Cook County, Illinois - The whole text, 1884 (part 22 of 61)

" I said we had no pavements in 1B48. The streets were limply thrown up as countiy roads. In the spring forwrek?, portion of lliem would lie impassible. I have at different timei seen empty wagons and drays stuck on Lake and Walcr streets on every Work between Wabash Avenue and ihe river. Of course ibere was link or no business doing, for (he people of ihe cily could not get tkotf much, and the people of ihe country could not get in lo do It, As the clerks had nothing lo do, they would exercise iheir wits by palling boards from dry goods boxes in the holes where the last drat was dug oul. with significant signs, as 'No Bottom liens," The Shorte-,1 Road (o China.' Sometimes one board would be nailed across another, and nn old bat and out fixed on it, with the notice 'On His Way to the Lower Regions.' In fact, there was no end to ihe fun ; and jokes of the boys of that day - some weieoflarger growth - were without number. Our first effort at paving, or one of the first, was tu dig down Lake Street lo nearly or quite on a level with the lake, and ihen plank it. It was supposed that the sewnge wnuld settle in ihe gutters and be carried off. but the experiment was a disastrous failure, for the stench at once lieeame The street was then filled up, and ihe Common Comcil established a grade from two lo six or eight feet above the oat ural level of ihe soil."

The planking of Lake Street referred to above, was ordered by the Common Council January 22, 1S49, and Was from the west side of State to the river, through the center of the street, forty-eight feel wide. Prior to 1849 the attention of the citizens had been called to the frtiitlessness of using stone pavements upon the streets of Chicago. It did not seem a profitable investment for the city to lay down a pavement which would sink out of sight in one or two years. Thc experiment of laying plank roads had proved a success in Canada and New York, and accordingly in 1849 the Common Council determined to plank the principal streets of this city. In 1S49-50, Market. State, South and North Clark. La Salle, Wells, East and West Madison and West Randolph, were treated to a coating of this material - (nearly three miles of pavements) at a cost of §31,000.

Soon after this was commenced a general numberir.i; of the streets. In the spring of 1848, Clark Street was numbered from South Water to Randolph. In July. 185a, the Common Council ordered that North Water, Kinzie and Michigan streets be numbered from their eastern termini to Franklin Street; and that Wolcott. Dearborn, Clark, LaSallc and Wells be numbered from North Water to Ontcrio; also that the names of the** streets be posted up in large letters on each of their corners.

'-It was found." says Assistant Engineer Clark, -that the surface of the ground along the North and South branches of the river was only three or four feet above the average surface of the lake, hut ri-ing irregularly eastward until, at Michigan Avenue and Ru>h Street, it was fiom ten to twelve feet above ihe same level, and aUo rising westward to about the same level at Ashland Avenue. Thi*. of course, involved (he necessity of ratting the grade of the streets in order to cover the sewers in lho«e parts of the area of the city which required it. Alter a good deal ol dis. cusslon it was decided to fill to a level of ten feet above ordinary water on the streets adj teem lo the river, raising them with an inclination sufficient to protect I he sewcts anil lo give cellars of seven and one-half to eight feet in height. A greater height of surface was strongly recommended, but it was supposed lhat great difcully would be experienced in obtaining the requisite earth for the above minimum filling. It has. however, been found that the surplus earth of the South Division has heen sufficient not only to raise Ihe grade of the streets, but to fill up the whole of the lake basin between the railroad and Michigan Avenue."

In August and September of 1856 Mr. Dc Golyer, inventor of the pavement which bears his name, did some work on Lake and South Water streets, which gave general dissatisfaction. They were paved with cobble stones, quite carelessly laid, or as one critic learnedly rem irked, the stones were not laid secundum artcm, Among those interested in good streets the discussion 1 Jt the next few months waxed warm between the advocates of planking, macadamizing and cobble-stoning. It was during the spring of 1857 that the excitement was intense in regard to the raising of the grade over that established in 1S55. Lake Street property owners especially were aroused, as the proposed fourteen-foot grade would bring up their level some three or four feet. The Tribune of April 9, 1857, brings out the difficulties of the situation in very strong light. They did seem insurmountable, and that they overcome is but another evidence of the energy of cim-ugo in the line of public improvements:

