USA > Illinois > Livingston County > Historical encyclopedia of Illinois, Volume I Pt 1 > Part 19
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lingion; Quiney & Warsaw: Ottawa, Cliosamo & Fox River Valley : Quiney, Alton & St Louis, and the St. Louis, Rock Island & Chicago The Chicago, Burlington & Northern-known as the Northern Division of the Chicago, Burlington & Quincy - is an important part of the system. furnishing a connection between St. Louis on the south and St. Paul and Minneapolis on the north, of which more than half of the de tance of 583 miles between terminal points, is in Illinois. The latter division was originally chartered, Oct. 21, 1885, and constructed from Oregon, Ill., to St. Paul. Minn. (319 miles), and from Fulton to Savanna, Ill (16.72 miles), and opened. Nov. 1. 1886. It was formally incorporated into the Chicago, Burlington & Quincy line in 1809. In June of the same year the Chicago, Burlington & Quincy also acquired by purchase the Keokuk & Western Railroad from Keokuk to Van Wert. Jowa (143 miles), and the Des Moines & Kansas City Railway, from Des Moines, Iowa, to Caines- ville, Mo. (112 miles).
CHICAGO, DANVILLE & VINCENNES RAIL- ROAD. (See Chicago & Eastern Illinois Rail- road.
CHICAGO DRAINAGE CANAL, a channel or waterway, in course of construction (1892-99) from the Chicago River, within the limits of the city of Chicago, to Joliet Lake, in the Des Plaines River. about 12 miles above the junction of the Des Plaines with the Illinois. The primary object of the channel is the removal of the sewage of the city of Chicago and the proper drainage of the region comprised within what is called the "Sanitary District of Chicago." The feasibility of connecting the waters of Lake Michigan by way of the Des Plaines River with those of the Ilinois, attracted the attention of the earliest French explorers of this region, and was com- mented upon, from time to time, by them and their successors. As early as 1508 the subject of a canal uniting Lake Michigan with the Illinois was discussed in a report on roads and canals by Albert Gallatin, then Secretary of the Treasury, and the project was touched upon in a bill relat- ing to the Erie Canal and of her enterprises, intro- duced in Congress in 1811. The measure continued to receive attention in the press, in Western Territorial Legislatures and in official reports, one of the latter being a report by John C Cal- houn, as Secretary of War, in 1819, in which it is spoken of as "valuable for military purposes " In 1822 Congress passed an act granting the right of way to the State through the public lands for such an enterprise, which was followed,
1
IT.
EXCAVATION IN ROCK FOR DRAINAGE CHANNEL AND WATERWAY. (FULL DEPTH IN CENTER.)
SANITARY CANAL - CHICAGO
1620
..
MANCHESTER
1700
NORTH SEA - BALTIC -
7ニル:
NORTH SEA - AMSTERDAM -
300 08
8:0
SUE2
'328 0
190 0
PANAMA
1640
101 68
WELLAND
ILLINOIS & MISSISSIPPI HENNEPIN -
1000
100 0
$90
ERIE
ILLINOIS & MICHIGAN
700
..
SC
COMPARATIVE SIZE OF NOTED CANALS.
HISTORICAL ENCYCLOPEDIA OF ILLINOIS.
