History of Chicago. From the earliest period to the present time, Part 65

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

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238

HISTORY OF CHICAGO.

was appointed to make known to Congress the principles and views of this national gathering. As far as the Chicago harbor is concerned, the convention apparent- ly did not effect it until 1852. In October, 1849, Col- onel J. J. Abert made an estimate for necessary in- provements up to June 30. 1851; but the matter rested with the estimate and no further appropriation was ob- tained until 1852. This amounted to $20,000 'and was expended in improving the inner harbor. Another estimate was made for the year ending June, 1853, but the subject passed unheeded by Congress and was not reconsidered for the fourteen years intervening between 1852 and 1866. During this period slight improvements continued to be made on the inner harbor, under the act of July 21, 1852. The works of the harbor from 1848 to 1854 were under the superintendence of Lieutenant J. D. Webster, of the Topographical Engineer Corps. Lieutenant-Colonel J. D. Graham was in active charge of the harbor improvements from April, 1854, to 1855, and from December 11, 1856, to April 20, 1864. Dur- ing his term of service the deepening of the river at the cost of the city was effected. He came two years after the appropriation of 1852 was made, and ceased con- nection with the work two years before the appropri- ation of 1866 was granted .* The improvements effected during the season of 1854 consisted of the dredging of a ship canal through the bar which obstructed the direct entrance of vessels to the inner harbor of over seven feet draught, repairing harbor machinery, and preparing for the defense of the piers beyond the line of accretion on the North Side. Work was commenced in May, and the channel was completed in July. Before the canal was cut vessels from the north, drawing over nine feet of water, were compelled to run down one-fifth of a mile south of the north pier-head, and then double on a north- wardly course to enable them to enter the harbor. Vessels drawing twelve feet of water were compelled to make the double of the bar a half mile south of the north pier head. This oftentimes occasioned serious delays, as the north wind which brought them south op- posed an attempt to sail northwest to the entrance of the harbor and. in fact, compelled them to anchor off the bar until the wind changed or a steamboat was hired to tow them into the inner harbor. In October, 1854, the Common Council ordered the excavation of the bank to be begun, under the grant made by Congress for the purpose of widening the river. The city super- intendent began the work immediately, but the officer in charge of Fort Dearborn-Colonel Graham being then absent-informed him that further action by Congress, or the War Department, was necessary before any work could be done, and forbade him to proceed. A few .weeks' work was accomplished on the excavation, later, but it was not regularly begun until the following year. The line for the excavation at Fort Dearborn, for widen- ing the river, was not located until August 29, 1855. The line, as laid, gave the river an additional width of one hundred and fifty feet, below the Lake House ferry. It gave also a new shore on the south to a portion of the river, and rendered the turns easy for shipping. The whole of River Street was thus secured. In 1856 the improvement of the harbor at Fort Dearborn was ac- complished at a cost of $40,000, while the improvements in the vicinity of Blocks No. 6. 7 and 14, original town, cost $43,000. The estimate furnished to Congress of funds required for repairing piers and otherwise improv- ing the harbor, for the fiscal year ending June 30, 1857, was $138.516.68.

At the tinte of the survey of April, 1857, the north . Colonel J. D. Graham's Report to the chief engmrer, December 31, 1855.

pier had been extended about two thousand eight hun- dred feet into the lake. In the map drawn during that year is shown the tide gauge at the shore end of the pier. Some five hundred feet of the shore end of the south pier remained uncompleted, while over one thous- and five hundred feet had been constructed, provision having been made for two openings. The map of April, 1857, also shows the pier of the Illinois Central Rail- road Company, commencing four hundred feet from the shore end of the south pier, extending one thousand three hundred feet south, seven hundred feet west, about one hundred and fifty feet southwest and then some one thousand two hundred feet south again. The water basin beyond the pier was in progress of being filled with earth.

By the foregoing it will be seen that the work of im- proving Chicago harbor was one continued series of ex- periments. From various surveys made from IS21 to 1857, it is shown that the difficulties were of no slight nature. The following figures indicate the progress of accretion, or the rate of motion of the shore line east- ward :*

IS21-33. .380 feet.

