Langlade County, Wisconsin - Chapter 8, 1922

Chapter 8

The old Roman roads marked a development and extent of civilization of an ancient people who depended upon transportation facilities as important to their welfare. Good roads are characteristic of a progressive people.

The first roads in Langlade County in 1853 when the first white man erected a log cabin on the Eau Claire river were nothing but Indian trails. No such a thing as a tote road could be found then. The first settlers came into the county afoot or on horse back along the Indian trails. Some followed the courses of the Wolf and Eau Claire rivers.

The Indian trails ran from place to place over the best, but not the shortest route. They were used before the government survey and therefore followed a course irrespective of section lines. The early pioneer "blazed" his trail by barking a tree here and there along his journey.^

Indian trails in Langlade County ran through the following township sections : Southwest and northeast in township 34, range 9 east; through sections 34, 24, 22, 15, 16, 9 and 4, north of Ackley's trading and logging camp in township 31, range 10 east; township 34, north of range 12 east, had Indian trails running through sections 36, 35, 26, 22, 15, 10, 3 and 4. A trail ran northwest in township 34, range 11 east, in township 32, range 13 east, through township 33, range 13 east and township 31 range 14 east running through sections 36, 35, 34, 33, 32, 31 and 30.

These trails were used for many years even as late as 1885. The main Indian trail from Oconto to Wausau was used frequently. Ackley's trail in Ackley township and the Pickerel Creek trail were adjuncts to it.

The Lake Superior Trail

Farmer's sectional map of Wisconsin, published in 1866 shows a trail beginning in township 31, Range 14 East and running in the same general direction as Wolf River on its west side. This trail crossed the Wolf River in section 28, Township 33, Range 13 East and continued to an Indian village at Lake He Nosheca, Pickerel Lake of today.

On the east side of Wolf River a trail started in the middle of section 14, Township 30, Range 15 East. It crossed the east end of Pickerel Creek and ran uncertainly among the northern lakes to Lac Vieux Desert and beyond.

The famous old Lake Superior Trail was used only during the winter months to haul mail and drive cattle and supplies to the great copper mines of Michigan. The trail started at Shawano and followed the west side of the Wolf River north to the state boundary line. Two of the first stopping places in Langlade County were located on the trail (before the building of the Military Road.) Much of the old route was impassable during the summer. It was built in the years 1861-62. It ran straight north to White Lake and followed the west bank of the Wolf River, crossing to the east side of the river in section 17, township 33, Range 13 East, at what is commonly known as the "Henry Strauss Crossing." The trail then ran between Twin Lakes in the northwestern part of Township 33, Range 13 East, entered township 34, Range 12 East, crossed Pickerel Creek and then continued on to Rockland, Michigan.

When the pine hunter penetrated Langlade County it was urgent that he be in contact with his base of supplies, usually at Wausau, Appleton or Shawano. This opened the "tote" road era. The hardy lumberjack cut out a narrow path, barely accessible for the yokes of oxen and horses. These roughly cleared tote roads were used to haul provisions to the log drivers' camps in the pine timber belt.

Straightening of roads did not begin in the county until long after the section lines were surveyed. The old trails of the Indians were gradually forced out of existence. Even the tote road is a thing of the past.

The Military Road

The famous Military Road is one of the most historic subjects of Langlade County. It was built to "transport military forces from Fort Howard, Green Bay, Wis., to Fort Wilkins, Keweenaw County, Michigan."

Sympathy of higher classes and government officials in England was in favor of the Confederacy at the outset of the Civil War. "They have made an army - more than that they are making a Nation," said Gladstone, British statesman. Britian's financiers purchased $10,000,000.00 worth of Confederate bonds in the spring of 1863 when the cause of the South looked favorable. The North had no way of transporting troops from the interior to the Canadian line in the event of trouble with the Indians, spurred on by friends of the South.

Thus on March 3, 1863, Congress passed an act approving the construction of a military road from the points mentioned. Public lands were granted to Wisconsin and Michigan to aid in construction.

