Cook County, Illinois - The whole text, 1884 (part 11 of 61)

During the year ending June 3, 1851, the company purchased Block 1, original town of Chicago, one-half mile east of the then depot A drawbridge over the North Branch was constructed in 1 851, and the tracks laid through new North Water Street. On that day William H. Ogden resigned the presidency of the road, and John I!. Turner, among its earliest and most faithful friends, was elected to the (xisiiion. In November a fine passenger depot, fifty by two hundred and thirty feet in size, was constructed on North Water Street, west of ( lark.

The road was finally completed to Relvidcrc, when the management was called upon to encounter greater vexations than any it had been able to dispose of up to that time. At this point an effort was made to divert the road from its original route to Savannah, which would leave Stephenson County without the benefits her people had so industriously labored for and liberally contributed to obtaining. 'Those- who had urged the taking of stock were discouraged at the apparent failure of the scheme, while those who had subscribed were bitter in their expressions of disappointment. Finally, a committee of gentlemen from Freeport, composed of J. H. Atldams, I). A. Knowlton, O. H. Wright and John A, Clark, visited Rockford to endeavor to procure the execution of the original contract, and secured the indorsement of the people that so far as they could influence a decision it should be done. The trip was continued to Chicago, and after labors that were effectual as were the laborers deserving of the public thanks, the project of diverting the road was abandoned. Labor was continued on the route, and in August, 1853. the iron horse entered Freeport amid the rejoicings that such an occasion would bring forth.

In 1848 a charter was procured by the officers of the Galena & Chicago Union Railroad to extend their road between Beloit and Madison - subsequently known a> the Rock River Valley Railroad. In 1851 'the Illinois & Wisconsin Railroad Company was incorporated, and, with the Rock River Valley, was consolidated with the Chicago, St. Paul & Fond du Lac, in 1855. This system was in turn consolidated with the Wisconsin ft Superior,

A contract was made between the Galena & Chicago Union and Chicago & Aurora railroads, December 13, 185 1, for carrying on a joint business. This contract was signed by K. S. Wads worth, president, of the Aurora Branch road, and John II. Turner, president of the Catena & Chicago Union. On June 28, 1856, the company entered into an arrangement with the Chicago, Burlington \ Quincy Railroad Company through James F. Joy, amending the contract made with this company or its predecessor in 1851. M<**s M. Strong, president of the Mineral Point Railroad : W, P. Burrall, president of the Illinois Central, and John B. Turner, president of the Galena it Chicago Union, entered into a contract October 10, 1853, regulating the business of the Mineral Point road so far as it related to the two principal roads named.

The contract with the Beloit & Madison Railroad Company providing for the building of that road, was made January 2, 1854. J- B. Turner, president of both roads, signing on behalf of each.

The contract with the Fox River Valley Railroad Company was entered into March 15, 1 85 4, and signed by J. B. 'Turner on the part of the Galena \ Chicago Union, and B. W. Raymond on that of the Fox River Valley. 'This contract provided for the construction of the road by the latter and its equipment by the former company, and also laid down rules for the division of revenues and special privileges.

'T|ie Dixon Air Line, a branch of the Galena & Chicago Union, was built in 1854. It was subsequently purchased by the Chicago & North Western.

The Chicago, St. Charles & Mississippi Air Line Railroad was before the people in 1854; but the only work done on the mad was its grading from Chicago to St. Charles, after which it was sold to the Catena & Chicago Union, ami in 1S64 was purchased by the Chicago & North-Western.

The rewards which waited on the projectors were fully earned. A railroad conceived, equipped, and successfully managed during those early years, without aid from the State or General Government, pointed out its projectors to be men at once self-reliant, energetic, enterprising and intelligent. Michigan, Illinois, and in fact all States and private companies that entered on such enterprises, were driven to the verge of ruin, the Galena & Chicago Union Railroad Company alone making their enterprise successful from the moment work was begun. The history of the road up to 1864, when it was consolidated with the North-Western Railroad, is considered in the history of that immense railroad system.

Chic: ago & North-Western Railroad. 1854-57. - The Chicago. St. Paul & Fond du Lac Railroad, now the Chicago & North -Western, was originated in 1854. The Flgin & State Line Company's road, B. W. Raymond, president, was begun in 1854. It appears that the Galena i\- Chicago Union Railroad Company designed to build an air line from Elgin to Chicago, and the object of the Elgin & Stale Line road was to connect the air line with the Wisconsin Central Railroad, then being constructed from the Illinois boundary to Stevens Point. Wis. The Galena & Chicago Union Railroad Company, however, refused to build the air line ; when its place was supplied by the Chicago, St. Paul & Fond du Lac. W. B. Ogdcn was president of this company, which must be considered identical with the Illinois & Wisconsin Railroad Company, chartered under the concurrent acts of Illinois and Wisconsin. On the ijth of March, 1851, the Legislature of Wisconsin granted a charter to Levi Blossom, Charles H. Wheeler and others, as a corporation called the Green Bay, Milwaukee & Chicago Railroad Coni|»any. At about the same time the Illinois Legislature granted a charter to the Chicago & Milwaukee Railroad Company, with authority to build a line from Chicago to the State line between Wisconsin and Illinois, where it would meet the line built by theCreeu Bay, Milwaukee & Chicago Railroad Company. Both corporations began the work of construction at once, ami liefore the close of 1855 the two lines were completed and met at the State line. They operated the mad together until 1863, when the two companies consolidated. It was in operation to Harrington January 1, 1855, and on March 1 to Cary - thirty-eight miles. In June and July, 1855, the gauge was changed, the line extended to Woodstock, fifty-two miles from Chicago, ami opened July

'The Beloit & Madison Railroad, subsequently the Rock River Valley Railroad, was built under the charter of 1848. 'The principals of the enterprise were John B. Macy, T. L. Gillett and A. Hyatt Smith, the two first of Fond du 1-ac and the latter of Janesville, Wis. Books were opened December 19, 1S50, and on Inly 10. 185 1, ground was broken at Fond du Lac by Timothy F. Strong, Sr., for a six-foot gauge railroad. The mad was first laid with wooden and strap-iron rails, over which the old " Winnebago " drew the first train. The little engine weighed fifteen tons. On her arrival at Sheboygan from Buffalo in 1851, fourteen yoke of oxen were attached to the wagon on which she was placed, and after six weeks of laborious effort over the forty-two miles of road her arrival was reported at Fond du Lac. 'This road was consolidated with the Illinois & Wisconsin in 1855, and both with the Chicago. St. Paul it Fond du lac, September 6, 1855. In 1X57 the Chicago, St. Paul & Fond du Lac absorbed the Wisconsin & Superior Railroad.

After the consolidation of the Illinois & Wisconsin and the Rock River Valley Railroad in 1855*, under the name of the Chicago, St. Paul & Fonddu Uc Railroad Company, the progress of the road became remarkable. In 1856 the divisions from the State line to Janesville ami from Fond du Lac to Minnesota Junction were completed ; the grade was changed from six feet to four feet eight and a half inches, and through-passenger trains run from Chicago to Mississippi, via Milton Junction and Janesville, over the track of the Milwaukee it- Mississippi, or Prairie du Chien Railroad, At thistime the contest for the possession of the seven hundred thousand acres of railroad lands in Wisconsin took place. 'The influence of Milwaukee opposed the pretentious claims of the Chicago, St. Paul & Fond du Lac road : and to meet their opposition a policy was adopted which was attended with success. 'The Wisconsin & Superior Railroad Company was incorporated, seven hundred thousand acres of land secured, and in 1857 the Charter and lands were placed in possession of the ant- bilious Chicago line. In addition to this the Marquette State line and the Ontonagon & State line roads were consolidated. This policy of absorption was carried on unremittingly, until at length the road became known throughout the world as the Chicago «V North- Western.

CHICAGO, Burlington & Qtixrv Railroad, 1849- 57. - This great system, which, in these times embraces 4,1.26 miles of road, and brings the commerce of great portions of Illinois. Iowa, Nebraska, Kansas and Colorado into the heart of this city, may be said to have formed a nucleus in 1849. The Aurora Branch Kailroad was incorporated February 13.1849, and empowered to build a road from Aurora to the Galena & Chicago Union Railroad in Du Page County. The first directors were : S. F. dale. [. H. Burch, Allen Robbing, E. S. U'adsworth, John Frink, E. C. Lamed. John Van Nortwick, B. Hackney, L. 1). Brady, J, W. lirooks.and Gilbert C.Davidson. On November 1, 1850, this branch was completed and cars from Aurora passed into Chicago over the Galena & Chicago Union Company's track.

December 13, 1S51, the Aurora Branch Railroad Company and the Galena* Chicago Union Railroad Company entered into an agreement, to be in force for thirty years from January 1, 1852, containing those stipulations referred to in the history of the last-named road for the transaction of a joint business.

A contract made October 3, 1854. between George C. Bestor, president of the Peoria & Oquawka Railroad ; James F. Joy. president of the Chicago & Aurora Railroad, and J. XV. Brooks, by J. F. Jov, president of the Centra] Military Tract, provided for the joint business of these roads. On January 1, 1S56, the Northern Crossroads, the Central Military Tract and the Chicago & Aurora, entered into further contracts for the regulation of joint business and for the disposal of the bonds then authorized.

The gross earnings of the Chicago & Aurora Railroad from January to December. 1854, were $300,043.62. of which sum 8152.105.98 were disbursed on account of general expenditures.

The Peoria & ( Iquawka Railroad, chartered in 1S40 1 from eoria through Galesburg to Burlington, was graded and several miles of track laid bv January u 1854, to Galesburg, in December, 1S54, and 'in iScowas Consolidated with the Chicago, Burlington & < H.incv I his road was taken into the Chicago, Burlington & Qmncy system ,n 1863. thus opening a through route from hast Burlington to Peoria.

tures. 34,-93 11 formed the aggregate cxpenditonRitw?tlC,mneCti,TubetWeen Chita«" and Burling ton, Ipwa, was established the first week in March,

1S55. During the same year the Northern Cross road from Galesburg to Quincy was completed. During the session of the Legislature of 1S55, a law had been passed consolidating the Aurora & Chicago, the Central Military Tract, the western end of the Peoria >t Oquawka, and the Northern Cross Railroad companies into a single corporation under the name of the Chicago, Burlington & Quincy Railroad Company. The Chicago & Aurora Railroad extended from Chicago to Mcndota, the Central Military Tract from Mendota to Galesburg, the west end of the Peoria & Oquawka fr< tm ( ialc-Lmrg to Burlington, and the Northern Cross Railroad from < lalesburg t. > Quincy. This consolidation gave Chicago five points of connection with the Mississippi Valley, and a road two hundred and ten miles in length. In 1856 arrangements were fully completed and trains running into Chicago, from Geneva Junction, over the tracks of the Galena & Chicago Union Railroad. The tracks of the Chicago. Burlington & Quincy, via Sixteenth Street, were laid into the city in 1863.