five years later. by a grant of lands for the pur- pose of its construction. The work was begun in 1836, and so far completed in 1548 as to admit of the passage of boats from the Chicago basin to La Salle. (See Illinois & Michigan Canal.) Under an act passed by the Legislature in 1863, the work of deepening the canal was undertaken by tho city of Chicago with a view to furnishing means to relieve the city of its sewage. the work being completed some time before the fire of 1871. This scheme having failed to accomplish the object. designed, other measures began to be considered. Various remedies were proposed, but in all the authorities were confronted with the difficulty of providing a fund, under the provisions of the Constitution of 1870, to meet the necessary cost of construction. In the closing months of the year 1885, IIon. IT. B. Hurd, who had been a member of a Board of "Drainage Commission- ers," organized in 1855, was indneed to give attention to the subject. Having satisfied hin- self and others that the difficulties were not insurmountable with proper action by the Legis- lature, the City Council, on Jan. 27, 1886, passed a resolution authorizing the Mayor to appoint a Commission, to consist of "one expert engineer of reputation and experience in engineering and sanitary matters," and two consulting engineers, to constitute a "drainage and water-supply com- mission" for the purpose of investigating and reporting upon the matter of water-supply and disposition of the sewage of the city. As a result of this action, Rudolph Hering, of Philadel- phia, was appointed expert engineer by Mayor Harrison, with Benezette Williams and S. G. Artingstall, of Chicago, as consulting engineers. At the succeeding session of the General Assem- bly (1887), two bills -- one known as the "Hurd bill" and the other as the "Winston bill," but both drawn by Mr. Hurd, the first contemplating doing the work by general taxation and the issue of bonds, and the other by special assessment- were introduced in that body. As it was found that neither of these bills could be passed at that session, a new and shorter one, which became known as the "Roche- Winston bill, " was intro- duced and passed near the close of the session. A resolution was also adopted creating a com- mission, consisting of two Senators, two Repre- sentatives and Mayor Roche of Chicago, to further investigate the subject. The later act. just referred to, provided for the construction of a eut- off from the Des Plaines Hiver, which would divert the flood-waters of that stream and the North Branch into Lake Michigan north of the
city. Nothing was done under this het, however At the next session (1889) the commission made a favorable report, and a new law was enacted embracing the main features of the Hurd bill, though changing the title of the organization to be formed from the "Metropolitan Town," as proposed by Mr. Hurd, to the "Sanitary Dis- trict." The act, as passed, provided for the election of a Board of nine Truste s, their powers being confined to "providing for the drainage of the district," both as to surplus water and sew- age. Much opposition to the measure had been developed during the pendency of the legislation on the subject, especially in the Illinois valley, on sanitary grounds, as well as fear of midsum- mer flooding of the bottom lands which are cultivated to some extent : but this was overcome by the argument that the channel would, when the Des Plaines and Illinois Rivers were improved between Joliet and La Salle, furnish a new and enlarged waterway for the passage of vessels between the lake and the Mississippi River, and the enterprise was indorsed by conventions held at Peoria, Memphis and elsewhere, during the eighteen months preceding the passage of the act. The promise ultimately to furnish a flow of not less than 600,000 cubic feet per minute also excited alarm in cities sitnated upon the lakes, lest the taking of so large a volume of water from Lake Michigan should affect the lake-level injuriously to navigation; but these apprehen- sions were quieted by the assurance of expert engineers that the greatest reduction of the lake- level below the present miniunun would not exceed three inches, and more likely would not produce a perceptible effect.
At the general election, held Nov. 5, 1889, the "Sanitary District of Chicago" was organ- ized by an almost unanimous popular vote -the returns showing 70,958 votes for the measure to 212 against. The District, as this formed, embraces all of the city of Chicago north of Eighty-seventh Street, with forty- three square miles outside of the city limits but within the area to be benefited by the improvement. Though the channel is located partly in Will County, the district is wholly in Cook and bears the entire expense of construc- tion. The first election of Trustees was held at a special election, Dee. 12, 1859, the Trustees then elected to hold their offices for five years and until the following November. The second election occurred, Nov. 5, 1895, when the Board, as now constituted (1899), was chosen, viz. : William Boldenweek, Joseph C. Braden, Zina R.
96
IHISTORI AL ENCYCLOPEDIA OF ILLINOIS.
Carter Bernard A. Eckhart, Alexanderd Jours. Thomas Kelly, James P. Mallette, Thisas .1 Sinyth and Frank Weiter. The Trifters have power to sell bonds in order to procure funds to prosecute the work and to levy taxes upon prop- erty within the district under certain Bantations as to length of time the taxes run and the rate per cent imposed. Under an amendment of the Drainage Act adopted by the Legislature in 1897. the rate of assessment upon property within the Drainage District is limited to one and one-b. If per cent, up to and including the year 1:99, but after that date becomes one half of one por cent.