'-What effect is til is new grade going to have on buildings already erected in ihis city? The slreetsand sidewalk* mu>t be raised some seven leet above the natural surface level. In other words every house now built must be raised about the height of the Mayor above its pi est nt foundation, or be entered through dnois cut in its second story. The proposed grade would damage immensely all our citiirns who have built those magnilicent brick and stone blocks within the |>asl three years. These buildings have been erected lo correspond with the present grade. 'I he 'new grade" would throw their (1 iom some four feet lielow the sidewalks, while their second floors would be five or six leet above the street surface, and their cellars would became dark pus or dens underground. The older buildings erected on a level with the natural suiface would fare much heUer than any of the great blocks constructed to suit Ihe present grade. Frame houses could be set up on blocks, while britk one*, such as the Tremont House, might be entered from the street through the second story windows, by building two or three short steps upon the proposed sidewalks. We should say that $2,000,000 would be a low c-timale 10 the damage that would be done to ptesent structures ! Who must pay it - or would the owners have to I sc it? Hut thai is not nil. It will be a costly jib to raiie all lite slreets and sidewalks of Chicigo six lo eight feet within ihe space lo be drained by sewers - a space of more than l,2co acres. Where are ihe millions of cubic yards of earth to come from to fill them up to the second stories of the present buildings? And how many millions of dollars is it going to cost the tax payers ? What sort of ' up and down ' sidewalk will the establishment of tins 'new thirteen or fourteen feet grade' create during the next twenty years? Because it is all iosh to say that a uniform system of level sidewalks, corresponding with the proposer! grade can be established short of many yeats. * * * Those opposed 10 the new grade had belter be sttning themselves before it is too late. Now is the time to speak or forever hold your peate."

" A good juke was told about the first brick Tremont House lhat was put up. Of course it was at fust built lo the grade of lhat period ; but. as the grade was evety now and then established higher and still higher, tt at last left the hotel three or four feet below the surface of the ro.nl in front of it, and steps were built around it both on Lake and Dearborn slreets for the convenience of persons going there or passing along the sidewalk. A wag of a fellow, from New Orleans, while visiting here, wro'e back to his paper lhat they need not lalk any more about Ihe low land of New Orleans, for Chicago had got a buck hotel five stories h'gh lhat was so heavy that it had sunk into the soft soil several feel, and hail forced the ground up into the street around it. I mu«t say it had that appearance. The buddm? wasnf rrwaid raised eight feel, bringing it up lo the grade, and making celUrs and basements underneath. Il was the fir.-t brick building ever tai-ed in Chicago, and the raising was done at a cost lo ihe proprietor'. Ira and James Couch, of some $45,000. The contractor. I think, lame fiom Boston, and many were the prophecies that the building nnuld fall down during ihe process. But it was raised without the breaking of a pane of glass, although it w.-is i6oxSo feet. After the success attending ihe raising of the Tremont. many others were raied to grade, and at last one half of a block of heavy buildings nn Lake Street were successfully raised. It took 5.C00 screws and 500 men to accomplish it."

The handsomest and most substantial piece of paving in the city was completed in July, 1857, being the section on State Street between South Water and Lake stre ts. This was a 1 bble-stone pavement, laid by David French, of Detroit, who likewise had the contract for paving Randolph Street, from the bridge to Clark Street. In the fall of 1S56 Mr. S. S. Greeley laid the first Nicholson pavement in Chit tgo, on W ells Street, between I^ike and South Water streets. This was also the primal introduction of this species of pavement in the West, and the eight hundred square yards consti- tilting this portion of the pavement were completed in the latter part of July, 1857. The cost nf the work was $2.30 per square yard. The second section of Nicholson pavement was laid on W ashington Street, between La Salle and Clark streets. Limestone block pavement was first laid in 18^5, on South Water Street, between U'abash Avenue and the tracks of the Illinois Central Railroad. In the fall of .857 the "Plankers" were defeated by the advocates nf the Macadam system; N. S Bouton, the city superintendent, presenting a report in August of that year, showing that the first cost of laying the Macadam was less than that of planking the streets with three-inch oak lumber. This report tolled the death-knell of the old plank-road system, although the old planking remained for some time an obstacle to travel Rut the usurpation of the road beds bv the Macadam and Nicholson svstenis of paving ma'v be said to have occurred in 1857. From that time until 1S50, over fifteen miles of pavement were laid In 1S61 the cobble-stone pavement that had been laid in i8S6 Had to be taken up, and this was replaced by Nicholson pavement. From 1861 to ,865 about seven miles of pavement were laid; and from .865 to .87, bloc ks »m- principally used as pavement, cedar blocks being ubstituted therefor in .875, and from that date up to J\5 about suty.six miles of that class of pavement plank roads had been constructed, leading from Chicago to various pomts, at a cost of $.50,000 The tola" miles of streets laid from ,855 to 9JS are as follows

