USA > Illinois > Morgan County > Historical encyclopedia of Illinois and history of Morgan County > Part 19
Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).
Part 1 | Part 2 | Part 3 | Part 4 | Part 5 | Part 6 | Part 7 | Part 8 | Part 9 | Part 10 | Part 11 | Part 12 | Part 13 | Part 14 | Part 15 | Part 16 | Part 17 | Part 18 | Part 19 | Part 20 | Part 21 | Part 22 | Part 23 | Part 24 | Part 25 | Part 26 | Part 27 | Part 28 | Part 29 | Part 30 | Part 31 | Part 32 | Part 33 | Part 34 | Part 35 | Part 36 | Part 37 | Part 38 | Part 39 | Part 40 | Part 41 | Part 42 | Part 43 | Part 44 | Part 45 | Part 46 | Part 47 | Part 48 | Part 49 | Part 50 | Part 51 | Part 52 | Part 53 | Part 54 | Part 55 | Part 56 | Part 57 | Part 58 | Part 59 | Part 60 | Part 61 | Part 62 | Part 63 | Part 64 | Part 65 | Part 66 | Part 67 | Part 68 | Part 69 | Part 70 | Part 71 | Part 72 | Part 73 | Part 74 | Part 75 | Part 76 | Part 77 | Part 78 | Part 79 | Part 80 | Part 81 | Part 82 | Part 83 | Part 84 | Part 85 | Part 86 | Part 87 | Part 88 | Part 89 | Part 90 | Part 91 | Part 92 | Part 93 | Part 94 | Part 95 | Part 96 | Part 97 | Part 98 | Part 99 | Part 100 | Part 101 | Part 102 | Part 103 | Part 104 | Part 105 | Part 106 | Part 107 | Part 108 | Part 109 | Part 110 | Part 111 | Part 112 | Part 113 | Part 114 | Part 115 | Part 116 | Part 117 | Part 118 | Part 119 | Part 120 | Part 121 | Part 122 | Part 123 | Part 124 | Part 125 | Part 126 | Part 127 | Part 128 | Part 129 | Part 130 | Part 131 | Part 132 | Part 133 | Part 134 | Part 135 | Part 136 | Part 137 | Part 138 | Part 139 | Part 140 | Part 141 | Part 142 | Part 143 | Part 144 | Part 145 | Part 146 | Part 147 | Part 148 | Part 149 | Part 150 | Part 151 | Part 152 | Part 153 | Part 154 | Part 155 | Part 156 | Part 157 | Part 158 | Part 159 | Part 160 | Part 161 | Part 162 | Part 163 | Part 164 | Part 165 | Part 166 | Part 167 | Part 168 | Part 169 | Part 170 | Part 171 | Part 172 | Part 173 | Part 174 | Part 175 | Part 176 | Part 177 | Part 178 | Part 179 | Part 180 | Part 181 | Part 182 | Part 183 | Part 184 | Part 185 | Part 186 | Part 187 | Part 188 | Part 189 | Part 190 | Part 191 | Part 192
Dressed Beef
110,286,652
1,060,859,808
Live-stock-Hogs
9,360,968
1,334,768
Cattle
2,480,632
864,408
Sheep
3,502,378
545,001
Chicago is also an important lumber market, the receipts in 1895, including shingles, being 1,562,527 M. feet. As a center for beef and pork- packing, the city is without a rival in the amount of its products, there having been 92,459 cattle and 760,514 hogs packed in 1894-95. In bank clearings and general mercantile business it ranks second only to New York, while it is also - one of the chief manufacturing centers of the country. The census of 1890 shows 9,959 manu- facturing establishments, with a capital of $292,- 477,038; employing 203,108 hands, and turning out products valued at $632,184,140. Of the out- put by far the largest was that of the slaughter- ing and meat-packing establishments, amounting to $203,825,092; men's clothing came next ($32,- 517,226) ; iron and steel, $31,419,854; foundry and machine shop products, $29,928,616; planed lumber, $17,604,494. Chicago is also the most important live-stock market in the United States. The Union Stock Yards (in the southwest part of the city) are connected with all railroad lines entering the city, and cover many hundreds of
acres. In 1894, there were received 8,788,049 animals (of all descriptions), valued at $148,057,- 626. Chicago is also a primary market for hides and leather, the production and sales being both of large proportions, and the trade in manufac- tured leather (notably in boots and shoes) exceeds that of any other market in the country. Ship-building is a leading industry, as are also brick-making, distilling and brewing.