The Rock Island & Alton Railroad Company, to whom aid was granted along its proposed line in 1S56 but in many instances the bonds representing this aid were returned to the people . was completed over a different route from that selected in the first instance, under the name of Rock Island \- St. Louis Railroad. 'The line was. carried on under varied fortunes until in 1876 the Rock Island \- St. Louis Company adopted the title St. Louis, Rock Island & Chicago Railroad Company, anil the same year the line was purchased by the Chicago, Burlington Jv. Quincy Railroad Company.

The income of the Chicago, Burlington \ Quincy Railroad for 1855, including balance of 88*-473 a5 car" ried forward from December 31, 1855. was §Sc6,6i 1.95, of which 8593,630.29 were expended in dividends, interest on bonds, sinking fund, taxes and operating expenses in 1854-55, leaving a balance of $21 5,981.66 to be credited to the company's account, on January 1, 1X56. The expenditures of the Chicago. Burlington & Quincy (consolidated from July 1, 1S56, to April 30, 1S57, were 87 16,288 .61 , while the earnings reached $1,380^*93.90.

The rolling stock in 1857 comprised eleven coalburning locomotives, forty-three wood-burning locomotives, twenty-six first-class passenger coaches, five second-class passenger cars, eight baggage cars, five hundred and ninety-four freight-house cars, one hundred and sixteen platform cars, and fifty coal cars.

'The directors of the road in 1857 were Erastus Corning. New York; Edward L. Baker, U. 'Thayer, R. B. Forbes, S. H. Perkins, J. M. Forbes, J. XV. Brooks. Massachusetts; James F. Joy, Detroit; Isaac H. liurch, Chicago; John Van Nortwick, Batavia, III., and C. S. Colton, Galesburg, III. 'The officers were John Van Nortwick, president; C. G. Hammond, superintendent; and Amos T. Hall, treasurer and secretary.

CHICAGO, Rock Island & Pacific Railroad, 1S47- 1857. - This road had its origin in the Rock Island & LaSalle Railroad Company, chartered February 27. 1847. Although nothing was done toward the construction of the road under this charter, attention was drawn to the project, and enthusiastic meetings and conventions were held during the year in Chicago, in favor of a railroad to the Pacific, Hon. Stephen A. Douglas occasionally lending his presence to them. In 1850. during the marked revival in railroad matters occasioned by the Illinois Central land grant, Henry Farnum came to Chicago from New Haven, upon William B. Ogdcns invitation, to assist in the construction of the Galena « Chicago Union road, While here lie examined the

Rock Island route, and was so impressed with its advantages that he wrote to his friend, Joseph E. Sheffield, a rich capitalist of New Haven, to come to Chicago and also look over the proposed route. This resulted in obtaining a charter and building the road.

On February 7, 1851, at the suggestion of Eastern capitalists and from motives prompted by general commercial foresight, the charter of the Rock Island \- La Salic Company was amended so that the road could be continued from Peru, LaSalle County, bv way of Ottawa and Joliet, to Chicago. The name was also changed to the Chicago, Rock Island & Pacific Railroad Company, additional subscriptions of $300,000 being required. By the 13th of the mouth the requisitcamouiu of new stock had been taken. Surveys of the road under Richard P. Morgan, chief engineer, from Rock Island to Peru, had been going on since December, 1850, and were now (in April nearly completed. Upon the re-organization of the company in April, 1851, J. B. Jervis was chosen presidentand William Jervis chief engineer. On account of high water the survey was not entirely completed until June 26. In August all surveys and estimates for the line to Chicago had been made^ and on the 25th of that month the executive committee met Messrs. Farnum and Sheffield in New York city, and concluded a contract with them for the construction and equipment of the road. This contract was approved by the board of directors, meeting at Rock Island, on September 17. In January, 185.', the company contracted for the building of the Rock-river bridge. Contracts were also made for iron for the whole road, ten thousand tons to be delivered in 1852 sufficient to furnish the road to Peru : and the remainder in 1853. A large enough force was to lie put on the road to have it completed to Joliet by August 1 , and to Ottawa by October 1. Work was finally begun, April 10, 1852, under t he supenntendency of Mr. Farnum. Although it did not progress quite as rapidly as was anticipated, the progress made was encouraging. On October 18, the road was open from Chicago to Joliet, a distance of forty miles; January' 5, 1853, to Morris, sixty-two miles; February 14, to Ottawa, eighty-four miles; March 21, to LaSalle, ninetyeight miles; March 21, to Peru, one hundred miles; September 12, to Tiskilwa, one hundred and twenty-two miles; October 12, to Sheffield, one hundred and thirtyseven miles; December 19, to (ieneseo, one hundred and fifty-nine miles; and to Rock Island, one hundred and eighty-one miles, February 22, 1854.

The completion of the road to LaSalle and Peru afforded a full opportunity to calculate the advantages which its construction to the Mississippi would confer upon Chicago, as well as the extent to which the interest of the company would be served. Indeed, from that day in October, 1S52, when the first passenger train passed down to Joliet. the success which waited upon the enterprise was manifest. In February, 1854, the road was opened to the Mississippi, and the nucleus of the magnificent system, known as the Chicago, Rock Island & Pacific Railroad was firmly founded. From 1854 to 1857, nothing occurred to mar the harmony of progress, beyond the shocking accident, near Joliet, November t,' 1854. This catastrophe cost eight passengers their lives, and the company a large sum of money. In the fall of 1853 the company in union with the Michigan Southern Railroad Company, built their depot between Clark and Sherman streets, on VanBuren Street. This building incurred an expenditure of about $60,000 and gave the young city another substantial token of her enterprise and prospects.

Alton & Springfield ror.d was commented in 1S46 upon promises of money and paid-up stock bv local subscribers. During the progress of the road examples of perseverance and self-sacrifice were given, which partake of the nature of romance rather than of actual history. Captain Godfrry mortgaged all his property, lived in a construction car. ajid labored as a hired workman from the beginning of work, in 1846, to the completion of the road in 1852. The charter was granted to the Alton & Sangamon Railroad February 27. 1847.

The Chicago & Mississippi Railroad Company was chartered June 19, 1852. Henry Dwight was the leading spirit in the extension of 'the Alton road from Springfield to Bbomington and Joliet. Having succeeded in the organization of a board of directors, in 1856, bonds were issued, amounting to $3,500,000, and with the moneys obtained on such bonds," the road was finished to Joliet, as the Chicago, Alton \ St. Louis, the new company leasing the entire line. The Alton & Sangamon road, from Alton to Springfield, was completed in 1853. and the Chicago & Mississippi, front Springfield to Rloomington. in 1854, and from Bloommgton to Joliet in 1856.

The Joliet ft Chicago Railroad Company was chartered by the Legislature of 1854-55 and empowered to construct a road from Joliet via Lock port, to Chicago, on the condition that a perpetual lease of it should be granted to the Chicago & Alton Railroad Company. This connecting was subsequently completed, the city granting a right-of-way into Chicago in April, 1857.

In December, 1857, Governor Mattison and one or two others, purchased the road at auction, for $5,000, or less than one-ninth of the cost of building one mile, the total sum expended upon the line being $9,535,000. The St. Louis, Alton & Chicago Railroad Company, however, which was then organized, survived but a few years; the company being re-organized in 1S62, as the Chicago & Alton.

The Michigan Southern & Northern Indiana Railroad, 1833-57. - 'I'hc Michigan Southern was completed to Chicago February 20. 1852, and was the first Eastern trunk line introduced here. The depot was built on the prairie near Gurnee's tannery, opposite the Rock Island Railroad depot, the same year. The history of this road, which is the early history of the present corporation known as the Lake Shore & Michigan Southern Railroad Company, embraces the record of the Erie & Kalamazoo. 1833 to 1849; Michigan Southern, 1837 to 1855 ; Atlantic & Pacific, or Buffalo & Mississippi, or Northern Indiana, 1835-1855 ; and the Michigan Southern & Northern Indiana, 1855-57.

The Erie & Kalamazoo Railroad Company was incorporated in April, 1833, by the Michigan Legislative Council, with power to build a road thirty-three miles long, from Port Lawrence, now Toledo, to Adrian, Mich. The road was opened as a onc-horse railroad in the summer of 1837 ; but in August of that year the engine, "Adrian Baldwin No. 1," was placed on the road. This enterprise, added to the one undertaken by the company, known as the Palmyra & Jacksonburg Railroad Company, was pregnant with troubles to the company. In 1842 \V. j. Daniels was appointed receiver, and the latter road was sold to the State of Michigan for $22,000, the amount due to the State. In 1848 financial troubles brought ruin to the company, and the road was sold to Washington Lunt, of New York, and Oeorge Bliss, of Massachusetts. The Michigan Southern Railroad Company leased the road August 1, 1849, and has continued in possession of it, payinga rental of $30,000 annually. This Michigan Southern was one of the old lines, which, like the Michigan Central, passed from the State into the hands of a corporation. In 18.37 the track of the Michigan Southern Railroad was laid with strap-rail. In 1839 it was completed to Petersburg; in 1840 to Adrian; and in 1845 to Hillsdale. Sixty-six miles were in operation in 184.3 from Monroe to Hillsdale, owned and operated by the State of Michigan. It was the original plan to build the road from Monroe to New Buffalo ; but, owing to the crisis which the extravagant dreams of 18.37 created, the Stale was forced to cease work on the road in 1S43. In 1844 the Slate took possession of the Palmyra & Jacksonburg Railroad, in lieu of the loan and interest thereon, made by the State to the Krie & Kalamazoo Railroad Company, who projected and built the Palmyra & Jacksonburg Railroad. This last-named road was opened to Tccumseh August 9. 1838, and the branch to Jackson in 1856. In 1846 the road was purchased bv Kdwin C. Litchfield & Co., of New York, the State agreeing to receive the sum of §500,000 payable in ten installments .of $50,000 each, within ten years. In 1850 the new company had added only four miles of track, but within the two succeeding years the Michigan Southern was built from Toledo to Chicago, a distance of two hundred and forty-three miles.

