than light wagons sporting (reportedly uncomfortable) seats and canvass covers.

Image result for John Taylor TempleFollowing the passage of the Post Office Act of 1792, a succession of postmasters general headed the office until John McLean was appointed in 1823. McLean, it turned out, was an organizational genius who artfully perfected the hub and spoke delivery system and developed the system whereby the post office department controlled the mails in individual post offices, but relied on quasi-private contractors to carry the mails from office to office. By 1828, McLean’s system of private stage contractors was in place and working very well. As perfected by McLean, the system of private stage contractors required such close cooperation between the post office and the contractors that the stage companies were actually little more than extensions of the post office itself. In fact, before 1840, a stage company that lost its mail contract was required to sell its stock and other assets to the successful bidder.

As the frontier moved west, so did McLean’s system. Chicago was awarded a post office in March 1831, with its mail delivered on horseback from Detroit. The next year, a one-horse stage wagon was placed in service between the two towns followed by a two-horse wagon in 1833.

With mail (and its related passenger) service set to be extended southwest of Chicago to Ottawa that same year, Temple saw an opportunity.

John Taylor Temple was born in Virginia and married in 1822. He graduated from Middlebury College in Casleton, Vermont on Dec. 29, 1830, and apparently arrived in Chicago a year or two later.

He quickly became involved in local politics, and probably had inside knowledge that the road the Cook County Board had laid out along the High Prairie Trail to Ottawa would soon become a mail route.

Thanks to a likely combination of hard work, foresight, sufficient funds, and help from his political friends, in 1833 Temple was awarded the contract to carry the mail between Chicago and Peoria via Ottawa.

Stagecoach model

Stagecoaches like this model of an Abbott-Downing stagecoach, manufactured in Concord, New Hampshire, were the favored vehicles until the stagecoach era ended.

Whether he had inside knowledge about the route’s immanent establishment or not, Temple was somehow able to plan far enough ahead to order what the Chicago American described as an “elegant, thorough-brace post carriage” from the East. He had the coach shipped to Chicago via the Great Lakes from Buffalo before ice closed navigation on the lakes for the winter of 1833-34 in time for it to be used to deliver mail starting in January of 1834.

Temple had most likely seen the newly-developed Concord Coaches making their runs while he lived and went to school in Vermont, and undoubtedly figured these most modern of conveyances would be perfect for his new Illinois venture.

According to most early Illinois historians, the first coach on Temple’s new stage line left Chicago on Jan. 1, 1834 with John D. Caton, a rising young lawyer, at the reins of the four horse team.

Word quickly spread concerning the new stage line. The Sangamo Journal in Springfield reported on Feb. 1, 1834, just a month after Temple’s coach made its first run: “We understand that there is now a line of stages running regularly once a week between Peoria and Chicago.”

But shortly after the establishment of Temple’s line, it appears he was already being challenged by more experienced operators, even though he held the all-important mail contract.

John D. Winters had been engaged in staging in Illinois for almost a decade by the time Temple began his line from Chicago to Ottawa. Winters first ran stages on the leg of the St. Louis to Galena route from Peoria north starting in the 1820s.

1840s-stage-road-map

John D. Caton drove the first stagecoach west of Chicago in January 1834, when he piloted a coach on the first leg of the trip to Ottawa.

In 1834, Winters, by then an experienced stage operator, established a stage company at Chicago, apparently to directly compete with Temple though without the vital mail contract. Given his personality, Winters may well have felt young Dr. Temple was out of his depth trying to run a stage company. According to a notice in the Feb. 18, 1834 Chicago Democrat, passengers were invited to try “The New Line of splendid four horse Post Coaches in Illinois—From Ottawa by way of Holderman’s Grove [in Kendall County], Walker’s Grove [Plainfield] and Laughtons [Riverside] to Chicago, once a week, 80 miles, through one and one half days, fare $5.”

Various histories of the region also state that John S. Trowbridge, who apparently established a competing line about 1835, also challenged Temple.

Trowbridge got his first experience with mail contracting when he submitted the low bid to carry mail on horseback on the Chicago Road between Niles, Michigan and Chicago.

Both the competing Temple and Trowbridge stages stopped at Elijah Wentworth’s tavern in Western Springs.

As late as Aug. 6, 1836, the Chicago American was reporting that “John T. Temple & Co. are proprietors of a stage line from Chicago to Peoria.” The paper noted that “the through trip is made in two days—to Ottawa the first day.” The newspaper reported the company’s stages left Chicago at 4 a.m. and arrived at Joliet in two hours on the southern route. Tickets were sold at Markle’s Exchange Coffee House in Chicago for passage.

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John Frink and Martin O. Walker’s stagecoach office in downtown Chicago.

Then in 1837, the stagecoach game in northern Illinois changed forever when John Frink arrived on the scene. Frink wasted no time in getting into the thick of the Chicago-area stagecoach competition.

Born at Ashford, Connecticut in 1797, Frink reportedly “begun life as a stage driver” before becoming a successful stage line operator, establishing lines between Boston, Mass. and Albany, N.Y. as well as a line linking New York City and Montreal, Canada.

He was described as “A man of limited education and without cultivation, yet he was a man of strong mind, wonderful natural intelligence, indomitable will, great sagacity and a remarkable knowledge of human nature.”

Frink had his dark side, too, one that would eventually result in the dissolution of his successful partnerships and his estrangement from his family.

Railroads, when introduced into the areas Frink’s lines served, seriously undermined the stage business. As a result, Frink and his first wife, Martha R. Marcy Frink, decided to emigrate west to Chicago about 1836.

Meanwhile, a steadily growing number of competitors challenged Temple’s stage line. A medical doctor and an active politician, he was apparently better at dabbling in Chicago politics than making sure mail and passengers got delivered on time. As a result, few tears shed when he finally decided to give up the business and sell out to Winters. In the April 1, 1837 Chicago American, a news item headlined “South-Western Mail” reported that “It affords us much pleasure to be enabled to inform our readers that Dr. J.T. Temple has sold out his Stage line to the Illinois Stage Company. Our only regret is, that the arrangement was not sooner made. Success to the new line.”

But although Winters temporarily had the company, it was incumbent on him to obtain the all-important mail contract. And apparently that he was unable to do.

1840 Arrivals of the Mails

Late June 1840 mail routes from Ottawa carried in Frink, Walker & Company stagecoaches.

The post office sought new bids on all Illinois postal routes in 1837. And with Temple and his political connections out of the way, the way was open for someone else to step in. Frink was ready, willing, and able to successfully seek the mail contract what would allow him to build a new business in Illinois.

Frink, seemingly always looking for a knowledgeable partner, apparently decided the experienced Trowbridge fit the bill, and the two agreed to merge their operations. About the time Frink and Trowbridge joined forces, a man named Fowler then reportedly joined Frink and Trowbridge to form Frink, Fowler & Trowbridge.

It was about this time as well that Frink successfully acquired the mail contract he needed to move ahead with his stage line connecting Chicago and the head of navigation on the Illinois River.

Trowbridge and Fowler left the scene and Frink teamed with Charles K. Bingham to form Frink, Bingham & Company. The partners apparently ran stages over the old Temple routes, as well as establishing new lines to the northwest to serve Galena. After working with Bingham for a short time, the partner Frink had been looking for all along, one with seemingly deeper pockets and more business skills than any previous associate, was found. Martin O. Walker joined the partners either in late 1839 or early 1840, making the company a three-way venture.

Although the company was still known as Frink, Bingham & Company, Walker was apparently a full, although silent, partner in that firm as early as February of 1840.

The Fergus Directory of the City of Chicago for 1839 reported that Frink, Bingham & Company were doing business at 123 Lake Street. A concern called simply Frink & Walker was also in business at the same location, and Martin O. Walker was listed as one of the principals. In the directory, Walker’s occupation is listed as “mail contractor.”

1840 Frink & Walker formed

By early June 1840, Frink, Walker & Company had been established. It wou1d go on dominate the stagecoach business in the Midwest for many years.

Like all Frink’s earlier partners, Bingham soon left the scene. In a legal notice published in papers in the area dated June 1, 1840, it was announced that “The Co-partnership heretofore existing between John Frink, Charles K. Bingham and Martin O. Walker, under the firm of Frink, Bingham & Co, was dissolved on the 28th day of May, 1840. The business of the late firm will be settled by either of the subscribers.” John Frink and Martin O. Walker signed the notice.