The bed of the channel, as now in process of construction, commences at Robey Street and the Sonth Branch of the Chicago River, 5.8 miles from Lake Michigan, and extends in a south- westerly direction to the vicinity of Sunnuit. where it intersects the Des Plaines River. From this point it follows the bed of that strium to Lockport. in Will County, where. in consequence of the sudden depression in the ground, the hed of the channel comes to the surface, and where the great controlling worksare situated. This has made necessary the excavation of about thirteen miles of new channel for the river -- which runs parallel with, and on the west side of. the drainage canal -besides the construction of about nineteen miles of Jever to separate the waters of the canal from the river The following statement of the quality of the material excavated and the dimensions of the work. is taken from a paper by IIon. I. B. Hurd. under the title. "The Chicago Drainage Channel and Waterway," published in the sixth volume of "Industrial Chicago" ( 1806): "Through that portion of the channel between Chicago and Summit, which is being constructed to produce a flow of 300,000 cubic feet per minute. which is supposed to be sufficient to dilute sew- age for about the present population (of Chicago). the width of the channel is 110 feet on the bot- tom, with side slopes of two to one. This portion of the channel is ultimately to be enlarged to the capacity of 600,000 cubic feet per minute The bottom of the channel, at Robey Street. is 21.198 feet below Chicago datmin. The width of the channel from Sumit down to the neighborhood of Willow Springs is 202 feet on the bottom, with the same side slope. The cut through the rock, which exteals from the neighborhood of Willow Springs to the point where the channel runs mt of ground near Lockport is 160 feet wide at the bottom. The enthe depth of the chimmel is substantially the same as at Robey Street. with the addition of one foot in 10,000 feet The rock
Tention of the channel is consuefru to the fill the point where the chamel runs out of ground to Joliet Lake, there is a rapid fall, over 100 slope work are to ve constructed to let the water down in voch a manner is hot to damage Joliet
Ground was broken on the rock-ent nemt Lement on Sept 3, 1499, and work has iren is. ress of the work was greatly obstructed during. the year 159s by difficulties encounter. linser ing the right of way for the discharge of the waters of the canal through the city of Joliet but these were compromised nar the close of the year, and it was anticipate I that the work wonl ] be prosecuted to completion during the year 1599. From Feb. 1, 1890, to Der 31, 1898, the net receipts of the Board for the prosecution of the work aggregated $25, 959 707, while the net expenditure had amounte 1 to $25.221 561 57. 01 the latter, $50,099,251 67 was charged to constine- tion account. $3,156,903.19 to Pland account (including right of way), and $1. 229, 092.89 to the cost of maintaining the engineering department When fini hed, the cost will reach not less than $35.000.000. These figures indicato the stupen dous character of the work, which bids fair to stand without a rival of its kind in modern engineering and in the results it is expected to achieve
CHICAGO GREAT WESTERN RAILWAY. The total mileage of this line, June 30, 1895, was 1,008 miles, of which 132.52 miles are operated and owned in Illinois. The line in this State extends west from Chicago to East Dubuque, the extreme terminal points hoing Chicago and Minneapolis in the Northwest, and Kansas City in the Southwest. P has several branches in 1h nois, lowa and Minnesota, and trackage arrange ments with several lines, the most important being with the St. Paul & Northern Pacific (10 76 miles), completing the connection between St Paul and Minneapolis; with the Minois Central from East Dubuque to Portage ( 12 23 miles), and with the Chicago & Northern Pacific trom Forest Home to the Grand Central Station in Chicago The company's own track is single, of standard gauge, laid with sixty and seventy five-pound steel rail .. Grades and curvature are light, and the equipment well maintained The outstand- ing capital stock (IS95, was 852,019,051. total capitalization, including stock, bond, and miscel laneous indebtedness, 857, 144.215 (Histoky) The road was chartered Jan 5. 1592, under the laws of Illinois for the pur; of rer fication of
1.
VIEWS OF DRAINAGE CANAL.
VIEWS OF DRAINAGE CANAL.
sias
1
1
1
1
VIEWS OF DRAINAGE CANAL.