IS33-37. -320

IS37-39 .400

I839-45. .350

I845-57. -340

WHARFING PRIVILEGES .- Closely connected with the subject of the river and harbor improvement of Chicago is the building of docks and the litigation in regard to wharfage property. For many years the land fronting on the river was such an object of controversy between the city and the alleged owners that no uniform dockage improvements were made. In 1833 the town first defined the wharfing privileges so that owners of lots fronting on the river, when the street run down to it, might use all but eighty feet of the thoroughfare for. wharfing purposes, on payment of $15 per year. Stipu- lations were also made for the purchase, by the corpora- tion, of any improvements on lots leased from the town. In 1835 the canal trustees, under an act of the Legislature, caused a strip of land, lying south of the river (one hundred feet to two hundred feet wide) to be laid out into lots and leased for nine hundred and ninety-nine years. The lessees were to pay quite a consideration and an annual rental of one barley corn ; and were also bound to build in two years a dock five feet wide, fronting on the river, which was to be kept open as a tow path. The trustees were required to dredge the river, ten feet in front of the docks, within four years from the sale, the lessees to erect good docks, five feet wide and three feet above the water, within two years from the time of the lease. The sale took place November 26, 1835, at the store of Messrs. Jones, King & Co. Soon afterward the trustees resolved that they would not dredge the river in making leases on North Water Street, and therefore they lowered the price of the lots. To aid in paying for leases, secured notes were taken for from three to six months, for the first quarter of the payment, and three years were allowed in which to pay off the balance. The sale was three times postponed, and when it did take place only six lots remained in market. In November, 1836, the time for payment was extended four months, and when the four months had expired the time was extended indefinitely. Under these and other arrangements a large amount of wharfing property changed hands, and. within a decade, most of it was in dispute either between private parties and the city of Chicago, or between the

* Sre tupugraphical description of the locality, and the shore-hne map an preceding portion of this work.

239

MARINE INTERESTS.

city and the trustees of the Illinois & Michigan Canal. The authorities rightly decided that something must be done, and done quickly, to settle the validity of titles, as on account of the bitter disputes, some of the prop- erty had been abandoned completely, and the benefits were being derived to a great extent by non-owners. The act approved February 27, 1847, was designed to adjust these titles and settle these disputes. It narrates how those portions of land on South, North, East and West Water streets, in the original town of Chicago, bordering on the river, called wharfing privileges, were a fruitful source of discord, dissatisfaction and illegal violence, and that the owners were not getting the benefits of the property. Power was therefore given the Common Council to vacate these streets, provided that nothing should be done to deprive any 'one or any corporation (particularly the trustees of the Illinois & Michigan Canal) of any property, without his or their consent. Persons or corporations having claims against the wharf- ing property were to file them in court, and to abide by its decision, unless an appeal should be taken within ninety days from the entering of the final decree. The principal reason why it was necessary that the title should be settled to this property, as soon as possible, was that the city desired to widen the river in several places, and, it is obvious, that, in order to condemn land for that purpose, it was necessary to fix the ownership of the water lots. Power having been granted to the Common Council to vacate the water streets in October, 1847, that body proceeded, by ordinance, to describe the land, in detail, which it was proposed to condemn for the purpose of widening the river and of forming several artificial basins. The lots on South Water Street were to be fifty-five feet ; East Water and Market streets were to be united and called Market Street, whose width was to be one hundred and forty feet ; and lots between Randolph and Madison streets were to be sold to owners who were required to excavate to within five feet of the channel of the river. To facilitate the construction of a commodious basin, by the canal trus- tees, on the North Side, and to deepen and widen the channel of the main river, the city assented to the fol- lowing street alterations : all of North Water Street west of Wolcott ; all of Carroll Street east of the North Branch and east of Water Street from North Water to Kinzie to be vacated, the contemplated basin to be com- menced at the channel of the North Branch of the Chi- cago River, opposite the center of Carroll Street, east to the east point of Block 15, south along the channel of the main river, thence west and north along that chan- nel and North Branch to the place of beginning. The line of the lots in Blocks I to 7, of the old town, and Lot 2, Block I, of Kinzie's addition, be shifted forty feet south of the present line, and the owners of the lots east of the east line of the contemplated canal basin to exca- vate the ground in front of the new line to the channel of the river, within five years from. January 1, 1848. . 1 new street, to be called North Water, was to be laid out and opened from Wolcott Street west to within one hun- dred feet of the North Branch. In October, 1848, workmen commenced widening the river to the center of North Water Street.

As to the wharfing privileges of the West Side, in January, 1849, the Common Council ordered the dredg- ing of the west bank of the South Branch, from Madi- son Street to Randolph, thence to Lake and Fulton. The city was to lay out a new street extending from Madison Street to Fulton, and discontinue that part of West Water Street lying between the east line of the new street and the river. As these improvements were

made and the dockage of the city somewhat extended, ordinances were passed imposing fines upon any one who should occupy or obstruct this property without authority from the Common Council. Although these energetic measures had the effect of inducing the im- provement of water property, up to 1857 there was only about six miles of dockage built along the Chicago River and its branches, including the improvements in the artificial basins.