A second notice followed the first stating: “The undersigned have formed a Co-partnership and will continue the Stageing [sic] business under the firm of Frink, Walker & Co., and hereafter no notes of hand or writing obligatory will be allowed other than signed by a member of the firm or an Agent duly authorized for that purpose.” The notice was signed by Frink, Walker, and Cunan Walker. Whether Bingham left the firm voluntarily or involuntarily is unknown.

It’s likely Walker provided sufficient cash and business acumen for the operation while Frink furnished the political and operational savvy to operate the company without the need for additional partners. Historian Milo M. Quaife (Chicago Highways Old and New, 1923) appeared to agree, at least in part, with this interpretation, reporting that Frink was the partner in the new stagecoach business responsible both for operations and for negotiating the vital mail contracts.

Whatever their relationship, Bingham and the rest of Frink’s former partners with the exception of Walker left the public scene after May of 1840. From then on, the company, although formally Frink, Walker & Company, was known throughout the Midwest as Frink & Walker.

In 1849, Walker once again apparently became a silent partner in the company, which by now included a number of business partners. That year, the firm became known simply as John Frink & Company, the name it operated under until Frink’s death in 1858.

1830s Arrival of the Stage

Thanks to a commitment on the part of the Federal government, newspaper exchanges were carried free of charge from community to community during the 19th Century. The arrival of the mail stage in town instantly drew crowds to the post office to hear the latest state, regional, and national news carried in the mail.

Frink, as Quaife reported, appears to have had excellent political connections, and was able to procure the all-important mail contracts for the company. In June 1850, a St. Louis newspaper’s Washington, D.C. correspondent reported that Frink and Walker’s mail contracts in Illinois totaled $78,000 per year, a substantial sum for the time. In addition, the firm also had contracts to deliver mail in Indiana, Missouri, Iowa, Wisconsin, and Michigan that totaled another $50,000 per year. The company’s mail contracts often earned more than $150,000 annually.

As Quaife so aptly put it: “In a day when the spoils principle was accorded universal recognition in the realm of politics, it is evident that someone connected with the firm must have been possessed of no mean order of political talent to obtain, year after year, the extensive contracts of which the figures cited afford evidence.”

If Frink had the political and personal connections, Walker seemed to have the financial knowhow.

Martin Walker was born in Hubbardton, Rutland County, Vermont on June 9, 1809. As a youngster he worked in the dry goods business before moving to Albany, N.Y., where he worked in the stage line office of Baker & Walbridge. Upon Walbridge’s death, Walker bought his interest in the company before selling out to Baker in 1838 and moving to Chicago, where he almost at once joined Frink in the mail contracting business.

But in fact, their success may have come in spite of Frink’s partnership with Walker. Walker was reported to have had a personal dispute with Postmaster General Amos Kendall, after which Kendall supposedly ordered that Walker was to have no more mail contracts. That the firm did is either testament to Frink’s business acumen or Walker’s ability to keep his interests secret. Walker’s bad relations with the post office may also been one reason the firm’s name changed to John Frink & Company in 1849.

Martin Walker had varied interests in transportation companies in and around Chicago. In addition to stagecoach companies, Walker, according to the Proceedings of the City Council of Chicago, was, with Samuel B. Walker, his older brother, operating horse-drawn omnibuses in Chicago in 1855 and 1856. During that year, the bad condition of South Clark Street apparently damaged the pair’s omnibuses and injured some of the horses used to pull them, and they filed claims for damages with the city. The pair again applied for recompense the following year for more harm done to one of their horses due to “a defective plank on Clark St.” In 1867, the Proceedings reported Walker was a partner with Guy Cutting in the Chicago South Branch Dock Company, another transportation-related venture.

Samuel Walker arrived in Chicago two years after Martin, and proceeded to become involved in a variety of businesses, including the omnibus operation and livery stables. According to the 1850 Chicago Census, he lived relatively nearby Martin Walker’s household. In Gager’s 1857 Chicago city directory, both Martin and Samuel are listed as owning a livery stable at 54 Dearborn Street. Their brother Curran is listed as a bookkeeper who was living at 69 Randolph Street.

In the 1844 Chicago city directory, Martin Walker was listed as living at his home on State Street in Chicago. His only affiliation in that directory was with Frink, Walker, & Company.

To compliment his Chicago business enterprises and his stagecoach partnership with Frink, Martin Walker acquired several hundred acres of land in Seward Township of Kendall County. Hicks, in his 1877 history of Kendall County, reported that Frink and Walker, on the Seward Township property in Walker’s name, “had stables there for their horses, and a number of houses and farms.”

Raising and resting horses weren’t the only things happening on the Frink and Walker property. Hicks also reported that in 1844, a subscription school operated for a short time in one of the houses on the company’s land.

Besides the Kendall County land, Walker also held title to four lots in blocks 8, 9, and 10 of the original City of Chicago totaling more than $3,000 in value in 1843, and his brother, Samuel B. Walker owned another lot in Block 1 of the city that was worth $2,320 in 1843.

In addition to the land owned outright by Walker, the firm of Frink & Walker owned at least 20 acres in unincorporated Cook County plus other properties.

Frink, Walker & Company, operated from their stage depot at the southwest corner of Dearborn and Clark streets in Chicago. In 1846, the company had applied to move the Illinois Exchange Building, which stood on the site, after which they built their new depot on the site.

The company’s stagecoach storage sheds, where repairs were also done on coaches and where veterinarians treated horses, were located at the northwest corner of Wabash and Randolph streets.

The combination of Frink’s expertise and energy and Walker’s money was a potent one. According to one account, “This became one of the most powerful business concerns in the Northwest, and its operations eventually extended [west] to Des Moines, Iowa and [north to] Fort Snelling, Minnesota.”

Stagecoaching, of course, was not the only sort of transportation John Frink and Martin Walker dabbled in. But it got them their start. In the future, we’ll look at other transportation technologies that were used to tie our corner of northern Illinois to the rest of the nation.

 

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When express riders carried the U.S. Mail at a gallop

The Pony Express became the stuff of American legend, mostly thanks to William “Buffalo Bill” Cody and his world-famous Wild West shows.

Businessman William Russell established the Pony Express in April 1860 as a publicity stunt he hoped would help him win a contract to carry the U.S. Mail by stagecoach from Independence, Mo. to California. In reality, Russell’s ploy lasted only 18 months, and never carried the U.S. Mail. Rather Russell’s venture was a private express service. As one of his riders later put it, the Pony Express was a stunt, “a put-up job from start to finish.”

Image result for pony express

The Pony Express is one of the most enduring legends of the Old West. Unfortunately, most of the legend is historical bunk.

Despite the Pony Express’s short, ineffective run, thanks to Buffalo Bill (who as William Cody was one of the young men who rode for the company) and his entertaining wild west shows, the Pony Express has gone down in American history as a noble effort to provide speedy transcontinental communications. In fact, since 1907, it has been the subject of 15 movies, two made for TV movies, and a 1959 television series.

Although most of us seem to believe Russell’s effort was the first of its kind, people living at the time knew it was not. In fact, the U.S. Post Office itself ran a much more effective and heavily used Express Mail service that connected much of the nation during the 1830s. And unlike Russell’s PR stunt, it actually carried the U.S. Mail.

Designed primarily to carry financial news linking important, but far-distant cities in the West such as New Orleans and St. Louis with Eastern markets, the Express Mail had a couple branches. One of those Express Mail branches passed through our state of Illinois on the National Road (now U.S. Route 40), connecting Dayton, Ohio with St. Louis, passing through Vandalia, Ill.

John McLean, postmaster general, 1823-1829

Express Mail differed from the regular mail in that it was carried by a single man on horseback who was required to make the best time possible. Unlike the contracts for carrying the regular mail by stagecoach and wagon, Express Mail carriers could lose their contracts if they were late or missed a delivery.

Actually, Express Mail service was sporadically established at many times during the nation’s early history. Private express riders carried messages during the colonial period, then after the Revolution, most expresses were part of the military communications network.

The need for fast, universally available long-distance communications service became apparent in the spring of 1825. When a fast sailing ship arrived from England, New York cotton merchants, learned that cotton prices on the London market had skyrocketed. They then bribed the contractor carrying mail between New York and New Orleans to delay the news of the price jump. Meanwhile, the merchants rushed their buy orders to New Orleans ahead of the news so they could buy all the cotton they could find at low prices. When they sold the cheap cotton at the high prices in London, they made hefty profits. The cotton merchants who weren’t let in on the deal were not happy.

