History of Chicago. From the earliest period to the present time, Part 66

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

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that time. Still later in 1837 came the steamer " Illi- nois," owned and built by Oliver Newberry and de- signed for the Chicago trade. She combined strength, speed and beauty, and, under Captain Blake was a fav- orite for many years. Says Captain Walker (formerly of the "Sheldon Thompson ") in regard to the develop- ment of steamboat navigation :

" From year to year emigration to Illinois and Wisconsin con- tinued to increase, until a daily line of boats was established between Buffalo and Chicago, while at the same time the public demands were such as to require a still further advance, and a dif- ferent class and style of boat with better accommodations and in- creased facilities, suited to the condition and circumstances of a large class of the more refined and wealthy, who were then emi- grating and settling throughout your and the adjoining states. And hence the necessity of introducing the upper-cabin boat. When the ' Great Western' first made her appearance upon the lakes, and during the two years in which she was being built, many, who claimed to be judges, expressed doubts of the practicability and seaworthiness of that class of boats. But in a few trips she became a favorite with the public, and, notwithstanding the opin- ions and prejudices of a few, was the means of bringing about an Entire revolution in the constrution of our steam marine upon the lakes, causing all the boats in commission and contemporary with her, to convert their lower-cabins in stecrages and freight-holds, and substitute the upper-cabin, * * * It is proper here to say that the ' Great Western ' was built expressly for the upper-lake trade, and continued to make regular trips for ten successive years. Of the estimation placed upon her during those years. it is not my province here to speak, more than to say that she was designed, modeled by, and under my command during that period. At that time (1838) the principal forwarding houses in the city were Kinzie &: Hunter, Newberry & Dole, Curdon S. Hubbard. Esq., Bristol & Porter, the latter of whom were then agents and consignees for the above-named boats, Mr. Hubbard being the agent for the " Great Western." Subsequently she ran to the docks of Messrs. Walker, Smith and others as her agents and consignees."

A regular line of steamboats was established between Chicago and Buffalo in July, 1839, a boat leaving and arriving at Chicago every alternate day during the sea- son of navigation. On the 6th of that month General Winfield Scott arrived at Chicago on the steamer "Illi- nois." The "Thomas Jefferson," "James Madison," " Buffalo" and " Illinois" were put upon the route.

Ship building, according to Captain Peter F. Flood, who arrived from Oswego in June, 1835, commenced in Chicago during that year. The "Clarissa " was begun in the spring of 1835, hy Nelson R. Norton, but was not completed, or launched, until May 18, 1836. The " Detroit", Captain John Crawford, was built at Milwau- kee in 1836-37 for the Chicago trade, at a cost of $50,- ooo. This vessel was lost off Kenosha in November, 1837, after only six months' service. About this time ( 1836) an association of the then young, energetic and enterprising citizens was formed, and they commenced the building of the steamer " James Allen." It was completed in 1838, Captain C. H. Case having charge of its construction. The boat was built for a company comprising George W. Dole and J. H. Kinzie. Captain Pickering was master of the steamer. The ship-yard was on "Goose Island." The " Allen " was built to be fast, and to run across Lake Michigan from St. Joseph to Chicago, in connection with the stage and mail line. Her hull was narrow and sharp in form, and light in material. Two powerful, low pressure, horizontal engines were put on the guards, on the main deck. The boilers were small, and, on trial, proved to be insuffi- cient. When the " Jim Mlen" had steam up and started on her trial trip for St. Joseph, she went out of Chicago at a speed that pleased, as well as astonished, her owner and designer. The first fourteen miles werc run inside of an hour. Then the engines began to "slow up" and the voyage took about ten hours. Every effort was made to keep up the supply of steam to the two large engines, but the result was the same as expe-

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HISTORY OF CHICAGO.

rienced during the outward trip. To use the expression of her commander, she would run the first thirty min- utes "like a skeered dog," then her speed would gradally slacken to about seven miles an hour, and nothing could coax her to do any better. For two seasons, notwith- standing the utmost exertions taken, there was no im- provement in the " Allen's" average rate of speed, and she was then sold and taken to the lower lakes.