A bill for ihe incorporation of the Atlantic &: Pacific Railroad Company, was introduced in 1S.35 by [ohn li. Chapman to the legislators of Indiana. The Legislature would not consider the bill under that heading, but subsequently granted certain privileges to the Buffalo & Mississippi Railroad Company.

On May 25, 1S35, a number of incorporators met at Elkhart, Ind., to consider the subject of building a railroad from Maumee Bay to the Mississippi. From this meeting sprung the organization of a companv in February, 1837, with Robert Stewart as president. The road was located and contracts let June 14. 1837. About one mile of the proposed road west of La Porte was graded. In 1838 work was suspended ; but a line from Goshen to the eastern boundary of the State was located. In 1847 a new companv was organized with William B. Ogden, J. Y. Scammon, |. \V. Brooks, C. B Blair, E. D. Taylor. John B. Niles, and A. L. Osbom, oirectors. Up to 1849 nothing was done on the road so the company re organized under the title Northern Indiana Railroad Company. During this vear the Railroad Charier & Insolvent Railroad Purchasing Company, known as Kdwin C. Litc hfield & Co.. of New York turned their attention from fallen public railroad works' in Michigan to fallen private railroads in Ohio and Indiana, ami soon had control of the Northern Indiana Ra. road Company, the more humble title substituted lor the Buffalo t*c Mississippi.

In October, 1849, the Northern Indiana Railroad Company was organized by Judge Niles. and a charter obtained from the Ohio Legislature. March 3, 1S51 \t the same time the Northern Indiana & Chicago Railroad Company w-as organized in Illinois and consolidated with the former under the title of Northern Indiana Railroad Company. \Vork was begun in earnest and 1; :\ |2'- 5*' a train, drawn bv the en- Ch - dwn' PHSSe<1 "Ver the ,in« from '' «'euo to < rt fift lT years fol,,,win^ ,h* company reoon f 1 iS,XuV m,,eS °f new road- '!'»* consolida- depot of the two roads then known as the Michigan Southern and the Rock Island Railroad, wos projected with frontage on Yan Buren Street. The Heralds description of the building was substantially as follows' " It will be three hundred and fifty-five feet in length exclusive of offices at the end of the building. The span of the roof from the side walls is one hundred and sixteen feet. It will have but a single support in the entire building, as it will be constructed on the principle of Howe's patent truss. The ventilators witl be in the roof. The height of the walls will be twenty-two feel, while from the floor to the center of the arch will lie forty-two feet. The roof alone will cost $2.3.000. This building was used as the depot for the two iines of railroad named above, until October, 1871.

The collision of April 25, 1853, at the Michigan Southern and Central Crossing, gave rise to much argument concerning the right of the railroads here. About the first of June, the Michigan Southern Railroad Companv applied to Judge Morris for an injunction to restrain the Illinois Central Railroad from running their cars across the track of the Southern road. This case was decided in June, 1S53, The presidents of the road from the dale of its incorporation to 1855, were: Robert Stewart. 1S37; Joseph Orr, 1837-41 ; Jonathan Burr, 1S41 ; eight years unorganized ; \V. B. Ogilen, 1847 ; two years unorganized ; E. \V. Chamberlain, 1850; James H. Barnes, 1851; John Stryker, 1851; George Bliss, 1852 ; John B. lervis, 1852-55 ; John B. Niles, H. P. Andrew, lr., Ezckiel Morrison, W. J. Walker, \V. C. Hannah.' Havilah Beardsley, John H. Defrees and T. S. Stanfield. Schuyler Colfax was a director in 1858-59 and Philo Morehouse. 1860-69.

The Michigan Southern \- Northern Indiana Company did not rest satisfied with this progress. The Air Line, the Detroit, Monroe & Toledo Railroad, and the building of the great lake vessels - " Western Metropolis " and "City of Buffalo" - marked the progress ol the corporation. The panic of 1857 came to destroy all this enterprise. No less than one hundred and fiftyfive heavy claims were pressed against the company by creditors,' the board of directors resigned, the road went to protest and the affairs of the Michigan Southern & Northern Indiana Railroad seemed dark indeed. A new directory was elected ; but so poor in worldly goods was the company that when the directors assembled to hold their first meeting, October 1, 1857, a few chairs were borrowed from offices convenient, to replace those carried off by the Sheriff.

The Erie vV Northeastern was opened January 19. 1852, and operated as a six-foot gauge road until December 7, 1853, when the Erie war took place. Ihc company was^ however, successful, and the standard gauge completed February 1, 1854, between Buffalo and Erie. 'I he other railroads forming the Michigan Southern & Northern Indiana Railroad in 1857 named above were all consolidated or leased by the company previous to- that year.

The Michigan Central Railroad, 1S31-57 - The Michigan Central road mav be said to have its origin in the Detroit \- St. Joseph Railroad, chartered in 1831, with a nominal capital stock of $1,500,000. The good intentions of this corporation were borne testimony to, by the fact that, previous to 1837, a sum approximating to $117,000 was expended on the roa"J: The Detroit & St. Joseph Railroad Company, bowed down under the reverses of 1837, sold their interest in the road to the State of Michigan. The State expended $400,000 on permanent-way and rolling-stock during '»i7-3», and completed and opened the road to Godxl by Google frey's now Ypsilanti', February 5. 1838. The receipts for the first four months, ending June 5, 1838, reached $2.1.963. 56. During the months of June, July and August, no less than ten thousand passengers were carried over the road. The extension of Ann Arbor was completed in October, 1839, and work on the extension to Jackson was iti progress. The track at this time was Carried forward on a wooden stringer of sawn timber. This rail stringer was fitted into sawed ties held to the tie in a trapezoidal groove by wooden wedges. On the top of this continuous stringer was spiked the old iron strap-rail when the directors had it, and when they did not have the iron, a one and a half by three inch oak ribbon nailed to the tie, did duty in its place. The passenger car of that day resembled an omnibus, placed at right angles to the track, moving sidewisc on four wheels. The conductor walked a platform in front and along the end of the omnibus, and collected his fares, hanging by his arm to the window.

During the first nine months of the year 1844, the road was in operation to Jackson, a distance of seventyseven miles, and during the last three months was in operation to Marshall, a distance of one hundred and nine miles. The receipts from freight and passenger business of the Michigan Central Railroad in 1X44 were $206,867.48, exclusive of payments made by the United States Postal Department.

An act of the Michigan Legislature, approved April 30, 1S39, provided for the appointment of a committee or commission to consider the expediency of discontinuing certain public works. A [volicy of retrenchment followed. One improvement after another was cast off, until the Central and Southern railroads alone remained persistent beggars for aidar.d from an exhausted treasury. The board of internal improvements in their last report to the Legislature, December 7, 1846, say that from December 1, 1845, to September 4, 1846, the gross receipts of the Central Railroad were $239,663.- 75. During the eight months preceding the sale of this roail to the Michigan Central Railroad Company the State was compelled to expend upon it mi less a sum than $143,314.59. A very intelligent committee of the Senate reported in January, 1S46, that the sum total of the expenditures upon the different works of internal improvements was about $4,500,000, and three hundred and five thousand of the live hundred thousand acres of land granted by Congress to the Stale in 1841. When the Legislature began to agitate the question of the sale of the public works, parties were numerous who desired to lease the Central and Southern railroads; but it was decided that the whole system of internal improvements by the State for the purpose of revenue, was, at any rate, a fallacy, and that the sale of the two railroads was dictated by' sound political economy and the exigencies of the State. Finally the Michigan Central Railroad Company bought the line for $2,000,000, and not long after the Michigan Southern Railroad Company bought the Southern road for $500,000. After this transaction Eastern capitalists looked to what they termed the insolvent W est as the reservation for their investments. Stephen F. dale, during a visit to Boston, was asked by President Wilkins, of a Boston bank, regarding Western investments. The former advised him to invest in Michigan bonds at seventy cents per dollar, and gain control of the Michigan roads. This was effected, and gave rise to the boast of the Boston capitalists that "when the Western States and their people fail to complete a railroad, Boston steps in with her capital and assumes control." The road was completed to Chicago, and opened

May 21, 1852. At that time a temporary depot was erected on the lake shore, south of Twelfth Street, which was used until the ordinance was passed admitting the Illinois Central Company to construct their road to the Chicago River. In April, 1S56, the Illinois Central depot, at the foot of Lake Street, was completed, when, under an arrangement with that company, the Michigan Central trains ran north to that point. This track along the lake front, in the building of which the Michigan Central Company participated indirectly, was two and a half miles long, one and a half miles running parallel with Michigan Avenue. The track running parallel with Michigan Avenue was double, while the remainder was single. The northern or double track rested on four lines of piles, driven into the sand, immediately inside of the breakwater, securely fastened together. The single track was built on two lines of piles continued along the southern portion of the breakwater.

A charter for the New Albany & Salem Railroad was granted by the Indiana Legislature for a road thirtyfive miles in length from the Ohio River. This was extended to Michigan City, and thence, under a charter from Illinois, to the Union Railroad Company. The total length of the road operated by the Michigan Central Railroad Company in 1857 was two hundred and eighty-eight miles.

The conspiracy cases growing out of the disaffection of the farmers of Leoni Township, Jackson Co., Mich., whose property bordered on the unfenccd road, formed the sensational history of the company during this period. Several farmers were ruined in their efforts to defend themselves from charges which the most subtle lawyers, connected with the road, arranged and placed before the Judges of the Wayne County Circuit.

The history of the road up to 1S57 is one which shows what indomitable energy and perseverance may accomplish. Its principal projector, James F. Joy, is a resident of Detroit. John W. Brooks, who died a few years ago at Boston, was also an active spirit in building up the interests of the road.

