USA > Illinois > Cook County > Chicago > Discovery and conquests of the Northwest, with the history of Chicago, Vol. II > Part 2
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NVOIHOIW
LYONS
Township 38 N.
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JACKSON
PARK
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Range 13 E .:
9 th. Extension by Ordinance
6 5 May 12 th 1890
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by Election
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Range 14 E.
: Township 32 N.
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Febr. 25^^1895
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LAKE CALUMET
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MAP -
Mouth of Creago Roch
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THE ORIGINAL - WILLIAM HOWARD,
WORTH
CALUMET
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Range 14 E
THORNTON"
Range 15 E.
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HUMBOLDT
PARK.
1869.
Feb. 27.
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of
Act
Ist Extension by Act of Feb. 16. 1847
OF
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29 2nd Extension
by Act 28 Feb 12. 1853
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BARN
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June 29.28
3ª Order
Il! Extension
Apr. 7 1891.
Court
July
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1889
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NICHTCAN
10th Extension
Apr. Ist. 1890 by Election Nov4. 1890
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PROVISO,
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by Election
Apr 4th. 1899
7th. Extension.
June 29 1889.
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Commissioners Apr. 29. 1899
and Ordinance by Act of of May 16.1887. |Feb. 13. 1863
LINCOLN FARK
OF CHICAGU
Township. 40 N
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Court
July 19
15.
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ORIGINAL LIMITS OF THE CITY OF CHICAGO AND THE SUCCESSIVE EXTENSIONS THEREOF,
Drawn from. Official Maps and Records
by
GREELEY HOWARD CO.
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3rd Extn.
CHICAGO.
Incorporated March 4th. 1847
OUTER ARBOR
GARFIELD
· of
Board
6th Extension by
R 12E
NILES Range 13 E.
by Elechon Apr 4
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ROLF LAKE
STATE OF INDIANA
8th Extension
21 by ~ Election 5
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by County
of
7th Extension
WASHINGTON
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MAINE
Table showing List of Mayors, Population, Valuation of Taxable Property, Amount of Taxes and Public Debts.
Mayors.
When Elected.
Popula- tion.
Total Valuation.
Total Tax. Public Debt.
William B. Ogden.
May
2,1837
4,170 $
236,842 $
5,905.15
Buckner S. Morris.
March
6,1838
235,896
8,849.36 $
9.996.51
B. W. Raymond.
March
5,1839
94,803
4,664.55
7,182.25
Alexander Lloyd.
March
3,1840
4,479
94,437
4,721.85
6,559.63
Francis C. Sherman
March
5,1841
166,747
10,004.67
12,387.67
Benjamin W. Raymond
March
7,1842
151,342
9,181.27
16,372.01
Augustus Garrett.
March
7,1843
7,580
1,441,314
8,647.89
12,655.40
A. S. Sherman.
March
7,1844
2.763,231
17,166.24
9,795.35
Augustus Garrett.
March
5, 1845
12,088
3,065.022
11.077.58
10,691.27
John P. Chapin
March
3, 1846
14,169
4,521,056
15.825.80
16,045.41
James Curtis.
March
2,1847
16.859
5,849,190
18,159.01
13.179.89
James H. Woodworth.
March
7,1848
20,023
6,300,440
22,051.54
20,338.38
James H. Woodworth.
March
6,1849
23,047
6,676,684
30,045.09
36,333.20
James Curtis.
March
5,1850
28,289
7,222,249
25,270.87
93,395
Walter S. Gurnee
March
2,1852
48,000
10,463,414
76,948.96
126,035
Charles M. Gray.
March 14, 1853
60,652
16,841,831
135,662.68
189,670
Isaac L. Miliken
March 13. 1854
75,000
24.392,230
499,081.64
248,666
Levi D. Boone.
March
8,1855
80,000
20,992,873
206,209.03
328,000
John C. Haines.
March
1,1859
36,553,380
543,614.08
1,855,000
Morch
6,1860
109,206
37,053,512
573,315.29
2,336,000
Francis C. Sherman
April
15, 1862
138,186
37,139,845
564,038.06
3.028,000
Francis C. Sherman.