TRANSPORTATION, ETC .- Besides being the chief port on the great lakes, Chicago ranks second to no other American city as a railway center. The old "Galena & Chicago Union," its first railroad, was operated in 1849, and within three years a substantial advance had been scored in the way of steam transportation. Since then the multi- plication of railroad lines focusing in or passing through Chicago has been rapid and steady. In 1895 not less than thirty-eight distinct lines enter the city, although these are operated by only twenty-two companies. Some 2,600 miles of railroad track are laid within the city limits. The number of trains daily arriving and depart- ing (suburban and freight included) is about 2,000. Intramural transportation is afforded by electric, steam, cable and horse-car lines. Four tunnels under the Chicago River and its branches. and numerous bridges connect the various divi- sions of the city.
HISTORY .- Point du Sable (a native of San Domingo) was admittedly the first resident of Chicago other than the aborigines. The French missionaries and explorers-Marquette, Joliet, La Salle, Hennepin and others-came a century earlier, their explorations beginning in 1673. After the expulsion of the French at the close of the French and Indian War, the territory passed under British control, though French traders remained in this vicinity after the War of the Revolution. One of these named Le Mai followed Point du Sable about 1796, and was himself suc- ceeded by John Kinzie, the Indian trader, who came in 1803. Fort Dearborn was built near the mouth of the Chicago River in 1804 on land acquired from the Indians by the treaty of Greenville, concluded by Gen. Anthony Wayne in 1795, but was evacuated in 1812, when most of the garrison and the few inhabitants were massa- cred by the savages. (See Fort Dearborn.) The fort was rebuilt in 1816, and another settlement established around it. The first Government survey was made, 1829-30. Early residents were the Kinzies, the Wolcotts, the Beaubiens and the Millers. The Black Hawk War (1832) rather aided in developing the resources and increasing
.
-
*
P
HANS CHRISTIAN ANDERSEN
MAV
La Salle Statue.
Hans Christian Anderson Statue.
Alarm Group. MONUMENTS IN LINCOLN PARK CHICAGO.
Signal of Peace.
MANZ
Buffalo Herd. Bridge Over Lagoon.
Flower Beds
Artesian Fountain.
VIEWS IN LINCOLN PARK, CHICAGO,
91
HISTORICAL ENCYCLOPEDIA OF ILLINOIS.
the population of the infant settlement by draw- ing to it settlers from the interior for purposes of mutual protection. Town organization was effected on August 10, 1832, the total number of votes polled being 28. The town grew rapidly for a time, but received a set-back in the financial crisis of 1837. During May of that year, how-
ever, a charter was obtained and Chicago became a city. The total number of votes cast at that time was 703. The census of the city for the 1st of July of that year showed a population of 4,180. The following table shows the names and term of office of the chief city officers from 1837 to 1899:
YEAR.
MAYOR.
CITY CLERK.
CITY ATTORNEY.
CITY TREASURER.
1837
Wm. B. Ogden.
I. N. Arnold, Geo. Davis (1). N. B. Judd.
Hiram Pearsons.
1838
Buckner S. Morris
Geo. Davis.
N. B. Jndd ..
Hiram Pearsons.
1839
Benj. W. Raymond
Wm. H. Brackett
Samuel 1. Smith.
Geo. W. Dole.
1940
Alexander Lloyd
Thomas Hoyne
Mark Skinner.
W. S. Gurnee, N. H. Bolles(2)
1841
F. C. Sherman ..
Thomas Hoyne
Geo. Manierre ..
N. 11. Bolles.
1842 Benj. W. Raymond.
J. Curtis.
Henry Brown.
F. C. Sherman.
1843
Augustus Garrett ..
James M. Lowe
(. Manlerre. Henry Brown(3)
Walter S. Gurnee.
1844 Aug.Garrett,Alson S.Sherman( 4) E. A. Rucker.
Henry W. Clarke.
Walter S. Gurnee.
E. A. Rucker, Wm.S. Brown(5) llenry W. Clarke
Wmn. L. Church.
Henry B. Clarke
Charles H. Larrabee
Wm. L. Church.
1847 James Curtiss
Henry B. Clarke.
Patrick Ballingall
Andrew Getzler.
1848
James H. Woodworth
Sidney Abell
Giles Spring
Wm. L. Church.
1849
James H. Woodworth
Sidney Abell
O. R. W. Lull .
Wm. L. Church.
