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 21
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In October a map representing the Illinois Central railway run- ning to the southern point of Lake Michigan instead of to Chi- cago was shown here. This so angered Chicagoans that pursuant to the request of a public meeting, the Council appropriated $10,- 000 to be used to defeat the attempt of the Illinois Central to get a large loan from England. Isaac N. Arnold drew the resolutions adopted by the Council: They were promptly sent to England and Holland in order to cripple the Illinois Central by cutting off its money supply. It was declared to be a plan of certain persons to secure a big haul from the city treasury. Robert J. Walker and Mr. Neal, of the Illinois Central, were at this time abroad endeav- oring to negotiate the loan. The general view here was that as Congress, in making the immense land grant to the Illinois Cen- tral, expected Chicago would be the northern terminus of that road, the city should do nothing unless such expectation was likely to be defeated; accordingly, on September 30, the Council re- scinded the $10,000 appropriation which had been made in re- sponse to a numerously signed petition of the citizens. What the people demanded was that the Illinois Central should come to Chi- cago before joining any of the trunk lines from the East. The reso- lutions were as follows :
"WHEREAS, A memorial has been presented to the Common Council of the city of Chicago, signed by a large number of citi- zens of this city, cxpressing fears that the Illinois Central Railroad
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company, in violation of the terms and spirit of the grant of land by Congress to this state to aid in construction of said road and in violation of the act of the Illinois Legislature incorporating said company, intend to divert the Chicago branch of said road from a direct line to this city to the East, so as to connect with Eastern roads before coming to Chicago.
"WHEREAS, The city of Chicago (and it is believed the state of Illinois) will resist by every means in their power such perversion of the grant and such violation of the contract on the part of said company; therefore, for the purpose of making such resistance effectual, it is
"Ordered, That the sum of $10,000 be and the same is hereby appropriated and placed subject to the order of the mayor for the purpose of defraying the expenses of making such resistance. And the mayor is hereby authorized and empowered to retain counsel and take all such steps as he may deem necessary to secure the rights of the city and state in the premises."
"The great objection to the former resolutions was that they were being used to defeat the Central railroad in procuring a loan ; we are satisfied no member of the Council so intended, its design being merely to carry out the wishes of all our citizens in com- pelling the company to run its road directly to Chicago.
There is a mystery about the earlier resolution that requires ex- planation. They were drawn at a very early day and subsequently petitions were presented and circulated to call out just such reso- lutions. Not an alderman on the board knows the origin of the resolutions nor of the petitions sent out upon which to base them. No sooner were they passed than copies were sent to Holland, England, etc., to operate against a loan. Where things are done so private, there is always a suspicion. If Chicago ever received a fatal blow from any quarter it has been from railroad ' quarrels."-(Democrat, July, 1851.)
It came to pass that about January, 1851, it was feared that the Michigan Southern railway would run directly west from the most southerly point of Lake Michigan to Joliet, thus cutting off Chi- cago to the north. At this date the Michigan Southern was trying to prevent the Michigan Central from coming west at all. During this quarrel between these two roads the Illinois Legislature adopted the "cut-off policy," much to the injury of Chicago. "The whole cut-off policy originated in the useless quarrels of last winter, when our citizens pared off between the two Michigan companies, and by defeating both, compelled them to resort to indirect means to get here. It is greatly to be regretted that both of those com- panies could not have found an equal right to come here under the plain legislation of our country. Our foolish fights prevented it and we now have to suffer the consequences. Who is to blame for compelling these companies to resort to these calamitous 'cut-
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offs' is not for us to say, but we esteem it our duty to say that the evils of those quarrels should keep us out of precipitate action for the future. Our idea has always been that instead of warring upon any railroad company and endeavoring to prevent it from coming here, we should labor to get as many here as possible and to have all come without any 'cut-offs.'"-(Democrat, October 17, 1851.) "False Alarm .- It seems that the cut-off humbug has ex- ploded, and what the great mass of our citizens hoped and pre- dicted will prove true. Upon what subject the agitators and busy- bodies in our city will go off half-cocked next remains to be seen. Hereafter let our people be careful what petitions they sign, and let our aldermen look at the origin and design of any resolution upon which their hasty action is invoked. Will Peck now pay back the fifty dollars."-(Democrat, October 20, 1851.)