Postmaster General John McLean, who served from 1823-1829, vowed such a thing would never happen again, and prohibited mail contractors from carrying private messages “outside the mail,” meaning any messages carried by regular mail contractors, but not carried in the official portmanteau. During that era, the U.S. Mail was strictly defined as matter that was carried in the official portmanteaus, large canvas sacks with special locks. Mail contractors were threatened with loss of their contracts if they informally carried any messages that weren’t the mail. And that was a big deal, since without a mail contract, a stagecoach company simply couldn’t be profitable. In fact, at one time if a mail contractor lost his contract, he was obliged to sell his coaches, horses, and other equipment to the successful bidder.

In an effort to get the most important economic news delivered as quickly as possible, McLean decided to establish an Express Mail to travel what was called the Great Mail Line from New York to New Orleans. McLean’s expresses, however, only traveled a few times a year. It would be up to one of his successors to create a true Express Mail service.

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Amos Kendall, postmaster general, 1835-1840

In 1835, Amos Kendall took over the job of Postmaster General for President Andrew Jackson following a scandal that erupted when Postmaster General William Barry, who was not only incompetent, but also allowed politics to enter the mail carriage contract system. Barry’s corrupt incompetence drove the previously financially healthy postal service into bankruptcy.

Enter Kendall—our county’s namesake. Kendall was a former Tennessee newspaper publisher and crony of Jackson who turned out to have a genius for organization. In taking over from the corrupt Barry, he instituted a wide range of reforms, which, combined with a nationwide financial boom created huge postal revenue surpluses.

Kendall decided to spend his newfound surplus cash on a comprehensive Express Mail service carrying regular mail and newspaper “slips” along the New York to New Orleans route. Regular mail was carried in the Express Mail at three times the normal postage, while newspaper slips (described as “small parts of newspapers, cut out, or strips specially printed…to convey the latest news, foreign, and domestic”) were carried free of charge from town to town to spread the news. During that era, newspapers were considered vital to the proper functioning of a democracy, and thus the government had an interest in seeing the news of governmental happenings was spread as widely and as quickly as possible. Quite a difference from today.

President Jackson signed Kendall’s bill creating the Express Mail into law in July 1836, and the service began that same autumn. Within a few weeks, another express route was added from Philadelphia to Mobile, Ala. In 1837, two Missouri legislators prevailed on Kendall to establish a branch of the Philadelphia to Mobile express that branched off from Dayton, Ohio to St. Louis. The Illinois state capital at Vandalia was on that branch line of the Express Mail.

Starting on Oct. 1, 1837, express riders traveled from Dayton to Richmond, Ind. and on to Indianapolis. From Indianapolis, the route ran 72 miles to its terminus at Terre Haute, Ind. Two months later, on Dec. 10, 1837, the route was extended across the 99 miles of prairie from Terre Haute to Vandalia, and from there, 65 miles to St. Louis. Each stage of the trip was made daily by express riders.

The daily expresses made a considerable difference in the time it took for news to make its way west. In 1835, it took letters an average of 11 days and 15 hours to get from New York to Vandalia. Thanks to the Express Mail, that time was cut by almost two-thirds to just 4 days 15 hours.

But by late 1838, the days of the Express Mail were numbered. Thanks to the accelerating pace of railroad construction and major improvements to the nation’s road system, the regular mail had become nearly as fast as the express riders. As a Louisville, Ky. newspaper put it in 1838: “The rapidity with which the ordinary mail now travels from New York…makes it practically an express without the charge of triple postage.”

While overland travel was quickly improving the speed of the mails, the nation was also on the cusp of a telecommunications revolution that would, in less than a decade, supersede all existing communications technology. Samuel F.B. Morse invented his electric telegraph in the 1830s, and had largely perfected by 1845. In March of that year Morse and his partner Alfred Vail hired none other than former Postmaster General Amos Kendall (who’d left government service in 1840) to manage their business. Kendall, no fool he, agreed to work for a ten percent stake in the new company, which he incorporated as the Magnetic Telegraph Company. The expansion of telegraph service throughout the nation soon meant that spreading vital economic information was no longer limited to the speed of a horse, but could instead speed along copper wires. It revolutionized communications—which it continues to do to this day.

And Kendall had a hand in that success. After leaving the post office, he tried journalism and went broke (not uncommon even today) and was nearly a subject for debtor’s prison when Samuel F.B. Morse and his partner, Alfred Vail, decided to hire Kendall as their business manager to manage the business of promoting their new telegraph invention. It turned out to be a genius move as Kendall turned his organization skills to promoting the telegraph. And tt ended up making Kendall a multi-millionaire.

Kendall’s Express Mail, as a stopgap while the nation improved its transportation infrastructure and communications technology, was a success, keeping the nation tied together via the most sophisticated information technology the era offered. And it might be interesting to note that sending a one-page letter by Express Mail from New York to Vandalia here in Illinois in 1837 cost 75 cents—a time when land in Illinois was selling for $1.25 per acre. That certainly puts our seemingly endless modern postal rate increases into some historical perspective.

 

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Filed under Business, Government, History, Illinois History, Kendall County, Local History, People in History, Transportation

My generation and how we came to view the Civil War…

Over at Lawyers, Guns & Money, one of the blogs I read semi-regularly, Eric Loomis posted an interesting piece back in the summer of 2017 entitled “Trump’s Generation and Civil War Education.” Loomis was trying to get a handle on where the current occupant of the White House got his strange views of the Civil War by looking at how U.S. history was taught in the 1960s when Trump—and I, for that matter—were getting our basic educations.

Frankly, I don’t think looking at how history was taught 60 years ago has much bearing on how Trump views the topic. Trump is astonishingly incurious about virtually everything except himself. His elementary and junior high and high school education is not to blame for the bigotry, ignorance, and racism he displays for all to see. That can more easily be explained by looking at how he was raised—which was not well.

But recently I got to thinking about that again as I did research on how the Civil War affected Kendall County in general and Oswego in particular. The war had a huge impact locally. For instance, it was probably responsible, at least in part, for Kendall County’s long-term population decline. Kendall did not reach its 1860 population again until the 1920 census was taken.

And those thoughts, in turn, got me to thinking about that article I’d read back in 2017 and how the history of the Civil War was taught when I was in junior high and high school, which was schizophrenic at best and outright racist at worst.

1859 john brown

John Brown, who attempted to start a rebellion against the U.S. Government, could reasonably be declared a terrorist. He was executed after his raid on the federal arsenal at Harper’s Ferry, Virginia in 1859.

We were told John Brown’s raid on the U.S. Arsenal at Harper’s Ferry was bad and he was a murderous lunatic; the Underground Railroad was good. Secession was bad, but the North’s lording it over the South created a conflict driven by trying to curtail the rights of the Southern states. Oh, and slavery was sort of an issue, too. Abraham Lincoln was a saint. Robert E. Lee was likewise a saint, a kindly, dignified, honorable man who bravely chose to fight for his home state of Virginia instead of for those ruthless northern invaders. Ulysses Grant was a grim, alcoholic butcher. Confederates were wonderful soldiers. Yankees reveled in attacking Southern civilians. John Wilkes Booth was bad. Reconstruction was a terrible burden on the South, which was ravaged by Yankee carpetbaggers and the Southern scalawags who supported them. Freeing the slaves was a good thing, sort of, but left them pining for their old plantation homes. The Ku Klux Klan was a clearly bad, but it was an understandable reaction to the depredations of those corrupt carpetbaggers and scalawags. President Andrew Johnson was not as well liked as President Lincoln had been, but he was afflicted with Radical Republicans who were clearly unreasonable in their hatred of the South.

It wasn’t until I got to college that these truths I had been taught during 12 years of elementary and high school started to unravel. And it took years of self-education before I came to the conclusion that the Civil War was plainly a war of Southern aggression, not, as generations of Southern apologists had claimed, a war caused by the Northern invasion of a tranquil South.

Actually, some of those truths learned long ago turned out to be true—John Brown was a homicidal maniac who, just like today’s anti-abortion fanatics, saw terrorism as a perfectly defensible political tactic and murder of certain people entirely reasonable.

