History of Cook County, Illinois From the Earliest Period to the Present Time, Part 90

Author: Andreas, A. T. (Alfred Theodore), 1839-1900
Publication date: 1884
Publisher: Chicago : A.T. Andreas
Number of Pages: 875

USA > Illinois > Cook County > History of Cook County, Illinois From the Earliest Period to the Present Time > Part 90

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Necessarily the establishment of the civic govern- ment entailed the formation of the various boards and directories who should exercise supervision over the ramifications of the administration, and following the offices and powers already vested, on February 14, 1855, the board of sewerage commissioners were created by the legislature, and on February 14, 1857, the same boly enacted rules for the governance of the Reform School, and provided for the special imposition and col- lection of taxes requisite for its support and administra. tion. The revision of the charter, which has been al- luded to heretofore, was approved on February 18, 1857, and by this charter the distribution of offices was taken from the Council and the Mayor was vested there- with. This alteration was necessitated because of the dissatisfaction that was felt by the citizens with sundry appointments made by the Council, and it was deemed that if the appointing power was concentrated to one individual the responsibility for incapable or unworthy appointees would at least be fixed, and it was also con- sidered that with this prospective identity of appoint- ment the appointed persons would be worthy of the man who appointed them. In a number of instances they have been, but in an entirely different sense from that contemplated by the reformers of the city charter. Also, by the new dispensation, a treasury department, which had been an adjunct of the Council, was es- tablished as a separate department, under the direction of the City Comptroller, and a Police Court was created consisting of the Justice of the Peace, whose election had been already provided for. The Board of Educa- tion also was formed of fifteen school inspectors, who were divided into three classes, in lieu of the seven members annually appointed by the Council. As the city expanded-grew like a weed, is more exactly de- scriptive of its growth-the various necessities were met

by the creation of such boards and officials as were requisite, the office of City Marshal being abolished about 1862, and the Board of Public Works created.

CHANGES IN CORPORATE LIMITS .- By the charter of March 4, 1837, Chicago was divided into six wards, and its limits fixed as follows : "That district of country in the county of Cook, known as the east half of Section 33, in Township 40, and fractional Section 34, in the same township, the east quarter of Sections 6, 7, 8, 9, and fractional Section 10, excepting the southwest frac- tional quarter of Section 10, occupied as a military post, until the same shall have become private property, frac- tional Section 15, Sections 16, 17, 20, 21, and fractional Section 22, in Township 39 north, Range 14 east, of the third principal meridian." These limits include the territory bounded on the south by 'I'wenty-second Street, on the west by Wood Street, north by North Avenue, and east by the lake, except a fraction of Section 10, as noted above; also the ground on the lake shore lying east of Clark Strect, extending one-half mile north of North Avenue, since occupied as the old City Cemetery. The city covered about ten square miles of territory. By the act of March 3, 1843, the southeast quarter and the northeast quarter of the southwest quarter, southwest quarter and northwest quarter of the southeast quarter of Section 5, Township 39, Range 14 east, and the west half of the northeast quarter of Section 8, Township 39, Range 14 east, of the third principal meridian, were stricken out of the corporate limits of the city.

February 16, 1847, the city was divided into nine wards and the corporate limits established as follows : " All that part of Township 39 north, Range 14 east, of the third principal meridian, which lies north of the north line of Sections 27, 28, 29 and 30 of said town- ship, and the east half of Section 33, in Township 40 north, Range 14, and fractional Section 34, in said Town- ship 40." By this act the limits were extended to West- ern Avenue, taking in all east of Sedgwick Street be- tween North Avenue and Fullerton Avenue. About three and a half miles were added to the area. The First, Second, Third and Fourth wards were made to extend from the river to the limits of the city, and the Seventh, Eighth and Ninth from the river north to the extent of the city. February 12, 1853, the city limits were extended north to Fullerton Avenue, south to Thirty-first Street, and from the lake to Halsted Street. This excepted the tract lying west of the North Branch and north of North Avenue (Holstein), and the tract lying west of Halsted and south of the South Branch (Bridgeport). By the above act the city was divided into three divisions, called North, South and West. The territory annexed was added to the First, Second, Third, Fourth, Fifth and Seventh wards. The corporate limits of Chicago were extended to Lake Michigan, and one mile from shore by the act of February 28, 1854. Feb- ruary 15, 1857, the city was divided into ten wards, the additional one being taken from the West Division.

