History of Chicago. From the earliest period to the present time, Part 55

Author: Andreas, Alfred Theodore
Publication date: 1884
Publisher: Chicago, A. T. Andreas
Number of Pages: 1340

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"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 Demo- crat newspaper, and father 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 gentlemen, at the risk of their lives, succeeded in detaching the vessels at the east- ern end of the gorge, one by one, from the wreck, until finally some ten or twelve farge ships, relieved from their dangerous posi- tions, floated out into the lake, their preservers proudly standing on their decks and returning, with salutes, the cheers of the crowd cn 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."

"' Yesterday morning,' says the Democrat, 'the scenes in the river between Haddock's warehouse and Fort Dearborn, were most melancholy. Piled indiscriminately, in some places, lay vessels, most of them as fine craft as float upon the lake, a mass of entan- gled wreck. Between them lay pieces of canal boats; a bow sticking out here and a stern there, and a mass of wreck in other places, ground up into pieces small enough for kindling wood. Tall spars here and there lay across the decks, and ropes, chains, etc., in inextricable entanglement, lay knotted and twisted in all directions. Some forty crafts of various kinds were wrecked or injured, and formed one of the most costly bridges ever constructed in the West, and the only one that Chicago aow boasts of .. Crowds of people were at the wrecks yesterday, and crowded the decks of the various vessels. Many ladies were not afraid to ven- ture over this novel causeway, beneath which the water roared, fall- ing in cascades from one obstruction to another, the whole forming the most exciting scene perhaps ever witnessed. We understand several daguerreotype views of the vessels in their present position were taken.' "

The following additional particulars are gathered from the files of the Journal:

At about ten o'clock the mass of ice in the South Branch gave way, carrying with it the bridges at Madison, Randolph, and Wells streets-in fact, sweeping off every bridge over the Chicago River, and also many of the wharves. There were, in port, four steamers, six propellers, twenty-four brigs, two sloops, and fifty- seven canal boats, many of which have been either totally destroyed or damaged seriously. The moving mass of ice, canal bnats, pro- pellers, and vessels was stopped at the fnot of Clark Street, but withstood the pressure only a moment, crashing vessels and falling

spars soon giving note of the ruin which was to follow. A short distance below the river was again choked, opposite Kinzie's ware. house; vessels, propellers, and steamers were piled together ia most indescribable confusion. A number of vessels are total wrecks, and were carried out into the lake a mass of débris. A boy was crushed to death at the Randolph-street bridge, a little girl was killed by the falling of a topmast, and a number of men are reported lost upon canal boats which have been sunk, and upon the ice and bridges as the jam broke up. The bridge over the lock at Bridgeport is gone. The wharves all along the river have sustained serious injury. A son of Mr. Coombs was lost at Madison-street bridge, and James L. Millard had his leg badly fractured while on board his vessel. One poor fellow on a canal boat 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. The vessels were without their riggings. and the engines of the steamers were out of order. The loss by the flood is thus estimated:

Damage to the city. $15,000

To vessels. 58,000

To canal boats

30,000

Wharves

5,000

Total. $108,000

The figures given are rather below than above the actual loss. . The city went to work with a will to repair the great damage. In the meantime the river was crossed by a number of ferries. Besides the boat at Randolph Street, a canal boat lay across the river, upon which passengers were allowed to cross on payment of one cent each. The ferry at the Lake House, the safest and the pleasantest on the river, was free. A schooner was used at Clark Street ; fare, one cent. Mr. Scran- ton's old ferry was running at State Street ; farc the same as the others. Other temporary appliances were brought into use to bridge over the inconveniences of the next few months. . These ferries were generally over- crowded with passengers who, in their eagerness to cross, sometimes rushed aboard, recklessly, and it is a wonder that fatal results did not sometimes follow.

In June, 1849, the Madison-street bridge was opened to travel, and about two weeks thereafter (July 3d,) teams passed over the Clark-street structure for the first time. Wells-street and Kinzie-street bridges were com- pleted in September. VanBuren and Randolph streets were also accommodated about the same time. Thus before the year 1850 fairly set in the destruction occa- sioned by the flood of 1849 was mostly repaired. Piles were driven for the Lake-street bridge in January. While its construction was progressing, in March, an ap- plication for an injunction was applied for, and the motion tried before Judge Drummond, of the United States District Court. The injunction was refused, the Court deciding that "the right of free navigation is not inconsistent with the right of the State to provide means of crossing the river by bridges or otherwise, when the wants of the public require them." The bridge, as completed in the spring, was similar to the Clark-street structure and suggested the style of the latter. It had a passage-way of seventy-six feet, on each side, and was twelve feet above the water.