1859 underground railroad

Some of the local stations on the Underground Railroad just before the Civil War. From the 1914 history of Kendall County.

Andrew Johnson, a pro-slavery Democrat, was a personally unpleasant man who, if not hated, was roundly disliked by almost everyone with whom he came into contact.

And the Underground Railroad was a good thing, indeed, a perfect example of effective non-violent protest against a great moral wrong. But almost without exception it left those whites who acted as the conductors feeling forever after uncomfortable that they’d broken the law in helping enslaved Americans escape to freedom. I’ve often wondered whether their discomfort with what they did during that era had an impact on why so many in the North were so ambivalent about the terrorist Jim Crow regimes the southern states developed.

Other truths I learned so long ago were either outright lies or shadings of the truth so extreme as to make them lies. The South did not secede over any state’s rights issue other than slavery. They, in fact, said so at the time in the resolutions of secession their state governments passed. Slavery was not AN issue for secession; it was THE issue.

Southerners were good soldiers, but so were the boys in blue; they all did their jobs, the difference mainly being the unfortunate selection of military leaders the North found itself saddled with as the war began. It took two or three years for the North’s officer corps to rid itself of raging incompetence, and when the winnowing process was finished, the North found itself with a top command that was probably the best in the world at the time.

lee, robert e

Robert E. Lee, while he was still a loyal U.S. Army officer.

Then there was Robert Lee, who seems to have neither been an honorable man, nor particularly kindly. He was a slave owner who had no compunctions about the practice. His former slaves had nothing good to say about a man who repeatedly violated his moral duty to those he held in bondage by continually breaking up slave families, something that had not been a regular practice among his Custis family in-laws until he took over the operation of their plantations.

Lee violated his oath of office as a U.S. Army officer and committed treason on behalf of maintaining the South’s system of human bondage. He was a pretty good tactician who was fortunate in his opponents early in the war, but he was a terrible strategist who never figured out the South’s very limited material and human resources had to be conserved at all costs. Instead of fighting a defensive war, he determined to fight a ferociously offensive one, almost guaranteeing his defeat. Lee enjoyed war, famously quoted as remarking “It is well that war is so terrible – otherwise we should grow too fond of it.”

1864 grant at cold harbor

Gen. Hiram Ulysses Grant photographed at Cold Harbor, 1864. Grant later said Cold Harbor was the one battle during the war he’d rather never to have done.

Grant, on the other hand, was a pretty good tactician who had a brilliant grasp of grand strategy. Finally convinced after the battle of Shiloh the South would never accede to a voluntarily return to the Union, Grant grimly went about the task of forcing them to surrender by destroying their armies and their capacity to wage war. Unlike Lee, Grant was under no illusions about war. “Although a soldier by profession, I have never felt any sort of fondness for war, and I have never advocated it, except as a means of peace,” Grant explained in a speech in London two decades after the Civil War.

What about the idea that Grant was a clumsy butcher who only won because he was indifferent to the numbers of Union casualties he caused? Modern research suggests that’s simply not true. Using actual casualty figures, historians have now concluded that the term “butcher” might better fit Lee. In Grant’s major federal campaigns, he suffered just a bit more than 94,000 killed and wounded. Meanwhile, in Lee’s major campaigns, he suffered more than 121,000 killed and wounded. Lee continually dismissed the strategic fact that he couldn’t afford casualties at all; he was badly outnumbered by the American military.

murdock, a.x pooley

Oswegoans Alfred X. Murdock (left) and William Pooley were two of the young men who died during the Civil War, killed in action at the Battle of Ezra Church in 1864. More than 200 Kendall County soldiers died during the war.

Immediately after the war, there was no doubt here in northern Illinois about what the war had been fought over. Immediately after Abraham Lincoln’s assassination in April 1865, Record editor John R. Marshall commented about the recent conflict and the Southerners who conducted it: “The great and final act of the accursed slaveholders’ rebellion has culminated in this one outrageous, dastardly, and hellborn murder.”

There was even more general outrage as it became clear the former Southern power structure was behind the formation of terrorist groups, primarily the Ku Klux Klan, formed to terrorize freed African Americans and to deprive them of their rights as American citizens. To the rescue there came U.S. Grant once again, but this time as President. The series of laws he got Congress to pass, the three Enforcement Acts in the early 1870s, provided legal tools to successfully suppress the Klan and it’s imitators.

Unfortunately, those tools were largely eliminated following the political deal that led to the election of Republican Rutherford B. Hayes in 1877 over Democrat Samuel Tilden. The deal, known as the Compromise of 1877, directly led to the removal of U.S. troops from the South and the gradual institution of what became known as the Jim Crow laws that violently oppressed millions of Black Southerners until the civil rights era of the 1960s at least restored their voting rights.

But even so, federal laws were still enforced for a while there, the Kendall County Record reporting on Nov. 1, 1884: “Some first families in Georgia have come to grief. A number of their young men belonged to the Kuklux gang and committed horrible outrages on negroes; a number of them were arrested, tried, and to their great astonishment, eight of them were convicted and go to the penitentiary. The young men wept when the verdict struck them. This is no Northern campaign lie.”

But unreconstructed former Confederate soldiers, officers, and government officials soon regained political power throughout the Old South, putting in place systematic oppression of black citizens.

When I think back on it, the casual racism of my childhood seems almost unbelievable (we still did musical minstrel shows, with end men in blackface through my high school years), racism that was reinforced by what we were taught as U.S. history. The remnants of that history still have a negative affect on the way far too many of us view race relations and sectionalism today. So I suppose it may have had a negative affect on Donald Trump’s outlook on those issues, too.

Except that I don’t think it would matter in Trump’s case one way or another, especially since his father was apparently at least a Klan sympathizer and at worst a member of the group. Trump’s a person who simply doesn’t see it as his responsibility to learn anything about anything unless it will have a positive personal effect on him. His Trump National Golf Course on Lowe’s Island at Sterling, Va., near Washington, D.C. features a historical marker explaining about the “River of Blood,” a Civil War battle he insists took place on the land along the Potomac River now covered by the course. No battle happened there; it’s simply all made up. That’s not something he can blame his junior high history teachers for.

So while our educations concerning U.S. history were definitely lacking as children of the 1950s and early 1960s, it’s a stretch to blame Trump’s ignorance of the topic on that. After all, he’s had more than 60 years to educate himself.

 

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Filed under Civil War, Education, Government, History, Kendall County, Local History, Military History, Oswego, People in History, Semi-Current Events

The Black Hawk War: A conflict of deadly folly and miscalculation

Got a question after last week’s post about place names here in Kendall County, particularly one that a reader heard involved an Indian attack. As it turned out, there was such a thing and the reader’s question was about the Black Hawk War of 1832.

I’ve frequently written about the war over the years in my newspaper columns, but, as a quick search surprisingly showed, I’ve never done one about the war here at History on the Fox. Which is a bit odd, since the Black Hawk War was a truly pivotal event here in northern Illinois, one that ended up introducing the region–especially the Fox River Valley–to hundreds of people who eventually decided to join the rush to settle the prairies round hereabouts.

Black Hawk

Black Hawk, though not a chief of the Sauk Tribe, was a respected military leader who had successfully fought U.S. troops during the War of 1812.

If World War I was “The War to End All Wars,” then the Black Hawk War of 1832, the last war fought inside the bounds of Illinois, could fairly be characterized as “The Miscalculation Conflict.” Black Hawk, an elderly warrior of the Sauk Tribe, miscalculated when he thought he could lead more than 1,000 men, women, and children of his tribe across the Mississippi to live peacefully once again in Illinois. U.S. Army Gen. Henry Atkinson miscalculated his ability to control the impetuous Illinois governor, John Reynolds. Reynolds miscalculated when he thought he could stage a major coup by quickly attacking Black Hawk and ending the war to his own political advantage. And Illinois Militia Major Isaiah Stillman gravely miscalculated the military ability of his poorly organized and undisciplined troops to overawe, much less subdue, even a small group of armed Indians who knew what they were about.

The most immediate result of these miscalculations was the short, bloody Battle of Stillman’s Run on May 14, 1832 on what was then named Old Man’s Creek in western Illinois. After being attacked despite attempting to parlay under a flag of truce, about two dozen Sauk and Fox warriors under Black Hawk routed Stillman’s 240-man mounted militia battalion, killing 11 and sending the rest fleeing the battlefield in total panic. Maj. Stillman fled faster than most of his men, and the routed force spread panic all over frontier Illinois. In coming years, the name of Old Man’s Creek would be changed to Stillman’s Run in an ironic tip of the hat to Stillman’s tactics that day.