February 16, 1863, an act was approved which made Bridgeport and Holstein a part of the city, and which also extended the south limit one mile farther to the south; dividing the city into sixteen wards and embrac- ing an aggregate area of ahout twenty-four miles. The section lines which ran north and south were State, Halsted and Reuben streets and Western Avenue, and the section lines running east and west were Fullerton, North and Chicago avenues; Madison, Twelfth, Twenty- second and Thirty-first streets, and Egan Avenue, or Thirty-ninth Street. On March 10, 1869, an act was passed whereby the limits of the city were defined as

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HISTORY OF COOK COUNTY.

at present, and the number of wards were twenty, com. prised within Fullerton, Western and Egan ('Thirty-ninth Street) avenues and Lake Michigan.

STREET IMPROVEMENTS, - Previous to 1855 the efforts made to grade and otherwise improve the streets of the city were unsystematized and spasmodic. The first "road " was located in 1831 from the public square to the western county line. But the report of the view- ers was rejected by the County Commissioners, because it was believed they had selfish ends in view in locating it as they did. The Commissioners therefore voted that the viewers " have no pay for their services." In April, 1832, several, streets and roads were authorized; among others the first street leading to Lake Michigan was laid out. It then cominenced at the east end of Water Street, and is thus described by Jedediah Wooley, Surveyor: " Direction of said road is south eighty- cight and one-half degrees east from the street ( Water) to the lake, eighteen chains, fifty links," The street was laid out fifty feet wide. The viewers on this occa- sion believed that " the said road is of public utility and a convenient passage from the town to the lake. In June, 1832, the County Commissioners ordered that a road be viewed " from the town of Chicago to the house of B. Laugliton, from thence to the house of James Walker on the Du Page River, and so on to the west line of the county, and that Elijah Wentworth, R. E. Heacock and Timothy B. Clark should be the viewers." These men were appointed to the same office to do sim- ilar work for a prospective road " from the town of Chi- cago, the nearest aud best way to the house of the Widow Brown on . Hycory Creek.'"

By March, 1833, the State road leading from Chi- cago to the left bank of the Wabash River, opposite Vincennes, was completed, and during the spring and summer of that year, various minar roads were laid out. Thus, even at this early period, Chicago was becoming a road center. When, later, plank roads commenced to be built, Chicago also took the lead and drew in the trade of all the country around. In August the town of Chicago was incorporated, and one of the first official orders of the Trustees was given to the Surveyor to " pitch " South Water Street from the United States Reservation to Randolph Street, on or before April, 1834. In these days Benjamin Jones was Street Com- missioner, and he and his successor's were autorrats m their way. The law empowered them to call out any- body between the ages of twenty-one and sixty years, to work upon the streets and bridges for three days per annum. The territory within which this law operated covered the country one mile from the center of the town limits, During July. 1834, the Surveyor was re- quired to graduate South Water Street, so that "water should flow from each cross street into the river." South Water and Lake streets were the two principal thorough- fares of the village, and therefore were early turnpiked and graded. Plank sluices were also built across Clark Street, to carry the drainage to the South Branch, and that street was somewhat improved in 1836. In the fall of that year Canal Street was turnpiked and bridged as far north as Kinzic; Lake Street similarly improved as far west as Desplaines, and Randolph Street from the river to the west side of Section 9. As late as July 9, 1836, the American calls attention to a pond of water on Lake Street, corner of La Salle, inhabited by frogs. " It smells strong now, and in a few days will send out a horrible stench." By the winter of 1836 the leading thoroughfares were turnpiked. The next spring Hiram Pearsons commenced to improve his north addition to Chicago, advertising for proposals for

"clearing, grubbing and grading," Market, Franklin, Chicago Avenue, La Salle, Clark and Dearborn streets; also Union, Desplaines, l'eyton, Canal, Webster, Spring, Harmon, Hamilton, George, Maria, Elizabeth, Cathar- ine streets, and one-half of Division Street, in the same addition, making in all fourteen and one-half miles of streets. Most of this work was accomplished before Mr. l'earsons went into bankruptcy in July, 1842.