The " George W. Dole " was also built by Captain Case, soon after the completion of the "James Allen," and the two run together over the St. Joseph and Michigan City route. The former was sunk at Buffalo, in 1856, having previously been changed into a sailing vessel. These were the first and only steamers built in Chicago previous to 1842. Captain Case afterward went · burning of the "Erie." to St. Louis.

Among the early ship chandlers were Hugunin & Pierce, Foster & Robb and Dodge & Tucker. George F. Foster came to Chicago in July, 1837, and with his nephew, George A. Robb, opened a sail loft in the attic of a two-and-a-half-story building on North Water Street. In the spring of 1839 they bought out the old firm of Hugunin & Pierce, ship chandlers and grocers, and established the first sail-making house in the West. His sons still continue in the same business.

William Avery, who built the steamboat "Chicago" arrrived at Chicago, February 25, 1837. He was a prominent steamboat builder from 1837 up to the time of his death in 1840.

In 1842 Captain James Averell established a ship- yard, on the North Side, just below Rush-street bridge,* and very soon after Thomas Lamb commenced business near the same place. In July of that year the " Inde- pendence," the first propeller built on Lake Michigan, and the third one ever run on the lake, was launched from this ship-yard. She was a large vessel for those days, being of two hundred and sixty-two tons burden. Abaft the cabin in the " after-run " was placed an en- gine with which to run a propeller wheel, in case of head winds. The "Independence" was for years a successful sailing vessel, and it is claimed that she was the first steam barge of the lakes. She was wrecked on Lake Superior in 1853. In 1845-46 Captain Averill built the brigantine "S. F. Gale " for George F. Foster. He also constructed many other vessels, and of large size for those days. Among them were the schooner " Maria Hilliard," the brigs "Sultan," " Minnesota," and " Mary," the barque " Utica " and the scow " Ark," one of the first, if not the pioneer craft of that character ever constructed to navigate Lake Michigan.

Until 1841 the steam marine held sway over the lakes, and steamboats were the favorites. The old "North America," "Commodore Perry," " Illinois " and " Michigan," are well remembered. The great line between Buffalo and Chicago, with such masters as Captains Blake and Appleby, served to sustain the rep- utation of that kind of craft for speed and safety. “It was sometimes positively thrilling," says Levi Bishop, "to see old Captain Blake on the upper deck in a storm, as he maintained his perfect self-possession and directed the ship beneath liim. *

* The owner of the ' Illinois ' was a well known citizen. He was pop- ularly known as the 'Commodore of the Lakes.' He was a Whig of the Henry Clay, Daniel Webster, and John J. Crittenden school. He was a patriotic citizen, and, as expressing his sentiments and the true spirit of the State and National government, he placed at the masthead of the 'Illinois,' a steamer nearly or quite forty feet long, with the words 'State Sovereignty and · Colbert's " Chicago."

National Union' inscribed upon it in large and con- spicuous letters. That old steamboat and the national sentiment were the pride of Oliver Newberry, as well as the pride and boast of all beholders."

The fall of 1841 was marked by a series of obstacles and disasters in communicating with the lower lake ports, and public opinion commenced, especially to be set against steamboat navigation. Many of the boats had already served their day, and their large and ungainly sidewheels were evidently too good marks for the heavy waves of the lakes to miss. The old steam- ers "United States" and "Chesapeake" and other ancient craft, on their way from Lake Erie to Chicago, were disabled more or less, and in August occurred the

Commencing with 1843, the steamboat had a serious competitor to contend with-the propeller. The " Van- dalia," of Oswego, a sloop-rigged craft of one hundred and fifty tons was the first propeller to appear on Lake Erie, and the "Independence," built in Chicago, was launched soon afterward. Within the next two years over twenty new propellers were placed upon the lakes ; one, the "A. Rosseter," coming from Chicago. This boat was wrecked on Lake Michigan in 1855.