1840 abt Waubonsee

Waubonsee, chief of the Prairie Potawatomi in the Fox and Illinois River valleys, refused to join the war against American settlers prompted by Black Hawk’s move back into Illinois from Iowa.

While the battle had a bit of comic opera flavor, the aftermath did not. Following the battle, the U.S. Army and the state militia decided they faced all-out war. Meanwhile, Black Hawk and the other head men of his band decided that retreat back to the west bank of the Mississippi was the only sensible course open to them. Their supposed Indian allies—local Winnebago, Potawatomi, Ottawa, and Chippewa tribal bands—and the British in Canada all made it plain they would not participate in a war against the might of the U.S. Government and the State of Illinois. Chief Waubonsee, principal war chief of the Potawatomi in northern Illinois flatly told Black Hawk that his people would not fight the whites no matter what.

Even so, Black Hawk’s stunning defeat of Stillman’s militia force did embolden some local Indians who used the confusion to settle personal scores. Waubonsee and Chief Shabbona both realized the dangers the situation created. Shabbona, an experienced military leader who had been a chief aide of the great Chief Tecumseh, decided he had to warn as many local settlers as he could to flee to somewhere safe. The old chief and his young nephew spread the alarm to the isolated settlements and homesteads that had begun springing up and down the Fox Valley.

Settlers during that era in what is now Kendall County (it was then part of LaSalle County) were not the hard-bitten frontiersmen normally associated with pioneer life. U.S. Army Gen. Edmund Gaines wrote of his surprise at how unprepared for widespread armed violence settlers of northern Illinois were in a letter to the Secretary of War. “These settlements are even more sparse and feebler than I had anticipated,” Gaines wrote after doing a personal assessment. “Few of the inhabitants are supplied, as our border men used to be, with good rifles, or other means of defense.”

In fact, the settlers’ best mode of defense was to run away, which they did as quickly as possible. Settlers in the northern part of Kendall County fled to Walker’s Grove (now Plainfield), while those farther south got to Ottawa as quickly as possible.

Late in his life, Ansel Reed, who in 1832 was a young hired hand of Big Grove Township pioneer Moses Booth, recalled the fear and confusion the outbreak of war caused:

“In going to work in the afternoon I met two Frenchmen, halfbreeds, riding each a mare with a colt following. They said they lived in Kankakee and were going north for seed corn….They talked a little while longer, and passed on toward Newark….Mr. Booth came out and had made two or three turns to furrowing [plowing] out the potato land when the Frenchmen returned in a great fright and told Mr. Booth what they had seen. He sent them on to alarm Anthony Litsey and beckoned to me to hurry, saying as I came near, ‘I don’t know but we shall all be killed.'”

The Booth family joined with several others after arriving at the Rev. Stephen Beggs’ home, where they tore down some buildings and quickly threw up a rickety fortification they dubbed Fort Beggs. Some 125 thoroughly frightened settlers crowded into the improvised fort. Rev. Beggs later confirmed Gen. Gaines’ estimate of the pioneers’ defensive capabilities when wrote that the settlers had only four firearms among them and that “some of them” didn’t work.The settlers huddled in Fort Beggs eventually were escorted to Chicago by militia troops.

Indian Creek monument

The Indian Creek Massacre monument in Shabbona County Park near the Kendall-LaSalle County line, marks the deaths of 15 men, women, and children at the hands of Native Americans during the Black Hawk War of 1832.

On May 19, a group of men, among whom was Kendall County resident Daniel Kellogg, wrote from Ottawa to General Atkinson seeking immediate help: “To the commander in chief at Rock River we the undersigned having been Eye Witness to burning of houses destruction of property but as yet there has been no lives taken that we know, but there is some missing but where they are we don’t know. Therefore we wish to send to our relief two or Three Hundred men as soon as possible to Rendevous at Ottawa the mouth of Fox River Rapids Illinois Ottaway. “P.S. The above destruction of property and depredations were committed by the Indians but to what tribe they belong is uncertain. There has also been some men fired on and Chaced for Miles.”

South of the present boundary of Kendall County in LaSalle County, on Big Indian Creek, events of late May of 1832 moved towards the kind of bloody climax Kellogg and his frightened neighbors and friends predicted.

In 1830, William Davis and his family had moved to Illinois from West Virginia. With him had come his wife and six children. Davis settled on the north-northeast bank of Big Indian Creek in the southwest quarter of Section 2, Freedom Township (Township 35 north, Range 3 east), of LaSalle County. Davis and his family were among the first, if not actually the first, whites to settle on Big Indian Creek. Davis, a blacksmith, arrived on the creek in the spring of 1830, and built a cabin and a blacksmith shop. By 1832, he had completed a dam across the creek and a sawmill to service the settlers who were moving into the area along the Fox River.

A Potawatomi village was located about six miles upstream from Davis’s new dam and sawmill. The Indians living there depended on netting fish from the creek for a large proportion of their diet. Davis’s new dam cut off the upper portion of the creek from the fish in the Fox River, therefore damaging the spawning cycle of the fish, and cutting off a large portion of the Indians’ food supply.

When the Indians complained to Davis of this problem, they were contemptuously dismissed. Then in early May 1832, Davis caught Keewassee, a leading warrior from the Potawatomi village, trying to dismantle the dam. Davis severely beat the Indian, and Keewassee began plotting revenge against the white settlers.

As soon as word got around, about Stillman’s defeat, many private quarrels between Indians and whites violently broke into the open, including that between Keewassee and William Davis.

Several people, feeling there was safety in numbers, had gathered at the Davis claim for mutual defense. There was Davis, his wife, and his six children; Mr. and Mrs. William Hall and their six children; Mr. and Mrs. William Pettygrew and their two children; John H. Henderson; William Norris; and Henry George. Despite being strongly urged to take refuge at Ottawa where a fort was being constructed, the group fatally elected to stay at the Davis claim until the Indian trouble cleared up.

Late in the afternoon of May 21, most of the settlers were in or around the Davis cabin. Henderson and a number of the older boys, on the other hand, were working in the fields, while Norris was working in Davis’s blacksmith shop. At about 4:30 p.m., the settlers were shocked to see 20 Indians, painted for war and heavily armed, vault the fence about 10 yards from the house and run to attack the frightened whites.

Wrote 17 year old Rachel Hall:

“Mr. Pettygrew made an effort to shut the door of the house but was shot down in the act of doing so, and indiscriminate murder of all the persons in the house consisting of one man, to wit, Mr. Pettygrew, four women Mrs. Davis, Mrs. Pettygrew, Mrs. Hall (my mother) and Miss Davis about fifteen years of age and six children, four girls and two boys, and four men killed out of the house, Viz, Mr. Davis, Mr. Hall, William Norris and Henry George, in all fifteen persons, the whole scene transpired within ten minutes as I think.”

John Henderson, three Hall boys, and two Davis boys working in the field escaped. Rachel Hall and her sister Sylvia, 19, were taken captive by the war party.

While Henderson and the Hall boys made a panic-stricken run overland to Ottawa, the Indians took the two girls to Black Hawk’s band, despite the fact that only three of the raiding party were Sauks, the rest being Potawatomis.

Gaines, Gen. Edmund P

General Edmund P. Gaines commanded the Western Military Department–which included Illinois–during the Black Hawk War. Gaines was generally sympathetic to Native Americans and opposed President Andrew Jackson’s Indian removal policies. Gaines expressed surprise at how unprepared the Illinois settlers of the 1830s were to defend themselves when war broke out.

As soon as word about the attack reached the authorities, action was taken to secure the return of the girls, including dispatching Chief Waubonsee on a mission to gain their release. His mission came to naught, however, as the girls had already been ransomed by the Winnebagos, who were trying their best to stay on the good side of the Americans in the midst of the war.

In an fascinating sidelight, shortly after the end of the Black Hawk war, warrants were issued at the courthouse in Ottawa for the arrest of Keewassee and two other Potowatomi warriors, Ta-qua- wee and Comee, for the murder of the settlers at the Davis cabin. Interestingly enough, charges were dropped against all three in 1834 because Sylvia and Rachel Hall could not positively identify the members of the war party.