1850
James Curtiss.
Sidney Ahell.
Henry 11. Clark
Edward Manterre.
1851
Walter S. Gurnee.
Henry W. Zimmerman
llenry 11. Clark
Edward Manierre.
1852
Walter S. Gurnee.
Henry W. Zimmerman
Arno Voss ...
Edward Manterre.
1853
Charles M. Gray
Henry W. Zimmerman
Arno Voss.
Edward Manterre.
1854
Ira L. Milliken.
Henry W. Zimmerman
Patrick Ballingall
Uriah P. Harris.
1855 Levi D. Boone.
Henry W. Zimmerman
J. A. Thompson.
Wm. F. De Wolf.
1856 Thomas Dyer.
Henry W. Zimmerman
J. L Marsh
O. J. Rose.
1857 John Wentworth
H. Kreisman.
John C. Miller
C. N. Holden.
1858 John C. Haines
H1. Krelsman
Elliott Anthony
1859 John C. Halnes
H. Kreisman.
Geo. F. Crocker.
1860 John Wentworth.
Abraham Kohn
John Lyle King
Alonzo Harvey, C. W. Hunt (6)
1861 Jullan S. Rumsey
A. J. Marble
Ira W. Buel.
W. H. Rice.
1862
F. C. Sherman
A. J. Marhle
Geo. A. Meech
F. H. Cutting, W. H. Rice (7)
1863 F. O. Sherman
H. W. Zimmerman
David A. Gage.
1864
[F. C. Sherman.
H. W. Ziminerman
David A. Gage.
1865 John B. Rice
Albert H. Bodman
Danlel D. Driscoll
A. G. Throop.
1866
John B. Rice
Albert Il. Bodman
Daniel D. Driscoll
A. G. Throop.
1867 John B. Rice
Albert H. Bodman.
Hasbrouck Davls
Wm. F. Went worth.
1868 John B. Rice
Alhert H. Bodman.
Hashrouck Davis
Wm. F. Wentworth.
1869 John B. Rice (8)
Albert H. Bodman.
Hasbrouck Dayis
Wm. F. Went worth.
1870
R. B. Mason.
Charles T. Hotchkiss.
Israel N. Stiles
David A. Gage.
1871
R. B. Mason.
Charles T. Hotchkiss.
Israel N. Stiles
David A. Gage.
1872 Joseph Medill.
Charles T. Hotchkiss
Israel N. Stlles
David A. Gage.
1873 Joseplı Medill. .
Charles T. Hotchkiss
Israel N. Stlles
David A. Gage.
1874
Harvey D. Colvin
Joo. K. C. Forrest
Egbert Jamleson
Daniel O'llara.
1875 Harvey D. Colvin
Jos. K. C. Forrest
Eghert Jamleson
Danlel O'Hara.
1876
Monroe Heath,(9) H. D. Colvin, Thomas Hoyne.
Caspar Butz.
R. S. Tuthill
Clinton Briggs.
1877-78 Monroe Heath
Caspar Butz ..
R. S. Tuthill.
Chas. B. Larrabee.
1879-80 Carter H. Harrison
P. J. Howard
Julius S. Grinnell
W. C. Selpp.
1881-82
Carter H. Harrison
P. J. Howard
Julius S. Grinnell
Rudolph Brand.
1883-84 Carter H. Harrison.
John G. Neumeister
Julius S. Grinnell
John M. Dunphy.
1885-86 Carter H. Harrison
C. Herman Plautz
Hempstead Washburne.
Wm. M. Devine.
1887-88 John A. Roche.
D. W. Nickerson
Hempstead Washburne ..
C. Herman Plantz.
1889-90
Dewitt C. Cregler ..
Franz Amberg.
Geo. F. Sugg ...
Bernard Roesing.
1891-92
Hempstead Washburne.
James R. B. Van Cleave
Jacob J. Kern, G.A.Trude (10)
Peter Kiolbassa.
1693-94
Carter H. Harrison, Geo. B.
Swift,(11) John P. Hopkins.(11) Chas. D. Gast field
Geo. A. Trude.
Michael J. Bransfield.
1895-96
Geo. B. Swift
Jaines R. B. Van Cleave
Roy O. West ..
Adam Wolf.
1897-98
Carter H. Ilarrison, Jr.
William Loeffler.
Miles J. Devie.
Ernst Hummel.
1899 -- Carter H. Harrison, Jr. .
Willlam Loeffler.