As the railroads centering in Chicago came into genera use the plank roads, as beaten ways of tn xl\ were abandoned. The city was furnished wkh 5 and more perfect system of commercial artenes hi merely intended in presenting the few facts above riven O bring forth another proof of Chicago's enterprise m the way of public improvements and commercial growth As a specimen of thc unbounded confidence with winch the plank roads were looked upon as a means of developing a country, the following communication is given, taken from the Democrat of Februarv 16 lilt It is an earnest and honest argument in favor of' plank roads and against the building of railroads at that time:

I .rough your paper. show ,ng .he very many advances our ccomtrt *7 ,hS '"troduction of plank roads over that of nitaS c< mmunicalion ? Tlie former can be hrocight into every streel and alley. 10 every warchou-c and manufactory in nur city- in the country all sections arc alike benefited by them. 1 hey do nut enhance one man s properly and depress that of another The larmer can take his produce to market when his time is of little or IW value. YS hen a surldcn advance in ihe staples of the count-, tllfen paM there It no railroad directory to reap the benefit! of it. by refustnjs to carry only that which they may be interoie.1 In Mich has been the operations in a neighboring State. « - |)o railroads give the same facilities for (ravelins, that plank puds Jo even to those living by the side of them ? Their slations arc gentr. al.y ten and twelve miles apart. They will only take in an,: put out passengers at these places. Our plank road passengers travel at (he rate of ten mites an hour, which is as fast as thev arc ceovcyed <and with (en times the safety) on thc .Michigan Central Railroat . 1 he charges made by the railroad for the transportation of produce are mote than it would cost the farmer by plank raids, very litllc less than common roads. On the Michigan Centra! Railroad they charge suty-two and one-half cents per barrel (orflmir, and fifty cents per hundred pounds for merchandise between Kalamaroo and Detroit. 140 miles. On a plank road a two-horse lean will haul three and onc-half Ions two and one-lulf miles an liter for (en hours out of fourteen; which experience has proven to be (he most economical rate of speed (earns with heavy burdens ocjh to travel. 1-rom an examination of the statistics it would apprar that the whole number of teams arriving in our city during the past year was not far from seventy thousand. Now, in place of the railroad now agitated, construct three hundred miles of plank raid, divided to the best advantage, say northwest and southwest. This will not cost more than $500,000, about what it will cost to boildi good railroad to thc Fox River, for which the annual receipts Ice (lie next ten years could not be less, than $900,000. supposing tie average number of teams arriving per annum (o be 130,000 la calcu!a(i..n not large, as (he population of northern Illinois double* in about si* years), which at $1.50 per team would give that sum- Milncient to keep the roads in repair, divide thirty per cenl dividends, and when the road is worn out (ten years hence) we would have a city containing seventy thousand inhabitants. Tlsen we might talk of a railroad. One of the reasons most argued with those in favor of the propowd railroad to Fox River is that if »* don't build one. Milwaukee will. 'I he people of that city arc ncc able to build a railroad of anv length; if they were, they are net, so simple."

By 1854 Chicago had completed the Northwestern Plank Road to thc town of Maine, seventeen miles. Seven miles from thc city the Western road branched off and was finished seventeen miles from Chicago. The Southern Plank Road left the city at Bull's Head, on Madison Street, and passed through Lyonsville to Brush Hill, sixteen miles. From Brush Hill'the Oswego Plank Road extended fourteen miles to Naperville. Thc Southern Plank Road was commenced on State Street, at the south line of the citv, and was finished to Comorn. ten miles south of the'eitv. The Blue Island Avenue road extended from the village of Blue Island north to the heart of thc city, on thc west side of the nver, about thirteen miles. Thc Lake-shore Plank Road, under contract, was an extension of North Clark