Previous to the flood of 1849 the city did little to regulate bridges or bridge-tenders. In April, 1847, an ordinance was passed prohibiting teams from stopping on a bridge or within forty feet of one. There were continual complaints against the slowness and indiffer- ence of bridge tenders. In October, 1848, the Harbor and Bridge Committee were instructed to inquire into the "competency of bridge-tenders." And yet, though E. MacArthur charged a specific bridge-tender 'the Madison-street individual) with keeping his bridge open for "an hour longer than was necessary," and, although the majority of citizens sustained Mr. MacArthur in his warfare, the erring bridgeman retained his place. Bridge-

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tenders were not even required to give bonds for "the faithful performance of their duties" until 1852.

In 1853, as is shown, there were safe thoroughfares over the river at Madison, Clark, Wells, Kinzie, Van Buren, Randolph and Lake streets and Chicago Avenue, besides the railroad viaduct over North Water Street. Bridge-tenders were appointed for these structures, and, because of the ordinance of March, 1852, they were each under $500 bonds to do their duty. The bridges men- tioned above were constructed largely by the subscrip- tions of those owning property in the vicinity, but there were many delinquents, as those who did pay learned to their cost.

January 13, 1854, bridge-tenders were made special policemen and their bonds were increased from $500 to $2,000. Under this ordinance they were required merely to open and close their bridges as quickly as possible. But so far as is known they were never punished for not doing it, and they seemed to have been the supreme judges of the meaning of that expression, "as quickly as possible." In 1854 the pivot-bridge across the river at Clark Street was built, under the superintendency of D. Harper, at a cost of $12,000. It contained a double carriage way and sidewalks. During the summer and fall of 1855 both of the arches gave way. Heavy iron plates were, bolted to them, and the structure was made quite substantial. During this and the succeeding year the repairs amounted to $2,145-55-

The ordinance of June 18, 1855, regulated the order in which vehicles should cross the bridges. The vehicles running direct with the bridges were to have prece- dence in crossing, while vehicles from side streets on the right were to follow, and lastly were to come those which entered from the left. The Common Council de- cided, in October, 1855, to build a bridge across the main branch at Fort Dearborn ferry ; but the decision was with a proviso that $35,000 be first subscribed, which wrecked the project completely. During that year Twelfth-street bridge was built anew, at a cost of $2,877.16. Repairs were also made upon the bridges at Wells, Van Buren, Kinzie, and Clybourne streets, and Chicago Avenue.

In 1847 the Common Council ordered a ferry across the river at the foot of Rush and Harbor streets. Later, ferries were established near the Lake House and 'Twelfth Street. By 1856 these institutions of by-gone days were in operation at Randolph and Wells streets and Chicago Avenue. They were merely of a tempo- rary character. Up to 1856 the bridges were built mostly at the expense of the citizens whose property would be enhanced in value by such improvements. The plans for Madison-street bridge were agreed to in that year. Asit was proposed to construct it at municipal ex- pense, a vigorous protest was entered against such a pro- ceeding. During the year the old bridge at Randolph Street was removed, and a new one substituted, at a cost of $20,811. It was ready for foot travel by July of 1856. Wells-street bridge was also completed during the summer, at a total cost of about $20,000. It was built by D. Harper, and, at the time, was the longest draw- bridge in the West, being one hundred and ninety feet in length and eighteen feet above the water.

In June, 1856, the city contracted with Harper & Tweedale, civil engineers, to build an iron bridge across the river at Rush Street, to cost S48,000-$18,000 to be paid by the city and $30,000 by the Galena & Chicago Union and Illinois Central Railroad companies. It was the first iron bridge in the West.