April
21,1863
169.353
48.732,782
974,665.64
3,544,500
John B. Rice.
April
18. 1865
178,492
64,709,177
1,294,183.50
3,701,000
John B. Rice.
1866
200,418
85,953.250
2,518,472.00
4,757,500
John B. Rice.
1868
252,054
230,247,000
3,223,457.80
6,484,500
Roswell B. Mason.
Nov.
2,1869
266.920,000
3,990,373.20
7,882,500
Roswell B. Mason
1870
306,605
275,986,550
4,262,961.45
11,041,000
Nov.
7,1871
289,746,470
2,897,564.70
14,106,000
Joseph Medill ..
1872
367,396
283,197,430
4,262.961.45
13,544,000
Harvey D. Colvin.
Nov.
4,1873
312,072,995
5,617,313.91
13,478,000
Harvey D. Colvin.
1874
395,408
303,705,140
5,466.692.54
13,456,000
Monroe Heath
July
12, 1876
407,661
4,046.805.80
13,436,000
Monroe Heath
April
3, 1877
436,731
+131,981,436 +117,970,135
3,776,888.19
13,043.000
Carter H. Harrison ..
April
5, 1881 +119,151,951
4,136,708.38
12,752,000
Carter H. Harrison ..
1882
560,633
4,540,506.13
12,751,500
Carter H. Harrrison.
1884
629,985
+137,326,980
4,872,456.60
12,751,500
Carfer H. Harrison.
April
7,1885
+139,958,292
5,152,366,03
12,695 500
Carter H. Harrison.
1886
693,861
5,368,409.76
12,588,500
John A. Roche.
April
5,1887
+161,204,535
5,602,712.56
12,588,500
John A. Roche ..
1888
802,651
+160,641,727
5.723,067.75
12,561,500
De Witt C. Cregier.
April
2. 1889
+201.104,019
6,326,561.21
13,554.900
De Witt C. Cregier
1890 1,105,540
+219,354,368
9,558,334.80
13,545, 400
Hempstead Washburne
April
7,1891
+256,599,574
10,453,270,41
13,530,350
Hempstead Washburne
1892 1,438,010
+243,732,138 12,142,448.75
#18,515,450
Carter H. Harrison.
April
4,1893
1245,790,350
11,810,950.69
#18,426,450
George B. Swift, pro tem.
ŞÑov.
4, 1893
+247,425,442
12,267,643.62
$17,722,950
John P. Hopkins.
April
5,1895
+243,476,825
14 239,685.13
#17,188,950
George B. Swift.
1896 1,616,635
+244,357,286
12,290,145.21
$17,078,950
Carter H. Harrison.
April
4,1897
+232,026,660
12,939,333.10
#17,018,450
Carter H. Harrison.
1898 1,851,588
1220,966,447
12,207,906.82
$16,922,450
March
3,1837
36,235,281
572.046.00
535,000
John C. Haines.
March
2,1858
35.991,732
430,190.00
Julian S. Rumsey
April
16, 1861
36,352,380
550.968.00
2,362,000
John B. Rice.
April
16,1867
84,113
31,736,084
396,652.39
435,000
John Wentworth.
Francis C. Sherman.
1864
42,677,324
853,346.00
3,422,500
Walter S. Gurnee
March
4, 1851
8,562,717
63,385.87
13,057.000
Carter H. Harrison Carter H. Harrison.
April
1880
503,298
+117,183,643
3,899,126.98
12,752,000
Carter H. Harrison ..
April
3,1883
+125,358,537 +132,230,504
4,227,402.98
12,752,000
Harvey D. Colvin
1875
+173,764.246
5,108,981.40
13,457,000
+168,037,178 +148,409,148
4,013,410.44
13,364,000
Monroe Heath
1878
3,778,856.80
1,1879
195,026,844
1,719,064.05
4,369,500
Thomas Dyer ..