For several years the work of grading, grubbing and crudely improving the streets went on, but it was not until 1849 that the authorities commenced to generally plank them. As a rule this work amounted to less than nothing, for when the heavy teams broke up the planks, and wet weather came, the pavement was a dangerous and active weapon, flying up into horses' faces and dash- ing foot-passengers with mud. As late as 1 868 relics of the broken plank could be seen on Blue Island Avenue, and as late as 1859 West Madison and State streets were laid with this planking. Descriptive of the " pave- ments" of these carly days is the following paragraph taken from Bross's History:

"I said we had no pavements in 1848. The streets were sim- pły thrown up as country roads. In the spring for weeks, portions of them would be impassable. I have at different limes seen emply wagons and drays stuck on Lake and Water streets on every block between Wabash Avenue and the river. Of course there was little or no business doing. for the people of the city could not get aboat much, and the people of the country could not get in to do it. As the clerks had nothing to do, they would exercise their wits by pul- ting boards from dry goods boxes in The holes where the lasi dray was dug out, with significant signs, as . No Bottom Ilere," The Shortest Road 10 China.' Sometimes one board would be nailed across another, and an old hat and coat fixed on it, with the notice 'On Itis Way to the Lower Regions.' In fact, there was no end lo the fun ; and jokes of the boys of that day-some were of larger growth-were withoul number. Our first effort at paving, or ouc of the first, was to dig down Lake Street lo nearly or quite on a levet with the lake, and then plank it. It was supposed that the sewage would settle in the quiters and be carried off, but the experiment was a disastrous failure. for the stench at once became intolerable. The street was then filled up, and the Common Coun- cil established a grade from two to six or eight feet above the nal ural level of the soil."

The planking of Lake Street referred to above, was ordered by the Common Council January 22, 1849, and was from the west side of State to the river, through the center of the street, forty-eight feet wide. Prior to 1849 the attention of the citizens had been called to the fruit- lessness of using stone pavements upon the streets of Chicago. It did not seem a profitable investment for the rity to lay down a pavement which would sink out of sight in one or two years. The experiment of laying plank roads had proved a success in Canada and New York, and accordingly in 1849 the Common Council determined to plank the principal streets of this city In 1849-50, Market, State, South and North Clark. La Salle, Wells, East and West Madison and West Randulph, were treated to a coating of this material-(nearly three miles of pavements) at a cost of $31,000.

Soon after this was commenced a general numbering of the streets. In the spring of 1848, Clark Street was numbered from South Water to Randolph. In July. 1850, the Common Council ordered that North Water, Kinzie and Michigan streets be numbered from their eastern termini to Franklin Street; and that Wolcott. Dearborn, Clark, LaSalle and Wells be numbered from North Water to Ontario; also that the names of these strects be posted up in large letters on each of their corners.

In the summer of 1854 D. Harper, superintendent of public works, made the following measurements of levels above the lake surface:

365

HISTORY OF CHICAGO.

South Division :- Market Street, at Madison, 5.140; at Wash- ington, 6.746; at Randolph, 6.Sgo; at Lake, 6 945.

Water Street, at Lake, 6.945; Clark, 7.000; State, 6.715.

Clark Street, at Water, 7.000; Kandolph, 7.665; Madison, 9.080; Twe fih, 8 993.

State Street, at Water, 6.715; Randolph, 8.620; Madison. 9 950; Monroe, 10.070; Van Buren, 11.135; Polk, 12.464; Twelfth, 12 030.