The 1'iTTsnt rch, Fort Wavnk & Chicago Railroad, 1852-57. - The organization of the Fort Wayne & Chicago Railroad Company was effected October 14, 1852, the engineers completing their survey in November. In 1853 contracts were granted for one hundred and forty-five miles of track. In 1855 twenty miles were built, and in 1S56 three hundred and sixtythree miles were added, owing to the consolidation with the Pittsburgh division on November 10, bringing the total mileage up to three hundred and eighty-three in 1857. During the year 1856 the road was infested by a pack of ruffians, who made it a practice to plunder express and Iwggage cars. Their mode of operating was less sensational than that of modern train- robber*. They would enter the train at way stations, hurl packages out of the baggage or express cars, at points where their accomplices were stationed, and ultimately hurl themselves out. Trainmen were never able to succeed in capturing one of them ; but on February 26, 1857, Allen Pinkerton succeeded in arresting eighteen of the criminals. The disclosures made before the court implicated many persons holding good positions, and the whole proceedings were so entertaining as to engage the attention of all residents along the road, if not the stockholders themselves. So far was this carried that the company awoke from a dream of trainrobbers to learn that a great financial crisis had swept over the country, and to realize that their road escaped the evils of the period of depression only to bear them subsequently.

Chicago's Rail road System in 1857. - In 1857 Chicago had nearly four thousand miles of railroad tributary to herself, and the joint earnings of the companies amounted to over eighteen and a half millions of dollars ! When the railroad spirit of the State, which had been crushed by the failure of the "internal improvement" act of 1837, revived in the Rockford Convention of 1847, Chicago had not a mile of road. In 1848 she operated ten miles of railroad to the Desplaincs River. In .850 the ten had been increased to nearly forty-five. Then the Illinois Central entered the field, and trunk lines from all parts of the State and the country commenced to stretch their giant arms toward Chicago; and with a readiness which astonished the world, floods of capital from the East poured into the Garden City and enabled her to meet all advances more than half-way ; so that by 1 855 the fortv-fivt- miles of iron road had been extended to almost three thousand, while, within a period of two years more, another thousand was added to the three. The world never In-fore sawsuch a stride made toward commercial supremacy U that time the resources of the West were limited and the fact that Eastern capital, with the exception, perhaps Of the Galena & Chicago Union road, covered the State with this net-work of arteries, making Chicago their great heart, only sustained her citizens in their unbounded confidence, and in what hail sometimes seemed the wildest visions of a glorious future wenty years had converted into substantial facts the impossib.ht.es " of ,837. Then they were impossihill .es but two decades had demonstrated to the world that the members of the Vandalia Convention and the originators of the act of 1837 were prophets instead of nitiijiticri.

The conditions of the case, in 1857, were these- I he first grand trunk line into the city, the Chicago & Milwaukee Railroad, was in fine running order-W S Gurnee. president ; M. L. Sykes, superintendent - \ s' Downs, secretary ; H. A. Tucker, secretary. There were two roads connecting with each other at the Wisconsin State-line, mainly under the same management. For he t.rst ten months of the year the total receipts of he l hno nd the line forty-five miles amounted to $282,73, 0* ihe U),a] mimbt.r ()f th .

the provisions of the act the directors were not to come into possession of the land until the road should be completed to Oshkosh. For the year the receipts of this line amounted to $429,305.39. ' Nearly 1 70,000 passengers were carried without the least accident to anv one.

The Milwaukee & Mississippi and the Milwaukee & LaCrosse roads formed, with the Fond du I.ac, a direct line to Chicago, There was a daily train running between Chicago and Prairie du Chieti over the former road. A branch of the Milwaukee \ LaCrosse mail

Hudson & superior Railroad was already projected from Hudson, on l-ake St. Croix, where it was to connect with the LaCrosse mad to Superior, at the head of the lake of that name. The company had obtained I grant of lands to aid m its construction.

Galena & Chicago Union Railroad, the origin of Chicago's magnificent system, extended from Chicago to Freeport, forming with the Illinois Central a direct route between Chicago and Dubuque. The officers of this road were : John I! Turner, president ; William H. Brown, vice-president ; William J. McAlpine, assistant president and chief engineer ; Philip A. Hall, superintendent ; William M. Larrabee, secretary; Henry Tucker, treasurer ; George .VI. Wheeler, auditor. The receipts for the year amounted to $2,117,904.97. Over this line two hundred and fifty-five thousand passengers went westward and two hundred and sixteen thousand eastward. In 1856 the number of persons taken west on this road exceeded those returning by sixty thousand, thus proving that the tide westward had fairly set in.

The first branch road west of the city and north of the main line was the Fox River Valley Railroad, running from Elgin up that beautiful valley to Richmond, and from thence the Wisconsin was completed to Ceneva. in that State. Its officers were : B. W. Raymond, Chicago, president ; G. H. Merrill, Elgin, superintendent ; A. J. Waldron, Elgin, secretary and treasurer. At Geneva, Wis., it connected with the projected Wisconsin Central. The Beloit Hranch of the Galena Kailroad connected at Relvidere seventy-eight miles west of Chicago, with the Hcloit & Wisconsin ; officers the same as those of the Galena road.

The Hcloit & Madison road was in operation to Foutville, seventeen miles, and was designed to connect with the Milwaukee & M ississippi road running to Prairie du Chien. The Mineral Point Railroad connected with the Galena & Freeport, running to Mineral Point. Wis. An important extension of the Galena road was the Dubuque & Pacific line, opened for business to Nottingham, thirty-seven miles from Dubuque, on January t. 1858. The entire length of the projected line from Dubuque to Sioux City, on the Missouri, was one hundred and thirty-one miles. The company had been aided with a land grant of over one and a quarter million acres. The Galena Fulton Air Line was the direct route from Chicago to Fulton, on the Mississippi, one hundred and thirty-six miles. In May, 1857, the Chicago. Iowa & Nebraska line was completed from Clinton to DeWitt, twenty miles. It was supposed that then>ad could be completed to Cedar Rapids and equipped for §20,000 per mile. From thence it was expected to l>en<l north, up the valley of the Cedar, and form, with a nortfiaiul-south road in Minnesota, a direct line to St. Paul. The Sterling & Rock Island road was a proposed lintrunning down the Valley of the Rock River.

The fifth grand trunk line in 18^7 was the Chicago. Burlington \- Quincy Railroad. Its officers were: John Van Nortwick, Batavia, Illinois, president and chief engineer ; Charles G. Hammond, superintendent ; Amos

T. Hall, secretary and treasurer. No finer portion of the Mississippi Valley can he found than the " Military Tract," through the center of which this road passed. During the year 1857, the receipts amounted to $1,899,. 586.49, and four hundred and twelve thousand passengers were transported. As an extension across Iowa, the Chicago, Burlington & Quincy was to connect with the Burlington & Missouri. The Quincy & Chicago line connected with the Burlington road at Galesburg, one hundred and sixty-eight miles, and extended thence to Quincy. This was formerly the " Northern Cross." The Hannibal & St. Joe road hail been built sixty-five miles west, by November, 1857.

The sixth grand trunk from Chicago was the Chicago & Rock Island. Its officers were : Henry Farnum, Chicago, president ; John F. Tracy, Chicago, superintendent ; F. H. Tows, New York, secretary; A. C. Flagg, New York, treasurer. The earnings for the year amounted to §1,681,101.57. Over three hundred and ninety thousand passengers were carried on its lines The road stretched down the Valley of the Illinois to Peru, where it swept across the " Military Tract," and at Rock Island, one hundred and eighty-one miles from Chicago, crossed the Mississippi by a splendid bridge, the only railway structure that had, as yet, been thrown across the " Father of Waters," and the only one of any kind below St. Anthony. The Peoria & Bureau Valley Railroad was leased to' the Rock Island company at an annual rental of $1 35,000. The Feoria & Oijuawka lineran nearly east and west and connected with all the north and south lines leading into the city. A branch of the Bureau Valley road, the Illinois River line, was being pushed forward from Jacksonville to I.aSalle, about ninety miles.

The eighth grand western trunk line was the Illinois Central. Its officers were : \V. H. Osborn, New York, president ; G. B. McClcllan, vice-president and chief engineer ; James C. Clarke, master of transportation ; W. K.. Ackcrman, New York, secretary ; I. N. Perkins, New York, treasurer ; John Wilson, land commissioner. At this time (1857) the Illinois Central was the longest road owned by one company in America. Its total receipts for the year were $2,293,964.57, and nearly seven hundred and fifteen thousand passengers were transported over its lines. Up to January 1, 1858, nearly one-half of the two and a half million acres comprising its land grant had been sold for $15,311,- 440.40. The sales for the year amounted to $4,598,- 211.99. Pittsburgh, Fort Wayne \ Chicago road all except eighty-two miles was completed by the latter part of 1857. It had been operated during the year by using the line of the Michigan Southern road as far castas La Porte, and thence connected by the Cincinnati & Peru road. The Michigan Southern and Northcm Indiana connecting with the roads south of Lake Frie; the Michigan Central, connecting with the Canada, Great Western, New York Central and the Erie railroads, and with the Grand Trunk to Montreal, Quebec and Portland were the most important trunk lines to the East.

General History Up To 1883

Thk Illinois Central SINCE 1S51. - C. C. P. Holden furnishes the following facts covering much of the history of the Illinois Central Railroad Company, up to date: " The extraordinary efforts put forth by the Land Department of the Illinois Central Railroad, not only in this country but in Europe, was beginning to have its effect. New settlements sprung up far tr\ the west and northwest. New railroad companies were organized west of the Mississippi, with large land grants attached to their charters; and they, too, with the example of the Illinois Central before them, did their full share to attract and induce emigration to the hnds represented by their several corporations. Generally they were very successful in their efforts, as a comparison of the census reports of i860, and the maps of that country with those of the present day will fully verify The status of the Illinois Central lands was now fully estabiished, and they were known to be among the best in the State. They were daily sought after and were selling rapidly, as the country through which the road traversed was tieing brought under a high state of cultivation. The traffic of the line lioth in passengers and freight was beginning to assume large proportions, and, indeed, a new era seemed to lie dawning. The land sales went on. and the intervening sections, most of which were owned by the Government when the grant was made, and had generally been sold by the Government to speculators, were now being bought by bona fide settlers, anil rapidly coming under the plow. Cities and villages were springing up from one end of the line to the other. The wilderness of 1S50 was being transferred into fields and meadows, and general prosperity was to be seen on every hand.

" The war came on, and the Illinois Central was called upon for transportation, and took the first detachment of troops that left Chicago for Jie front, landing them in Cairo at very short notice. This was in April, 1861, and for nearly five years subsequent thereto, the demands of the Government upon this company for transportation of troops, munitions of war and supplies was simply immense at times, monopolizing the entire carrying facilities of the lines, and that, too, to the great detriment of the regular shippers and patrons of the road. The position of the road was such that it held the key to the transportation problem between the Union forces and those in rebellion, especially in the valley of the Mississippi. After the war the Government recognised the great and important services performed bv this 1 ompanv anil acted accordingly.