MARINE INTERESTS.

The pioneer of everything in this country of the Northwest is traced to some one of the French explor- ers. Thus in 1679 LaSalle built the first sailing vessel of the Upper Lakes, and, launching it from Cayuga Creek, a tributary of the Niagara River, departed from " Buffalo harbor " for Green Bay. The figure-head of this crude sailing-craft - a "griffin " -indicated its name. The "Griffin " was therefore the father of the numerous progeny which now cover the Great Lakes, and stretch their wings toward Chicago. The next navigating craft which should be dignified by the name of the "marine of the lakes " were suggested by the requirements of the fur trade, which called for a heavier vessel than the light bark canoe of the early explorers and missionaries. The Mackinaw barge therefore ap- peared upon the lakes and with it the voyageurs.

"A wild-looking set were these rangers of the woods and waters," says a well-known writer. "Their wierdness was often enhanced by the dash of Indian blood. Picturesque, too, they were in their red flannel or leather shirts, and cloth caps of some gay color, finished to a point, which hung over on one side with a depending tassel. They had a genuine love for this occupation, and muscles that seemed never to tire at the paddle and oar. From dawn to sunset, with only a short interval, and sometimes no mid- day rest, they would ply these implements, causing the canoe or barge to fly through the water like a thing of life ; but often con- tending against head-winds and gaining hut little progress io a day's rowing. But how sweet was the rest, when a favoring breeze sprung up enabling the little craft to carry sail. Then in came the oars, down lopped each, and in a few minutes all were in the en- joyment of a sound snooze. The morning and evening meal con- sisted, almost universally, and from choice, of bouillon, a soup made from beans, peas or hulled corn, with a piece of pork boiled in it, and hard bread, or sea-biscuit. To the Northern voyageurs rations were generally served out of one quart of hulled corn and half a pint of bear's grease or oil, this being the daily and only food. The traveler, Henry, says (1776): 'A bushel of hulled corn, with two pounds of fat, is reckoned to be a month's subsist- ence No other allowance is made, of any kind, not even salt, and bread is never thought of. After supper, pipes were lighted, and, seated on logs, or squatted around the camp-fire, they chatted until bed-time. This came early and required little preparation. To wrap a blanket around the person, placing coat or shoe-pacs beneath the head, and a little greasy pillow-the only bed that was carried-constituted the whole ceremony ; and speedy and sound was the sleep, beneath the watchful stars. The labor of the oar was relieved by songs, to which each stroke kept time, with added vigor. The poet Moore has well caught the spirit of the voy- ageurs' melodious chant in his " Boat-song upon the St. Lawrence." But to appreciate its wild sweetness one should listen to the melody, as it wings its way over the waters softened by distance, yet every measured cadence falling distinct upon the air. These songs. usually half ballad or ditty, and love, of course, the main theme, express the natural feelings of a people little governed by the re- straints of civilization.'"

These barges and sailors were known at Chicago for many years, but about the year isgo both boats and voyageurs ceased to visit the settlement, as the sloops and schooners then introduced monopolized the lake trade. As regards local marine interests, they, of course. commenced with the arrival of the first vessel at the mouth of Chicago River, after the Government had de- termined to establish a post and a fort licre. In 1795. by treaty with the Indians, the Government came into

240

HISTORY OF CHICAGO.