A shocking calamity occurred September 19, 1856. About seven o'clock in the morning, the boat at the Lake

House ferry capsized while crossing from the North to the South Side. It was crowded with passengers, all men, and most of them laborers going to their daily work. Many succeeded in swimming ashore, others were picked up by boats. It was supposed that a very large number were drowned, but as only ten bodies were subsequent- ly found, it was concluded that the fatality was not so great as was at first believed. The boat was not the regular ferry boat in use at that point ; that had been taken away for repairs, and the substitute was the old flat scow ferry that had been used at Wells Street. It really was not fit for use. Those who crowded upon the boat in such numbers did not know its unseaworthy character. They were so impatient to cross that they took the boat out of the charge of the ferry-man and left him on the shore. When the boat was a few feet from the shore, the ferry-man slacked the line, as a vessel was approaching. The coroner's verdict declared this act imprudent, but it could not of itself have caused the accident. The boat immediately careened with its overweight, and all the passengers went down.

The Polk-street draw-bridge, the float-hridge at Indiana Street, and a like concern at Erie Street, were built during 1856-57, costing about $5,000 each. Dur- ing the winter of 1856-57 the discussion continued over the question of building the Madison-street bridge at the city's expense, but notwithstanding the protests it was done in the latter year. Its total cost was about $30,000. This was the first bridge built entirely at the city's expense.

The public and the marine were still at enmity with each other. Each had rights which neither seemed in- clined to respect. In July, 1857, a motion was made in the Common Council to have the City Attorney pre- pare an ordinance requiring vessels to pass the bridges within a certain time. The Committee on Bridges re- ported that " the laws regulating bridge-tenders " cov- ered all that ground, and that vesselmen were already sufficiently attentive to the landmen's conveniences.

That the bridges of 1857 were far superior to the earlier efforts is evident from the fact that they withstood the flood of February 9, 1857. Its ravages were general along Rock River, and railways were much obstructed. There was an ice gorge in the North Branch of the Chicago River, an immense mass being formed at Chicago-avenue bridge. Subsequent warm rains caused the gorge to break up, and the ice passed out into the lake without causing disaster. Even in this matter of bridges, Chicago evinced a desire to lead the West in the introduction of novelties which should prove of last- ing value. So a swift advance was made from stringers to pile bridges, and from the original pivot to the swing bridge of 1857.

POLICE DEPARTMENT.

There is but little to be said or written concerning the early police affairs of Chicago. Indeed, the officers to whom was entrusted the duty of enforcing the then few criminal laws, were not known as policemen. Though doing what might be termed police service, they were simply constables; their real functions being to discharge the executive duties of a justice court. The town of Chicago was incorporated August 5, 1833, and the first town election was held August Io; but no mention is made of the election of a Constable until at the third election of town officers, which occurred Au- gust 5, 1835. At that time O. Morrison was chosen " Police Constable," and in addition to the requirements of this office, was also delegated to act as Town Collec-

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POLICE DEPARTMENT.

tor. Mr. Morrison was undoubtedly the first Constable the town of Chicago ever had-the records previous to this time disclosing that "half the fine went to the in- former," as a sort of reward for his zeal in bringing offend- ers against the law to punishment. As early as May 9, 1834, a notice was posted about the streets, which im- posed a fine of five dollars to any one riding or driving over a bridge faster than a walk. Here, too, as the town had no officers to see to the enforcement of this law, half the fine was given the informer. September 1, 1834, the first Sunday law was passed, which prohib- ited any "tippling shop" or "grocery " from keeping open on Sunday. The penalty was a fine of five dol- lars and costs for each offense, one-half the fine to be given to the complainant. June 6, 1836, the fourth town election was held, and O. Morrison was re-elected Constable; but by this time, it appears, the duties of his office had increased to such an extent that he was not asked to act as Collector; that work being assigned to the Town Assessor. It should also be noted that in Au- gust, 1835, the new Board of Town Trustees had passed a code of municipal laws, the chief features of which were: prohibition of gaming houses, definition of what were street nuisances, proscription of the sale of liquors on Sunday, and the firing of guns and pistols in the streets.

In 1837 the city charter was granted and the town of Chicago, as a corporation, ceased to exist. This charter, among other provisions, created the Municipal Court, which had concurrent jurisdiction with the County Court over all matters occurring within the city limits. There was also created at the same time, and as an offi- cer of this court, the office of High Constable, who with his deputies, chosen from among the city Constables, constituted the police force. The charter also gave the Council the power to appoint "as many police constables as they shall think proper," not exceeding one from each of the six wards which then comprised the city. At the first city election John Shrigley was elected High Con- stable. The Council, however, did not think one from each ward necessary, and until 1840 (certainly not be- fore that time), two Constables, Lowe and Huntoon, did the police duty for Chicago. It appears that the Press of those days did not regard two men as being a force by any means large enough to properly look after the city's police interests, and frequently did the editor of the Daily American urge upon the Council the necessity of increasing the number.