Marauding groups of Indians prowled the valley. At Georgetown (now Newark), they looted and burned George Hollenback’s trading post. Robert Beresford (considered the county’s first permanent settler) and one of his sons were killed by Indians near Ottawa.

But all was not so grim—the war didn’t prove to be the sort of brutal, scorched earth Indian war we have heard so much about in American history. For instance, when William and Emily Harris left their Fox Township cabin to escape, Emily’s elderly father, Mr. Combs, helpless with rheumatism, requested he be left behind, saying he would only slow the rest of the family down. Since, he said, he had lived a full life, if he was to die, he was content to do so. But when the Indians discovered him in the Harris cabin ready to face his fate, he was carried, in his bed, out of the cabin, which was then burned. Other tribesmen made sure he was supplied with food and water before they left.

After a few other brief but violent incidents, the settlers slowly returned to their Fox Valley homes, spurred on by a cholera outbreak in Chicago. The U.S. Army had dispatched troops west to help fight the war, but along the way they’d contracted the deadly cholera. By the time they arrived at Chicago, the war’s action had moved west and north into modern Wisconsin, so the settlers remaining at Chicago’s Fort Dearborn decided that while Indians might kill them, cholera certainly would. Most quickly left to head back to their homes.

The Black Hawk War itself eventually ended when the bedraggled and starving Indians were trapped and most were massacred as they tried to cross the Mississippi during the Battle of the Bad Axe River in Wisconsin. Ironically, the war would have ended much sooner had the army had interpreters with them—Black Hawk’s tribesmen attempted to surrender several times but none of the whites in the army could understand them.

While the war was a terrible tragedy for the Indians involved and for the small number of whites killed, it did give many militia volunteers a chance to see the rich lands in the Fox Valley, spurring a flood of settlement to northern Illinois in 1833. It also marked the beginning of the end of Indian occupation of the Fox Valley, and by 1836, virtually all the region’s Native Americans had been forcibly removed west of the Mississippi River.

 

 

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Filed under Firearms, Fox River, Government, History, Illinois History, Kendall County, Local History, Military History, People in History

How places in Kendall County got their names…

Last fall, the University of Illinois Press had a truly can’t miss sale on electronic books. For $5 you would download any ebook in their entire catalog, which gave me the push I needed to read some good Illinois history.

I chose three books on subjects that looked interesting to me: Illinois History: A Reader; edited by Mark Hubbard; Illinois in the War of 1812 by Gillum Ferguson; and Place Names of Illinois by Edward Callary.

Illinois HistoryI picked the Illinois history reader mostly because it had a piece by my good friend Ray Hauser, formerly on the history faculty at Waubonsee Community College. Ray is THE expert on the Illinois Confederacy, and is a good and entertaining writer to boot. I’d been interested when Ferguson’s volume came out back in 2012, and had actually corresponded with her, promising I’d buy a copy—better late than never, I guess. I was finally prompted to buy the book because last fall I’d bought a copy of The War of 1812 in Wisconsin: The Battle for Prairie du Chien by Mary Elise Antoine while we were visiting the fascinating Apostle Islands Booksellers up in Bayfield, and was interested to see how the stories in the two books meshed. Because, after all, during the War of 1812, Illinois Territory included all of what became the state of Wisconsin, so I figured it would be hard to separate the two stories.

I’ve been reading all three as the mood strikes me. Lately I’ve been concentrating on Place Names of Illinois, which is a fascinating read. And that prompted me to take another look at the place names right here in Kendall County. Given the explosive population growth during the past several years, lots of county residents probably have no idea why Oswego, Yorkville, or even Kendall County have the names they do. There is, of course, a story behind each one of them.

Almost everyone, I suppose, at one time or another, has looked at a map or a road sign and wondered, “Where did that name come from?” Kendall County has more than its own share of places with names that probably sound obscure to those newer residents noted above. I’ve no doubt some may even be puzzling to those who’ve lived here their entire lives.

Judson, Lewis B

Lewis B. Judson and his partner Levi F. Arnold, laid Oswego out early enough in 1835 that it is the oldest town in Kendall County. (Little White School Museum collection)

So let’s take a look at some of those names, starting right here at my home. Oswego Township and the village of Oswego both carry the Mohawk Indian name that literally means, “place of the flowing out,” or more familiarly, “the mouth of the stream.” The village was first named Hudson by the two men who laid it out back in 1835, Levi F. Arnold and Lewis B. Judson. Both were native New Yorkers, and picked a familiar name for their new town. When the village was awarded a post office in 1837, however, the government decided to call the post office Lodi. Two names for on the same town was clearly confusing, so later that same year, the four or five property owning male residents of the tiny village gathered and voted (no women allowed to vote back then, whether they owned property or not) on a permanent name, deciding on yet another familiar New York name, Oswego, by a margin of a single vote. When the Illinois General Assembly established townships in 1850, residents sensibly decided to name the township after the village.

Little Rock Township and the village of Little Rock are named after the creek over that direction. The City of Plano was laid out by early settler and businessman Lewis Steward, who told the CB&Q Railroad he’d establish a town if they’d run their line through his property. Which they did, and which he did. John Hollister, one of Stewrd’s associates gave the new town the Spanish word for plain, because, the town’s founders decided, it accurately described the new community’s site.

Bristol Township and the current village of Bristol are both named after early settler Lyman Bristol. In terms of area, Bristol is the smallest among Kendall County’s nine townships.

The modern village of Bristol was originally called Bristol Station because of the depot the CB&Q established there in the early 1850s when the railroad’s main line extended west of the Fox River. During that era, modern Yorkville was separated into two villages, Yorkville south of the Fox River and Bristol north of the river. The two communities finally merged into a single city in the late 1950s, and the “station” was finally dropped from today’s Bristol’s name.

1844 Amos Kendall

Andrew Jackson’s political fixer and postmaster general, Amos Kendall, in an image created n 1844, just three years after Kendall County was established by the Illinois General Assembly.

Kendall Township, and the county as well, are named after Amos Kendall, journalist and political crony of Andrew Jackson. Kendall was Jackson’s primary political hatchetman and as Postmaster General, handled passing out thousands of postmaster patronage jobs throughout the nation. Jackson basically invented the spoils system, and made sure the postmaster in every town was his personal representative. We might cringe a bit at that today, but at least it gave the White House a direct line into every community, large and small, in the entire country.

Yorkville was named after the village in New York from which some of the early residents came. The north side of modern Yorkville, as noted above, was first known as Bristol and was a separate village until 1957 when Bristol and Yorkville merged.

Boulder Hill, the huge unincorporated subdivision between Oswego and Montgomery east of the Fox River, was named after the Boulder Hill Stock Farm owned by the Bereman Family. The Beremans were famed for their thoroughbred Percheron draft horses and prize cattle. Developer Don L. Dise bought the stock farm, which covered more than 700 acres, in the early 1950s to develop his new community. Bereman once owned more than 1,000 acres of land in Oswego Township. Bereman’s sprawling farm was merely a hobby; he made his fortune manufacturing and selling freckle cream, which was advertised to eliminate skin blemishes and give women smooth, white skin so prized during the Victorian era.

NaAuSay Township was given a made-up name that some of the earliest township residents insisted meant “headwaters of the AuSable.” If it means what they thought it meant, it’s a fitting name since at least one branch of AuSable Creek starts in the township before flowing to its mouth on the Illinois River. AuSable Creek carries a French name generally said to mean “Sandy Creek.” It was a major landmark from colonial times until the 19th Century and is mentioned in many 19th Century Indian treaties.

Big Grove Township was named after the large grove of trees in Sections 9, 10, 15, and 16 of that township when settlers arrived in the 1830s. Newark was first called Georgetown after its founder, George Hollenback when Hollenback laid it out in 1835. Because of a conflict with another Georgetown elsewhere in Illinois, the General Assembly approved renaming it Newark on Feb. 16, 1843, after Newark, Ohio, which had been named after Newark, New Jersey.

Platt_s Tavern

Daniel Platt built his second stagecoach in at Plattville from limestone he quarried himself a few miles away. It replaced his first log tavern (Little White School Museum collection)

Lisbon Township and the Village of Lisbon both carry the name of the city in Portugal. According to early histories, settlers wanted to give their new home a different name from any of the county’s other towns. Plattville was named after its founder, Daniel Platt. Platt hailed from Plattsburg, N.Y., which his ancestors also founded.