The ship-yards of Chicago were now beginning to present unusual signs of activity. In 1845 there were constructed the schooners " Maria Hilliard," " J. Young Scammon," and " Ark ; " in 1846 the barque " Utica," brig " Ellen Parker " and schooner "N. C. Walton."* In 1847 eight schooners had been, or were being built, in Chicago, one brig and one propeller-the "A. Ros- seter "-a total tonnage of 4,833. Nineteen schooners, one propeller and one brig owned by Chicago people. The leading ship-builders at this time were Messrs. Jordan, Miller & Conners. The latter afterward formed a partnership with Riordan & Dunn, on the South Side, near Van Buren-street bridge.

The Congressional act for the erection of light- houses was passed March 1, 1847, when $3,500 was appropriated for Chicago.

The year previous Chicago had been changed from a port of delivery, to a port of entry. In 1850 the dis- trict was divided so that Milwaukee also became a port of entry.

Chicago's importance as a marine port was further . recognized by Congress in an appropriation of $10,000 for the erection of a hospital, the act being passed in 1848. The Marine Hospital was built on the east side of Michigan Averue, in the north part of Block 5, Lots 2, 3, 4, and 5, and the south ten feet of Lot I. These grounds were sold to the Michigan Central Railroad Company, and the building was destroyed during the fire of 1871.

From 1850 the building of vessels at Chicago, and for the Chicago trade, and their arrivals and departures formed so large an element nf her commerce that it is impossible to trace each craft from the stocks to the bottom of the lake, or to record each arrival and depart- ure, as a noteworthy event. £ It is not only impossible but unnecessary, and only the most important steps in the growth of the lake marine will hereafter be noticed. In March, 1853, daily communication was established with Milwaukee by a line of boats, and in July two ves- sels of Ward's line were put on. The opposition line start- ed the steamer "Garden City," August 1, and a few days later direct weekly communications were opened between Chicago and Sault Ste. Marie. The " Garden City " was wrecked on a sunken reef off St. Mary River,

. Statistics prepared by Jesse B. Thomas, by authority of the River and Harbor Convention of 1847.

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MARINE INTERESTS.

May 19, 1854. Fortunately, all the passengers were saved. At this time Chicago had no life-boat, but was obliged to depend, in time of storm, when vessels were ground- ed on the bar and the lives of the crews in peril, upon such boats as steamers or propellers then in the harbor might have to send out. After the terrible storm of April 27, 1854, however, by which seven vessels were wrecked and seven lives lost, almost within sight of Chicago, it was urgently suggested by the Press of the city that the Government furnish a life-boat to the port. The harbor master, Captain Edward Kelly, immediate- ly undertook the circulation of a petition for a boat. In October two life-boats were supplied. Two months previous to the time when they were obtained, Colonel Graham, in charge of the harbor improvements, had per- fected his plan for the construction of a light-house. It was proposed to extend from the north pier head, crib work north and then west, in order to protect the light from the influence of storms and from contact with spars of vessels. Within this projection he proposed to build the light-house upon nine iron screw piles, eight of them forming an octagon thirty-three feet in diame- ter, with one in the center. The light-house was to be in the shape of a right prism, five feet above the water level. Above this it was to assume the form of a trun- cated pyramid, to the height of fifty-seven feet. Upon this a framework was to be erected supporting the watch-house and lantern, and giving seventy-three feet above the surface of the lake for the focal flame.