Andrew J. Ryan
Adam Ortselfen.
1. N. Arnold rasigned, and Geo. Davis appointed, October, 1837.
(2) Gurnee resigned, Bolles appointed his successor. April. 1840.
(3) Manierre resigned, Brown appointed his successor, July, 1843.
(4) Election of Garrett declared Illegal, and Sherman elected at new election, held April, 1844.
(5) Brown appointed to fill vacancy caused by resignation of Rucker.
(6) Harvey resigned and Hunt appointed to fill vacancy.
(7) Cutting having failed to qualify, Rice, who was already in office. held over.
(8) Legislature changed date of election from April to Novemher, the persons In office at beginning of 1569 remaining In office to December of that year.
(9) City organized under general Incorporation Act In 1875, and nn city election held nntll April, 1876. The order for a new election omitted the office of Mayor, yet a popular vote was taken which gave a majority to Thomas lloyne. The Council then In office refused to canvass this vote, hut Its successor, at Its first meeting, did so, declaring Hoyue duly elected Colvin, the Incumbent, refused to surrender the office, claiming the right to " hold over:" Hoyne then mado a contest for the office, which resulted in a decision by tho Supreme Court denying the claims of both contestants, when a new election was ordered hy the City Counch, July 12, 1876, at which Monroe Heath was elected, serving out the term.
(10) City Attorney Kern, having resigned November 21, 1892, Geo. A. Trudo was appointed to serve out the remainder of the term.
[11) Mayor Harrison, having been assassinated. October 28, 1893, the City Council at Its next meeting (November 6, 1893) elected Geo. B. Swift (an Alderman from the Eleventh Ward) Mayor ad interim. At a special election held December 19, 1893, John P. Hopkins was elected to fill out the unexpired term of Mayor llarrlson.
Francis Adams
Francis Adams.
Alonzo Harvey. Alonzo Harvey.
1845 Aug.Garrett. Alson S.Sherman(4) John P. Chapin. 1846
92
HISTORICAL ENCYCLOPEDIA OF ILLINOIS.
THE FIRE OF 1871 .- The city steadily grew in beauty, population and commercial importance until 1871. On Oct. 9 of that year occurred the "great fire" the story of which has passed into history. Recuperation was speedy, and the 2,100 acres burned over were rapidly being rebuilt, when, in 1874, occurred a second conflagration, although by no means so disastrous as that of 1871. The city's recuperative power was again demonstrated, and its subsequent development has been phenomenal. The subjoined statement shows its growth in population:
1837
4,179
1840
4,470
1850
28,269
1860
112,162
1870
298,977
1880
503,185
1890
. 1,099,850
1900
. 1,698,575
Notwithstanding a large foreign population and a constant army of unemployed men, Chicago has witnessed only three disturbances of the peace by mobs-the railroad riots of 1877, the Anarchist disturbance of 1886, and a strike of railroad employés in 1894.
MUNICIPAL ADMINISTRATION. - Chicago long since outgrew its special charter, and is now incorporated under the broader provisions of the law applicable to "cities of the first class," under which the city is virtually autonomous. The personnel, drill and equipment of the police and fire departments are second to none, if not supe- rior to any, to be found in other American cities. The Chicago River, with its branches, divides the city into three principal divisions, known respec- tively as North, South and West. Each division has its statutory geographical boundaries, and each retains its own distinct township organiza- tion. This system is anomalous; it has, how- ever, both assailants and defenders.
PUBLIC IMPROVEMENTS .- Chicago has a fine system of parks and boulevards, well developed, well improved and well managed. One of the parks (Jackson in the South Division) was the site of the World's Columbian Exposition. The water supply is obtained from Lake Michigan by means of cribs and tunnels. In this direction new and better facilities are being constantly introduced, and the existing water system will compare favorably with that of any other Ameri- can city.
ARCHITECTURE .- The public and office build- ings, as well as the business blocks, are in some instances classical, but generally severely plain.
Granite and other varieties of stone are used in the City Hall, County Court House, the Board of Trade structure, and in a few commercial build- ings, as well as in many private residences. In the business part of the city, liowever, steel, iron, brick and fire clay are the materials most largely employed in construction, the exterior walls being of brick. The most approved methods of fire-proof building are followed, and the "Chicago construction" has been recognized and adopted (with modifications) all over the United States. Office buildings range from ten to sixteen, and even, as in the case of the Masonic Temple, twenty stories in height. Most of them are sumptuous as to the interior, and many of the largest will each accommodate 3,000 to 5,000 occupants, including tenants and their employés. In the residence sections wide diversity may be seen; the chaste and the ornate styles being about equally popular. Among the handsome public, or semi-public buildings may be mentioned the Public Library, the Newberry Library, the Art Institute, the Armour Institute, the Academy of Sciences, the Auditorium, the Board of Trade Building, the Masonic Temple, and several of the railroad depots.