Madison Street, at Market. 5.1.40; Franklin, 6 560; Wells, gogo; LaSalle, 8.090; Clark, 9.080; State, 9.950.

North Division .- Kinzie Street, at Wolcott, 7.580; Clark, 8 075; North Market, 8.455.

Chicago Avenue, at North Market. 7.705; Franklin 8.840; Wells, 8.73: LaSalle, 10.335; Clark. 10.900; Wolcott, 12.871.

North Market Street, at Kinzie, 8 455; Michigan, 7 435: Indi- ana, 6 760; Ohio, 8.025; lfuron, 5 450; Chicago Avenue, 7.705.

North Clark Street, at the dock. 7.405; Kinzie Street, 8 075; Indiana, 8.925; Ontario, 9.035; Superior, 10.000; Chicago Av- enue, 10.900.

Wolcott Street, al Kinzie, 7.580; Indiana, 9.610; Ontario, 11 .- 761; Superior, 11,810; Chicago Avenue, 12.871.

West Division :- Canal Street, at Twelfth, 10.065; Harrison, 9.255; Madison, 6 760.

Halsted Street, at Second, 995: Thin, 9.47; Fourth, 9.015; Milwaukee Avenue, 9 895; Prairie, 9 905; Fulton. 10 5; Lake, 10,- 25; Randolph. 11.365; Washington, 12.045; Madison, 11.460; Monroe, 10 865; Jackson, 14.170; l'olk, 13.995; Twelfth. 12.990.

Buckner Street, at Chicago Avenue, 11 450; Third, 13-30; Prairie, 13 295: Fulton, 15.555, Lake, 15.4; Washington, 16.130; Madison, 16.7; Monroe, 16.405; Adan:s. 15.960; Jackson, 15.635; Van Buren, 15.135; Harrison, 13.510; Taylor, 11.350.

Reuben Street, at Chicago Avenue, 17 020; Owen, 16.925: Fulton, 17.625; Lake, 17 885; Randolph, 17.610; Harrison, 11 .- 755; Polk, 11.305; Warren, 17.290; Madison, 16 440; Adams, 15 .- 265; Van Buren, 13.065; Tyler, 12.015; Taylor, 10-755; Twelfth, 10.84.

Twelfth Street, al Canal, 10.065; Clinton, 12.975; Jefferson, 13.125: Union, 13.205; Ilalsted, 12.305; Hoosier Avenue, 1! 350; May. 10 570; Reuben, 10.84.

Harrison Street, at Canal, 9 205; Desplaines, 13.695; Green, 15.260; Bordeu, 14. 185; Rueker, 13.475: Loomis, 12 900; Reuben, 11.525.

Madison Street, at Canal, 8.760; Jefferson. 9 445; Union, 10. 155: Ilalsted, 11.460; Sangamon, 12 930; Morgan, 15 350; Curtis, 15.775; May. 16.260; Ann, 16.405; Elizabeth, 16.705; Loomis, 16 970; Laflin, 17.15.

Chicago Avenue, at Liberty, 6.490; Union, 8.140; Carpenter, 10 165; Milwaukee Avenue, 10.915; Noble, 13 950; Reuben, 17.020.

In 1855 surveys were made for the purpose of lay- ing ground-work for the new sewerage system.

"It was found," says Assistant Engineer Clark, "that the sur- face of the ground along the North and South branches of the river was only three or four feet above the average surface of the lake, but rising irregularly eastward until, at Michigan Avenue and Rush Street, it was from ten in twelve feet above the same level, aud also rising west ward to about the same level at Ashland Avenue. This, of course, involved the necessity of raising the grade of the streets in order to cover the sewers in those parts of The area of the city which required it. After a good deal of dis. cussion It was decided to fill to a level of ten feet above ordinary water on the streets ailjacent to the river, raising them with an in- clination sufficient to protect the sewers and to give cellars of seven and one-half to eight feet in height. A greater height of surface was strongly recommended, but it was supposed that great dif- cully would be experienced in obtaining the requisite earth for the above minimum filling. It has, however, been found that the sur- plus earth of the South Division has heen sufficient not only to raise the grade of the streets, but to fill up the whole of the lake basin between the railroad and Michigan Avenue."