March 10, 1856
John Wentworth
+Equalized valuation of State Board of Equalization. Includes World's Fair Bonds. NOTE .- On May 15, 1837, the City Treasurer of the City of Chicago received from the Treasurer of the Town of Chicago, in cash. $2,814.26. The city debt, as noted above, was compiled from the annual statements of 1838 to 1856, inclusive, as submitted by the Finance Committee of those years to the Common Council, and from 1857 to 1897. inclusive, from the annual statements of the City Comptroller. The above includes territories lately annexed. Tax rate, $5.59.
John P. Hopkins.
Dec.
19, 1893 1,567,727 1894
George B. Swift.
+158,496,132
Joseph Medill.
BERRY & DOLE
RWARDING & COMMISSION
19
Arrival of the First Vessel At Chicago.
[ From the Chicago Democrat of July 16th, 1834.]
ARRIVAL OF THE FIRST VESSEL THROUGH THE OPENING AT THE MOUTH OF THE CHICAGO RIVER.
"Our citizens were not a little delighted on Satur- day morning last by a sight as novel as it was beau- tiful. About nine o'clock their attention was arrested by the appearance of the splendid schooner Illinois, as she came gliding up the river into the heart of the town under full sail. The Illinois is a new vessel of nearly one hundred tons, launched this spring, at Sackett's Harbor, N. Y., is a perfect model of a schoo ner, and is commanded by Captain Pickering, who is one of the most enterprising and persevering seamen that navigates the lakes. Her topmast was covered with streamers, and her canvass was all spread to in- vite the gentle breeze. The banks of the river were crowded with a delightedcrowd, and as she reached the wharf of Messrs. Newberry and Dole, where she stop- ped, she was hailed with loud and repeated cheers. Her decks were immediately crowded by the citizens, all anxious to greet her gallant commander with a warm and hearty welcome. The draw-bridge was soon raised, and she passed on to the upper end of the town, and came to Ingersoll's wharf in front of the Weston Stage House. On her passage up the river more than two hundred of our citizens were on board. We hope we shall often greet Captain Pickering and his brethren of the lakes in the harbor of Chicago.
"On Monday night the schooner Philip, Captain Hone, from Lake Erie, also entered the river, and was engaged yesterday in discharging her cargo at the wharf of Messrs. Newberry and Dole."
20
Flood of 1849.
FLOOD OF 1849.
In March, 1849, after a two or three days heavy rain, which had been preceded by hard snow storms, the citizens of the town were aroused from their slumbers by reports that the ice in the Des- plains river had broken up; that its channel had be- come gorged with it; that this had so dammed upits waters as to turn them into Mud Lake; that in turn, they were flowing thence into the natural estuary, which then connected the sources of the South branch of the Chicago river with the Desplaines. These re- ports proved to be correct. Further, it was also rumored that the pressure of the waters was now breaking up the ice in the South branches; that the branch was becoming gorged, in the main channel, at various points, and that if something were not done, the shipping, which had been tied up for the winter a- long the wharves, would be seriously damaged.
Of course each owner, or person in charge, at once sought the safety of his vessel, added additional moorings to those already in use; while all waited with anxiety and trepidation the result of the totally unexpected catastrophe. It was not long in coming. The river soon began to swell, the waters lifting the ice to within two or three feet of the surface of the wharves. Between nine and ten A. M. loud reports, as of distant artillery, were heard towards the southern extremity of the town, indicating that the ice was breaking up. Soon, to these were added the sounds proceeding from crashing timbers, from hawsers tear- ing away the piles around which they were vainly fastened, or snapping like so much pack-thread, on account of the strain upon them. To these, in turn. were succeeded the cries of people calling to the par- ties in charge of the vessels and canal boats to escape ere it would be too late; while nearly all the males, and hundreds of the female population, hurried from
21
Flood of 1849.
their homes to the banks of the river to witness what was by this time considered to be inevitable, namely, a catastrophe, such as the city never before sustained. It was not long before every vessel and canal boat in the south branch, except a few which had been se- cured in one or two little creeks, which then connect- ed with the main channel, was swept with resistless force toward the lakes. As fast as the channel at one spot became crowded with ice, and vessels inter mingled, the whole mass would dam up the water, which, rising in the rear of the obstruction, would propel vessels and ice forward with the force of an e- normous catapult. Every lightly constructed vessel would at once be crushed as if it were an egg-shell; canal-boats disappeared from sight under the gorge of ships and ice, and came into view below it in small pieces, strewing the surface of the boiling water.