This article was written in view of a dispatch from Washing- ton that the Illinois Central had abandoned the plan of a cut-off and had concluded to run to Chicago west of Calumet lake and not approach the Indiana line nearer than four and a half miles. The Democrat laid all the trouble over the Illinois Central cut-off to Ebenezer Peck and declared that he had already been paid $50 from the $10,000 appropriation. "All the legislation at Springfield, and all the action here last winter respecting the railroads was just such as the worst enemies of Chicago could have desired. The Michigan Central railroad wanted to come directly here. We would not let it. The Michigan Southern railroad wanted to come directly here. We would not let it. We, the citizens and legisla- tors of Chicago, drove both these roads to adopt the cut-off policy. In this matter who were our enemies? The Illinois Central com- pany sent on a charter to bring a branch direct to Chicago. The words 'direct route' were struck out and 'most eligible route' in- serted at the instigation of a citizen of Chicago. The com- pany proposes to establish the depot upon the lake. Our private interest is to have it upon the river and we so avow it. The com- pany, after suitable examinations, have declared that the capacity of the river is not sufficient for their business. Under no circum- stances then can we have it upon the river."-(Democrat, De- cember 10, 1851.) "The policy of Chicago .- Make a fuss all summer because the Illinois Central railroad will not run as our own citizens want it. Finally the company agrees to a line located by the mayor for the city. Then a quarrel arises where the depot shall be, and in the quarrel the railroad is kept out of the city entirely. Some of our citizens are determined to have a complete cut-off this time."-(Democrat, December 10, 1851.)
In October, 1851, the debt of Chicago was announced as $101,- 000, with a weekly city expense of about $3,100. In 1851 the city valuation was $8,562,717, and the tax $63,385.87. The jour- neymen house painters demanded an increase of wages to 12 shil-
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lings per day. William Wayman built the first iron building in the city; it was made of sheet iron and stood on the North Side. In 1851 the Galena railway depot was removed from the West Side to the North Side.
"We have heretofore spoken of the additions made to our whole- saling firms within the past year or two. We still notice that the increase of wholesale houses continues, and this year in a more marked degree than for any year previous. In fact, Water street is being built up along its entire length, both on the river and on the south side, with large buildings, fitted up in the best manner for wholesale warehouses. The completion of the canal and, still more, the extension of the railroad, have operated rather to the injury of our retail establishments, which in many instances were transferred to the country villages; those that remained were com- pelled in a great measure to confine their business to a merely city demand, which in the meantime has been springing up in a most unprecedented manner, and which has now more than made up for the loss caused by the transfer of the country trade. The com- pletion of the canal, the railroad, etc., has, however, created an- other trade-a wholesale one. Our wholesale establishments are now the pride of our city and are fully able to meet all the demands of the trade scattered in the flourishing towns and villages around us."-(Democrat, October 7, 1851.)
The Kankakee country was filled with deer, and Chicago sports- men in large numbers went there to hunt. By November 11 cars on the Michigan Southern ran twenty-five miles west of Michigan City and cars on the Michigan Central ran twenty-one miles west of the same city. Edward Silver slaughtered fifty-three head of cattle here in eight hours and forty minutes-averaging 600 pounds per head. He had previously slaughtered an ox and made it ready for packing in about five minutes. At this time the city tax "outside of the lamp district" was 75 cents on the $100; and "in- side of the lamp district" was 55 cents on the $100; the latter in- cluded the "lake shore protective tax." The beautiful steamer "Lady Elgin" arrived here first on November 15, 1851. Under the law of 1850-51 the new hydraulic works were planned in No- vember. "Our city has grown faster than ever before within the last year and our suburbs ten times as fast," said the Democrat of November 25. At this time the doctors said that the city was so healthy that were it not for the "baby business" they would have no practice. "The year 1852 will be the greatest Chicago ever knew. The wildest dreams of our citizens will be surpassed. The expenditures of the Illinois Central railroad alone within our city will exceed $500,000. We are going all the time right straight ahead for Chicago-for Chicago against 'all the world and the rest of mankind'-Chicago forever."-(Democrat, December 6, 1851.)