In August and September of 1856 Mr. De Golyer, inventor of the pavement which bears his name, did some work on Lake and South Water streets, which gave general dissatisfaction. They were paved with cobble stones, quite carelessly laid, or as one critic learnedly remarked, the stones were not laid secundum artem. Among those interested in good streets the discussion for the next few months waxed warm between the ad- vocates of planking. macadamizing and cobble-stoning. It was during the spring of 1857 that the excitement was intense in regard to the raising of the grade over

that established in 1855. Lake Street property owners especially were aroused, as the proposed fourteen-foot grade would bring up their level some three or four feet. The Tribune of April 9, 1857, brings out the difficulties of the situation in very strong light. They did seem insurmountable, and that they w ... wercome is but another evidence of the energy of Chicago in the line of public improvements:

" What effect is this new giade going to have on buildings al- ready erected in this city? The streets and sidewalks must be raised some seven leet above the natural surface level. In other word«, every house now built must be raised about the height of the Mayor above its present foundation, or be entered through doors cut in its second story. The proposed grade wouhl damage im- mensely all our citizens who have bush those magnificent brick and stone blocks within the past three years. These buildings have been erected to correspond with the present grade. T'lic .new grade' would throw their floors some four feet below the side. walks, while their seconil floors would be five or six feet above the street surface, and their cellars would become dark pils or dens underground. The older buildings erected on a level with the natural surface would fare much better than any of the great blocks constructed to suit the present grade. Frame houses could be set up on blocks, while brick ones, such as the Tremont House, might be entered from the street through the second story windows, by building two or three short steps upon the proposed sidewalks. We should say that $2,000,000 would be a low estimate 10 the damage that would be done to present structures ! Who must pay it-or would the owners have to lose it ? But that is not all. It will be a costly job to raise all the streets and sidewalks of Chi- cago six to eight feet within the space to be draineil hy sewers-a space of more than 1,200 acres. Where are the millions of cubic yards of earth to come from to fill them up to the second stories of the present buildings? And how many millions of dollars Is it going to cost the tax payers ? What sort of ' up and down' side. walk will the establishment of thuis 'new thirteen or fourteen feet grade' create during the next twenty years? Because it is all dosh to say that a uniform system of level sidewalks, corresponding with the proposed grade can be established short of many years.

Those opposed to the new grade had better be stirring themselves before it is too late. Now is the time to speak or forever hold your peace."

Apropos of these times it is remarked by an old citizen and a close observer:

" A good joke was told about the first brick Tremont House that was put up. Of course it was at first built to the grade of that period ; but, as the grade was every now and then established higher and still higher, it at last left the hotel three or four feet be- low the surface of the road in front of it, and steps were built around it both on Lake anıl Dearborn streets for the convenience of persons going there or passing along the sidewalk. A wag of a fellow, from New Orleans, while visiting here, wrote back 10 his paper that they need not talk any more about the low land of New Orleans, for Chicago had got a brick hotel five stories high that was so heavy that it had sunk into the soft soil several feel, and had forced the ground up into the street around it. I must say it had that appearance. The building wasaf erwaid raised eight feel, bringing il up to the grade, and making cellars and basements un. derneath. fi was the first brick building ever saised in Chicago, and the raising wns done at a cost to the proprietors. fra and James Couch, of some $45,000. The contractor, I think, came from Boston. anıl many were the prophecies that the building would fall down during the process. But it was raised without the breaking of a pane of glass, although it was 160xSo feet. After the success altendling the raising of the Tremont, many others were raised to grade, and at last one half of a binck of heavy buildings on Lake Street were successfully raised. It look 5,coo screws and 500 men to accomplish it."