The Wisconsin legislature, April 4, 1864, accepted the grant of land and Commissioners were appointed by the state to lay out the said road, advertise for bids

James M. Wintlow secured the road contract from the Commissioners on August 24, 1864. He transferred it over to the U. S. Military Road Company, a corporation, organized under Wisconsin laws. This company assigned the contract to Jackson Hadley, transfer being approved by the legislature. March 2, 1867, Hadley died. He had completed thirty miles , of the road from Fort Howard. Ninety sections of land were turned over to Mrs. Augusta Hadley, wife, and administratrix of the deceased's affairs. July 30, 1867, the administratrix turned over the 90 sections of land granted her by the state to A. G. Crowell. Previously, on July 18, 1867, Mrs. Hadley entered into a contract with John W. Babcock, A. G. Crowell and G. N. Fletcher, assigning to them all interest in the road not constructed.

John W. Babcock entered into a contract with the Commissioners August 24, 1868, to construct the incompleted road in accordance with terms made out with Jackson Hadley. Meanwhile Congress extended the time of completion of the road from August 24, 1868 to March 1, 1870. Babcock completed 52i2 miles of the road by January 1, 1869. He then entered a contract with Alanson J. Fox and Abijah Weston of Painted Post, N. Y., giving them half interest in the road incompleted. On February 20, 1870, the Commissioners certified to Governor Fairchild that Babcock, Fox & West had completed the unconstructed portion of the road commencing one-half mile from the 82nd mile post and ending on the state line, section 5, township 42, north of range 11 east, within time limited by Congress.

The Military Road enters Langlade County in section 32, township 31, range 15 east, runs in a northwest course through Elton, Langlade and Ainsworth townships, entering Forest County from section 4, township 34, range 12 east. More than any other wagon road, "the old militaire" opened up a vast expanse of the Wolf River country to early traders and stimulated and increased the momentum of the great lumbering industry in eastern Langlade County.

While the stated intent of the Military Road was for military purposes in defense of the nation, old Langlade County woodsmen, who worked in the pineries for Ex-Senator Philetus Sawyer and other well known Wisconsin lumber kings of a half century ago, refute this. They insist that the Military Road was a land and timber conspiracy.

Pioneer Settlers Of 1880

The historic Military Road opened up the wild north to a great number of new setders. By February, 1880, New County h^d approximately seven hundred

The census was taken by Thomas M. Dobbs and Joseph M. Gray, who stated in explanation that the above list "is correct of the people of New County as far as we have gone. But there are many we have not got." The western part of Langlade County as it is today was not included in this census because it then belonged to Lincoln County.

Pioneer Life Along The Military Road

The old Military Road has been the source of many a poem and pioneer song. Its history has been interwoven with the pioneer lumbering of eastern Langlade County. The Squaw Man and the pine hunter both played their part with the early adventurer in the development of this country. Dan Gagen, Louis Motzfeldt, Henry Strauss, "Old Dutch Frank," Hiram B. Polar, Charles Larzelere, Dave Getchell and William Johnston, were either traders or pine loggers of that section of the county first settled.

For several years before the construction of the Military Road mail was carried by men on foot in the summer and by dog teams during the winter, following an Indian trail (old Lake Superior Trail) along the same route as the government Military Road. Log houses or stations were erected every thirty-five miles. These mails, though somewhat slow, were regular, as only men accustomed to the wilderness and familiar with the wild frontier life were employed in this service.

They seemed to be equal to any emergency, and when it became necessary, on account of deep snow, to abandon the dog team they would put on their snow shoes, slap the mail sack on their back and make thirty or forty miles per day. Darkness, storm or hunger had little terror for them. They seemed to realize that the tireless mail, the evangel of the wilderness, the mission of civilization and the herald of a progressive era, could not brook delay. They were the brave young men whose love of adventure, principally, led them away from their haunts of civilization, and whose untamed nature found keen zest and enjoyment in the dangers and excitement of the daring frontier life.

Thus month after month and year after year, these pioneers of the wilderness trod their lonely beat. Then the wave of war with its bloody issue rolled in sullen gloom over the entire nation. For several years they had driven their dog teams in the great pine forests in the interest of peace and now they set off to drive their war horses in battle armed with gun and sabre.

The mail carriers faded from the trail and passed into history; the trail became grass grown and the abandoned stations stood like ghosts of silent cities.