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There was much feeling and excitement manifested in Decem- ber, 1851, over the location of the Illinois Central depot; private interests were warring for advantages. "The depot question is the fashionable topic of conversation now. It is vulgar to talk of anything else. The fashion requires also that in your discussions you should blockade the sidewalk," said the Democrat of December 6. By December 8 the public building on the square had reached a height of about twelve feet. In November and December, 1851, the Rock Island railroad was being rapidly constructed. The quar- rel over the location of the Illinois Central depot continued ; finally late in December it was established on the lake front. The Demo- crat of December 13 said: "The suicidal course is still predomi- nant and there is no probability, if there is a design, of agreeing to anything that the company can accept. And, strange to say, the quarrel is all about the number of feet the company shall go out into the lake. Now, who cares, when the track is 350 feet out, whether it goes any farther or not? Is the depot to be lost to our city on this trivial issue?"
By December 17 the Merchants' Telegraph line was completed to this city. During the cold weather in January, 1852, the water works were put out of service by Jack Frost, causing much incon- venience and suffering. About this time Illinois state bonds threat- ened to rise to par. All Chicago was proud of the showing made with McCormick reapers in Europe. In December, 1851, the city ordinances provided for the right of way of the Illinois Central railroad to Chicago. The entrance of that road into the city along the lake front meant the cessation of the tax levy for lake shore protection. The canal tolls for 1851 were as follows: At Chi- cago, $109,862.29; at Lockport, $7,849.51; at Ottawa, $8,298.69; at La Salle, $47,379.85. The sixth annual ball of the Firemen's Benevolent association was held on December 31. The Rock Is- land Railroad company pursued a wiser course than the Illinois Central in this respect : It first bought its depot grounds and then easily secured permission to run to them; while the Illinois Central first obtained permission to enter the city along the lake front and then encountered a combine, or rather combines, that demanded exorbitant rates for a site. This was a vital period to Chicago's future prosperity. A failure to secure the railroads in contempla- tion meant that this city would be cut off as Milwaukee was- meant the establishment of a distributing point at the mouth of the Calumet or in Indiana on the lake shore. Yet to secure the prize, Chicago was not forced to subscribe for the railway stock, or make large contributions, or exert itself beyond good management and persistent effort. The Illinois Central depot ordinance was finally passed in January, 1852. The Democrat of January 3 said: "The following is the ordinance which has gone into force without the signature of the mayor, and which rival companies are using the
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most powerful exertions to repeal. Their object is to keep the Cen- tral Railroad company out of our city entirely."
In 1851 among the leading improvements were the following: The basement and the walls of the first story of the new county building on the public square were erected; two brick schoolhouses, one on the North Side and one on the West, were built; a market was erected on the North Side at a cost of $12,000; a brick house for Engine company No. 1 was built on the South Side at a cost of $2,500; the Marine hospital on Michigan avenue near the site of the old fort was completed at a cost of about $50,000-the plans were drawn by Lieutenant Webster and the construction was super- intended by E. Burling, architect. In January, 1852, the city bride- well was nearly ready for occupancy. "Scheme .- With the Illinois Central depot on the lake shore and the Rock Island depot on the river to the west, why not unite them by a canal?" This canal would have passed from lake to river about along the line of Twelfth street.
"The improvements completed in the city the past year (1851) have been more extensive than those of any one year since the first settlement of the city; and this notwithstanding the epidemics and other causes partially retarded the progress of development. We feel certain that 1852 will see a much greater degree of activity in the projection and completion of practical improvements than was witnessed in 1851. The question now is, not as to the fact of anticipated improvements, but as to the best point for their commencement and completion. The property owners are, many of them, awaiting the location of the various railroad depots, anx- ious to know where to begin, and very much chagrined at any delay which will prevent the maturing of their plans. . . We notice another great aid to improvement, and that is the planking of the streets of the city. There the greatest appreciation in the value of property, other things being equal, is visible. We may instance in illustration of this-Lake, Randolph, Water, State, Market, La Salle, Wells and Dearborn streets in the South divi- sion; Canal, Madison and Randolph streets in the west division; and Clark and Kinzie in the north division. . It is to be re- marked that the improvements made the past year eclipse in cost and quality of material those of any former season. A large proportion of the buildings are of brick. In finish and design, especially of stores, a greater degree of attention has been paid to taste and style. Iron has become an article almost indispensable to the builder. A larger quantity of stone has been used in build- ing during the past than 'former seasons. The architects are: J. W. Van Osdel, E. Burling, Ashur Carter, John F. Rague, William S. Denton and D. Harper. The improvements upon South Water street have been more extensive than those upon any other in the city."-(Democrat, January 5, 6, 1852.)