The handsomest and most substantial piece of paving in the city was completed in July, 1857. being the sec- tion on State Street between South Water and Lake streets. This was a cobble-stone pavement, laid by David French, of Detroit, who likewise hat the contract for paving Randolph Street, from the bridge to Clark Street. In the fall of 1856 Mr. S. S. Greeley laid the first Nicholson pavement in Chicago, on Wells Street, between Lake and South Water streets. This was also the primal introduction of this species of pavement in the West, and the eight hundred square yards consti-

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HISTORY OF COOK COUNTY.

tuting this portion of the pavement were completed in the latter part of July, 1857. The cost of the work was $2.30 per square yard. The second section of Nicholson pavement was laid on Washington Street, between La Salle and Clark streets. Limestone block pavement was first laid in 1855, on South Water Street, between Wabash Avenue and the tracks of the Illinois Central Railroad. In the fall of 1857 the " Plankers " were de- feated by the advocates of the Macadam system; N. S. Bouton, the city superintendent, presenting a report in August of that year, showing that the first cost of laying the Macadam was less than that of planking the streets with three-inch oak lumber. This report tolled the death-knell of the old plank-road system, although the old planking remained for some time an obstacle to travel. But the usurpation of the road beds, by the Macadam and Nicholson systems of paving, may be said to have occurred in 1857. From that time until 1859, over fifteen miles of pavement were laid. In 1861 the cobble-stone pavement that had been laid in 1856 had to be taken up, and this was replaced by Nicholson pavement. From 1861 to 1865 about seven miles of pavement were laid; and from 1865 to 1871 pine blocks were principally used as pavement, cedar blocks being substituted therefor in 1875, and from that date up to 1883 about sixty-six miles of that class of pavement have been laid. In the year 1880 the first asphalt block pavement was laid; sheet asphalt and granite blocks being first used in 1882. Up to 1851 fifty miles of plank roads had been constructed, leading from Chicago to various points, at a cost of $150,000 .* The total miles of streets laid from 1855 to 1882 are as follows:

1855

1.72 miles

1370

. 19 96 miles

1856

.26

1871

.25 63 ..

1857.

2.62

1872

1.52

1858.

7.20

1873.

10.19

1560

9 07

1561.

.69

1876

10 50

1863.

2 00

1878

11.01

1865

2.03

1830

. 16 84

1867.

11.37

1882

.24 95

136g

18 32

Total

256.31

PLANK ROADS,-Very early in the history of plank roads, Chicago became quite a "center." The first road of this kind constructed in the State was commenced in May, 1848, and was called the Southwestern Plank Road. In 1850 it was completed from Chicago to Brush Hill, sixteen miles. An extension of this road was built soon afterward, known as the Naperville and Oswego. The Northwestern was constructed in 1849-50 from Chicago to Wheeling, a branch running west to Des- plaines River, and the main line extending to Dutchman's Point-a total of eighteen miles. The Western was organized in the winter of 1850-51, connecting with the Desplaines River branch, at Robinson's, and extending . west to the west line of Du Page County, through Bloom- ingdale seventeen miles. The company operated a saw mill. The Elgin and Genoa, organized in the spring of 1850, connected with the Western Plank Road Company and passed through Elgin to Genoa, in DeKalb County, twenty-eight miles. Two saw mills were erected by the company. Thus from Chicago west there was a con- tinuous line of plank road of over fifty miles. In Feb- ruary, 1850, the Southern was organized with the inten- tion of building to the southern county line, but in conformity with the general desire of citizens, it was

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History of Cook County, Illinois From the Earliest Period to the Present Time, Part 90

Author: Andreas, A. T. (Alfred Theodore), 1839-1900 Publication date: 1884 Publisher: Chicago : A.T. Andreas Number of Pages: 875

Author: Andreas, A. T. (Alfred Theodore), 1839-1900
Publication date: 1884
Publisher: Chicago : A.T. Andreas
Number of Pages: 875