The fur trader in the employ of the American Fur Company was the pioneer of the new north, as he penetrated the pine forests very much in advance of the lumbermen, who could see but little wealth in the giant pines and still less in the hardwood forests. The fur industry was established in northern Wisconsin over one hundred years ago. It has been half a century since the lumberman or logger began cutting pine timber on the upper waters of the Wolf and Wisconsin rivers. It seemed to be his ambition from the start to begin at the top or headwaters of a stream and cut down. Extensive lumber camps were established where now the thrifty little City of Eagle River (once in Langlade County) stands, which soon became the center of attraction for the woodsman and river driver. Wages were very high and money was plentiful. This soon attracted a rowdy element which represented all that was bad and vicious.

After the completion of the Military Road the moral tone of society in towns along its route was improved but little. The towns were typical of the western mining town, where the frontier element held full sway. Hotels and travelers would spring into existence in a day. A bank and an opera house would rise simultaneously side by side. Stores and outfitting establishments of every variety would line the main streets with their quaint signs and emblems of trade.

Mechanics and artisans poured in from other parts of the state and with them came the lawyer and the doctor, both great healing mediums with peculiar methods. The morning's dawn was not greeted by the daily newspaper, the first to herald the name and fame of the new town, but night's blackness would be dispelled by flaming campfires built in front of saloons and dance houses, where men and women stood within the vestibule of Hades and drank fiery liquids, danced to the wheezing tune of the "Hurdy Gurdy," sang their songs and laughed merrily at their ribald jests. Verily they were of their day and generation. They were a part of the rude civilization of wild frontier life, which paved the way for the purer and gentler influences that followed to mould the morals of the race that peopled the cities of the wilderness. Every store in the village on the Sabbath contracted and carried on more business than upon any other day in the week. The river driver, the woodsman, the teamster, the Indian, the fur trader, all gathered here, and to each and all it was a gala day.

Drunkeness, brawls, and fights became the amusement and smote the peace and order of the community. But civilization brought thither a finer feeling; order arose from chaos and bloodshed; refinement appeared with the wives and daughters of the pioneers, who came like angels to create homes from the haunts of vice. The light of love banished the mildew and rot of depravity and a better manhood dawned upon the brave rough diamonds of the northern pine. The church came with the bold missionary, who was the bravest of them all, and then the school house and the court house weeded out the dance hall, and the forlorn outcasts moved farther on in the race of life until dissipation entombed their ghostly shadow.

Of course there was a broad and deep gulch between the Sunday rattle of the auctioneer and the sweet chimes of the Sabbath bells, and in the rude element of frontier society the violence of the bad was often checked by the violence of the good.

The region along the old Military Road was very rich in natural resources before white men came to accumulate wealth, with and without capital.

It was not uncommon for one of the many fur traders to purchase ten thousand dollars worth of fur from the Indians in a single season. The fur consisted largely in bear, wolves, beavers, otter, fisher, martin and mink. But little cash was paid the Indian. Blankets, beads and tobacco played a prominent part in the purchase. They demanded the best grade of blankets and fifty dollars a pair was often paid by the Indians. The white man as a hunter and trapper was more industrious and energetic than the Indian, and with his improved methods, the fur industry was destroyed in a very few years. The fur bearing animals have largely disappeared; a few black bear and gray timber wolves remain. The wolf is an enemy to civilization, an outcast and a vagabond, despised alike by the white and the red man. The increase of the deer keeps pace with the annual slaughter.

silence and solitude along the old Military Road has disappeared forever; the red man and the pine forests have faded together. Along the great lines of railroad plowing through these once vast solitudes, all is life and activity. Towns and cities have invaded their paths. Men who have followed the faint trail of civilization have themselves beheld the great tide roll over their own foot prints and view with wonder its ever advancing waves. Schools, churches and happy homes have appeared to enlighten the multitude and mould the morals of a new born community. The Anglo-Saxon spirit of enterprise laid the hand of industry upon the pine forests; the pioneers of the north woods came as a mighty army; they were soldiers of industry, drilled by labor and hardship, and went forth only to industrial conquests. The fruits of the old pioneer ripen into the full measure of wealth and refinement; their names may not live in history; no monument of the everlasting hill will bear their fame. Some of them lie in the graveyard at the edge of the pine forest by the side of the torrent streams that forever sing a wild dirge to their memory; some in green graves covered by the flowers of remembrance, far beyond the crags, over which they strode, more like Gods, than men; some sleep in their own home valley; some of the gallant band are yet in the active busy world, awaiting the final summons beyond the snow and the frost line. Wherever they are they will be recalled as heroes of the storm beaten north.