Vol. I-14.
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In January, 1852, when it was proposed still further to increase the city debt on account of the water works, the Democrat of the 7th said: "Now we go for improvements of all kinds to be as- sessed upon the property benefited. But we are for no increase of our debt. It is large enough for a city of 100,000 inhabitants. While the real estate benefited pays for all planking, grading, sewers and sidewalks, why should not our annual taxes pay all our annual expenses and our interest and create a sinking fund for our principal? This inquiry is being made upon all sides." The total liabilities (real debt) of Chicago on November 10, 1851, were $132,268.71; and the total resources and assets were $279,525.14; excess of assets, $147,256.43. The liabilities were mainly in the form of bonds drawing from 6 to 12 per cent interest and falling due from 1851 to 1866. Among the assets were the following items: 1. The three markets on Market and State streets and in the north division. 2. Wharfing privilege mortgages, $137,- 025.20. 3. Wharfing privilege lots not under mortgage, $13,- 317.80. 4. City taxes for 1851, $63,385.87. 5. Fire apparatus, including engines, $12,548.75. On No. 2 abové, the city re- ceived annually interest to the amount of $8,221.51. Late in 1850 the city liabilities were $101,304.19. The city tax in 1850 was: General tax, 30 cents; school tax, 5 cents; total, 35 cents on each $100.
PUBLIC IMPROVEMENTS IN 1851.
1. Schoolhouse, West Division $ 5,097.14
2. Schoolhouse, North Division 5,176.90
3. Market, North Division, two-thirds done. 9,295.00
4. City bridewell, fifty cells. 2,851.21
5. Lake shore protection, one mile, twenty rods 9,691.10
6. Dearborn park protection, 600 feet .. 2,432.94
7. Dock, West Division, eighty feet .. 299.21
8. Street planking, two miles, 3,688 feet. 9,213.64
9. Sewerage, two miles, 2,987 feet. 8,907.53
Total $52,964.67
On January 12 it was 16 degrees below zero. The Chicago old settlers held a subscription ball and supper on January 21. Of the eighty-four steam and sail craft plying here in 1851, thirty- five were owned by Chicagoans. The sub-treasury at this time had on hand $23,763.04. On January 22 at sunrise the mercury stood at 22 degrees below zero, 18 below at 8 A. M., and 15 below at 8 Р. М.
Under the old revenue law people could let their taxes go un- paid until after the return of the books and the advertisement of their real estate. Under the Township Organization law it was different. The collector's warrant required him to levy upon and sell personal property as under an execution by the sheriff. In 1851-52 Mr. Joy owned nine ice houses and put up approximately 10,000 tons of ice-the greatest quantity stored here thus far. Coal
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sold at from $5.50 to $7.50 per ton, and wood at $4.00 to $5.50 per cord in January. There was much complaint about the irregu- larity of the mails. In 1852 travelers going East from Chicago took the following route: Left Chicago at 10 o'clock A. M. by stage, passing around Lake Michigan over dreadful roads for twenty-five miles until the railroad was reached; thence by rail to Michigan City, fifty-five miles from Chicago; thence eastward over the Michigan Central or Michigan Southern. The work of widening the river was continued nearly all winter 1851-52, though sometimes it was necessary to use powder to blow up the frozen earth.