possession of a tract of land six miles square at the mouth of that river. To this locality, in the summer of 1803, Captain John Whistler's company was ordered from Detroit to build a fort. While the troops under Lieutenant Swearingen went overland to this point, the schooner " Tracy," under its master, Dorr, was dis- patched with supplies, having also on board the family of Whistlers. At St. Joseph River they left the vessel and took a row boat to Fort Dearborn .* On arriving at Chicago the " Tracy" anchored about half a mile from the shore, and sent her cargo ashore in boats. A sand- bar shut up the mouth of the river, but there is no recol- lection of a sandy island at the mouth, sometimes spoken of. The schooner remained here four or five days, the stores she brought, which were sufficient to last the garrison a twelvemonth, being placed in tents. The soldiers soon made a stockade to protect the supplies from the Indians. While the vessel was there, some two thousand Indians visited the locality, being attracted by so unusual an occurrence as the appearance in these waters of "a big canoe with wings." Lieutenant Swearingen returned with the "Tracy " to Detroit. Being the first vessel of any size which visited Chicago, it is not out of place to say that this schooner and a brig were owned by the Government and were the only craft under national control on the lakes. On its return voy- age, the "Tracy " stopped at Mackinaw. A boister- ous storm nearly destroyed the little schooner, of only about ninety tons burden, but she finally reached De- troit in safety. In 1809 Ramsey Crooks arrived at the fort on board the " Selina." In 1814 the first merchant brig " Union " was placed on the lakes, but being con- sidered too large (96 tons) she was laid up until the growth of trade called her again into service. Late in November, 1816, the schooner "Hercules " was wrecked in the lake between the two Calumet rivers, and all on board perished.} The first intelligence of the fatal catastrophe was communicated by finding the wreck of the vessel, and the bodies of the passengers strewed along the shore. Several days, however, had elapsed before this discovery was made, and the bodies were so beaten and bruised by the spars of the wreck, that the deceased could not be recognized by their feat- ures. Among these was Lieutenant William S. Evileth, an intelligent and promising young officer of engineers, whose death was much lamented. He had been em- ployed in the rebuilding of the fort, and had embarked the day previous to the shipwreck, at Chicago, to return to his friends, after a summer spent in arduous and use- ful service. When the unfortunate young man was found, his face had been so gnawed by wolves that he could not have been identified, had it not been for the military buttons of his clothes.

The "marine interests " of Chicago during these early years were centered in the Mackinaw trading- boats, which belonged to the American Fur Company, and an occasional craft which stopped at the fort on Government business. During a few years succeeding the rebuilding of the fort, quite a number of vessels were built for lake service, but they mostly plied below Niagara Falls. In 1817, very soon after Fort Dearborn had been reconstructed, the schooner "Heart- less " arrived off the lake shore. Attempting to run up the river she was beached in the sand. Efforts to float her proved unavailing, and there she remained, a com- plete wreck, and the first one which occurred within sight of Fort Dearborn. A great event in the history * Chicago "Antiquities." interview with Mrs. William Whistler. Men Colonel James S. Swearingen's statements to Rev. Dr. Hurry.

thee Schoolerit's Narrative Journal for 18-4, pp. 323, 304 By other authorities the wreck is wid to have occurred early in October, Ists.

of the marine of the upper lakes was the trip made by the first steamboat in the fall of 1818. The " Walk- in-the-water," built at Black Rock. arrived at Detroit on August 27, her general appearance being that of a schooner with an engine and two side-wheels. Her engine was not powerful enough to take her from the wharf at Black Rock up the rapids to the lake; so a dozen yokes or so of oxen were employed to assist. The " Walk-in-the-water" was wrecked in Buffalo Bay, November 1, 1821. That boat left Detroit July 31. of this year, and arrived at Green Bay August 5 .* Her tonnage was three hundred and forty-two, and her en- gines were what are, known as " low pressure." Some time previous to 1819, a few months before Jean Bap- tiste Beaubien was transferred from the American Fur Company's post at Milwaukee to Chicago, the United States revenue cutter "Fairplay" arrived outside the bar, and then proceeded to enter the river. This task was successfully accomplished, and for the first time a saii- ing vessel, other than a yawl or Mackinaw boat, was anchored in the river just north of Fort Dearborn. A few years after the "Walk-in-the-water" had been wrecked, various schooners, such as the " Chicago Packet " and the " Virginia," plied in these waters. In 1829, an Ohio distiller, who had touched at Mackinaw, Detroit and Milwaukee, in a vain attempt to dispose of a load of whisky, reached Chicago in his boat. After ridding himself of all but ten barrels, he proceeded on his way to Grand River. But it was not this brisk trade of 1829 which gave an impetus to lake interests; the opening of communication between Lakes Ontario and Erie was what accomplished it. Communication was first established in 1831, via Port Robinson and Chippewa, thence via Niagara River to Lake Erie. The first vessels which passed through were the " Erie " and the "Ontario," two American schooners, followed by the Canadian craft, " Anne and Jane."