The increase of tonnage in the district including Chicago, Waukegan and Michigan City, in 1854, was very great. From the ist of January to the 15th of May there were enrolled at the custom house forty-six vessels, with an aggregate tonnage of 9,496. With a few exceptions these were all owned in Chicago. The total tonnage of the district was 44,602. Collins

The season of navigation for 1855 was disastrous, the storms raging with unusual fierceness during Sep- tember and November. Among the casualties of local concern were the wrecking of the brig "Tuscarora" and the explosion of the steam tug "Seneca." The "Tus- carora" went to pieces in the storm of September 18, just outside the harbor, but all the crew were saved. The "Seneca" blew up while passing Randolph-street bridge, October 16, 1855. The explosion tore the upper works of the boat to pieces, and killed the captain and engineer. The "Seneca" was an old boat, having been in use since 1817. The cause of the explosion was not known, owing to the death of the engineer; but from the fact that the boiler was subsequently taken out of the river, and found to be intact, it is supposed that the ex- plosion was due to a defective steam pipe. During October the schooner "Mark H. Sibley" and the barque " Pathfinder" were sunk in the outer harbor. The sea- son of 1856 was even more fruitful of disasters than the previous year. In May the propeller " Bay State," in approaching the harbor, struck a sunken anchor about forty rods from the pier, and went down in five minutes. The steamer "Northern Indiana" took fire near Toledo, in July. and burned to the water's edge. Some Chicago citizens were on board. The brigs "A. R. Cobb" and " Happy Go Lucky" went to pieces on the pier, October 13. During the storm of October 24, several vessels were wrecked outside Chicago harbor. The scow "Yankee," the schooner "General Taylor" and the barque " Quebec" were all more or less disabled. Sev- eral vessels were also scuttled and sunk while attempt- ing to enter the harbor during the storm of November 6. The schooners " N. C. Walton" and " Charles How-

ard" were wrecked on the pier of the outer harbor, December 2, and a few days afterward navigation closed.

It was during this year (July, 1856) that the first di- rect clearance was made from Lake Michigan for Europe by the steamer " Dean Richmond." The con- signor was C. J, Kershaw, of Montreal, who hoped to ship a full cargo of wheat from Chicago ; but here he could only obtain 5,000 bushels and was forced to seek the balance-9,320 bushels-at Milwaukee. She left Chicago about July 14, had her full cargo on the 18th, and sailed for Europe on the 19th. The " Dean Rich- mond " was a new vessel. She arrived in Liverpool on the 29th of September ; the trip from her docks at Cleveland to Chicago being her first, and her European voyage her second. The trade between Chicago and Canada was now gathering considerable volume. In 1857 it amounted to over $222,000. The vessels regu- larly engaged in the trade between Chicago and the other lake ports during this year were those of the American Transportation, Western Transportation, Northern Transportation, the Clement Steamboat, and the Lake Navigation companies ; and those of the People's Buffalo and Chicago, Old Oswego, Chicago and Lake Superior lines. Quite a noted foreign arrival was that of the "Madeira Pet," which left Liverpool April 24 and arrived off Chicago harbor July 14, 1857, entering the river in the afternoon and anchoring at the north pier. About this time the Democratic Press de- scribes the measures taken to protect the lake marine as:

" First the light-house, well enough when it was built twenty years ago, but now surrounded and shut from the view of the mari- ner by a number of higher buildings' between it and the lake -- perfectly_useless-but lighted up punctually and carefully every night. Then came sundry old houses and any quantity of scows and old dredging machines and piles of timber, rotten and falling to pieces. One cannot help thinking how much good they might bave done, if worn out in actual service, or calculating how many dollars were 'sunk' in their construction and accumulation. Then come the piers-gone to decay, under the power of the elements, until it is scarcely possible for sailors to walk along them to carry their lines, and hardly a 'snubbing post' where they can ' take a turn' or 'make fast.' Outside lies the bar. It cannot be seen, it is true, but there it is, and has been these many years, periling property and life, while for more than a year SIS,ooo unexpended appropriation for this harbor has lain in the treasury, and not even a buoy has been placed to mark out the dangers to the tempest- tossed seeking for safety."