FERRIES and Bridges. - In June. 1829, the Commissioners of Peoria County established a ferry "across the Chicago River, at the lower forks, near Wolf I'oint, crossing the river below the Northeast Branch." The precise locality is where West Lake Street crosses the river. The keepers, Archibald Clybourne and Samuel Miller, were to pay a tax of $3, ami execute a bond in the sum of $200 for the faithful performance of their duties. Rates for ferriage were fixed as follows: Foot passenger, six and one-fourth cents; man and horse, twelve and one-half cents; Dearborn sulky chair, with springs, fifty cents; one-horse wagon, twenty-five cents; four-wheeled carriage, drawn by two oxen or horses, thirty-seven and one-half cents; cart with two oxen, thirty-seven and a half cents; head of neat cattle or mules, ten cents; hog, sheep or goat, three cents; hundred weight of goods, wares and merchandise, each bushel of grain or other article sold by the bushel, six and one-fourth cents; " and all other articles in equal ami just proportion." The rates established were one-half the sum that "John 1.. Bogardus gets at his ferry in Peoria." The main landing was on the South Side, from which passengers could be ferried over to cither the North or West Side. By the spring of 1831 the business of ferrying was confined to the individual exertions of travelers who found themselves obliged to navigate the torpid waters of the Chicago River and its branches. This lack of enterprise, however, was partially overcome by the energy of Mark Beaubien, who, in April of that year, purchased a scow from Mr. Miller for $65. His bond of $200 was secured by James Kiiuie, and in consideration for the privilege of running this ferry, Mr. Beaubien was to transport the people of Cook 'County free, the emoluments of his office coming from strangers. Some of his friends go so far as to say that for a time Mark considered the office a sort of sinecure. However that mav be, it is possible that he was brought to a realizing sense of his importance as a public functionary by the order of the Commissioners that he should ferry citizens of Cook County over, "from daylight in the morning until dark, without stopping." This effectually put an embargo upon any more "fast running" of Mr. Beaubicn's horses with ambitious redskins, which is the rumored cause of Mark's dereliction of duty.

After Mark Beaubien had been running his ferry for less than a year the citizens of the young town decided that they had left such a primitive affair behind them, and feeling, furthermore, that it would be well to utilize the United States troops then stationed at Fort Dearborn, they conceived the idea of throwing a bridge over the South Branch, just north of the present Randolph-street crossing. This feat was accomplished by Anson H. and Charles Taylor, assisted by the militia. To effect its construction the citizens contributed $286.20 and the Pottawatomics $200, making a building fund of S4S6.20. The bridge was a floating concern, built roughly of logs, and three years' travel upon it created alarming havoc. Early in January, 1836, a petition to the Trustees was extensively signed, asking for the removal of the bridge and the building of a good "draw," at Lake Street. The "undersigned" found that the bridge was "much decayed and in a ruinous condition," and that lives were endangered so long as it was not repaired ; also that it could not be repaired because there were defects in the original plan of construction, viz., that it was too narrow and had no draw to admit vessrls to pass ; that it should not be repaired because its present site was not upon a traveled thoroughfare. The bridge was a dangerous " public nuisance," they said, and a good substantial drawbridge should cross the South Branch, at Lake Street so as "to unite and continue said street through the town." The prayer of the petitioners was not granted, although offered up bv such men as J. B. and Mark Beaubien, C. W. Snow, H. G. Loomis, F. Moseley, Josiah C. Goodhue, George Davis, Stephen F. Gale, Philip Dean and John T. Temple. In March, 18,56, the Town Trustees issued an order for the building of drawbridges at Kinzie and Randolph streets, but in May they deemed such works inexpedient. The South Branch bridge was repaired, however, at considerable expense several limes, before its removal in 1840.

In the summer of 1832 Samuel Miller, the original possessor of the old ferry scow, built the first bridge over the North Branch. It was located near the southeast corner of Kinzic and Canal streets, in the vicinity of the present bridge of the Chicago Si North- Western Railway Company. It was formed of stringers and only fitted for f<M>t passengers. Kven up to the summer of 1833 the structure was useless for teams.

The first drawbridge thrown across the river was at Dearborn Street, and was built in 1834 by a shipwright named Nelson R. Norton, who in a letter, says :

"I came to Chicago November 16, 1S33. Soon after I arrived I commenced cutting the lumber for a drawbridge, on 1 he land adjoining Michigan Avenue, afterward owned by lliram I'earioni. In March, 1834, I commenced budding it. and I Ihinlc it wai completed by the I»t of June. The first ttramboat that passed through it was the old ' Michigan,' with a double engine, commanded by Captain C. Blake, and owned by Oliver Newberry, of Detroit."