EDUCATION AND LIBRARIES. - Chicago has a public school system unsurpassed for excellence in any other city in the country. According to the report of the Board of Education for 1898, the city had a total of 221 primary and grammar schools, besides fourteen high schools, employing 5,268 teachers and giving instruction to over 236,000 pupils in the course of the year. The total expenditures during the year amounted to $6,785,601, of which nearly $4,500,000 was on account of teachers' salaries. The city has nearly $7,500,000 invested in school buildings. Besides pupils attending public schools there are about 100,000 in attendance on private and parochial schools, not reckoning students at higher institutions of learning, such as medical, law, theological, dental and pharmaceutical schools, and the great University of Chicago. Near the city are also the Northwestern and the Lake Forest Universities, the former at Evanston and the latter at Lake Forest. Besides an exten- sive Free Public Library for circulating and refer- ence purposes, maintained by public taxation, and embracing (in 1898) a total of over 235,000 volumes and nearly 50,000 pamphlets, there are the Library of the Chicago Historical Society and the Newberry and Crerar Libraries-the last two the outgrowth of posthumous donations by public-spirited and liberal citizens-all open to
3
-
DAY AFTER CHICAGO FIRE.
1M 2110155
-
-
-
CHICAGO THOROUGHFARES.
93
HISTORICAL ENCYCLOPEDIA OF ILLINOIS.
the public for purposes of reference under certain conditions. This list does not include the exten- sive library of the University of Chicago and those connected with the Armour Institute and the public schools, intended for the use of the pupils of these various institutions.
CHICAGO BOARD OF TRADE, one of the leading commercial exchanges of the world. It was originally organized in the spring of 1843 as a voluntary association, with a membership of eighty-two. Its primary object was the promo- tion of the city's commercial interests by unity of action. On Feb. 8, 1849, the Legislature enacted a general law authorizing the establish- ment of Boards of Trade, and under its provisions an incorporation was effected-a second organi- zation being effected in April, 1850. For several years the association languished, and at times its existence seemed precarious. It was, however, largely instrumental in securing the introduction of the system of measuring grain by weight, which initial step opened the way for subsequent great improvements in the methods of handling, storing, inspecting and grading cereals and seeds. By the close of 1856, the association had overcome the difficulties incident to its earlier years, and the feasibility of erecting a permanent Exchange building began to be agitated, but the project lay dormant for several years. In 1856 was adopted the first system of classification and grading of wheat, which, though crude, formed the founda- tion of the elaborate modern system, which has proved of such benefit to the grain-growing States of the West, and has done so much to give Chicago its commanding influence in the grain markets of the world. In 1858, the privilege of trading on the floor of the Exchange was limited to members. The same year the Board began to receive and send out daily telegraphic market reports at a cost, for the first year, of $500,000, which was defrayed by private subscriptions. New York was the only city with which such communication was then maintained. In Febru- ary, 1859, a special charter was obtained, confer- ring more extensive powers upon the organization, and correspondingly increasing its efficiency. An important era in the Board's history was the Civil War of 1861-65. During this struggle its attitude was one of undeviating loyalty and gener- ous patriotism. Hundreds of thousands of dollars were contributed, by individual members and from the treasury of the organization, for the work of recruiting and equipping regiments, in caring for the wounded on Southern battlefields, and providing for the families of enlisted men. In
1864, the Board waged to a successful issue a war upon the irredeemable currency with which the entire West was then flooded, and secured such action by the banks and by the railroad and express companies as compelled its replacement by United States legal-tender notes and national bank notes. In 1865, handsome, large (and, as then supposed, permanent) quarters were occu- pied in a new building erected by the Chicago Chamber of Commerce under an agreement with the Board of Trade. This structure was destroyed in the fire of October, 1871, but at once rebuilt, and made ready for re-occupancy in precisely one year after the destruction of its predecessor. Spacious and ample as these quarters were then considered, the growing membership and increas- ing business demonstrated their inadequacy before the close of 1877. Steps looking to the erection of a new building were taken in 1881, and, on May 1, 1885, the new edifice-then the largest and most ornate of its class in the world -was opened for occupancy. The membership of the Board for the year 1898 aggregated con- siderably in excess of 1,800. The influence of the association is felt in every quarter of the com- mercial world.