"The sales of lands by the Illinois Central Railroad naturally decreased during the war, but at the conclusion of the Rebellion many soldiers settled upon the company's lands anil returned to agricultural pursuits. A mani.i for railroad building broke out. so that prior to 1S70 the State was pretty thoroughly gridiroi.ed with iron rails, and the Illinois Central was intersected by other lines along its entire length. Though conservative bv nature, the Father of Land Grants partook of the spirit of the times and stretched out its arms to embrace more territory - toward New Orleans, on the south, Sioux City, on the northwest, with numerous branches reaching to Springfield, the Braidwood coal fields, Mona (on the Minnesota State line , Yazoo City and Aberdeen, Miss. The Illinois Central now operates an aggregate length of main line, branches and sidings of 2,276 miles, 1,180 of which are in Illinois. There arc 328 stations on the entire line, 198 of which are in Illinois. There are 11 1 crossings and junctions on the entire line, 80 of which are in Illinois and 64 of these are on the original line.

"The present equipment of the line consists of 333 locomotives, 311 passenger, mail and baggage cars, and 8,^71" freight cars. It has 8,209 employes receiving §4,678.700.22 per annum in salaries, and of this number 4.51 5 are employed in Illinois, and are paid in salaries $2,6*74,796.96. The road carried 2,503,704 tons of

- The Land Department has received from the sale of lands up to December 31, 18S2, over and above all expenses, $26,500,000. There are still unsold 175,000 aere.s, mostly situated in the southern part of the State, and there is due to the Land Department for lands sold §.550,000.

" The company has paid into the State treasury of Illinois since March 24. 1853, the sum of §9,269.940.60, this amount being seven |>er cent upon the gross earnings of the road up to April 30, 1883.

-'The State, which had a population of 851,470 at the time the company obtained the grant, had increased in population to 3,077,871 in 18S0. Ami the thirty two original counties through w inch the road is located' have increased in population from 255,2.84 in LS50 to 1.449.- 997 in 1880. this being the last census taken. There are ninety-nine original counties in the State, and the thirty-two on the line of this road has a population a little short of half the population of the entire .State. All the cities and towns on the road when it was located had a population of 42.682. There were ten in all. Chicago having a population of 29,963 inhabitants. There are now fin the same line ninety-one towns, which have more than 200 population each; fifty-nine towns and cities that have a population of 500 each; ten cities that have a population of 5,000 each, besides the city of Chicago. '

"In 1850 in going from Chicago to Cairo but one village was passed in the entire distance, Jonesboro winch was one mile west of the line. It had a population of 584. Between Chicago and Cairo there arc now lilty-tuo important cities, and thriving villages, thirtytwo of which have a population greater than that of Jonesln>rn at that time.

" ,!cs'des having been an important agent in bringing about results of l>ene!it to the State at large, the lllmo.s Central Company has also done much to develop communities. The protection of the lake front, at its own expense, is a case in point. The city of Cairo receives similar benefits from the great levee at that m which has certainly twice saved the city from in- Central bU,,t *"* is maintai"«i by the Illinois eventua l,- prosperous life of this great cor ,4tVn especial y during ,857-58. There was however "e man at the helm of affairs who never faltered o "t aith ,n the stabihty of the magnificent enterprise To

L ei lv 1, IP aml a,,ilityof Ui,li;im « Osborn J i - f r C [>rTnt status-i"fa< t. the very existern e of the I hnots Central Railroad Companv? - ng these early days. also, there was John NL' Douglas whose . counsels and advice were always like pure ^ d I he presidents of the Illinois Central from .8, un to the present time, with dates of their elect on ?l avC been as follows: Robert Schuyler, March ,9, ,85 , )

Arthur, Marvin Hughitt, Abram Mitchell, jost-ph F. Tucker, and Kdward T. Jeffery. Of these John H. Done was killed while trying to get on a moving freight train in the southern part of the city at Myrick's stock yards.

" There are more than six hundred employes of the company who have served in various capacities for more than fifteen years. 'The following-named persons, with their position and date of commencement in the service of this company, is given: James C. Clarke, president, 1856; W. K. Ackerman. first vice-president, 1851; Joseph F. Tucker, traffic manager, 1856; Kdward T. Jeffery, general superintendent and chief engineer, 1856: Charles A. Heck, superintendent Illinois and Iowa Division, 1856; Horace Tucker, general freight agent, 1862; Peter Daggy, land commissioner, -855; John C. Jacobs, division superintendent, 1856; Henry S< blacks', superintendent of machinery, 18^: William H. Waters, auditor's office, 1856; Orin Ott. purchasing agent, 1X52; F. Fairman, freight auditor, 1855; L. H. Clarke, former chief engineer, 185J left the company in 1878); J. W. O'Brien, secretary land department. 1852; Benjamin Moe, paymaster, 1864; Henry DeWolf, assistant treasurer, 1865: John B. Calhoun, former land commissioner, 1852; J. G. Pratt, cashier land department, 1862; George Watson, division superintendent, 1854 since deceased); J. Linton Waters, assistant secretary land department, 1856 left in 1S72 ; H. I.. Shutc, general freight agent Iowa Division, 1857; W. H. Osborn, July, 1854; Paul H. Dennis, claim agent, 1863: James T. Tucker, private secretary to Vice- President X. P. Banks, May, 1857 (since deceased : S. J. Hays, superintendent -of machinery, 1856 died in 18S2 ; C. C. P. Hohlen, connected with the company from February 20, 1S55, to February 4. 1873; Nelson Holt, station agent, 1S52; L. P. Moorehouse, tax agent, 1857; 'Thomas Tustin, local freight agent, 1864; J. M. Heale/, road master, 1852, and C. H. Comstock, treasurer's office, 1852."

Tiie Land Commissioners who managed the Land Department subsequent to 1853 were: John C. Dodge, Charles M. Dupuy, John Wilson, L W. Foster, J. M. Redmond, W. M.' Phillips, John B. Cal houn and r. Daggy, all of whom are dead except Redmond and Daggy.

General Ambrose E. Burnside was cashier of the land department in 1856-57, and for a time acting commissioner of the same department. Subsequently he was the treasurer of the company in New York. He too is dead.

General George B. McClellan became vice-president of the road in 1S55-56, acting for a time both as chief engineer and general superintendent of the road.

In addition to the above, the following prominent Generals in the war were connected, at some time, with the Illinois Central: Major General N. P. Ikmks. vice-president in 1857-58; Brigadier-Generals T. E. G. Ransom, J. B. Turchin, John Condit Smith, William Robinson, Mason Brayman and T. D. Williams.

Carson, a celebrated scout, was a conductor on a Hyde Park train when the war broke out, and served and died under General Grant. David L. Holden has been station agent at Matteson since 1865.

The present executive officers of the company arc: James C. Clarke, president; Stuyvesant Fish, vice-president; J. V. F. Randolph, treasurer; Henry DeWolf. assistant treasurer; L. A . Catlin, secretary, and W. J. Mauriac. assistant secretary; Benjamin F". Ayer, general solicitor; James Fentress,' solicitor for Kentucky, Mississippi, Tennessee and Louisiana. J. C. Welling is auditor and

Traffic Department. - J. F. Tucker, traffic manager, Chicago; M. C Markham, secretary to traffic manager, Chicago; Horace Tucker, general freight agent Illinois and Iowa Divisions, Chicago; D. B. Morey, general freight agent Southern Division, New Orleans; A. H. Hanson, general passenger agent, Chicago; J. W. Coleman assistant general passenger agent. New Orleans; H. A. Winter, general baggage agent, Chicago.

Operating Department. - E. T. Jeffery, general superintendent and chief engineer. Chicago; C. A. Heck, superintendent Illinois and Iowa Divisions, Chicago; C. M. Sheafe, superintendent Southern Division, New Orleans; O. Ott, purchasing agent, Chicago; Henry Schlacks, superintendent machinery, Chicago; A. IV. Sullivan, assistant superintendent machinery, Chicago; C. S. (ones, superintendent of telegraph in Illinois and Iowa, Chicago; George M. Dugan, superintendent of telegraph south of Cairo. Jackson, Tenn.

Accounting Department. - J. C. Welling, general auditor, Chicago; F. Fairman, freight auditor, Chicago; A. D. Joslin, ticket auditor, Chicago; E. M. Horlon. car accountant, Chicago; W. \| Adams, traveling auditor, Chicago; J. F. Titus, assistant traveling auditor, Chicago; W. O. Cole, assistant traveling auditor, Water Valley.

The charter of the Illinois Central was granted February 10, 1851. It was amended February 17, 1X51; June 11, 1852, June 23, 1852, February 12, 1X53, February 28. 1854. and February 14. 1855. From the letter heretofore printed, from the pen of Roswell B. Mason, the reader will learn the progress of the road as constructed by the Illinois Central up to and including 1858. In J877 the Chicago & Springfield Railroad from Oilman to Springfield, 11 1 miles was embraced in the system.

The Kankakee \- Southwestern, and the Kankakee \- Western, with the Clinton & Bloomington and Northeastern Railway were consolidated with the Illinois Central road in September, 18X0. In 1S67 the Illinois Central icased the Dubuque & Sioux City road, 1.J2 miles, and in 1868-70 over 159 miles of the Iowa Falls and Sioux City road. The main line of the road is from Cairo to East Dubuque, and from Chicago to Main Tine Junction - 705.5 miles in all; aggregate length of tracks. 1,557 miles.

The Chicago North- Western RaHuuiv. - The history of this wonderful corporation has already been given, up to the time when it was formally organized in June, 18591b}' the purchasers of the Chicago, St. Paul & Fond du Lac Railroad Company. Since that time its history has been a marked example of the extent to which the powers of assimilation may be developed. At the time of the organization of this road it was in possession of about 600 miles of road. From 1859 to 1S73 it constructed over 400 miles. The balance of this great system, a pride to Chicago and the entire Northwest, was built by other roads and subsequently taken into its capacious embrace.