Mr. Norton is evidently in error as to the time of the completion of the bridge, since the Democrat states that it was formally accepted by the Trustees in August, the first proposals having been received in February. At the time the Dearborn-street bridge was completed, the bridges across the North and South branches also belonged to the corporation, and a committee had been appointed during the previous December, consisting of G. W. Dole, Madorc B. Beaubien. and Edmund S. Kimberly, to sec that they were properly repaired. In September the corporation paid $166.67 on account of repairing. The Dearborn-street structure was a primitive affair and received the blows of passing vessels and the curses of pedestrians and drivers. From various sources it is learned that it was about three hundred feet long, and the opening for the passage of craft about sixty feet. It was of the "gallows pattern," and for five vears. the frames, one at cither end, stood like instruments of death to frighten the timid stranger at night. Upon one occasion when hoisted it "would not down " at any one's bidding, and for forty-eight hours the g;allows frames held the draw suspended in mid-air. The bridge was repaired in 1835 and 1837, and the Common Council ortlered its removal in July, 1S30. Many citizens were so afraid that the Council would rescind this action, that a large crowd gathered upon the river before daylight, the next morning, and going to work with a will, in a very short time chopped the bridge to pieces. This step was only one in the progress of the bridge war which had been raging for several years. During the spring of that year two ferries were running, one at Clark and the other at State Street. The latter was supported by private subscriptions. The feeling finally peached such a pass that in April some envious supporter of the Clark-street ferry cut the rope of the State Street institution with an ax. This ferry was the famous " Velocipede," the approach to which is thus noticed by the American the day previous to the cutting : " The access has been made solid and clean by the laying of a nice board or platform, on which the Chinese foot of the most delicate of nature's handiwork may Step with perfect impunity from the vulgar mud and Brobdignagiau gravel." This ferry, with its wretched approach, was used at State Street'until August 19, when it was transferred to Dearborn Street. It consisted of a scow, large enough to accommodate two double teams, operated by a rope which was fastened to a windlass, on each side of the river. The boat was propelled by one man with the aid of such of the passengers as chose to assist. George Brady and Samuel Car|x:uter were ferrymen.

I"he bridge and ferry troubles commenced when Chicago became a city, continued through many variations of heat and cold mostly hcatl, for a period of five years, and culminated in 1840. The cause of this sectional warfare between the North and South sides is thus detailed by a writer in the Chicago Times:

" Every night there came up out of the south a great fleet of prairie schooners lhat anchored cm the Reservation. It often num. bered five hundred, and came laden with whent and corn and all sorts of produce. All the warehouse* were in that day built on the north bank of the river. The Soulh S.dc oppoved the Clark street bridge, in order that their prairie schooners might not reach those wanJiouses and thus be compelled to trade on the soulh bank. I he old I>earborn bridge, the first drawbridge ever bnilt in the a r/- 11 i*"1 d'mol"'hcd >" 1839. and a scow feny substituted. At Dark Street there was another lerry ; these were not of the most approved pattern. They were simply scow, hauled to and fro l.y rupes. lhe Isorih Side warehou-es were in sore distress. They ca. i/ , .r.ry a'"' V? ,,e." P«-nt«l to the Catholic ecclesustical authorities the two blocks now occupied by the cathedral It was said at the time that the present was 10 influence votes cm the bralge question. It undoubtedly was. The North Side won ,« bridge. Mayor Raymond cast the deciding vole." m °"

Subsequently the subscription to the fund of ft* 000 was completed by residents of the North Side, and OH April 18, 1840, the work of driving piles for the Clarkstreet budge was commenced. Mayor Raymond, in his inaugural address, March 7, 1842, refers to the bridge question thus : *" we ghtof public Opinion was adverse to the existence of * bridge as low down as Dearborn Street and tin femes were both inconvenient and expensive The *3.ooo required to build the bridge was raised by those pr ncipally interested-citizens of the No th Sidc-bJ subscribing to seven per cent stock at par " If throxvn

In 1S40 a low float-bridge was built at Clark Street a sort of pontoon arrangement. To open it, one o( the floats was pulled around by means of a chain and windlass.