During March, 1831, after the United States engi- neers had suggested a plan for the improvement of the harbor, an appropriation of S5,ooo was ob- tained for the erection of a light-house. Before it was fairly completed, however, on October 30, of that year, the structure fell. A few hours before it toppled over, so confident were many there was no dan- ger of its falling, that several went upon the top of it, some of the visitors being women. The walls were three feet thick, and the tower had been raised to a height of fifty feet. Samuel Jackson was the contractor. He claimed that the light-house was built on quick sand, which caused the building to settle and fall ; others held that the cause was the defective manner in which it was built. Another tower, forty feet high, was begun and completed by Mr. Jackson in 1832. It boasted of a fourteen-inch reflector. Samuel S. Lasby was the first, and Mark Beaubien the last, keeper of the old light-house. During the year 1831 three vessels ar- rived in Chicago. The first, which came May 20, took away the troops to Green Bay, leaving the garrison in charge of Colonel T. J. V. Owen, the Indian Agent. The year 1832, however, may be considered the com- mencement of the importance of the lake marine. Not only had communication been fairly established between the Upper and the Lower lakes, but the excitement of the Black Hawk War had caused considerable travel, soldiers coming from the East to the scene of the troubles, and fugitives scattering from the western country towards the East. This Black Hawk campaign was the occasion of the arrival of Chicago's first steamer, the "Sheldon Thompson," in command of Captain .I.

*J.etter of .\. II. Edwards, pap" 42, Julin Wentworth's "Fort Dearbusn."

DEaton

MARINE INTERESTS.

241

Walker. He brought a boat load of General Scott's soldiers, July 10, 1832 : also the Asiatic cholera, whose ravages are sufficiently detailed in the article on sani- tary affairs. At that time there was a fleet of vessels at anchor in the offing. Some eight days after the arrival of the "Sheldon Thompson " the " William Penn " ap- peared in Chicago harbor, with troops and supplies. From the year 1832 different steamboats made occa- sional trips to Chicago, the " Daniel Webster," " Mon- roe," "Columbus," "Anthony Wayne," "Bunker Hill," and others. In the year 1833, three brothers, Leonard C., Peter D., and Hiram Hugunin, sailed a yacht, named the "Westward Ho," from Oswego to Chicago. After .a voyage of nearly three months, they in August arrived outside the sandbar, went ashore, hired eight yoke of oxen, and hauled their vessel over the barricade into the river. The " Westward Ho" may therefore be con- sidered the first lake boat, belonging to private parties, to fairly enter the river. The next year, when immigra- tion to Chicago was active, the vessel interests received added impetus. Early in April a schooner arrived from St. Joseph, Mich., and two vessels cleared for that port. Between the 20th and the 30th of that month no less than one hundred immigrants arrived by boat at Chi- cago. The most noted of early steamers was the old "Michigan," built by Oliver Newberry, of De- troit, who, for many years, was largely en- gaged in the commerce of the lakes. This was the first steamboat which entered the river below Dear- born Street, arriving in June, 1834. The appearance of the first schooner, as it sailed up the river to Wolf Point was greeted with even more enthusiasm than hailed this craft. The date was July 12, 1834, and about nine o'clock in the morning the hearts of Chi- cago's citizens, in the language of the Democrat, were gladdened by the appearance of the splendid schooner " Illinois," as she came gliding up the river into the heart of the town, under full sail. She was a vessel of nearly one hundred tons, launched during the spring, at Sackett's Harbor, N. Y., and commanded by Captain Pickering. Her topmast was covered with streamers, and her canvas was spread to invite the gentle breeze, the banks of the river were crowded with a delighted crowd, and as she reached the wharf of Newberry & Dole, where she stopped, she was greeted with loud and repeated cheers. Her decks were immediately crowded by the citizens, all anxious to greet her commander with a warm and hearty welcome. The draw-bridge was soon raised, and she passed on to the upper end of the town, came to Ingersoll's wharf in front of the Western Stage Company. On her passage up the river more than two hundred visitors were on board. Two days after the arrival of the " Illinois," came the " Phil- lip." In the fall of 1834 the "Illinois" made her re- turn trip from Cleveland, bringing provisions to the set- tlers at Chicago and Milwaukee. . The old steamer " Michigan," made one or more pleasure trips around Lake Michigan, and she, with her veteran commander, Captain Blake, were great favorites with the traveling public. In 1834 three steamboats landed at Chicago and two at Green Bay. Such was the advent of steamers and schooners into Chicago River, and the heart of the growing town was at last connected with the navigable heart of the great Northwest. Soon afterward a large class of steamers commenced making regular trips from Buffalo, touching most of the intermediate ports. Among the number was the " James Madison," owned by Charles M. Reed, of Erie, and built with particular reference to the upper-lake trade. Her capacity for freight and passengers was the largest upon the lake at

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History of Chicago. From the earliest period to the present time, Part 65

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