The story of how the Chicago & Northwestern railroad secured absolute control of 86,215.03 acres of valuable timber and agricultural lands within the present limits of Langlade County is also the story of the development of railroad facilities in Upper Wisconsin.

By an act of Congress, June 3, 1856, thousands of acres of public lands were granted to the state to aid construction of railroads. October 11, 1856, the state approved incorporation of the Wisconsin & Superior Railroad, which was granted all immunities and privileges for the purpose of aiding in railroad construction from Fond du Lac to the state line.

The Wisconsin & Superior consolidated with the Chicago, St. Paul & Fond du Lac Railroad. On March 14, the legislature passed an act to facilitate and authenticate formation of a corporation by the purchasers of the Chicago, St. Paul & Fond du Lac, which has since been known as the Chicago & Northwestern railroad. This new organization became at once entitled to all land grants to the state to aid in railroad construction if they would build a road to the state line, which they did. The Chicago & Northwestern was completed to the mouth of the Menominee River, certification of the same was made by the Governor and the Secretary of the Interior and the lands were deeded over to the railroad company. Odd numbered sections were selected. It is interesting to note that between the contractors of the Military Road and the Chicago & Northwestern railroad approximately

125,000 acres of Langlade County territory (one-fifth of the total area of the county) passed into the hands of a few. For many years later tax deeds on Chicago & Northwestern railroad lands in Langlade County were signed by Samuel Tilden, Democrat Governor of New York, who attained fame for his exposure of the Tweed Ring and his contest for the Presidency with General Rutherford B. Hays, Ohio Governor, and Republican President of 1877.

village plat bordering on the line of the road, together with the right-of-way over all lands in which he was interested. Truly he was public spirited.

The first "mixed" train arrived in Antigo, November 9, 1881, with Conductor Sylvester Graves in charge. The Milwaukee, Lake Shore & Western was sold to the Chicago & Northwestern railroad August 19, 1893. All Langlade County property of the old Lake Shore system was taken over then.

.AN OLD "WOOD BURNER" OF THE U. L. S. & \V. RV. This type of engine was used for many years in and out of Antigo on the Lake Shore road. The work train was at Summit Lake, I'phani township when this picture was taken years ago. Among those in the crew were .Vlbert Stats, Sr.. Herman Walter, Joseph Cardaphe, Charles Wojan, Anton Reinsch, Dennis Greening, Theodore Kupper, Albert Kupper, .Mhert Koles. William Draeger. Jacob Kunz, Frank Daskam, August BecVnian, Wencel Cherwinka, Sr., .\1. Hillings. Conductor. Julius I'etrowski, Peter Petrowski, Rudolph Helby, Ed. Walch. Charles Lcnt.schc, Jacob Ko'achek and Adam GUigla. Engines No. 2!), :w. .'il, 32 and :!:!, New York Central property, were used for eight years in and adjacent to Antigo. They were converted wood burners. Pioneer engineers can remember them.

The Milwaukee, Lake Shore & Western

August 15, 1881, the first train pulled into Antigo and the old Indian trail, tote road, ox team and pack horse, marks of progress and development, diminished in usefulness. Demands for rapid transportation were about to be met. As the small engine No. 31 of the Milwaukee, Lake Shore & Western railroad, with its work car and caboose pulled into the wilderness, a band of villagers gathered around the Engineer, Charles Abrams, his fireman, James O'Connel and Conductor John Gordon. Antigo was then a strong temperance village. Thus the citizens did not feature Marse Henry or "hard lickker" of the Volstead violaters of today. Instead a great barrel of lemonade was provided by the womenfolk and the feasting on sandwiches and the rejoicing and merriment of the pioneers centered about the large barrel. There were no brass bands nor the flare of the bugle to herald this epochal event in Antigo's history. Less important things have occurred since in Antigo and have been given inflated publicity.

Hon. F. A. Deleglise, after considerable negotiations, succeeded in inducing the railroad officials to change the survey of the Milwaukee, Lake Shore & Western to its present route. Originally they had surveyed two miles west of the present site of Antigo. Mr. Deleglise gave the railroad eight blocks of the

The Wisconsin & Northern

The Wisconsin & Northern railroad was built originally to serve the timber products of the Menasha- Woodenware Company in eastern Langlade County. It was completed in 1907 or thereabout and has since been purchased by the Soo line. The road has been surveyed into Antigo but nothing definite about a spur into Antigo from Phlox can be stated. It is interesting in this connection to note that since 1883 citizens of Antigo have constantly talked about "another railroad coming in."