At length a number of vessels were violently precip- itated against Randolph street bridge, then a com- paratively frail structure, and it was torn from its place in a few seconds, forcing its way into the main channel of the river. The gorge of natural and artificial materials-of ice and wood and iron-kept on its resistless way to the principal and lastremain- ing bridge in the city, on Clark St. This structure had been constructed on piles, and it was supposed would prevent the vessels already caught up by the ice from being swept out into the lake.
But the momentum already attained by the great mass of ice, which had even lifted some of the vessels bodily out of the water, was too great for any ordi- nary structure of wood, or even stone or iron to re- sist, and the moment this accumulated material struck the bridge, it was swept to utter destruction, and with a crash, the noise of which could be heard all over the then city, while the ice below it broke up with reports as if from a whole park of artillery. The scene just below the bridge, after the material
22
Flood of 1849.
composing the gorge had swept by the place just oc- cupied by the structure, was something that bordered on the terrific.
The cries and shouts of the people, the crash of tim- bers, the toppling over of tall masts, which were in many cases, broken short off on a level with the decks of the vessels, and the appearance of the crowds flee- ing terror-stricken from the scene through Clark and Dearborn streets, were sounds and sights never to be forgotten by those who witnessed them. At State street, where the river bends, the mass of material was again brought to a stand, the ice below resisting the accumulated pressure, and the large number of vessels in the ruck, most of which were of the best class, the poorer ones having previously been utterly destroyed, helping to hold the whole together. In the meantime several canal boats, and in one in: stance a schooner with rigging allstanding, were swept under this instantaneously constructed bridge, coming out on the eastern side thereof in shapeless m a ssesof wreck, in the instance of the schooner, and of matchwoodin the instances of canal boats. Pres- ently the ice below this last gorge began to give way, clear water appearing, while a view out into thelake showed that there was no ice to be seen. It was then that some bold fellows armed with axes, sprang upon the vessels, thus jammed together, andin dan- ger of destruction.
Among the foremost and most fearless were: R. C. Bristol, of the forwarding house of Bristol & Porter; Alvin Calhoun, a builder, brother to John Calhoun, founder of the Chicago Democrat newspaper, and fa- ther of Mrs. Joseph K. C. Forrest, Cyrus P. Bradley, subsequently Sheriff, and Chief of Police, and Darius Knights, still an employe of the city. These gentle- men, at the risk of their lives succeeded in detaching the vessels at the Eastern end of the gorge, one by one, from the ruck, until finally some ten or twelve
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Flood of. 1849.
large ships, relieved from their dangerous positions, floated out into the lake, their preservers proudly standing on their decks, and returning with salutes, the cheers of the crowd on shore. Once in the lake, the vessels were secured, in some cases by dropping the anchors, and in others by being brought up at the piers by the aid of hawsers.
The Democrat of the 14th, in its record of the event, says (speaking of the upper jam): "Below all this lies another more solid dam, composed of larger ves- sels, and consequently stronger material, wedged in so firmly as to defy extraction. * *
* Thus is formed one of the most costly bridges ever constructed in the West, and the only one Chicago now boasts of. Crowds of persons were at the wrecks yesterday, and crowded the decks of the various ves- sels. Many ladies were not afraid to venture over this novel causeway, beneath which the water roared, falling in cascades from one obstruction to another, the whole forming perhaps the most exciting scene ever witnessed here."
The Journal of the same date gives the following: "The Randolph street bridge and the schooner Mah- ala sunk at the mouth of the river yesterday togeth- er. * The schooner Diamond, which was carried down the river yesterday, upon reaching the vessels wedged in near the lighthouse, was forced by the cur- rent completely under them, and came up on the oth- er side. She was not badly broken, and now lies bot- tom up between the piers. There were a number of persons on the canal boats which were swept into the lake. One poor fellow waved his handkerchief as a signal of distress, about ten miles out, during the afternoon, but there was no boat which could be sent to his assistance. * * * No mails left the city last night. All egress is prevented by high water and impassible state of the roads.