HISTORICAL ENCYCLOPEDIA OF ILLINOIS.
the Chicago, St. Paul & Kansas City Railway Company on a stock basis During 1995 the De Kalb & Great Western Railroad (5 &1 miles) was built from De Kalb to Sycamore as a feeder of this line.
CHICAGO, HARLEM & BATAVIA RAIL- ROAD. (See Chicago & Northern Partie Mail- road. )
CHICAGO, HAVANA & WESTERN RAIL- ROAD. (See Illinois Central Retround
CHICAGO HISTORICAL SOCIETY, or third, April 21, 1556, for the purposes of (1) estal 'i' ing a library and a cabinet of antiquities, relies, etc. : (2) the collection and preservation of historical manuscripts, documents, papers and tracts; (3) the encouragement of the discovery and investi- gation of aboriginal remains, particularly in Ili- nois: (4) the collection of material illustrating the growth and settlement of Chicago. By 1871 the Society had accumulated much valuable material, but the entire collection was destroyed in the great Chicago fire of that year, amon,, the manuscripts consumed being the original draft of the emancipation proclamation by Abraham Lincoln. The nucleus of a second collection was consumed by fire in 1874. Its loss in this second conflagration included many valuable mahu- seripts. In 1877 a temporary building was erected, which was torn down in 1592 to make room for the erection, on the same lot, of a thoroughly fire-proof structure of granite, planned after the most approved modern systems. The new building was erected and dedicated under the direction of its late President. Ed- ward G. Mason, Esq., Dec. 12, 1896. The Society's third collection now embraces about twenty five thousand volumes and nearly fifty thousand pamphlets; seventy-five portraits in oils, with other works of art; a valuable collection of mauuscript documents, and a large museum of local and miscellaneous antiquities. Mr. Charles Evans is Secretary and Librarian.
CHICAGO HOMEOPATHIC MEDICAL COL- LEGE, organized in 1866, with a teaching faculty of nineteen and forty-five matriculates. Its first term opened October 4, of that year, in a leased building. By 1841 the college had outgrown its first quarters and a commodious, well appointed structure was erected by the trustees, in a more desirable location. The institution was among the first to introduce a graded course of in true tion, extending over a period of eighteen years In 1897, the matriculating class numbered over 200.
CHICAGO HOSPITAL FOR WOMEN AND CHILDREN.located at Chicago, and foun le lin
1865 by Dr Mary Harri Th spot, It- dy Lved obje ts are. "To al'orl .cleoto Tor w moorish I children among the Day spa pour in modo medical and surged web to treat the sun classes at home by to arei tant physician, In aflend a free dispen ny Bor the same al } t train competent ma " At the outset the hospital was fairly well on tainel through mi vate benefactions, and, in 1 70, largely thisted Dr. Thompson's charts, a college was man. ... for the medical education of women exclusively (See Northwestern University Women's Molient School.) The hospital building was totally destroyed in the great fire of 1871, but temporary accommodations were provided in another section of the city. The following year, with the ail of 825,000 appropriated by the Chicago Relief and Aid Society, a pernament building was pur- chased, and, in 1885, a new, commodlions and well planned building was erected on the same site, at a cost of about $75,000.
CHICAGO, MADISON & NORTHERN RAIL .- ROAD, a line of mailway 231.5 miles in length, 110 miles of which lie within Ilinois. It is operated by the Illinois Central Railroad Company, and is known as its "Prosport Division." The par value of the capital stock outstanding is $50,000 an 1 of bords $2,500,000, while the floating debt is $3,620,698, making a lotal capitalization of $6.170,69%, or $26,69% per mile. (See . Iso Illinois C'entral Railroad. ) This road was opened from Chicago to Freeport in ESSS.
CHICAGO MEDICAL COLLEGE. (See North- western University Medical College.)