During the next year the float-bridge at Wells Street was constructed. The greater share of the funds contributed to build it came from Walter L. Newberrv. This bridge with those structures at Randolph, Kinz'ie and Clark streets were swept away by the flood of 1849.

The public demanded with the building of the Clarkstreet bridge, that the ferries should be free. In May, 184;, the Common Council passed an ordinance obliging all persons who ran ferries on the Chicago River to .obtain licenses. One of its provisions was: "The ferryman may receive all such sums of money from private subscription for the support of said ferry as lie can obtain." N. Scranton had been operating a ferry since August, 1844, and according to his own statement, had been conducting his business at a loss. In June, 1S42, he was tried for violating the ordinance, noticed above. Henry lirown appeareil for the city, and Justin Butterfield and B. S. Morris for Mr. Scranton. Through his attorneys, he claimed that he was running his fernboat "because the ordinance of ^Syforthe government of the Northwest Territory declares that the navigable waters of the Mississippi and St. Lawrence and the carrying places between tiie same, shall he common highways and forever free," and that he had the same right to run his boat across the river as owners of vessels had to run theirs up and down it The jury rendered a verdict for the defendant. He offered to pay a license of S"oo, provided he be allowed to chanje one cent for each person 1 ladies excepted), and such s-.ims as the Common Council should prescribe for fannies paying by the month or year; or to run a free fern,- for strangers, on receipt of such a sum as could be obtained by private subscriptions and $30 per month from the city. The city would not accede to these propositions, and in July Mr. Scranton discontinued his ferry. But he was not a man who could remain long idle. Accordingly he constructed a pleasure boat. "Commodore Blake," its figure head a Roman gladiator, with helmrt, shield and sword. In company wi th Z. Woodworth, he also commenced to operate the "Chicago and Michigan City lines," composed of sloops "C. Blake "and "Sea Gull," which crafts left everyday from the foot of Rush Street.

The Common Council ordered the construction of a bridge at Wells Street in November, 1S46. It was at once commenced, the structure being completed >n July, 1847. The bridge consisted of a floating draw of boiler iron, one hundred feet long from the pivot to the opening point, making a clean passage-way between the fenders of eighty-one feet. The total length of the bridge was two hundred and two feet, costing $j,joo. There were two tracks for teams, and a sidewalk, on either side, for foot passengers. In the spring and summer of 1847 there were constructed, besides the ttc.lsstrcet bridge, that at Madison Street, and a second across the South Branch at Randolph Street. The latter was a semi-floating draw, with a self-regulating apron. It had two tracks in the center for teatas and a sidewalk on either side for passengers. It tost about numirea ana ninety-iivc icci w - and twenty-six feet wide, with a draw eighty feet wide in the clear, and resting on boiler-iron floats. Tnts

Thus in 1848 there were float-bridges at ("lark. Wells, Randolph and Kinzic streets. They were all swept away by the flood of 1849, W illiam Hross, in his " History of Chicago." says: "When it was necessary to open the bridge for tlx- passage of vessels, a chain, fastened on or near the shore on the side of the pier at some distance from it, was wound up by a capstan on the float-end of the bridge, thus opening it. It was closed in the same manner by a chain on the opposite side of it." It is quite evident, however, that some of the bridges at first were not even operated with a chain. In March, 1S48. the rope attached to Madison-street bridge was carried away by a schooner, and this sort of accident was of no infrequent occurrence. It was as obvious to the Common Council as to other common people that a rope did not fully answer the purpose, as it would not sink rapidly enough. They therefore resolved that " the Street Commissioner of the West Division be authorized to procure a chain for the bridge." Of old " Kill," the Lake House ferryman, the Democrat, of December 12, 1848, has a word to say:

" He works his ferry with as much ease and assurance as the captain ol nue uf the largest crafts upon the lake lu* floating palace ; and wc can assure our readers the task is not without its difficulties, and withal not unaccompanied with danger, if not to life and liml), at least to the reputation of the ferryman. Sometime* the wind blowing strong up the creek, a l»ig comes bowling along with fore-sail, top-gallant and jib net. An impatient citizen is on the -south Side with visions of roast beef and dc-scit In match in Ins mind's eye and hunger knoflo»c at the walls of his stomach. Bill

