USA > Illinois > Cook County > History of Cook County, Illinois : being a general survey of Cook County history, including a condensed history of Chicago and special account of districts outside the city limits : from the earliest settlement to the present time, volume I > Part 13
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"The Modern Venice .- We have compared Chicago to the old city of Venice. As the latter was to the Adriatic so is Chicago to Lake Michigan. During the embarrassments arising from cross- ing our river, we have often thought that if we could not have canals ramifying throughout our city (which could be built at a comparatively small expense), we could at least have gondolas beaked with shining steel a la mode Venice, so that each one could cross or travel up and down the river at his own convenience. But since we have now two ferries, the necessity for such improve- ments is not so great."-(American, September 22, 1839.)
"The Chicago and Galena Railroad .- Every day convinces us more and more of the passing importance of the immediate com- pletion of this work. No one can see the immense number of loaded teams dragging their slow length along through the low the wet prairies from the city to Berry's Point without being im- pressed with the necessity of this railroad. The Chicago and Galena railroad, or at least that portion of it extending as far as Rock river, should be built without delay. We understand that it is to be again commenced and finished over our nine mile marsh next summer."-(American, October 19, 1839.) "Wheat .- Win- ter wheat of first quality is now selling at Chicago at 75 cents. First rate spring wheat at 50 cents-but little bought. Poor spring wheat not wanted. The quantity of wheat coming in from the country exceeds all expectations."-( American, October 24, 1839.)
It was stated ostentatiously that on one day in October, 1839. Gurdon S. Hubbard bought 800 bushels of wheat at 5 shillings 6 pence per bushel. In 1838 a vessel brought from Ohio to Chicago, in part, a cargo of 700 barrels of flour, could not sell the same and took it back; this was the turn of the tide of trade. In the same year (1839) Giles Williams shipped from Chicago the first cargo of wheat. On October 8, 1839, Newberry & Dole shipped 1,678 bushels of wheat by the brig "Osceola," Francis P. Billings, mas- ter. Other shipments the same year raised the total to 3,000 bushels. After that the advance was rapid. But the older packing trade did not drop off. William Lill established the Chicago Brewery in 1839. His company was incorporated 1865.
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The steamboat "Great Western" was destroyed by fire at De- troit in September, 1839. At this time the leading hotels here were as follows: United States, at the forks; Lake, at the corner of South Water street and Michigan avenue; Shakespeare, on the corner opposite the Lake house; City, at the corner of Clark and Dearborn, near the postoffice, bank and stage office; Sauganash, at the corner of Lake and Wells. The latter charged $3 per week for day board. Think of it. Immense quantities of buffalo robes were offered for sale by the merchants, and nearly every family had one or more. In September government land in what is now Du Page county was sold here to the amount of $90,000. The ferry at Dearborn street was giving good service in 1839. On October 9, the American enumerated the city nuisances categor- ically as follows: 1. Swine-streets full of them. 2. Cows with bells-a great bore. 3. Rowdies, blacklegs and other species of loafer-drinking, swearing, fighting and blocking the sidewalk. Both 1838 and 1839 were dry and hot, according to the American. There were many protests against the present cemetery in 1839, and demands for a new and better one. On Sunday, October 27, 1839, eighteen buildings, including the Tremont house, were burned down at Lake and Dearborn streets-about half a square, valued at $60,000. Late in October the Council decided to build a market house on State street between Lake and Randolph, at a cost not to exceed $850; Joseph Blanchard was the builder. The market was to be leased to one man who was permitted to sub- lease to others. The first steamboat arrival in 1838 was the "Pennsylvania" on April 26; first in 1839, "Columbus," on April 30; first in 1840, "Chesapeake," on April 11. Every spring the cry "A boat is in!" brought everybody to the river. It meant new, fresh goods, the opening of the spring commerce of the lake, and general activity and prosperity.