According to the last report issued by the company the capital stock issued is §38,000,000. preferred stock, $22,000,000; the amount of the stock held in Illinois being $21,000,000. Its bonded and floating debts make up the balance of its liabilities, which amount to $129,- 774,000. The 3.3 1 0.3 1 miles of road comprising the system are divided as follows: 500.15 miles in Illinois; 913.84 in Iowa: 895.S5 in Wisconsin; 224.40 in Michigan; 314 in Minnesota, and in Dakota 362.07 miles. During the year there have been built 504 miles of new road. 'The Chicago & North Western company has on its pay rolls 15,400 employes, to whom are paid salaries amounting in the aggregate to nearly $8,900,000. It has carried 6,861.687 passengers, of which number 4.447./03 wefe passing through Illinois, or traveling in the State. The transportation earnings for the vear were §23,228,000, and the operating expenses $1 2,144,. 000.

Tht Chicago, Burlington & Qnincy Railroad. - V. will be remembered that in July, 1856, the Chicago 8c Aurora anil the Central Military tract railroads were consolidated into this company. The Northern Cross ami the Peoria iV Oquawka railroads were obtained by purchase, at a subsequent period. The company now operates 3,228 miles of track.

'The present officers of the company are as follows : C. E. Perkins, president; J, C. Peaslcv, second vice-president and treasurer; T, J. Porter, third vice-president and general manager; 1 1. Weiss. Secretary; Wirt Dexter, general solicitor; J. L Lathrop, auditor; Henry B. Stone, assistant general manager; E. P. Ripley, freight agent; Perceval Lowell, passenger agent

The capital stock of the Chicago, Burlington & Quincy Railroad is $69,649,000 and its funded debt $68,648,000. the sum of these amounts being the total liabilities of the company. It is equipped with 522 locomotives, 353 passenger coaches, express cars, sleepers, mail cars, etc.; freight cars of all kinds, etc., 20,174; making a grand total of all kinds of 20,527. 'The number of its employes average 5,000. and their aggregate yearly salaries $3,000,000. The earnings of the road are $21,500,000, and operating expenses $10,668,000. The last statement of the company shows a balance of $6,652,000. and a construction account which had mounted up to $98,700,000.

During the year ending December 31, 1 88s, over 400 miles have been added to the road, the company having spent on new construction $14,230,080 and $1,589,128 on new equipment

"'The average length of road operated in 1881, was 2,822 miles, and in 1S82. 3,100 miles, an increase of 278 miles. In addition to this mileage, the company controls, and practically owns, 700.87 miles of railroad, consisting of the St. Louis. Keokuk & Northwestern, 185.1 mile^ ; the Chicago, Burlington i\: Kansas City 10UI Burlington & Southwestern, 152.6 miles; the Kansa"s City. St. Joseph & Council Bluffs, 313.17 miles; the St. Joseph & Des Moines narrow gauge', 50 miles ; also a half interest .the Wabash, St. Louis & Pacificowning the other half, in the Humeston & Shenandoah, which is 113 miles in length. All of these roads continue to be operated by the corporations owning them ; and neither the earnings, expenses, statements of rolling stock, nor other fifties relative to them arc included in this report. The return to us for what we have invested in them consists, up to the present time, in the traffic they give us, and in the protection afforded by their control. That these properties will, ultimately, yield also a direct return out of their own earnings, there can be no good reason to doubt. They show on the whole a gratifying improvement in 18H2 over the previous year; and the Kansas City, St. Joseph & Council lllutfs line shows a net surplus for the year, after meeting its interest and sinking fund charges, of $346,695.39, which has been used to pay off a floating debt, and in making needed improvements and additions to the property. The increase in gross earnings in 188a, over 1X81. was $374,349.28, and in net earnings, $1 ^6,900.98. I he gross earnings per mile of road operated in 1882, were $6,953 <5. against $7,so|.o6 for 1881. The net earnings per mile operated in 1S82, were 85,311.88, against $3,582.54 in i88r. The percentage of operating expenses to gross earnings in 1882, including taxes, was 52.4 against 52.3 in 1881 ; excluding taxes it was, in 1SS2, 49.5, and in 1881,49.9. That the vear 1882 shows any increase of earnings is due to our'lincs west of the Missouri River. There has been a large falling off of gross earnings east of the Missouri River, due somewhat to increasing competition, but mainly to the bad crop of 1881, not only giving lls |,.ss jjrain lo carrV) but affecting more or less business of all kinds In 1880 we earned into Chic ago over fortv million bushels Of corn : in 1S8., twenty-six million ; and in 18S2, only rween million. This is of course exceptional, and while the tendency to more competition and lower rates is inevitable, we may fairly expect, with the growth of traffic "ntr>'' * m°re °r ICSS ***** increasc of 8eneral Tht Chicago, RMk Island o- Tad fit. - The original charter in Illinois was granted in February. 1847 to the Rock Island & LaSalle Railroad Company. The name was changed to the Chicago & Rock Island by . barter . of February, .85,. A consolidation of this company was e lected in August, 1866, with the Chicago, Rock Island ,v Pacfic Railroad of Iowa ; ,he consolidated company taking the name of the Chicago & Rt)ck Island Railroad Company. The main line from Chicago to Rock Island was put in operation July IO, .854. and in,,,K V ' LrnCLI HluffS- " di8lan« «* 5oo miles in June. 1869. In ,874 a branch road was constructed through to the Calumet River, known as the South Chicago Branch, nine miles in length. Previous to the 1st of June, ,880. the Chicago, Rock Island & Pacific miles, ami the Harlem & Northwestern. It also has a leasehold interest in the Kansas City Branch of the Hannibal \- St. Joe Railroad, fifty-four miles. The Chicago, Rin k Island & Pacific now operates one thousand three hundred and eighty-one miles of road.

The officers of the road are as follows: R. R. Cable, president and general manager; David Hows, vicepresident; A. Kimball, vice-president and general superintendent; Francis H. Tows, secretary and treasurer; W. G. Purdy, local treasurer; C. V. Jilson, auditor and assistant secretary; K. St. John, general ticket and passenger agent; William M. Sage, general freight agent; F. A. Marsh, purchasing agent; Thomas F. VVithnm, general solicitor, Chicago; J. Lewis Drew, land commissioner, Davenport,

The road has upon its line 309 locomotives, its passenger equipment consists of 203 coaches, sleepers, haggage express, mail and dining cars, etc.: and its freight equipment of 7,489 cars. Upon its pay roll are nearly 9,000 employee, who, receive salaries which aggregate in the course of the year to over four million and a quarter of dollars. 'The transportation earnings for the > ear cn.lii::: June 30, 1882, amounted t $1 j.iS../.w. and the operating expenses and taxes to §7,109,000. 'The general balance sheet for the year shows that the construction anil equipment account up to date of last report has been $57,720,000; the capital stock is $41,- 959,800. and the funded debt $17,500,000. The profit and loss or income account was $291,027.18.

'- 'The sales by deeds or contracts, with warranty, have been, for the year, 27,306*70 acres, for a total of consideration of $278,513.28; the average price per acre has heretofore been nearly $10.20. The bills receivable now on hand amount to $1,403,482.57; a decrease of $187,151.70 during the twelve-month. The total receipts for interest, etc., were $99,444.78. The mount charged tax account was $8,254.70. Of this $6,867.64 were the regular annual payments of taxes on land owned by the company on November 1, 1882, viz.: On 39.79^-34 acres; the 'average rate being thus about 171/ cents per acre. Resides this amount 8 L- 387.06 were paid for back taxes on lands where former sales had been canceled; but such lands have all been resold at prices more than sufficient to cover the prices at the former sales, with all accrued interest and taxes. During the year the sum of $560,000 has been remitted to the treasurer of the company at New York, from the net receipts of this office. The remaining unsold land at this date consists of about 34.75° aCres' Naturally a large proportion of this remainder is composed of scattered tracts and of rough or hilly bad Rut as all the counties in which this company's lands were situated are already fairly settled by a stable and generally prosperous farming population, it is anticipated that the demand will soon exhaust all lands left unsold, and at prices better than the most desirable land in the same neighboring could command a vear or two ago.

The ChUago, Milwaukee &- St. Paul Railway. - This company was organized by William W. Pratt and William H. White, purchasers of a portion of the La Crosse & Milwaukee Railroad, on the 5th day of May, 1863. by the name of the" Milwaukee & St. Paul *Mway Company, and under the revised statutes of the State of Wisconsin of 1858. The name of the company was changed to the Chicago, Milwaukee iS: St. Pan' Railway Company February 11. 1874, by a vote ot the company in pursuance of the general laws of Wisconsin relating to railways passed in 1872. No consolidating tions were ever made with any other company. This company leases the Chicago, Milwaukee & St. Paul Railway Company of Illinois, from Chicago to the State line, forty-seven miles, and which was organized in 187 2; the Western Union Railway Company in Wisconsin, one hundred and ninety-two miles: the Chicago & Pacific Railroad, extending from Chicago to lies Junction, III., a distance of one hundred and fifteen miles. The company owns in addition to the leased lines named above, over four thousand miles of railroad in Wisconsin, Minnesota and Iowa, and the Territory of Dakota, a portion of which was embraced in the original articles of association, and the remainder of which has been built or purchased by the company. It is distinctively a Wisconsin corporation, the general offices being located in Milwaukee. Alexander Mitchell has been president, and S. S. Merrill general manager of the company since 1865. Of the four thousand three hundred and twentyseven miles which compose this grand system three hundred and twelve arc in Illinois.

Chicago <iw Alton Railroad. - As has been previously shown, the original charter of this corporation dates from February, 1847, when the Alton St Sangamon company was organized. In October, 1862, the Chicago & Alton company was organized at Chicago, having purchased the St. Louis, Alton iS; Chicago road. In April, 1870, the Hamilton, I .aeon & Eastern line was purchased by this company, and September, 1879, the Chicago & Illinois River Railway. The leased lines of the Chicago & Alton company are as follows: The Joliet & Chicago, leased in January, 1864; the Alton & St. Louis, leased in April, 1864, the stock of that company being owned entirely by the parent corporation; the St. Louis, Jacksonville iV Chicago, April, 1869; the Louisiana & Missouri River, August, 1870; the Kansas City, St. Louis & Chicago, leased March, 1878. The officers of the road areas follows: President, T. B. Hlackstone; general solicitor, C. Beekwith; secretary and treasurer, Charles II. Foster; auditor, Chaunccy Kclscy: general " manager, J. C. McMultin; acting general manager, C. H. Chappell; general manager's assistant, J. H. Wood; general superintendent, W. F. Merrill, all of Chicago. Division superintendents - A. M. Richards, of Chicago; T. M. Hates, of Roodhouse, 111.; O. Vaughan, of Slater, Mo.; chief engineer, K. F. Booth; general freight agent, Henry- H. Cotirtright; general passenger agent, James Charlton; purchasing agent, James A. V. Ilartwell, the last four last named being of Chicago; superintendent of telegraph, W. K. Morley, Itlooniington, III.; general baggage agent, C Huntington, Chicago; master mechanic:, William Wilson, Hloomington, III.; general roadmaster, William Rilev, Bloomington.