Waubonsie Creek is named for the well-known Pottawatomie war chief who lived in the area. Waubonsee also gave his name to Waubonsee Community College in Sugar Grove and Waubonsie Valley High School in Aurora. Note the different spellings—since the chief could neither read nor write English, feel free to spell it however you like. Waubonsie was also the name of a large reed marsh extending over some 350 acres near the intersection of U.S. Route 30 and U.S. Route 34 in Oswego and Montgomery. The marsh was drained in the early 1900s, but still reappears after heavy rains.

Morgan Creek is named for Ebenezer Morgan, an early Oswego Township settler and millwright. Hollenback Creek is named for the Hollenback family, early settlers and business leaders, noted above.

Bartlett Creek, also called Bartlett’s Run, which snakes through Oswego and crosses Main Street in downtown Oswego a block south of the old village hall, is named after the Bartlett family, early Oswego settlers. The small house on the west side of Main Street where it crosses the creek was built by the Bartletts when they came from New York in 1837, and may be the oldest house in Oswego.

Seward Township is named after New York Gov. William H. Seward, later U.S. Secretary of State under Abraham Lincoln and Andrew Johnson. The township was originally named Franklin, after Benjamin Franklin, but the name had to be changed after it was discovered another Illinois township already carried that name.

Fox Township is, of course, named after the Fox River. Millbrook is named for the mill that used to be there back in the 19th Century.

1838 Waish & moah close

The Mo-Ah-Way Reserve in the far southwest corner of Oswego Township and the Waish-Kee-Shaw Reserve in the far southwest corner of Oswego Township and extreme northwest corner of NaAuSay Township as drawn on the original plat map of Oswego Township published in 1842 from a survey taken in 1838. (Little White School Museum collection)

In the Treaty of 1829 signed at Prairie du Chien in Wisconsin, the U.S. Government granted reserves of land to two Indians then living in Kendall County. The larger Waish Kee Shaw Reserve went to the Indian wife of fur trader and businessman David Laughton and to her son, Joseph. The other reserve was granted to an individual named Mo-Ah-Way, of whom little else is known. Reservation Road bisects the two reserves, thus the road’s name. And the Oswegoland Park District’s Waa Kee Sha Park was named after Waish Kee Shaw. There is no evidence either Waish Kee Shaw or Mo-Ah-Way ever lived on their reserves.

Montgomery, which now extends well into Kendall County, was originally named Graytown after its founder, Daniel Gray. But again, a name conflict required a change, so it was renamed Montgomery after the county in New York many settlers came from.

The names of roads, towns, and streams can be a sort of guide to the history of an area. In our own area, Indian, French, and early pioneer influences are all evident. Knowing the origin of local place names is one way to make local history come alive.

One of these days, I’ll take a look at the names of the rural post offices that used to dot the landscape until the U.S. Postal Service initiated Rural Free Delivery, because that’s another fascinating look at a time so far in the past nobody remembers it any more.

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Filed under Business, Fox River, Government, History, Illinois History, Kendall County, Law, Local History, Montgomery, Oswego, People in History

When Kendall County Guardsmen policed the southern Illinois mine wars

Taylorville, in south-central Illinois, was in the news this past week after it got hit by a powerful tornado. And hearing about Taylorville on the news reminded me about the town’s old connection with Kendall County.

That relationship, memorable though brief, goes back to the 1930s, when there were problems—big problems—in the Illinois coalfields that surround Taylorville in Christian County.

The nation’s economic conditions, and it slipped into the Great Depression just kept getting worse. And then, in the midst of all the economic turmoil on July 9, 1932, the United Mine Workers of America (UMWA), under the leadership of the pugnacious John L. Lewis, made a deal with the owners of coal mines around Taylorville and other nearby towns. Negotiations on a new four-year contract championed by Lewis had been dragging on since the spring, and the miners were anxious to get back to work. But when the union and the companies finally settled and the miners found out the details of the agreement, they were outraged.

Lewis had agreed to a cut in the basic daily wage from $6.10 a day to just $5. Lewis insisted it was the best deal the miners could get considering the economic shape the country was in. His argument was that the companies were in danger of going broke altogether. Not surprisingly, however, the members’ vote on the new contract went down by more than 2-1.

But Lewis was determined to force the contract through, and he ordered UMWA District 12 President John H. Walker to sell the new contract to his angry members, while Lewis traveled through safer areas of the state to lobby for acceptance of the pact. When Walker spoke to miners at Gillespie, physical violence nearly broke out.

A second vote on the contract was held Aug. 6, and Lewis and his union officers announced it had passed. But before the vote could be certified, the tally sheets were said to have been stolen. A couple days later, Lewis ordered District 12 miners to accept the new contract. But rebellion was in the air.

1932 abt Police vs Miners

Local police and the state police were often hostile to organized labor during the southern Illinois mine wars. The Taylorville confrontations were unusual in that the United Mine Workers were allied with coal company owners against the new Progressive Miners of America. (minewar.org image)

On Aug. 14 in the Macoupin County mining community of Benld, miners met and voted to go to neighboring Taylorville and close down the Peabody Coal Company mine there—Taylorville’s miners had voted in favor of the contract and had gone back to work. By Aug. 19, a convoy of some 1,500 miners left for Taylorville where they successfully shut down the mine—the Christian County miners refused to cross their picket line.

Farther south in Illinois, the protests were not successful, resulting in the so-called “Battle of Mulkeytown,” in which five miners were injured by sheriff’s deputies.

In early September disaffected miners met at Gillespie and established a new union, the Progressive Miners of America, in direct opposition to Lewis’ UMWA. Christian County—and Taylorville—became the battlefield between the two sides. While the “Proggies” managed to negotiate a slightly better contract, Peabody officials refused to hire any PMA workers. In fact, PMA membership became a ticket to being fired in most mines.

1932 PMA rally

The upstart Progressive Miners of America tried to foil the United Mineworkers’ John L. Lewis and the coal companies’ efforts to cut miners’ pay. The companies and the UMWA responded with violence. (minewars.org image)

With this as a backdrop, in 1933, open warfare finally broke out between the PMA on one side and the mine owners and the UMWA on the other. A headline in the Taylorville Breeze on Wednesday, Jan. 4, 1933 reported: “4 Killed, 14 Shot in Mine Battle.” According to the news story, PMA opened fire on “scabs and special deputies” at Peabody’s Taylorville Mine No. 7. The report said the PMA miners opened up with rifles from “several homes,” and included machine gun fire from Freddie Bassana’s gas station (Bassana was subsequently charged with murder).

Clearly things were getting out of hand in Taylorville, so Gov. Henry Horner called out the Illinois National Guard. Initially, five infantry companies from Danville, Champagne, Springfield, and Salina were activated, along with a headquarters company from Sullivan to respond to Horner’s call.

1932 ING at Peabody Coal Company mine

The Illinois National Guard was dispatched to the Taylorville region in 1933 to maintain peace as the unions and companies fought each other over a new labor contract. (minewars.org image)

And ominously, on Jan. 7, 17 cases of explosives were reported stolen from a nearby mine.

Tensions went up further in February when National Guard cavalry from Chicago was stationed in Taylorville. The cavalrymen were generally well-to-do, and didn’t get along at all with the miners. By March 28, 10 miners had been killed and 100 wounded in the mine war. On April 3, a Baptist church in Taylorville was bombed, and a gun battle in Duquoin on April 7, left two Progressives dead. On April 13, perhaps thinking to cash in on the situation, Montgomery-Ward advertised a “Special Sale” on .22 cal. Rifles—just $3.41.

Then on May 13, the Breeze reported that the National Guard company from Kankakee that had been on duty at Taylorville was being replaced by Company E of the 129th Infantry, based in tiny Plattville, right here in Kendall County.

1935 abt Co E officers

Leadership of Company E, 129th Illinois National Guard Infantry, pictured about 1935 at Camp Grant, Illinois. Company commander Capt. Charles “Timmy” Howell is second from left; his son, Clyde, is on the far right. (Little White School Museum collection)

The company had been established and accepted for service on July 16, 1923 with Capt. David Mewhirter, a World War I veteran, in command. In June 1928, Capt. Charles Howell succeeded Mewhirter. Howell was in command when the company was deployed to Taylorville.