24
History of the River Tunnels of Chicago
HISTORY OF THE RIVER TUNNELS OF CHICAGO.
BY E. S. CHESEBROUGH.
WASHINGTON STREET RIVER TUNNEL.
The first bridges across the Chicago River and its bran- ches were floating structures, popularly known as "tub bridges," which, when closed, did not allow the passage of vessels of any size. The next kind were similar to the present, turning on their centers, but placed so low as scarcely to allow a canal-boat to pass under them, and had to be opened for every tug or larger vessel. As the commerce of the city increased, the crossing of the river was more and more frequently interupted, but the rights of navigation being considered then paramount to all others on the river, vessels could not be detained at all by the bridges, no matter how great the inconvenience to land travel or transportat- ion. At length, after a few bridges had been built more elevated above the water than the first, an or- dinance was passed requiring the tugs to lower their chimneys in passing them when they had no ves- sel in tow. This ordinance met with great opposition from tug-masters at first, so that for a day or two they refused to tow any vessels in or out of the river. But soon this reasonable requirement was acquiesced in, and consequently much relief was afforded to the passage of vehicles across the river. Notwithstand- ing this relief, however, the views which then obtained with regard to the unlawfulness of detaining vessels at all at the bridges, and the constantly increasing demands of commerce-both on the water and the land-seemed to make it imperative that one or more tunnels, for the passage of vehicles, should be con- structed under the river.
Among the earliest efforts for tunneling under the riv- er was that of a company formed in 1853, at the head of which was Hon. Wm. B. Ogden. Messrs. Wm. Good-
25
History of the River Tunnels of Chicago.
ing, Ed. F. Tracy and Thos. C. Clarke proposed plans for the work; Mr. Clarke's was, for a structure princi- pally of wrought iron, which it was understood the company thought most favorably of, but no decided steps toward the carrying out of any plan were taken at first. Afterwards the elevation of the bridges, and the ordinance with regard to the tugs, having afforded so much relief to land travel, it was serious- ly doubted if any company could obtain a sufficient revenue to justify the construction of a tunnel under theriver. Between the spring of 1864 and that of 1866, various projects were presented to the City Council, and most of them were referred to the Board of Public Works. A member of this Board, himself an en- gineer-Mr. J.J. Gindele-submitted a plan, which was referred to the City Engineer, with instructions to con- fer with other engineers on the subject, and report to the Board his views with regard to the best plan to be adopted. The City Engineer, after careful investi- gation of various projects, recommended a plan which was substantially Mr. Gindele's, adding to it a stronger roof and the sub-tunnel for safer drainage. The Board adopted this plan and proceeded to let the work, all necessary ordinances having been pre- viously passed by the City Council, which had, after much discussion, fixed upon Washington Street for the site.
The plan of this structure includes open approach- es at each end, two driveways and one footway under the river, and between the driveways and each open approach a large single archway or covered approach, which, togetherwith the open approaches, are only for driveways, The footway out has entire- ly separate entrances, by means of a steep incline and stairway, near to and on each side of the river. The double arches under the river were adopted for saftey, economy, and ease of grade. They are each 11 feet wide and 15 feet high, * with perpendicular sides.
Above invert, or 13 feet above pavement.
26
History of the River Tunnels of Chicago.