COOK COUNTY AND CHICAGO 1840-1850
T HE City Council and Mayor of Chicago petitioned Congress under date of January 14, 1840, for an appropriation to pro- tect the shore line from the encroachments of Lake Michigan. Land accumulated on the north side of the piers but was washed away on the south side. Help was asked partly on the ground that the city was poor, with small taxable property. But they did not ask for a money donation-only for the donation to the city of that portion of Fort Dearborn addition to Chicago reserved for lighthouse and other purposes, "at the late sale of the reservation made by Judge Burchard for the Secretary of War;" except what was needed by the Government. This petition was signed by B. W. Raymond, mayor, and by the following aldermen: First ward, J. A. Smith, O. H. Thompson; Second ward, Eli S. Prescott, Clement Stone; Third ward, William G. Stowe, Ira Miltimore; Fourth ward, John Murphy ; Fifth ward, John E. Wilson; Sixth ward, B. S. Mor- ris. At this time also Eli S. Prescott wrote to Judge M. Burchard at Washington, urging such a donation. He wrote: "We want it (the land donation) to aid us in erecting a barrier against the encroachments of Lake Michigan upon our town. Unless some- thing protective is immediately done a large part of Fort Dear- born addition will soon be known as the bottom of the lake. The fall storms have made the most tremendous and frightful inroads upon us."
At this time also Walter L. Newberry of Chicago addressed a letter to Hon. R. M. Young of the United States Senate, likewise urging that Congress should take some acton to protect the shore line along Lake Michigan. Unless some such action was taken at Chicago, he wrote, "the city of Chicago, with its rapidly increas- ing commerce, of which the whole state ought to be justly proud, will be destroyed. The piers of our harbor are not yet sufficiently extended into the lake to prevent the formation of bars across its mouth; such a bar was formed last winter and the harbor would have been blocked up had the bar not been removed. When these piers are once extended as far as was originally intended this diffi- culty will be obviated."
"Memorial of a Number of Citizens of Chicago, Illinois, Praying to have that Place Constituted a Port of Entry.
"We, the undersigned masters, owners and citizens of Chicago, recommend to the Honorable Messrs. King and Norvall, and
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others, committee on commerce of the United States Senate, that this should be made a port of entry, in consequence of the great delay and expense arising to captains and masters of vessels in going from here to Detroit to procure their licenses, as the com- merce of this place demands it to be made a port of entry, and further pray not :
Henry Clark.
M. Stocking, Sch'r "Jefferson."
N. H. Bolles.
H. L. Rucker.
Stephen M. Salisbury.
Jas. M. Smith.
L. C. Kercheval, deputy collector and inspector.
Samuel J. Lowe, marshal of Chi- Almond Walker.
cago.
E. G. Ryan. Augustus Todd, Sch'r "J. G.
George Davis.
H. H. Wolcott.
King.
L. L. Bristol, Sch'r "Allegany."
Thomas W. Smith, judge Supreme William Doyle, Sch'r "Rochester." Court. R. B. Beattie.
Isaac N. Arnold.
E. N. Churchill,
N. W. Brooks, Sch'r "Cambria."
Thos. Wolfinger.
W. Dickson, Ship "Milwaukee."
April 6, 1840."
People were very impatient for the opening of the new Clark street bridge. . "Clark Street Bridge .- The erection of this bridge has commenced today by the driving of piles. We believe that all opposition of any consequence to this location has been subsided and the citizens are now in a fair way to have a good and con- venient bridge across the main river."-(American, April 18, 1840. )
The American of May 9, 1840, said: "The 'Illinois' made her passage from Buffalo to Chicago during inclement weather in the remarkably quick time of less than five days." William Stuart, editor of the American, was fined $100 for contempt of court by Judge Pearson in May, 1840. John Wentworth was also cited to answer to the charge of contempt. Both editors had commented with too much freedom in regard to the John Stone murder case. Stuart charged that Wentworth, one of the jurors, wrote articles for his paper concerning that case while serving as juror.
It was said of the new ferry running at State street that "it is a decided improvement on the old Swiftsure line." Greatly to the damage of the harbor here and to the regret of all the people, "Congress in 1840 failed to pass an appropriation for continuing the work on the piers. In 1840 a gentleman went from Chicago to New York in six days. He took the steamboat to Buffalo, thence went by railway and steamboat to Lewistown and Syracuse; thence by railway to Albany; and thence by steamboat to New York. "This is indeed rapid traveling, and is a remarkable commentary on the past and on the still greater improvements of the future. Six days from Chicago to New York! Only think of it !"-(American, August 14, 1840.)
Augustus S. Bates.
Wm. Kyle, Sch'r "Oliver."