Under date of May 20, 1839, the American says : "The Grand Jury after a session of four days has ad- journed, after finding six indictments, four for larceny and two for perjury." Here the editor takes occasion to refer to the condition of the morals in the city. He says: "When we consider the number of indictments found at previous times, the public must be satisfied that crime is fast diminishing.

Previous to this time a murder had been committed in the county, but as it did not occur in the city its de- tails are not given in this chapter.

The police force of Chicago did not, until the year 1855, reach anything like systematic organization. Prior to that time the force was composed of Police Constables, chosen one from each ward, which, until 1842, was with- out a head officer, unless the High Constable, who had the power to select his deputies from the town Con- stables, could be regarded as the chief of the police constabulary of the city. The first City Marshal was Orson Smith, elected in 1842, who served two terms, being succeeded in 1844 by Philip Dean. The latter served until 1847, when by act of the Legislature, the

number of wards in the city was increased from six to nine. At the following election, in the spring of 1848, Ambrose Burnham was chosen Marshal, and, together with the Police Constables, nine in number, comprised the force. Burnham remained in office from 1848 until the spring of 1852, when James L. Howe was elected as his successor and held the position three years. In 1854 Darius Knight was elected and served two years, until 1856, when he was succeeded by James M. Donnelly. In April and June, 1855, ordinances were passed creat- ing the Police Department, whereupon Cyrus B. Bradley was appointed captain, or Chief of Police. The roster of officers for 1856 is as follows : Chief, Cyrus P. Brad- ley ; captain, J. W. Connett; West Division, first lieutenant, M. Finion; second lieutenant, F. Gund ; North Division, first lieutenant, John Gorman ; second- lieutenant, Charles Denehey; South Division, first lieutenant, Charles Chilson ; second lieutenant, H. Schockley ; Clerk of the Police Court, Benjamin R. Knapp.

Three precincts were designated, as will be shown. These divisions contained each a station-house and a force of men. The first precinct station was located in the old market, on State Street, between Lake and Ran- dolph. In 1856 there were twenty-three patrolmen appointed ; three more being added in 1857. They were officered by Luther Nichols, first lieutenant, and E. S. Hanson, second lieutenant. The latter resigned and was succeeded by D. E. Ambrose. In 1858 the station was moved to the corner of Franklin and Adams streets.

The second precinct station in 1855 was located in the old West Market Hall. The force there consisted of fourteen patrolmen, with Michael Grants, first lieu- tenant, William Tenbroeck, second lieutenant, and. Charles Warner, sergeant. The next year the force was increased to twenty patrolmen, officered by John Gorman, first lieutenant, Charles Denchy, second lieu- tenant, and Francis Humelshine, sergeant. In 1857, under the administration of Hon. John Wentworth, John M. Kennedy was appointed first lieutenant at this station, Charles M. Taylor, second lieutenant, and D. E. Ambrose, sergeant.

The third precinct was established June 16, 1855, with S. P. Putnam, first lieutenant, John Noyes, second lieutenant, and George Leander, sergeant. The force was composed of twenty-one patrolmen. In 1856 Michael Finnigan was first lieutenant, and Fred Gund, second lieutenant. The next year, under Mayor .Went- worth, Jacob Rehan was for a time first lieutenant and was succeeded by H. A. Kauffman ; John Noyes was second lieutenant and Phillip Petrie, sergeant. That year the force was increased to thirty-three men. The total strength of the police force of the city at the close of 1857, including the officers, numbered something over one hundred men.

The chief officers from 1835 to 1857 (the period embraced in this volume) were : Constable, O. Morrison, elected August 5, 1835, served two years ; High Con- stable, John Shrigley, May 3, 1837, two years ; High Constable, S. J. Lowe, May, 1839. three years ; Marshal Orson Smith, May, 1842, two years ; Police Constable, William Wiesencraft, May, 1842, three years ; and Marshals Philip Dean, 1845 ; Ambrose Burnham, 1847; James L. Howe, 1852 ; Darius Knight, 1854; M. Don- nelly, 1856.

The Police Constables, from the year 1848 (at which time the law compelled the election of one from each ward', to 1855, when the police system formally began, are here given in order by wards : 1848-A. Burnham,

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HISTORY OF CHICAGO.