CHICAGO, MILWAUKEE & ST. PAUL RAIL- WAY, one of the great trunk lines of the North- west, having a total mileage (15%) of 6,153.83 miles, of which 517.91 are in Illinois. The main line extends from Chicago to Minneapolis, 120 miles, although it bas connections with Kansas City, Omaha. Sioux City and various points in Wisconsin, lowa and the Dakotas. The Chicago, Milwaukee & St. Paul Railroad Company enjoys the distinction of being the owner of all the lines operated by it, though it operates 215 miles of second tracks owned jointly with other lines. The greater part of its track is laid with 60, 75 and 85-1b. steel rails. The total capital invested (1898) is $920.005,901, distributed as follows: capital stock. 36 15,000; bonded debt, $185,255.500; other Songs of indebtedness, $5,572,401. Its total carning in Illinois for 1899 were $5,205,211, and the total expendi- tures, $,390,218. The total number of em- playis in Illinois for 1 was 2,203, receiving
98
HISTORICAL ENCYCLOPEDIA OF ILLINOIS.
$1,746,821.70 in appgate compensation. Taxes paid for the same year amounted () $151.55%. - (HISTORY). The Chicago, Milwaukee & St. Paul Railway was organized in 1863 under the name of the Milwaukee & St. Paul Railway. The Illi- nois portion of the main line was built under a charter granted to the Chicago, Milwaukee & St. Paul Railway Company, and the Wise hsin por- tiou under charter to the Wisconsin Union Rail- road Company ; the whowe built and opened in 1872 and purchased by the Milwaukee & St. Paul Railway Company. It subsequently acquired by purchase several lines in Wisconsin, the whole receiving the present namo of the line by act of the Wisconsin Legislature, passed, Feb. 11, 187-4. The Chicago & Evanston Railroad was chartered, Feb. 16, 1861, built from Chicago to Calvary (10.8 miles), and opened, May 1, 1855; was consolidated with the Chicago & Lake Superior Railroad, under the title of the Chicago, Evanston & Lake Superior Railroad Company, Dec. 22, 1885, opened to Evanston, August 1, 1556, and purchased, in June, 1887, by the Chicago, Milwaukee & St. Paul Railway Company. The Road, as now organized, is made up of twenty-two divisions located in Illinois, Wisconsin, Iowa, Minnesota, North and South Dakota, Missouri and Michigan.
CHICAGO, PADUCAH & MEMPHIS RAIL .- ROAD (Projected), a road chartered, Der. 19, 1893, to run between Altamont and Metropolis, 111., 152 miles, with a branch from Johnston City to Carbondale, 20 miles-total length, 172 miles. The gange is standard, and the track laid with sixty-pound steel rails, By Feb. 1, 1895, the road from Altamont to Marion (100 miles) was com- pleted, and work on the remainder of the line has been in progress. It is intended to connect with the Wabash and the St. Louis Southern systems. Capital stock authorized and subscribed. $2 560,- 000; bonds issued, $1,575,000. Funded debt, authorized, $15,000 per mile in five per cent first mortgage gold bonds. Cost of road up to Fel. 1. 1895, $20,000 per mile; estimated cost of the entire line, $2,000 000. In December, 1896, this road passed into the hands of the Chicago & Eastern Illinois Railroad Company, and is now operated to Marion, in Williamson County. (See Chicago & Eastern Illinois Railroad.)
CHICAGO, PEKIN & SOUTHWESTERN RAIL .- ROAD, a division of the Chicago & Alton Rail- road, chartered as the Chicago & Plainfield Railroad, in 1859; opened from Pekin to Streator in 1873, and to Mazon Bridge in 1876; sold under foreclosure in 1879, and now constitutes a part of the Chicago & Alton system.