V. Ballingall.
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In 1840 the sand-ridge road (wherever it may have been) was being built. There was a tri-weekly stage line from Chicago to Dixon's ferry-fare $6. In August the American called for but- ter, eggs, flour, wood and produce on subscription. It said : "Four splendid brick fire-proof stores have been erected on the site of the old Tremont house on Lake street. It is creditable to the enterprise of Chicago to find the whole burnt district built up and occupied by our merchants. We wish them all success." General Thornton negotiated the canal loan in the East at 85 cents on the dollar. On September 29, much to the regret and indigna- tion of all Chicago, the implements for improving the harbor were sold at public auction. The sale resulted as follows: 1 pile driver, $45; 1 hammer, $4; 1 nippers, $8.50; 1 deck scow, $47.50; 1 deck scow, $22.50; 1 crane scow, $15; 1 crane scow, $18.50. The pile-driver alone had originally cost about $700.
"Ordered, That the prayer of the petition of J. Y. Scammon and others, a committee appointed by the citizens of Chicago to pro- cure subscriptions for the purpose of raising a fund to protect the public grounds in the Fort Dearborn addition to Chicago, and also to petition the Common Council to issue certificates of stock to the amount subscribed to the persons so subscribing, payable in five years, be granted."
The Commercial Advertiser, a Whig journal, had ceased to be issued before the summer of 1840. There was a military band here in 1840; also a military company called the Chicago Guards. A national bankrupt law was demanded by the newspapers. A motion to repeal all laws for the completion of the canal was made in the Legislature in December, 1840. In a big fire about this time at Lake and La Salle streets the stock on hand of "Scammon's Reports" was burned.
"A vast quantity of pork was brought to our market last week by our enterprising Hoosiers and Suckers, and of superior quality. About one hundred tons have been sold here and exchanged for articles of merchandise at prices ranging from 21/2 to 31/2 cents."- (American, December 29, 1840.) Concerning a small fire,' the American of February 9, 1841, said: "The prompt exertions of engine and hook and ladder company No. 1 were worthy of all praise. They were at the scene of destruction at the first alarm and were unusually efficient. The new institution of the Fire Guards also rendered well-timed and valuable aid and evinced the importance and need of that public spirited corps of young men."
The act of March 1, 1841, repealed portions of the act of March 4, 1837, concerning the incorporation of Chicago. It was provided that every person voting for mayor, aldermen, assessors and other officers should be actual residents of the wards where they voted, but need not necessarily be freeholders. All sales of real estate for taxes or assessment were transferred from the city attorney to the
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city collector. A city marshal was to be elected annually. One assessor instead of several was provided for. The City Council were empowered to inflict penalties for non-compliance with ordi- nances relative to regulating, restraining or licensing the sale of liquors.
In 1841 the warehouses had only a mule lift on the roofs; in 1851 the first steam elevator was built. Under the act of February 27, 1841, all persons who had purchased canal lots in Chicago in 1836 were relieved-were permitted to pay for such portions as they desired and could relinquish the balance.
"Sport! Sport !- A company of hunters in pursuance of a proc- lamation duly made out went out yesterday with pistols, etc., and after a hunt of six hours returned with six deer and four wolves. This noble success cannot be doubted when we state that our active officer, Hunt-oon was one of the party. Where is our share of the bounty? We will take a piece of the venison in lieu of a wolf's scalp."-(American, February 3, 1841.)
"Last year when the Whigs had the power in the Common Coun- cil, the actual expenses of the city were $6,582.80, and at the end of this year the excess of receipts over actual expenses was $2,076.20. This year under the 'reform' administration of the Locofocos, who promised to conduct the affairs of the city so economically, what are their expenses? $7,494.44-about a thou- sand more than last year under the extravagant administration of the Whigs. The same old debts remain, and new liabilities have been created until the city is almost hopelessly insolvent."-( Amer- ican, February 26, 1841. )
"To those who love proportion there must be a great symmetry between our state, county and city governments. All are embar- rassed and the paper of all is at a discount. The city and county are constantly talking about retrenchment and reform, but still contrive to keep up, if not increase, all their former embarrass- ments and flood the community with their orders, which are merely bought up and used at a large discount when any one is compelled to pay a city or a county debt. The system of issuing orders 40 or 50 per cent under par for the expenditures of the city appears to us
to be a ruinous policy. Laborers and others will not work at the usual rates for a corporation that will pay them but 50 cents on a dollar, as they will for an individual who pays them promptly in current funds. They cannot afford to do so, neither does justice nor the custom of. the trader require it. It is therefore now pretty generally understood that the city and county have to pay the dis- count on all the expenditures to which they are subjected-for the price will be and should be as the pay. The work which in these times would cost them $1 in prompt cash funds now costs them $1.40 or $1.50. Would it not be better to borrow money at the highest legal rates of interest (if it could not be procured for less)
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for the purpose of keeping the orders at par and protecting their credit from dishonor? By the recent act of the Legislature amend- ing our city charter, it will be seen that power is given to the County Commissioners to borrow money for the county at a rate of interest not exceeding 8 per cent. The county may be able "to call spirits from the vasty deep." but the question is whether they will come at its bidding. The attempt to borrow money at that rate should at least be tried-however dark may be the prospect of success."-(Chicago American, April 7, 1841.)