In February, 1852, the city widened Madison street for several blocks next to the river. Allan Pinkerton began to figure here as a thief taker; he shot one of them who was trying to escape. It was stated that about February 9 a Mr. Wait, clerk in the post- office, mailed one evening the following letters: Unpaid, 3,642; paid and distributed, 6.283; paid by stamps, 280; paid in money, 209; free, 471; total, 10,885. On February 9 mail from Michigan City was only four hours distant; the railway brought it to the Calumet and Butler & Lewis' stage line the balance of the way. On February 11, 1852, the Democrat said: "The cars upon the Southern Michigan are to be here on Saturday next." The Mich- igan Central, Illinois Central, Rock Island, Milwaukee and other roads were soon to be in operation. The outlook at this date was never brighter and better. It led to the greatest growth in 1852 that Chicago, with all its marvelous development, had ever known. Dr. Mead's insane asylum, three miles north of the city, burned down in February. On February 18, 1852, the Michigan South- ern's trains had reached "Ainsworth's," twelve and a half miles from Chicago. On that date Butler & Lewis' team brought the mail to the city from "Ainsworth's" in forty minutes. Money was bet that the team could not do it in that time; nearly 3,000 people turned out to witness the arrival. The Democrat of February 20 said : "This was the nags' last run; the iron horse now succeeds them," and also "Clear the Track .- The train on the Northern Indiana and Southern Michigan railroad will reach this city today at 10:30 o'clock A. M." The Democrat fought persistently the proposition to borrow $350,000 for the new city water works; argued that it was too great a debt. In the early history of Chicago convicts to whom was attached ball and chain could be seen working on the streets, but not after 1852. Ebenezer Peck led the forces that fought against the entrance of the Illinois Central into the city ; his course was declared to be an attempt to hold up that company. His opponents insisted that the laboring element as well as all other interests would be benefited by the presence of the railroad, because of the many men to be employed. Down with the "ball and chain" and "up with the cause of the laboring man," was the
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purport of their cry. In the spring of 1852 there were 394 liquor shops in the city-249 in the south division, 94 in the north, and 51 in the west. The new engine for Engine company No. 1 was built in this city and tried out in March-Nugent & Owens, build- ers. Fifteen hundred feet of C. E. Peck's hose was used-a Chi- cago product.
In the early spring of 1852 city bonds drawing 7 per cent in- terest were worth only 80 to 85 cents on the dollar, but those drawing 10 per cent were at par. The greatest public improve- ments in 1851-52 were two large schoolhouses; North Side market, containing the city hall; the bridewell, several fire engine houses; the courthouse; Chicago river widened; a big bridge at private expense on Lake street; development of the sewerage system. It was declared in March, 1852, that the harbor must be enlarged and that a greater revenue must be obtained from the wharfing privilege which had been neglected. The police department needed more men. The city was proud of its fire department, three new engines having been bought in 1851, of which two were built in this city. At all times as the city bounded forward in population new departments were differentiated and new standing committees ap- pointed. Even as late as 1852 many here continued to give undue importance to Chicago of the navigation of the St. Lawrence river.
In 1852 the planking on the streets was so bad that several horses were crippled and one or more killed. Chicago at this time again tried to secure the iron trade of the Lake Superior country, but failed as it continued to go to Pittsburg. Lake Su- perior trade was generally struggled for. It was now concluded that steam fire engines should be exclusively used. The four lead- ing newspapers here were Democrat, Tribune, Journal and Adver- tiser. It had been predicted that the railroads would injure the retail business of Chicago, but the reverse was early found to be the result. The country trade cut off was more than balanced by the increase in city population. At this time the press admonished the city authorities not to surrender too freely the city streets to the railroad companies. The real objection of the city to the Town- ship Organization law was that of unequal representation ; the city in proportion to population was not fairly represented on the county board. It was also argued that the municipal government was sufficient for the city and that not more than three men were needed on the county board. At this time the piers of the harbor were rapidly going to pieces-the wood would not last, it was found, more than ten years.
One of the objections of Chicago to township organizations was due to the fact that the road officers of South Chicago Town as- sessed and collected in the fall of 1851 a road tax of $440 and dis- posed of it as follows: Expense assessing and collecting, $190; services of road officers, $60; total paid to officers, $250; expended
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