Chicago, Milwaukee & St. Paul

The Chicago, Milwaukee & St. Paul railroad runs through sections 19, 30, 31 and 32 of west Ackley township, but serves no beneficial territory in Langlade County.

The Chicago & Northwestern Engine House

January 25, 1883, the first engine house of the Milwaukee, Lake Shore & Western railroad was completed at Antigo. It was a two stall structure located between Third and Fourth Avenues, east of the railroad main track. In 1893, when the Milwaukee, Lake Shore & Western was sold to the Chicago & Northwestern railroad the engine house was moved to the present site, northeast of block 1. The new house was built with twelve stalls. In 1905, owing to the increased importance of Antigo as a Division point, fifteen stalls were added, making a twenty-seven stall roundhouse. The turn-table operates by electricity. A yard office, weighmaster's office, machine shops, depot, freight depot and warehouse, lumber yard and purchasing agent's office constitute the other railroad buildings.

The Antigo Depots

The Chicago & Northwestern depot was completed at a cost of approximately $65,000.00, October, 1907. Division offices were moved into the new headquarters then. The contract was let to Charles W. Gindele of Chicago. Work commenced in March, 1907. The depot was built in two sections, one containing waiting and ticket rooms with offices of telegraph opmeter. These bicycles tipped easily and many mishaps resulted. John Blinn, son of W. H. Blinn, first Antigo jeweler, owned the first bicycle in the county. Bicycles soon became popular, tournaments and races were held in Antigo, but with the approach of the automobile the bicycle era passed. It is now used wholly as a business convenience.

The First Road Petition

George Ratcliffe, Charles Herman and twenty-eight settlers of Antigo, Carpenter, and Rolling, petitioned the first county board to establish a road commencing at the southwest corner of section 21, township 30 N. of Range 11 east and running in a northeast course. The petitioners prayer was granted and the first committee on roads, consisting of James Quinn, A. Van

THE OLD iMILWAUKEK, LAKE SHORE & WESTERN DEPOT. The man standing near the engine holding a white flag in his hand is James Driscoll, a well known Antigo man in his time. Engine No. 2(1 was used for a long time in this region. The faithful old "Dobbin" of the American Express Company which cooperated with "Lon" House in the distribution of the cit5''s express can be seen near the depot. A small group of Indians are gathered in a circle near the waiting passenger train. Observe the old fashioned bicycle of that time.

erators, dispatchers, clerks and Division Superintendent above and the other containing a lunch room, baggage and express rooms and employes dressing room on the first floor with offices of the Division Engineer on the second floor.

The depot was formally dedicated November 5, 1907. A banquet was given at the Hotel Butterfield. Those present who spoke were : W. A. Gardner, Vice-President of the road, E. H. Heyser, Wisconsin Attorney for the road, George W. Latta, Antigo Attorney for the road, J. C. Lewis, banker. Attorney W. H. Mylrea of Wausau, Ex-Congressman E. A. Morse, R. C. Richards, General Claim Agent, Attorney F. J. Finucane and Mayor George W. Hill.

Contrast the new modern depot with the little frame two room depot of the old Lake Shore system which was remodeled once before its career ended.

The Bicycle Era

In 1884 the first bicycle made its appearance in Antigo. The front wheel was a large one to which pedals were attached. The rear wheel was very small in dia-

Zile and V. Simmons, were selected to report damages for lands taken preparatory to construction. The road was needed as it afforded settlers of Rolling and Norwood better facilities to get into Antigo, the county seat.

The second road petition was received from James Kennedy, W. C. Battrell and thirty-one others, residents of Polar and Antigo townships (18 from Polar - 15 from Antigo) asking for a county road from the east I4 post of section 25, township 31, range 12 east and following the Y^ line west to the Village of Antigo.

First Road Appropriation

The first actual road construction appropriation was made by the county June 15, 1881. $500.00 was appropriated to the Town of Norwood to open and improve a road, commencing at the SW post of section 35, then running north on the Y4 line of sections 36 and 26; thence to the center of said section 26, then west to the west ^4 post of section 26; thence north on section line to the SE corner of Section 22; thence west on the section line to the SW corner of section 20.

$300.00 was applied to opening and improving a road running on or near to the section line running from the southwest corner of section 20 to the northeast corner of section 6, all in township 30, north of range 12 E.