CHICAGO, BURLINGTON & NORTHERN RAILROAD. (See Chicago, Burlington Quincy Railroad.)
CHICAGO, BURLINGTON & QUINCY RAIL- ROAD (known as the "Burlington Route") is the parent organization of an extensive system which operates railroads in eleven Western and Northwestern States, furnishing connections from Chicago with Omaha, Denver, St. Paul and Minneapolis, St. Louis and Kansas City, Chey- enne (Wyo.), Billings (Mont.), Deadwood (So. Dak,), and intermediate points, and having con- nections by affiliated roads with the Pacific Coast. The main line extends from Chicago to Denver (Colo.), 1,025.41 miles. The mileage of the various branches and leased proprietary lines (1898) aggregates 4,627.06 miles. The Company uses 207.23 miles in conjunction with other roads, besides subsidiary standard-gauge lines controlled through the ownership of securities amounting to 1,440 miles more. In addition to these the Chicago, Burlington & Quincy controls 179 miles of narrow-gauge road. The whole number of miles of standard-gauge road operated by the Burlington system, and known as the Burlington Route, on June 30, 1899, is estimated at 7,419, of which 1,509 is in Illinois, all but 47 miles being owned by the Company. The system in Illinois connects many important commercial
94
HISTORICAL ENCYCLOPEDIA OF ILLINOIS.
points, including Chicago, Aurora, Galesburg, Quincy, Peoria, Streator, Sterling, Mendota, Ful- ton, Lewistown, Rushville, Geneva, Keithsburg, Rock Island, Beardstown, Alton, etc. The entire capitalization of the line (including stock, bonds and floating debt) amounted, in 1898, to $234,884,- 600, which was equivalent to about $33,000 per mile. The total earnings of the road in Illinois, during the fiscal year ending June 30, 1898, amounted to $8,724,997, and the total disburse- ments of the Company within the State, during the same period, to $7,469,456. Taxes paid in 1898, $377,968 .- (HISTORY). The first section of the Chicago, Burlington & Quincy Railroad was constructed under a charter granted, in 1849, to the Aurora Branch Railroad Company, the name being changed in 1852 to the Chicago & Aurora Railroad Company. The line was completed in 1853, from the junction with the old Galena & Chicago Union Railroad, 30 miles west of Chi- cago, to Aurora, later being extended to Mendota. In 1855 the name of the Company was changed by act of the Legislature to the Chicago, Burling- ton & Quincy. The section between Mendota and Galesburg (80 miles) was built under a charter granted in 1851 to the Central Military Tract Railroad Company, and completed in 1854. July 9, 1856, the two companies were consolidated under the name of the former. Previous to this consolidation the Company had extended aid to the Peoria & Oquawka Railroad (from Peoria to the Mississippi River, nearly opposite Burlington, Iowa), and to the Northern Cross Railroad from Quincy to Galesburg, both of which were com- pleted in 1855 and operated by the Chicago, Bur- lington & Quincy. In 1857 the name of the Northern Cross was changed to the Quincy & Chicago Railroad. In 1860 the latter was sold under foreclosure to the Chicago, Burlington & Quincy, and, in 1863, the Peoria & Oquawka was acquired in the same way-the former constitut- ing the Quincy branch of the main line and the latter giving it its Burlington connection. Up to 1863, the Chicago, Burlington & Quincy used the track of the Galena & Chicago Union Rail- road to enter the city of Chicago, but that year began the construction of its line from Aurora to Chicago, which was completed in 1864. In 1872 it acquired control, by perpetual lease, of the Burlington & Missouri River Road in Iowa, and, in 1880, extended this line into Nebraska, now reaching Billings, Mont., with a lateral branch to Deadwood, So. Dak. Other branches in Illinois, built or acquired by this corporation, include the Peoria & Hannibal; Carthage & Bur-
lington; Quincy & Warsaw; Ottawa, Chicago & Fox River Valley; Quincy, 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 distance 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 1899. In June of the same year the Chicago, Burlington & . Quincy also acquired by purchase the Keokuk & Western Railroad from Keokuk to Van Wert, Iowa (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 Illinois, 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 1808 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 other 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,
Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.