In June, 1841, the Chicago Hydraulic Company elected B. S. Morris president, B. W. Raymond, E. S. Prescott, S. L. Sherwood and E. S. Wadsworth, directors for the ensuing year. The Amer- ican of June 8 said: "The works are now in a very forward state, a powerful and excellent engine is ready for operation, and it is supposed that the company will be able to supply the business parts of the city with good pure lake water by September next."
"What are the prominent facts in relation to the present Clark street bridge? After it was found that public opinion was averse to the existence of a bridge as low down as Dearborn street, and that ferries were found both inconvenient and expensive, less than one year since, a bridge was built on Clark street upon a plan which obviates all objections on the score of interrupting navigation. The funds to build the bridge were raised by persons interested in hav- ing a bridge on Clark street, by subscribing to a city 7 per cent stock at par. This stock if thrown on the market would not have sold for more than 50 or 60 cents on the dollar, and, of course, more than one-third of such person's subscriptions was a donation. Can it be supposed that those persons would have made this donation to build a bridge that was to be removed in less than a year ? And is it not a palpable breach of faith in this city to accept those donations and then to take away the benefits they were made to secure? The question of the location of bridges in our city has always been an embarrassing one and productive of much ill feeling in different sections of the city."-( American, May 1, 1841.) This article was written when the City Council was considering relocating the bridge on the main river.
"Our city is becoming justly famous for her excellent beef and pork. The specimens exposed in our stalls and houses stick out with fatness."-( American, May 12, 1841.)
There were about a dozen fires in the fall and winter of 1840-41. John Wentworth was commissioned colonel in the militia about this time. The fire officers in 1840 were A. S. Sherman, chief engineer ; S. B. Collins, first assistant; S. F. Gale, second assistant. "This magnificent steamer, the 'Great Western,' the largest on our waters, again arrived at our harbor yesterday, and rode smoothly over the bar to her landing at Smith and Webster's. The appear- ance of such a boat so far up South Water street was cheerful in-
.
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deed, and shows that our noble little river is yet destined to be gummed from point to point and shore to shore with the floating palaces of the immortal Fulton. Captain Walker is commanding." -(American, May 12, 1841.) In March, 1841, the Common Council petitioned Governor Carlin to call an extra session of the Legislature to consider the canal question. The road to Perry's Point was in progress of construction in April, 1841. Countless millions of wild pigeons darkened the sky in April. At a large temperance meeting held here April, 1841, on hundred and forty new converts signed the pledge under the vivid and brilliant ad- dress of Judge Robbins of Springfield. The New York Tribune, Horace Greeley, editor, began to come here in the spring of 1841. The first boat of the season, "Great Western," arrived here April 26, 1841. Judge Smith opened court under the new judiciary act in April.
"Business of Chicago .- Never have we seen more gratifying spectacles than those which our streets have of late presented from ยท the wheat trade. So much have we to cheer us-the gloom which hung over our city has to so great an extent been removed that we can scarcely pass through its business portions without a thrill of delight. Boxes, barrels, stoves, crates, ploughs and almost every- conceivable species of merchandise, line our sidewalks. All sorts of vehicles, from the lightest buggy driven by the spruce cit in tight pants, to the heavy wagon of the Hoosier, the body of which more nearly resembles a whaleboat than anything else we can liken it to, choke up the streets. Then the stores are thronged with cus- tomers, the hotels with travelers, and the walks with persons pass- ing to and fro, while the enlivening 'yo heave ho' of the sailors resounds from the brigs, steamboats and other vessels at our wharves. Some idea may be formed of what we are doing from the fact that we have not vessels enough to take away our wheat. Chicago is itself. The tide of prosperity is again setting in, and every man among us of ordinary prudence and industry, will soon cease to complain. We have seen nothing in our city for years like the animated spectacle of South Water street during Saturday of last week."-( American, September 1, 1841.) "Ship ahoy !- Ves- sels wanted .- We are without vessels to carry our wheat and other produce to Buffalo. Team after team has been pouring in-our streets are fairly blocked up-our warehouses are filled to their utmost capacity-we are one immense granary. There has never been so much business doing in Chicago as at the present moment." -American, September 2, 1841.)