On April 5, 1933, the Kendall County Record reported that “Capt. Charles Howell of Company E. Plattville, was in receipt Friday of orders for the men to be ready and fully equipped for service at Taylorville, the scene during many months of serious mine labor trouble and riots. When the orders for actual movement to the area will be received it cannot be foreseen, but farmers here are looking around for substitute hired men who can fill in during the Company’s absence Since the beginning of the disputes at Taylorville, national guard companies have been sent to the area in rotation for stated periods of time.”

1935 abt Stacked Springfields @ Camp Grant

Company E. Model 1903 Springfield rifles they carried while on duty at Taylorville, stacked outside the armory tent during their 1935 deployment to Camp Grant. (Little White School Museum collection)

The Daily Herald in nearby Morris reported on May 11 that: “A telephone message was received at midnight last night by Capt. Charles Howell in Plattville where the company quarters are located, to report for duty in Taylorville and the company of 60 men will leave for the trouble zone Saturday night by bus.”

According to the May 17, 1933 Kendall County Record, “Company E, 129th Infantry, left Yorkville Saturday night for Taylorville, where they will relieve the company from Kankakee and resume the guard of the mines. The company left in special buses. A truck carried the necessary equipment for the stay. The boys will return in two weeks. Their company is the last one in the district to be called. Capt. Charles F. Howell is in command. His lieutenants are Arthur Hubbard, first [lieutenant[; Irwin Knutson, second [lieutenant]; Rasmus Knutson, William Reed, Harvey Reed, Vernon Wright, Nels Nelson, Gordon Bertram, and Wilbert Henne, sergeants; and Harold Stein, mess sergeant.”

From both press reports and letters home, Company E did well. Years later, Clyde Howell, Capt. Howell’s son, recalled that “There were no problems when E Company was down there because they could read each other because everybody in E Company was a farmer. When you had somebody from Chicago, it wasn’t so good.”

On May 24, 1933, Capt. Howell wrote in a letter to the editor of the Record that “Taylorville is a very pretty town and the people treat us fine, but the small mining towns around are not so good. Fights are common afternoons and evenings.”

When Company E’s tour was up, the Guardsmen headed back to their homes, farms, and businesses in Kendall County. While it didn’t seem like much at the time, the experience they gained served several members of Company E in good stead some years later when World War II broke out. After it was nationalized, Company E and the rest of the 129th served in the Pacific Theatre throughout the war.

The boys from Kendall County made a good showing, both during their service during the mine war, and later on, during their actual combat against Japan. A pretty good showing for the farmers and small businessmen coming out of the nation’s smallest National Guard Armory. How tiny Plattville got a certified armory is a fascinating story in itself—but one for another time…

 

 

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Trying to stay one step ahead of destruction in the Machine Age

When Czech science fiction writer and playwright Karel Čapek used the word robot (its root goes back to a term for “serf labor”), invented by his brother, Josef, he had human-shaped machines in mind that would do man’s bidding, for good or ill.

Image result for tobor captain video

65 years later, Tobot doesn’t look nearly as frightening as he did to my 7 year-old self.

Today, millions of robots are quietly and industriously going about their business but, alas, few of them look like the classic robot of SF literature or the robots we grew up watching on TV and in the movies. I recall being scared to death of the Tobot character (“robot” spelled backwards) when I watched “Captain Video and his Video Rangers” as a little kid. Robbie the robot in “Forbidden Planet” was a good-natured mechanical man, as was Robot, the combination nanny and straight man on “Lost in Space.”

But instead of humanoid machines mingling in modern society, these days robotic carts deliver parts from storage to machine in factories all over the world; robotic arms help build most kinds of trucks and autos these days; and deep space robots land on distant planets, tool around for years over the surface or dig around a bit and then return their finds to Earth. Robots even mow our lawns and vacuum our living rooms.

In short, robots are replacing people in jobs that are either too dangerous or too costly or too repetitive for humans to perform if industry, government, or ourselves are to be freed up to do other things—or make even bigger profits without all those pesky union contracts to deal with.

On the plus side, machines have made humanity’s physical burden lighter from the time the first cave man found a long enough lever could move a giant boulder. At the same time, those same machines have sometimes caused huge workforce dislocations.

No one knows what the first machine really was. It could have been that rock-moving lever noted above. Or it could have been the inclined plane used to help a group of Paleolithic hunters move the carcass of a large animal up to their cave.

The simple machine that probably had the most impact on the earliest civilizations right up through the present was the wheel, which allowed all manner of things to happen, the consequences of which we are still dealing with today. Even as the first crude wagon led to the automobile, the first war chariot led to today’s tanks, effects I am sure the inventor of the wheel could not imagine.

Image result for Ben Hur chariot race

No wheels, no Ben-Hur chariot race. Bummer.

But far from being simply a troublemaker, the wheel has also, over the course of history, been the greatest labor saving device ever invented, and may well have led to the invention of civilization. Wheels allowed larger cargoes to be carried from the countryside to the cities that grew into the Urs, Babylons, Romes, and other great capitals of the ancient world. And something as simple as a wheelbarrow lighten the workload on generation after generation of workers.

When put to work properly and with some innovation, wheels made manufacturing possible on large scales for the first time.

The water wheel was probably invented in the Far East, but it eventually became the foundation on which the West’s Industrial Revolution was built. Once the power of water was harnessed and put to productive work, all manner of things became not only possible but practical.

Gears and pulleys—also wheels—allowed the power of falling or flowing water to turn millstones to grind grain into flour, and to make saw blades first travel up and down and then round and round to saw trees into lumber.

At some time or other, an inventive person invented the trip hammer, a particularly useful machine. A trip hammer is lifted by a cam—basically a bulge—attached to a shaft turned by waterpower. As the bulge of the cam passes, the hammer falls. Of what use is an endlessly rising and falling hammer? Let us count the ways.

Image result for water powered trip hammer

Water-powered trip hammers made work from blacksmithing to dye making much easier.

In olden times, dye was made from vegetable substances that had to be pulverized, and that pulverization was all done by hand. With a water-powered trip hammer, dye stocks could be made much more cheaply because machines did not get tired and cranky. They just went on pounding and pounding all day every day without complaint. As a result, dye prices fell, and even common folks were able to afford colorful clothing.

Water powered hammers were also useful to folks who wanted to make a lot of metal items. Blacksmithing was an art, and a hard one at that. But trip hammers could be used to automate the tiresome process of hammering larger pieces of steel or iron to flatten or weld or shape them, making workers more productive.

In addition, falling or flowing water could also power all manner of other complicated machine assemblages from textile mills and elaborate looms to irrigation pumps to those sawmill blades mentioned above.

Indeed, when the first settlers began arriving here in Kendall County, pioneer millwrights were among the first wave of settlement in the 1830s. Ebenezer Morgan, John Schneider, Merritt Clark, Levi Gorton and the others found likely sites along the county’s creeks and rivers and built their dams and mills.

1900 (abt) Parker Mills

Levi Gorton built the gristmill on the riverbank just north of Oswego at left, and Nathaniel Rising added the sawmill in the right foreground, while George Parker added a furniture factory wing to the sawmill.

Gristmills were usually the first mills to be built to allow farmers to grind their com, barley, oats, and wheat into flour. But sawmills were almost as quickly built, and lumber for homes for the county’s growing population was soon available.

All manner of water-powered factories followed, and even the water behind the numerous mill dams itself was soon sold in the form of ice, harvested during the winter and stored for sale later in the warm months of the year.

The steam engine—which also relies on wheels to operate—gradually put the county’s water-powered mills out of business, since steam engines require no expensive, maintenance-intensive dams, they aren’t affected by low or high water levels, and they don’t freeze up in the winter.

Besides revolutionizing milling, steam engines installed aboard boats opened the Midwest’s extensive river system to trade, while other steam engines equipped with wheels and pulling cars over a network of rails changed the nation forever by revolutionizing transportation.

Today, we are facing another revolution almost as great as the one occasioned by the invention of the wheel. The combination of powerful computers and a worldwide communications network is bringing people together as nothing else ever has. The old totalitarian nations were unable to stand against the communications revolution as fax machines and computer networks spread the truths they had been suppressing for generations.

Now, however, the social media that toppled dictators is being used more and more to promote new dictatorial and hateful propaganda to a credulous citizenry. As we face the same messy ethnic and territorial problems the world has been dealing with since civilizations arose, our immediate challenge is trying to figure out how to use all this new technology in the service of rights and freedom of civilization before it destroys both.

 

 

 

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