The amount of capital stock held by the company is $13,606,000, and of this amount over §1,000.000 is held in Illinois. Its total liabilities are §25,044,722. The Chicago & Alton has 1,082 mites of track, and is equipped as follows: Engines, 193; passenger coaches, 66; total of all kinds, 5,587. The aggregate yearly salaries of its employes is $2,635,137. The total transportation earnings of the road for the year ending June 30, iS82, was $7,741,859, of which amount about threequarters was derived from this State. The operating expenses of the whole line amounted to $4,404,000, and the balance carried forward to 1883 was $737,386. According to the last balance sheet of the company the cost of its road and equipment has been $20,222,000.

Lake Shore c~ Michigan Southern. - As has been seen, the Erie & Northeast Railroad Company was bartered in Pennsylvania April is, 1842, and the

Buffalo \- State Line Company in New York upon the same date. The latter was not organized until October, 1S49, and the two lines were consolidated under the name of the Buffalo \- Erie company in June, 1867. The Junction Railroad chartered in Ohio in 1846, and the Toledo, Norwark & Cleveland was consolidated as the Cleveland & Toledo Railroad Company in 1853. The Cleveland, Painesville & Ashtabula line was leased to the latter company in October, 1867. In [une, 1868, the name was changed to the Lake Shore Railroad Company, and the two were consolidated under that name in April, 1869.

'The present Lake Shore \- Michigan Southern was formed by the consolidation of the Lake Shore & Michi gan Southern and the Northern Indiana railroad companies in May, 1869, and of the Buffalo & Erie Railroad Company in August of that year, thus bringing the entire line under one company.

The liabilities of the company are as follows: Common stock, $49,466,000; preferred sunk, $533,000; funded, $43,192,000. The main line from Buffalo to Chicago is 540.49 miles, which with its branches, proprietary roads, leased lines, etc.. amount to 2,142 miles Its passenger equipment consists of 2S9 coaches and cars; its freight of 16.796 cars. 'There are 547 locomotives on the road. The company has over io,oco employes upon its pay rolls, anil it disburses nearly $6,000,000 to them annually. Its capital stock is $50,000,000, and its total liabilities are $102,761,000. 'The general offices are in Cleveland, its president being William II. Yanderbilt. 'The Michigan Southern and the Rock Island & Pacific, use the same depot in Chicago, the only resident general officer in this city being W. P. Johnson, passenger agent.

The Michigan Central Railroad Company. - As has been stated the Michigan Central Railroad Company was authorised to build a road from the southern line of Michigan to Chicago in 1848. The road was completed to Kensington in 1852/ The road has running arrangements with the Illinois Central from Kensington to Chicago, a di>tance of fourteen miles. H. B. Led yard is president of the road, the only officers residing in Chicago being J. A. Greer, general freight agent, and O. W. Rugglcs, passenger and ticket agent. The Michigan Central lias a capital stock of $i.S,7oo,ooo, its liabilities aggregating $30,000,000. 'The length of its main and leased lines from Detroit to Kensington is 995 miles, anil the aggregate length of all tracks 1,186 miles. 'The only road operated in Illinois is the Joliet \" Northern Indiana, from Joliet east twenty-nine miles to the State line, and its connection with the Michigan Central at Lake. This line commenced operations in - 854-

The Pennsylvania Company. - This company operates the Pittsburgh, Fort Wayne iV Chicago Railway, under a lease, the general offices being in Pittsburgh, Penn. None of the officers or directors arc residents of Chicago. The length of the main line from Pittsburgh to Chicago is about four hundred and sixty-eight miles, Only fourteen miles of this being in the State. It is one of the great Eastern lines terminating in Chicago.

Chicago c" Grand Trunk Railway, - 'This is a corporation formed by the consolidation of certain railways under the laws of Michigan. Indiana and Illinois. Certain of the roads so consolidated consisted of railways the original charters for which were acquired under preceding organizations. 'The president of the railway, Joseph Hickson, is a resident of Montreal. The following are living in Chicago: S. R. Callowav, general manager ; 0. B, Reeve, traffic manager ; F. A.

stuck is held by Illinois parties. The length of the main line from Port Huron to Chicago is three hundred and seventy-seven miles, twenty-six miles being m the State of Illinois.

Tlu- CMtax* & Baskm [Miami Cemftawe. - The Chicago \- Kastern Illinois Company was first organized as the Chicago, Danville & Vinccnnes Railroad, in 1S65, and the main line put in operation in November, 1872 The Illinois Division from Dolton, 111., to Danville, 111., 107 miles, and from Itistnark, III , to State line, Ind., four miles was sold under foreclosure in February, 1857. The Indiana I livision, from the State line 10 I )oal Creek. Ind., was sold a few davs afterward. The two roads were chartered as the Chicago & Nashville, and the State line and Covington lines, and consolidated as the Chicago \- Eastern Illinois Railroad Company August 29, 1877. In March. 1881, the Danville & Grape Creek road also became a part of the system. This company leases a number of short lines, 'which brings it» total length of track up to 570 miles. Its capital stock is$j,ooo,ooo. and total liabilities $7,600,000.

C hitago W'tsttrn Indiana. - This company was organized June (>, 1879, to construct a road from Indiana State line to and into the city of Chicago at Van Buren Street. The line was not open for o]>eration to Twelfth Street, Chicago, until December, 1880. The road k operated by the company, furnishing terminal facilities for the Chicago & Eastern Illinois, the Chicago \ Grand Trunk and the Wabash, St. Louis ft I'acific com pauses. On January 26, 1882. the Chicago & Western Indiana Railroad Company, the Smith Chicago & Western Indiana Company and the Chicago & Western Indiana Hell Railroad we're consolidated under the corporate name which it now bears. The officers ol Hie company, who all reside in Chicago, are as follows :

With the Ogle ft Carroll County Railroad in June, 1870, and the main line put in operation in Mav. 187;. The Chicago, Rockfordft Northern Railroad was leased to this company for thirty years, in August. 1875. The mam line from Aurora to Forreston is eighty miles in

Haltimore <s* Ohio Chicago Railroad. - This company originally organized as the Baltimore, Pittsburgh &: Chicago Railway Company, March 13, 1872, and was changed to the Baltimore \' Ohio & Chicago Railway Company in 1877. It was put in operation November 17. 1874/from the junction of the Illinois Central Railroad to Chicago Junction. Ohio, a distance of 262.5 miles. The general executive officers of the road reside mostly in Baltimore ; the general superintendent, however, is John Thomas, of this city. The directors of the company living in Chicago are: Nelson l.udington. Daniel A. Jones. John Tyrrell, James Walsh, John Thomas. Of the $102,000 capital stock only $17,000 is held in Illinois.

According to the Assessor's returns for the year ending August 31. 1883, the following is the number of miles and feet of main road in the county, with the total listed value of side tracks and all property: tract for a public park. We had nothing of the kind then. It was thought, by the Democratic party-kaders, a measure that would greatly benefit the administration in this region. Yet |udge Burchard dared not have an open sale; and resolved to advertise for sealed bids for a portion of the lots daily, with a determination to reject bids which he thought too low, and stop the sale if he found the people were influenced by intimidation. Everything proceeded satisfactorily until the lots upon which General Beaubicn lived were to be offered. He was expected to procure his homestead for a nominal sum merely, and violent threats were made against any man who dared bid against hint. Hut there was one man, James H. Collins, and I think the only man in the city who dared do this ; who had denounced the whole transaction from the beginning in every place he had an opportunity. He had denounced the landofficers and the Judges of the Courts. He was one of the earliest abolitionists in our State, and would shelter fugitive slaves, and would travel any distance to defend one when captured, or defend a man who was arrested for assisting one to his freedom. He was a man of ability and integrity, and took great delight in defying popular clamor. He took an average of the price at all the land which General Heaubien desired, bcinj land upon the east side of Michigan Avenue, in Block 5, between South Water Street and the lots reserved, where the Marine Hospital afterward was, except the corner lot, known as Lot 1 1, for which General Heaubien paid §225. Mr. Collins bid $1,049 f"r l')e next »ve lots, 10, 9 8, 7, and6. where Beaubien's house. out-buildings, and garden were. His life was threatened. He was burnt in effigy. Many indignities were put upon him. To all this he bid defiance, asserting that the friends of General Heaubien might possibly take his life, but they could never have his land. He was one of Chicago's ablest lawyers, the candidate of the early abolitionists for Congress, and far the ablest man in their organization. Had he lived a few years longer, he, unquestionably, would have been assigned to some one of the highest positions in the country. Thus General Heaubien lost his old homestead, except this one lot which he soon sold as insufficient for him ; and not one who claimed under him was successful in procuring a lot. If you wish to find the traditional residence of General lean Baptiste Heaubien, after he moved from what was before known as the John-Dean house, go east upon South Water Street until you come to the northeast corner of South Water Street and Michigan Avenue, and you will find it. General Heaubien subsequently moved to near what is now River Park, on the Desp'laines River, in this county, near the reservation of Alex. Robinson, the Indian chief. The General died at Naperville, DuPage County, January 5,

"At the session of Congress, in 1848, 1 succeeded in procuring an amendment to the Naval appropriation bill, appropriating $10,000 for the construction of a Marine Hospital on such site as should be selected by the Secretary of the Treasury on the lands owned by the United States. It was one of <p best arguments, for the appropriation, that the Government alreadv owned the land for ihc site. This took up another portion of the Reservation, it being upon the northern portion of Hlock 5, fronting Michigan Avenue, and being upon the east side thereof, and adjoining the north of the lots Mr. Collins bought. It was not until September 17, 1850, that I was enabled to telegraph to you, from Congress, that we had secured the Illlinois Central Railroad grant. And it was not until the 14th dayof October, 1852 that Hon. Charles M. Conrad, Secretary of War, in consideration of $45,000, made the deed of what was* unoccupied of the ' Reservation to that company, in Whkh was the following preamble: 'Whereas the military site of Fort Dearborn, commonly known as the Fort Dearborn Reservation, at Chicago, 111., has become useless for military purposes, and the tract thereof not being used or necessary for the site of a fort or for any other authorized purposes, has been sold,' etc., etc. The railroad company, complaining that it paid this sum of $45,000 from necessity and under protest in order to expedite their road into the city and insisting that the land was included in the grant made by Congress, which I, who took an active part in framing and passing the law, could not indorse, brought suit in the Court of Claims, at Washington, for refunding the money. The court decided against the claim.