"What a source of business and of wealth will the lakes not become when their broad bosoms shall be whitened by myriads of sails and Chicago-proud and flourishing Chicago-shall number a population of some 40,000. That we shall reach this number there can be no possible question."-( American, September 7,
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1841.) "Balance of Trade .- It was scarcely but yesterday that we imported nearly every necessary of life into the northern part of this state. Not only did we get our dry goods and groceries from the East, but also our flour, our beef and our pork. In 1837 flour readily brought $13 per barrel in Chicago. The consequence was that we were always exposed to a ruinous rate of exchange. . . . Now, however, our tide is about to change. Our own products and our own vessels are daily leaving port for the East. Grain of all kinds is coming into our city in such quantities that we absolutely have not vessels enough to carry it away-the streets are choked with it. Clouds of dust on every avenue by which the city can be approached, and extending as far as the eye can reach, announce the advent of our industrious yeomanry, with trains of wagons overflowing with grain and often fifteen or sixteen in number."- (American, September 8, 1841.)
Camps of wheat wagons were to be seen all over the city. Nearly all the wagons had white covers. The men did their own cooking over camp fires and slept in their wagons. It was said that the suburbs was "one great encampment." "This absolutely makes Chi- cago the market at this very time of about one-half of the state of Illinois, a large portion of Indiana and a very considerable part of Wisconsin," said the American. "Our merchants took in more cash during the last four days of the past week than they have done before in the same period. This fact and the number of build- ings now being erected show that Chicago is marching onward with giant strides. Our prosperity cannot again be checked."- (American, September 13, 1841.)
The stoppage of work on the canal in 1841 and the consequent discharge of hundreds of employes brought hard times upon this community ; many were given work on buildings going up in the city. The time between Galena and Chicago was cut down one day by Frink, Walker & Co.'s mail and passenger line in June, 1841-fare $10. In 1841 the "Great Western" had its own band aboard-probably the first vessel on the lakes to practice this inno- vation ; it carried excursion parties to Michigan City. The "Chesa- peake" also took excursion parties across to St. Joseph and had music and dancing-remained away over night. The splendid new Tremont house at Lake and Dearborn streets was opened ready for business on May 27, 1841. On August 1, 1841, William Stu- art severed his connection with the Chicago American and Harmon and Loomis succeeded to its management. Mr. Stuart had been appointed postmaster.
"Chicago .- Notwithstanding the stoppage of the canal and the pressure of times, Chicago is steadily increasing in wealth and in population. Our streets are extending, new ones are being made, and bluildings are erecting, all things considered to a surprising extent. The reservation will soon be covered with fine houses and
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our blocks will be full and compact. Speculation has received its deathblow, but still never did a city afford better opportunities for judicious investments than does Chicago at this very moment. With or without the canal we are destined to be a large city, but this will be finished comparatively soon. Our stores are thronged with customers and our streets present a busy spectacle. Team after team whips in with the golden wheat and sells to ready and eager customers. We have spirit, enterprise, great natural advan- tages and resources; we want capital only."-(American, August 13, 1841.)
"Shipments by the Lakes .- Our citizens generally were struck with Saturday's indications of a comparatively new branch of trade. The steamer 'Missouri' on that day discharged large quan- tities of merchandise destined for different points at considerable distance from Chicago to the South, West and Northwest. Box after box, bale after bale, crates, barrels, etc., were tumbled on the wharf from this boat, marked Springfield, Potosi, etc. The latter place, we believe, is on the upper Mississippi. The Galena mer- chants and others in that section of country directed their attention to this matter sometime since with great advantage to themselves, no doubt, for merchandise landed in our city directed to that quarter is exceedingly common. Western men are getting their eyes open to the importance of the Western route. The advantages attend- ing transportation by way of Chicago are so manifest that it is almost unnecessary to enumerate them. It is well known that teams leave our city every few days loaded with goods for Indiana. If the merchants of Western Indiana prefer this route it is ob- viously the best for those who have stores in the west and south." . -(American, October, 1841.)
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