The upper have three centres, and the inverts are seg- ments of 10 feet radius. The covered approach on each side of the river is contracted in the first 40 feet from the double-arched driveway, from a width of 231/2 feet, and height of 201/2 feet, to 1912 feet width and 18 feet 10 inches in height, and continues so to the open approach. The footway is elevated under the middle of the river 5 feet above the driveway. It is 10 feet wide and 10 feet 10 inches high, and otherwise shaped like the driveways. The thickness of the perpendicular wall or pier between the drive- ways is 2 feet; also that between thesouth driveway and the footway. The river section is 222 feet long. The upper arches, inverts, piers and facings of abut- ments are all of brick-work laid in cement. The backs of the abutments are of rubble, laid in cement. The foundations are all of concrete. The abutments under the river are 7 feet thick. The arches and in- verts there are 22 inches thick. The spandrels of the upper arches are formed of rubble masonry, which is brought to a smooth upper surface, then coated with common lime mortar, and then covered with a coat- ing of asphalt mastic, made according to rules observ- ed by the United States engineers in covering case- ments. Over the mastic another layer of lime mor- tar, and then a flagging course of limestone 10 inches thick, was laid to prevent the dragging of anchors from injuring the masonry of the upper arches. This work was intended to be so strong, that if a vessel loaded with iron shonld sink upon the tunnel, the structure would not give way.
The arches of the covered approaches each side of the river are 30 inches thick on the sides and 22 in- ches on top. The abutments of these arches are 7 feet 2 inches thick at their bottoms, and diminished by steps upwards to 6 feet 7 inches. The invert is 18 inches thick ordinarily, 22 inches under the widest
t Above invert, or 8 feet above plank walk.
27
History of the River Tunnels of Chicago.
part. The upper portion of these arches was covered with a coating of mastic, less costly, and less carefully laid on than that under the river. The east covered approach is 310 feet long, and the west covered ap- proach is 402 feet long.
At the joining of the river portion of the tunnel on each side with the chvered approaches, solid stone dock walls were run up to 8 feet above low water, and placed on lines that had been previously estab- lished for a comprehensive plan of widening and straightening the Chicago River and its branches. The estimated cost ofthis much-needed widening, and the difficulty of determining who should pay for it, have been so great as to prevent it from being carried out thus far, and the general desire for it seems to have diminished very much.
The retaining walls, on each side of the open ap- proaches, vary in thickness, at the base from 834 to 4 feet, and are everywhere on top 2 feet thick. Their faces are perpendicular and their backs are stepped up. The tops of these walls, and of the cross walls connecting them at the entrance to the covered ap- proach, are covered with neat coping, which is sur- mounted by a strong iron railing. These walls are of neat coursed rubble masonry, laid in cement. The east open approach is 272 feet long, and the west 320 feet, the total length of masonry in the tunnel being 1,526 feet.
The roadway has a grade of 1 in 16 between Frank- lin Street and the commencement of the double drive- way; then 1 in 42.86 to the centre of the river, the same between that and the commencement of the west covered approach; then 1 in 18.63 to Clinton street, the entire length being 1,608 feet. This road- way, thus far, has always been paved with wooden blocks, except a small portion, recently, under the river, where the blocks have been worn out in the ruts very rapidly, never keeping in order over two
28
History of the River Tunnels of Chicago.
years after being laid.
The footway has a grade of 1 in 11.31 on the east side of the centre of the river to near the entrance house, where there is a level platform, then two flights of steps up to the surface on the east side of Market street. The grade west of the centre of the river is 1 in 12.08, with an entrance house and flights of steps on the east side of Canal street, similar to those at the other end on Market street .*
The work was first let to contractors, whose inex- perience led to a failure and re-letting. It was com- menced the second time July 25, 1867, by Messrs. J. K. Lake, Chas. B. Farwell, and J. Clark. Mr. Clark afterwards withdrew, and was succeeded by Mr. A. A. McDonnell. A formal opening of the tunnel by the Hon. J. B. Rice, then Mayor, took place Jan. 1, 1869, The entire cost of the work to the city, including all preliminary expenses, up to Oct. 31, 1869, was $512, 707.57.
Notwithstanding the pains and expense taken to make this work tight, it leaked considerably at first under the river, and in very cold weather became so blocked with ice as to be dangerous unless frequently cleared out. That leakage has very much diminished, and is not one-tenth as much now as at first. The leakage and frost affected the piers between the river arches so much as to make it necessary to renew port- ions of them about three years ago.
Actual experience in the use of this tunnel by the public shows that the passage of heavily loaded teams
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