CHICAGO, PPORIA & ST. LOUIS RAILROAD COMPANY of Illinois), & corporation operating two lines of railroad, one extending from Peoria to Jacksonville, and the other froma Permis to Springfield with a connection from the latter place (in 197). over a lase Hline, with St. Louis. The total milage, as officially reported in 2 95 was 209 66 miles, of which 166 were own In the corporation (1) The original of the J. ville Division of this line was the Illinois River Railroad, opened from Pekin to Virginia ina 1959. In October, 1863, it was sold under foreclosure, and, carly in 1861, was transferred by the pur- chasers to a new corporation called the Pe oria, Pekin & Jacksonville Railroad Company, by whom it was extended the same year to Peoria, and, in 1869, to Jacksonville. Another fore closure, in 1599, resulted in its sale to the creditors, followed by consolidation, in 1951, with the Wabash, St. Louis & Pacific Railway (2) The Springfield Division was incorporated in 1869 as the Springfield & Northwestern Railway ; construction was begun in 1572, and roul opened from Springfield to Havana (15.20 miles) in December, 1871, and from Havana to Pelin and Peoria over the track of the Peoria, Pekin & Jacksonville line. The same year the roadl was Jeased to the Indianapolis, Bloomington & West- ern Railroad Company, but the lease was for- feited, in 1875, and the road placed in the bands of a receiver. In 1881, together with the Jacksonville Division, it was transferred to the Wabash, St. Louis & Pacific Railway, and by that company operated as the Peoria & Spring field Railroad. The Wabash, St. Louis & Pacific having defaulted and gone into the hands of a receiver, both the Jacksonville and the Spring- field Divisions were reorganized in February, 1887, under the name of the Chicago, Peoria & St. Louis Railroad, and placed under control of the Jacksonville Southeastern Railroad. 1 reorganization of the latter took place, in 1590, under the name of the Jacksonville, Louisville & St. Louis Railway, and, in 1893, it passed into the hands of receivers, and was severed from its allied lines. The Chicago, Peoria & St. Louis Railroad remained under the management of a separate receiver until January, 1596, when a reorganization was effected under its present name-"The Chicago, Peoria & St. Louis Rail- road of Illinois." The love of the Spring ich & St. Louis Division having expired in Decrm- ber, 1895, it has also been reorganized as an independent corporation under the name of the St. Louis, Peoria & Northern Railway (which ve)
99
HISTORICAL ENCYCLOPEDIA OF ILLINOIS.
CHICAGO RIVER, a sluggish stream, draining a narrow strip of land between Lake Michigan and the Des Plaines River, the entire watershed drained amounting to some 470 square miles. IL is formed by the union of the "North" and the "South Branch," which unite less than a mile and a half from the mouth of the main stream. At an early day the former was known as the "Guarie" and the latter as "Portage River." The total length of the North Branch is about 20 miles, only a small fraction of which is navigable. The South Branch is shorter but offers greater facilities for navigation, being lined along its lower por- tions with grain-elevators, lumber-yards and manufactories. The Illinois Indians in early days found an easy portage between it and the Des Plaines River. The Chicago River, with its branches, separates Chicago into three divisions, known, respectively, as the "North" the "South" and the "West Divisions." Drawbridges have been erected at the principal street crossings over the river and both branches, and four tunnels, connecting the various divisions of the city, have been constructed under the river bed.
CHICAGO, ROCK ISLAND & PACIFIC RAIL- WAY, formed by the consolidation of various lines in 1880. The parent corporation (The Chicago & Rock Island Railroad) was chartered in Illinois in 1851, and the road opened from Chi- cago to the Mississippi River at Rock Island (181 miles), July 10, 1854. In 1853 a company was chartered under the name of the Mississippi & Missouri Railroad for the extension of the road from the Mississippi to the Missouri River. The two roads were consolidated in 1866 as the Chi- cago, Rock Island & Pacific Railroad, and the extension to the Missouri River and a junction with the Union Pacific completed in 1809. The Peoria & Bureau Valley Railroad (an important feeder from Peoria to Bureau Junction - 46.7 miles) was incorporated in 1853, and completed and leased in perpetuity to the Chicago & Rock Island Railroad, in 1854. The St. Joseph & Iowa Railroad was purchased in 1889, and the Kansas City & Topeka Railway in 1891. The Company has financial and traffic agreements with tho Chicago, Rock Island & Texas Railway, extending from Terral Station, Indian Territory, to Fort Worth, Texas. The road also has connections from Chicago with Peoria; St. Paul and Minne- apolis; Omaha and Lincoln (Neb.); Denver, Colo- rado Springs and Pueblo (Colo.), besides various points in South Dakota, Iowa and Southwestern Kansas. The extent of the lines owned and operated by the Company ("Poor's Manual," 1898),
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