D. C. Warren, W. Wiesencraft, Nicholas Bordie, Henry Meisner, D. C. Davis, Bartley Ford, John Pahlman, Martin Rose. 1849-50-Carding Jackson, J. H. Pahl- man, A. J. Chappel, D. T. Wood, Henry Meisner, J. E. Willick, Bartley Ford, E. Pattiolett, William Boomer. 1851-C. S. Bogue, W. H. Wells, Michael O'Brien, A. S. Facy, Henry Meisner, J. N. Norton, B. Ford, M. Maguire, John McHale. 1852-A. B. Wheeler, S. H. McDearman, John A. Norton, J. G. Cutler, Richard Carthew. R. V. Wightman, James Daly, Michael Grant, William Cameron. 1853-A. B. Wheeler, S. H. Mc- Dearman, D. T. Wood, J. G. Cutler, Richard Carthew, Thomas Hennessey, Charles O. Malley, Thomas Mel- vin, James Quinn. 1854-C. S. Bogue, A. B. Wheeler John Beach, Michael Hickey, Richard Carthew, Thomas Hennessey, James Keefe, Michael Grant, William Duf- fey.

THE BRIDEWELL-So-called " from a hospital built in 1853 near St. Bride's, or Bridget's, well in London, subsequently turned into a workhouse," and now com- monly applied to city houses of correction-was opened in December, 185 :. Prior to that date offenders against the law were confined in a jail on the public square. In 1850-51 the Legislature authorized the city to found the Bridewell, and accordingly a building was prepared for such use on Block 87 of the school section, corner of Polk and Wells streets. The prison was built of three-inch oak planks, set upright, and roofed with the same material. It was one hundred feet in length by twenty-four feet in width, one story high. Cells were furnished for about two hundred persons. David Walsh was the first keeper, and held the position until 1857. Mr. Walsh states that an average of one hundred pris- oners were in his charge during that time. At first the · culprits were given employment in piling and handling the large quantity of lumber used by the city in paving its streets. Subsequently, when planking was abolished as a roadway, a stone yard was opened near the jail, wherein the prisoners were forced to labor.

EDUCATIONAL DEPARTMENT.

The germ from which evolved the grand educa- tional system of Chicago was implanted in this fertile soil nearly three-quarters of a century ago. The effort to trace so feeble an act as this necessarily was to its generation must partake mainly of the traditional, and many years of the time which has elapsed can be spoken of but vaguely. Fortunately, there is extant an offi- cial basis for the present history to rest upon, in the form of a brief sketch prepared by W. H. Wells. who for many years was honorably and actively identified with the labor of founding the public schools of this city. The account referred to was prepared in 1851, and has endured the scrutiny of interested parties these many years. It has not only borne that investigation without material challenge, but has also been officially endorsed by the Board of Education, in a most inter- esting and comprehensive pamphlet, prepared by Shep- herd John ton, clerk of the Board, and issued in 188o. In the light of subsequent research, Mr. Johnston was able to revise Mr. Wells's brief history so satisfactorily that all future historians must accept the " Historical Sketches of the Public School System " as indisputable authority. Acknowledging, therefore, our indebtedness to Mr. Wells and Mr. Johnston for the record of facts, copious extracts are made from their compilations, with such additions, in later years, as the nature of this present history renders possible, through independent

examination of original documents, newspaper files and individual interviews.

According to Mr. Wells, the first regular tuition given in Chicago was in the winter of 1810-11, by Robert A. Forsyth, who subsequently became Paymas- ter in the United States Army. The pupil was John H. Kinzie, then a lad of six years, and the master him- self was but thirteen years old at that time. The question of what - course of study was best to be pur- sued was easily solved, for the sole educational volume then available was a spelling-book, which by some chance or other was brought to the embryo metropolis safely packed in a chest of tea. Thus it transpired that before the white sands on the lake shore were crimsoned with the blood of the little colony, the seeds of the most potent of civilizing forces were sown, and the name of one who was destined to be -forever identified with the history of Chicago became the first enrolled as a pupil in a city which to-day stands unrivalled in its educational facilities.

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History of Chicago. From the earliest period to the present time, Part 55

Author: Andreas, Alfred Theodore Publication date: 1884 Publisher: Chicago, A. T. Andreas Number of Pages: 1340

Author: Andreas, Alfred Theodore
Publication date: 1884
Publisher: Chicago, A. T. Andreas
Number of Pages: 1340