-' 1 have thus shown you how the entire Reservation was disposed of, except what would make about eight full lots, upon which the old light-house was located, or near it. They were not needed for light house purposes; ami were Lots 1 to 6 in Block 4, fractional Lots S and 9 in Block 2, and the north thirty-four feet of Lot 1 in Block 5, all near the Rush-street bridge, bought for the railroad company or Illinois Central, or both jointly by the Marine Hospital building, being the south ten feet of Lot 1 and l.ots 2, 3, 4 and 5 in Block 5. The hospital was burned in the great lire of 1X71.

" The Government had erected a new light house at the end of the North Pier. I was in Congress, and the thought occurred to me that the best way to dispose of the remaining land upon which the old light-house and other necessary Government buildings had been located was to present it to that kind-hearted and popular old pioneer, General Jean Baptiste Beaubicn. And it was so done by an act approved August 1, 1854. Anil there was not a citizen of Chicago who knew him who ever questioned its propriety, to my knowledge"

In addition to the authenticated statements made by Hon. John Wentworth, are the following letters published in the Chicago Tribune of February 2, 18S4, sent from Washington to Mr. Wentworth : to your consideration the propriety of making a reservation of this post and the fraction on which it is situated for the use of tliis agency. It is very convenient for that purpose, as the quarters afford sufficient accommodations for all the persons in the employ of the agency, and the storehouses are safe and commodious places for the provisions and other property thai may be in charge of the agent. The buildings anil other property, by being in possession of a public officer, will be preserved for public use. should it ever be necessary to oceupv them again with a military force.

As to the size of the fraction 1 am Ml certain, but 1 think it contains about si Kty acres. A considerably greater tract than that is under fence, but "that would be abundantly suliicicnt for the use of the agencv, and contains all the buildings attached to the fortsuch as a mill. barn, stable, etc. - which it would be desirable to preserve. I have the honor to be

Alexander Wolcott

IS24- - 6V.WS".- Graham, £tf.. Office. Treasury Department - Sir : t inclose herewith -1 copy of' a letter from Dr. Wolcott. Indian Agent at Chicago, and request that you will direct a reservation to be made for the use of the Indian Department at that post agreeably to his suggestions. I have the honor to be, etc.,

Late Threads Of Fort Dearborn History

1 have directed that the Fractional Section 10, Township 30 North, Range 14 East, containing 57.50 acres, and within which Fort Dearborn is situated, should be reserved from sale for military purposes. I arn, etc., GEORGE GRAHAM.

Department ok War, July 28. 1831. - The Commit turner ,./" the /^inJ-Ojfce - Si* : I transmit to you herewith a letter from Thomas J. V. Owen, Indian Agent, stating that an attempt has been made by an individual to obtain the right of pre-emption to the fraction of land on which Fort I>carliorn, near Chicago, is erected. As this piece of ground is the public reservation, you are requested to take such measures as will secure the interest of the United States in reference thereto. R. B. T.

" Dkpartmknt of War - July 13, 1832. - 7V*c Hon. William R. King, United Stattt Senate. - Sir: In answer to your letter of the 9th inst., which has just reached me, I beg leave 10 inform you that until the Northwestern Indians shall permanently remove beyond the Mississippi, or our settlements in the northern part of Illinois shall be much increased, I consider the position of Fort Dearborn an important one in a military point of view - .0 much so that it is in contemplation to occupy it a* soon as the spring opens. Of course. I shall consider the. disposition of the reservation injurious to the public interest. Lewis Cass."

" Bt'REAt: ok Topographical Engineers, Washington' City. July 10, 1852. - CvkntlJ. /, Abert, To/v^iphkal Engineer. - Colonel : In answer to your inquiry of the origin and history of the reservation at Chicago I have the honor to state that I have called upon the officers of the Quartermaster-! Jencral. the Cornmi .sioners of the General Land-Office, ami that of ihe Secretary of War, but that I have failed to find in any of them any history of the origin of this reservation. In looking over the reports of the Supreme Court of the United States I find that this military site has been the subject of litigation from which I gel the following facts: That it was first occupied as a military post in 1S04, and ucd in thai use until the iGthof August, 1S12, The Governt held it by the cession of the Northwestern Territory, and it wns occupied for military purposes by the direction of tiic President under authority of these several acts of Congress: First, the Act of May 3, I7<>!» (United Stales Statutes at large, p. 55;); second, the act of April 21, lSo6(VoI 3, Laws of the United Stale*), authorizing trading-houses and posts at the discretion of the I'resident, and by Act of June 14. I -on, he could continue possession as being necessary for frontier defense.

The post was not occupied after the massacre of 1S12 until 1616. when troops again garrisoned it and continued in occupancy until 1 S23. when it was evacuated, but left in charge of Dr. Alexander Wolcott, Indian Agent. In 182s it was again garrisoned for military purposes and occupied until 1S31, when the troops were withdrawn and it was left in charge of another agent, Mr. Oliver Newberry. In 1S32 Major Whistler, of the army, once more took possession of it as a military station, and it has been Continued in the occupancy of troops or authorized agents for military and other public purposes up to the present date. Up to 1824 it appears to have been occupied by virtue of the authority in the three acts of Congress above recited. In thai year the Indian Agent '.hen in charge of it applied to the Secretary of War for a special reservation for military purposes (see his letter with papers), and, in conformity with his request. Mr. Calhoun, then Secretary of War. applied to the Commissioner of the General Land-Office for the reservation. That officer, in conformity with Ihe request of the Secretary of War, ordered the |>ost to be reserved from sale (sec their letters herewith). The land reserved was fractional Section 10, Township 31} north, Range 14 east, containing 57,50 acres. In April, 1839, the Secretary of War, J. R. Poinsett, by an act of authority March 3, 1S19. appointed Matthew Uirchard, Esq., agent for the War Office under special instructions to sell a portion of the military reservation at Fort Dearborn, This agcnl, in conformity with instructions, surveyed Ihe entire fractional section, styling it Fort Dearborn Addition to Chicago, laving it off into lots and streets, and filing the map in the proper office in Cook County. He proceeded to sell pan only of these lots, reserving from sale that portion now used for convenience of light-house and marking it upon his map in dotted lines, ^

The property platted and subdivided as Fort Dearborn addition toChicago was east of State Street, north of Madison Street, south of the main river of that time, and west of the shore line of that period. The subdivision was made June 6, 18,19, as per surveyor's certificate ; was acknowledged by Matthew Birc'hard "of the General I. and -Office, and Agent of the War Department of the United States," for J. R. Poinsett, Secretary of War, and was recorded June 17, 1839, in Book II, of Maps, page 1 20. The land was laid off into lots and blocks, with streets, except the Dearborn Park, of which the following remark is authentic : " On the original record of Fort Dearborn addition, in Book H page 322, no boundary line was fixed for what is called hereon "Dearborn Park"' (the plot now hounded by Dearborn Place, Michigan Avenue, Washington and Randolph streets - the eastern boundary, in common with the remainder of the Fort Dearborn adtlition, being the lake shore meander line}. All the area east of the east line of Block 12; south of the south line of Blocks 10 and 11 ; north of the north line of Block 15, and east to the water-line of Lake Michigan was marked ' Public Ground ; forever to remain vacant of buildings.' The certificate of acknowledgement by the Secretary of War sets forth the same thing." * This plot, to remain in its integral emptiness, was from the west line of Dearborn Place, south of the north line of Randolph Street; north of the south line of Washington Street and west of the shore line of Lake Michigan. Upon the original plat Blocks 1 1 and 6 were not subdivided, their eastern portions being submerged. As stated by Mr. Wentworth, the land whereon the block-house stood, and the northern half of Block 5. was not parted with at that time, but the title was vested in the Treasury Department, and the Marine Hospital was subsequently erected on the part of Block 5 reserved. The eastern portion of the lots, 1, 2, 3, 4 and 5, forming the northern half of Block 5, were submerged at the time of the subdivision; on October 14, 1842, a deed was recorded in Book 133, page 271, whereby these formerly submerged parts of lots were conveyed by the Secretary of Wat i" the 1 linois Central Railroad By an act passed June 14, 1852, the right of way for the Illinois Central Railroad was granted, and the city of Chicago likewise provided therefor by law,f also for the maintenance of the park in its exempted condition. By this right-of-way the eastern boundary of the exempted property became, necessarily, located at four hundred feet east of the west line of Michigan Avenue ; such line being the west line of the right-of-way ; a line seven hundred feet east of the west line of Michigan Avenue being the east line of the right-of-way. The east line of Michigan Avenue became subsequently fixed by legislative enactment. The land taken in straightening the river channel of the Chicago River, east of Michigan Avenue, was donated by the president of the Illinois Central Railroad Company, the Mayor of Chicago, Jean Baptiste Beaubien and the United States, per J. D. Graham, in September, 1855, the deed being recorded in Book 133, page 271 ; the remainder of the land taken being purchased of the owners. These various transactions, with those cited in Mr. Wentworth's speech, passed the title from the United States to numberless individuals, and the real estate of Fort Dearborn became absorbed by the city of Chicago - all but Dearborn Park, the legal disposition of which is at present in controversy.

The La Lime Homicide

One of the lamentable and exciting incidents connected with the earlv history of the fort was the tragical death of J. Lalime, who had been an agent and interpreter at the fort for many years prior to his death. He was an educated man, of quite violent temper, and perhaps more respected than beloved. In a rencounter with John Kinzie, between whom and himself there had previously been serious disagreements, he lost his life. The narrative of Mrs. Yictoirc I'orthier [Seepage 105 , who claims to have witnessed the tragedy, fully exonerates Mr. Kinzie of murderous intent. The following letter, written by the old-time friend of the family, although differing in minor details from the testimony of Mrs. I'orthier. goes to corroborate the most essential points which establishes the innocence of John Kinzie as to any murderous intent at the time of the unfortunate encounter. The letter reads as follows :