The Press drew attention to the effective work which was being accomplished by the Illinois Central Rail- road, in the way of piers, breakwater, etc., and sug- gested that the company and the city take hold of the harbor improvements and "snap their fingers in the face of niggardly Uncle Sam." This crushing course of procedure, however, was not taken, and eventually Uncle Sam came to his senses.

LIGHT-HOUSE KEEPERS. - The first light-house keeper was Samuel C. Lasby, then William M. Stevens was keeper, then John C. Gibson ; then William M. Stevens again held the office. The directories of Chi- cago give the following as light-house keepers, during the periods specified, and John Wentworth* gives the names of the Presidents appointing them, as prefixed to their names : Harrison-Silas Meacham, 1844 : Polk -James Long. 1845 to 1849 ; Taylor-Charles Dong- lass, 1850 to 1852; Pierce-Henry Fuller, 1853 to 1855; Buchanan-Mark Beaubien, February 19, 1855, to Oc- tober 7, 1859, at which latter date he resigned.

CUSTOM HOUSE AND COLLECTORS.t- Before the establishment of Chicago as a port of entry, the town

*" Fort Dearborn," by John Wentworth, LL. D., Fergus's Histrical Series. +Hon. Charles 1. Folger, Secretary of the Treasury, courteously furnished valuable information on this subject.

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HISTORY OF CHICAGO.

was a tributary to the Detroit District, and the revenue was collected by Seth Johnson, formerly an officer of the garrison, with the office at 38 Clark street. Upon April 1, 1846, William B. Snowhook was appointed special surveyor of the port of Chicago, and after the making of Chicago as a port of entry by the act of July

16, 1846, on August 10, 1846, he was appointed Collector of the Port; some time during his administration remov- ing the custom-house to No. 3 Clark Street.

WILLIAM B. SNOWHOOK was born in Raheen. Queen's County, Ireland, on March 25, 1804, and left the land of his birth when only eight or nine years old, for New York. At the printing office of Thomas McElrath, he learned the trade, under the tuition of William F. Porter; William B. Snowhook and Horace Greeley working together in this office for some time. About the age of sixteen, Mr. Snowhook paid a visit to Ireland, where he remained for two years, and then went to New Orleans and engaged in build- ing levees by contract, afterward returning to New York and con- tracting for the building of a portion of the Morris & Essex Canal. Tbe performance of this work gained him a reputation, and he received a contract for building a portion of the Maumee Canal; upon the completion of which he came to Chicago, in the early part of 1836, and, with William B. Ogden, George W. Snow and others, he took a contract on the construction of the Illinois & Michigan Canal. In the directory for 1844 he is designated as a grocer, with his store on Clark Street, near South Water; about 1848 the firm becoming Lonergan & Snowhook, remaining under this style until about 1851, when Thomas Lonergan retired, and Mr. Snowhook gave his attention to the produce commission busi- ness, in which branch of business he was a pioneer. Mr. Snow- hook raised and equipped the Montgomery Guards, of which company he was Fourth Sergeant, warranted April 8, 1842; First Lieutenant, commissioned May 2, 1842, and Captain, commissioned April 3, 1847, and in 1846, during the Mormon disturbances at Nauvoo, Governor Ford commissioned him Colonel on his staff, which military title clung to him until his death. In IS47 he was Alderman of the Eighth Ward. In 1855 he gave up active busi- ness to follow the study of the law, and in 1857 was admitted to the Bar, varying his legal studies by running against John L. Wilson for Sheriff, in 1856, by whom he was defeated. He also took a course of lectures in the law department of the Chicago University, graduating from that institution with hooor in 1858. In 1860 he associated himself with Samuel A. Irvin. In IS61, at the outbreak of the Civil War, Colonel Snowhook was authorized to recruit meo for the volunteer service, and was largely instru- mental io raising men for the famed Irish Brigade. For his work in this behalf he received the tbanks of the Governor. In 1865 the firm of Irvia & Snowhook was dissolved, and Colonel Snow- hook took George W. Gray as a law partner, the firm subsequently becoming Snowhook, Johnston & Gray, and so remaining until the day of his death. on May 5, 1882. Colonel Snowhook was twice married, his second wife dying. in 1870. He left two children, Patrick W. Snowhook, a member of the law firm, and Mrs. Mary Tuttle.