The first road built by the county in 1881 commenced at the southwest corner of section 21, township 30, north of range 11 east and then went north to Neva; thence east one mile; thence in a northeastern course to section 16, township 33, range 12 east; thence to section 34, township 34, range 12 east; thence by the Military Road to a point three miles north of Freedenland P. 0. and then on a route between ranges 14 and 15.

The automobile has demonstrated its value and is in constant use everywhere in Langlade County. Antigo has eleven garages where able mechanics repair automobiles. Every township has its garages. The number of automobiles owned in Langlade County is 1,536. Five hundred and forty-nine of these are owned by Antigo residents. Antigo township has more automobiles than any other township, 159 being its total.

The motorcycle has come into general use within the period of the automobile era and many people own and operate a motorcycle as a convenient method of travel.

The Automobile Industry

The most advanced means of travel on highways is the modern automobile. The first to appear in Antigo came in 1902 and was owned by W. L. Elliott, Antigo business man. It was a "one lunger" Oldsmobile with a high odd looking top. It aroused townsfolk with its odd Chug! Chug! Men, women and chil-

Langlade County has many experienced aviators who served in the World War, but it has no aeroplanes. The first flying exhibition in Langlade County was held by John Schweister in 1910 at the county fair. A great crowd gathered to see him perform, .lohn Kaminski, Milwaukee aviator, was the second to exhibit in an aeroplane in Antigo. The best aeroplane flight ever witnessed by Langlade County citizens was during the county fair of 1912, when the late Lincoln Beachey, renowned aviator, went into the clouds before thousands of thrilled spectators.

Today airplanes are used extensively in warfare and in arts of peace. It is not uncommon to see them pass over Antigo. The county fair grounds are frequently used as a landing place. The day will come when air lanes will be regulated everywhere as highways are today.

Highways No. 47, 39 and 64 traverse Langlade County. Thousands of tourists from every section of the union pass through Antigo on their way to and

Langlade County spent $188,007.78 on road construction and improvements in 1921. Contrast this with $500.00 spent the first year the county was organized. There are 160 miles of state aid and 62 miles of state trunk lines in the county. The average cost of ordinary graded roads in Langlade County is $2,000 per mile.

Automotive Dealers Association

December 11, 1883, the county board was petitioned to build a bridge across Wolf river at the lower Post Lake dam in section 16, township 33, range 12 east. The petition was signed by Jos. M. Jackson, H. B. Polar and 16 others. After reference to the Road and Bridge Committee, the county voted $1,200.00 to build the bridge. Bids were received by Supervisor Joseph Duchac. The contract was awarded to Hi. Polar, March 6, 1884 for $925.00.

Important Bridges

The most important bridges in Langlade County are located at Langlade, over Wolf river; at Lily, over Wolf river; at Pearson, at Elton, at Rezula, Ackley township. They are all steel bridges except the last named. The Rezula bridge cost $12,000.00. It was

The Rezula Concrete Bridge

It was difficult for the early homesteaders to travel in their day. They lost no time in erecting bridges to cross rivers and streams. The first bridge was probably built by W. L. Ackley over the Eau Claire in 1853, as it is safe to presume that he needed one to log and get back into the country known now as west Ackley.

The first bridge we have record of was built in 1874 by S. A. Taylor near lower Post Lake over the Wolf river. Many bridges were built and destroyed before then, no doubt. The Indians bridged the streams in their primitive way.

The S. A. Taylor bridge was constructed of heavy timber and rough sawed lumber. When Langlade County was organized Mr. Taylor sent a bill to the County Board declaring, that inasmuch as he had built the bridge and it was a public necessity the county ought to reimburse him for his labors, which they did to the extend of $1,400.

Many small wooden bridges of minor importance span small streams and rivers through various parts of the county. When the first settlers came to Antigo, Springbrook was spanned by a wooden bridge put in by John Cherf. It has since been replaced by concrete.

The ruins of many pioneer bridges can be located on various streams throughout Langlade County. Some of them have been obsolete for the past quarter of a century or more.

Highway Commissioners

Langlade County has had two County Highway Commissioners. The first T. W. Humble was selected by the County Board in 1911. He served until 1916 and was followed by Charles Olson of Elcho, who is still in the service. Wm. Wolfe is Mr. Olson's assistant.