On May 3, 1849, Jacob Russell was appointed Col- lector, and Valentine A. Boyer was Deputy Collector,

JA Loyer

which latter position was occupied by James Breck, Jr., in 1850. In 1852 the custom-house was located at 129 South Water Street. Upon March 18, 1853, William B. Snowhook was re-appointed Collector, Philip Conly suc- ceeding him on July 10, 1855 ; and in the year 1856 the custom-house was removed to 13 LaSalle Street. In 1856, Philip Conly is designated as sub-treasurer of the United States, and in this year Thomas J. Kinsella was Deputy Collector. March 31, 1857, Jacob Fry was

appointed' Collector, retaining that position until June 15, 1858, when Bolton F. Strother was appointed, at which time Frederick C. Russell was Deputy Collector. In 1836, the exports were $1,000.64, and the imports $325,203.90 ; while in 1857 the imports from Canada were $326,325, and the duties on imports at Chicago were $143,009.23 ; while the value of exports, in 1857, was $1,585,096.

In 1843, there was a Government agent resident at Fort Dearborn named Charles L. Schlatter, who was succeeded by William Gamble, in 1845, whose province was to oversee the improvements made in the harbor ; William Gamble remained in charge until the work was taken charge of by the topographical engineers.

RAILROAD vs. CANAL.

It took many years for the people of Illinois to decide the proper highway over which the wealth of the Northwest was to pass, should be a combination of lake and railroad, rather than of lake, canal and river. The river towns had, since the first settlement, enjoyed a monopoly of the public favor, and even for some time after a few railroads had been chartered, these proposed highways seemed to push towards the river and to promise most of their benefits to the river sections. St. Louis, especially, which had for many years enjoyed a large river trade, was looking for still greater com- mercial supremacy, whether the rich State to the east should decide to throw its energies into the improve- ment of the Illinois & Michigan Canal or into the development of a grand railway system. The handi- work of this wealthy Missouri town is early seen in the legislative proceedings of Illinois. The first movement in this State looking toward the construction of a rail- way was an act passed in January, 1831, authorizing a survey from the bluffs of St. Clair County, along the American bottom, to the Mississippi River, near St. Louis. Commissioners were appointed for this pur- pose. At the same session the commissioners of the Illinois & Michigan Canal were to ascertain whether a railroad or a canal would be preferable between the Chicago and Desplaines rivers. A canal was deemed most desirable. Even the plank roads through Illinois seemed to be naturally tending toward the great river town. Already a State road had been built from Vin- cennes, Ind., to St. Louis, and was much traveled. In 1832 the Springfield & Alton Turnpike road was incor- porated, its river terminus to be in St. Clair County, opposite St. Louis. Chicago was, however, early alive to the necessity of constructing a system of railways which should cut the many ties then binding her own legitimate territory to her old rival. There was yet, another candiate for commercial supremacy in the field, and the State was, for some time, undetermined as to whether the harbor and the canal of Chicago would tend to develop this city into a greater business center than the lead mines would the village of Galena. As previously remarked, the friends of Chicago saw the necessity of doing something to bring her naturally tributary territory into close communication with her- self, and, also, by some system which should not pour a flood of advantages into the rich city which sat by the river, waiting to be made wealthier. The agitation of a great central railroad through the State therefore commenced, which was to be operated in connection with the Illinois & Michigan Canal, and to strike the southern border of Illinois, at or near the junction of the Ohio and Mississippi rivers, there to connect with the railway system of the South. The Illinois Central

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History of Chicago. From the earliest period to the present time, Part 66

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