The cit.zen cries: 'Come over; you have lime enough,' but Bill thinks ' it's better to be sure of the line; if that break*, the gentleman loses his dinner, and I may lose my place.' So he very properly 1 let's go all ;' and the impatient citiren has to wait just two minutes and a half, at which he grumbles some, when Hill runs the old boat's nose ashore and gives him a chance to sep aboard, But Bill lakes it coolly. He works at Ins rope, and with the consciousness of having done his duty, he lets the landsman have his - pipe out," at he can afford to be generous as well as just. Old Hill is a man-of-war's man. He has been thirty-six years in the service of Uncle Sam, although he drew his fir-t breath under the shadow of the British lion. His hair has grown gray while he has been fighiing the biitl.-s of his adopted country ; but his eye is not yet dimmed. He can tell a vessel's rig. although she lies away in the offing, or read her name upon the stern or head when a lubberly landsman couldn't see a !etter. Vou can .see this in the tidy way in which the boat is kept. The painters are coiled men-of-war fashion. The deck is neatly swabbed every morning, and once or twice in the day. besides, this wet weather. Old Bill is one of the steadiest men wc h ive ever known, and wc hope he will continue to wear his blushing honois thick upon him and remain, many years to come, the best ferryman in Chicago." m

In June, 1856, a contract was entered into for the construction of an iron bridge at Rush Street, said to have been the first iron bridge in the West.

In 1857 the Madison-street bridge was built of iron, 155 feet long and cost $42,000. and was the first swing bridge; its predecessors being the float bridges described. The various bridges built, by years, is as follows; In i860, South Halsted Street, of wood and iron, cost S-S,5oo; in 1862 a similar bridge wa> built at Clybourn Avenue over the North Branch and one at Wells Street across the main river. In 1863 the iron bridge at Rush Street was destroyed; its reconstruction was commenced in November, 186 5, antl completed in January, 1864; during this year also the State-street bridge was finished. In 1865 the North Avenue, North Branch, bridge was built; also the Fuller Street and Randolph Street bridges and the State-street viaduct was finished. In 1866 the North Halsted Street, North Branch, ami Clark Street. Main River, bridges were built; and, in 1867, those of Chicago Avenue. North Branch, and Van Buren Street. In 1868 Uke Street,

Twelfth Street, Eighteenth Street and Main Street bridges were built; and, in 1869-70, Division Street, Indiana Street, Polk Street, Western Avenue and Throop Street were provided with bridges, and the Wells-street viaduct was constructed. In 1S70 Kinzic Street, Adams Street and Archer Avenue bridges were built; and in 1871 Krie Street. Twenty-second Street and Reuben Street bridges were erected. The (ire of 1871 destroyed the bridges over the river at Rush, State, Clark, Adams, Wells, Van Buren antl Polk streets, at Chicago Avenue, and the viaducts over railway tracks at Wells and Slate streets; the Adams-street viaduct was also partially destroyed; the damage to, and destruction of these various bridges, etc , is intelligently estimated at $204,310. Contracts were immediately entered into to replace the loss and damage, and this was performed in nearly every case during the year 1S72. At the present date there are sufficient bridges over the river, the great want is to provide some means to obviate the detention to traffic occasioned by their being swung open during the season of navigation.

Chicago Tinnki.s. - The initiatory effort at obviating the obstruction to traffic caused by ihe bridges, was the formation of a company, with Hon. William B. 1 )gden, as president, to construct a tunnel under the Chicago River. William flooding, Edward F. Tracy and Thomas C. Clarke submitted plans for the subaqueous enterprise, bur beyond this nothing was done. In 1S62, the 'Times advocated a tunnel whereby pedotrianscould cross under the river, but nothing was done about the matter until 1866, when the City Council adopted plans and specifications endorsed by E. S. Chesbrough, the city engineer, and ordered the construction of a tunnel under the river at Washington Street. The first contractors to whom the work was let, threw up their contract it: May. 1867, and on July 25, 1.867, J. R. Clark, Charles B. Farwell and J. Clark assumed the construction of the tunnel; J. Clark subsequently withdrawing anil being succeeded by A. A. McDonnell. On January 1. 1869,' Hon. John B. Rice, Mayor, formally opened the tunnel, the cost of which up to October,}!, 1869, was $5 12,707.57. Shortly subsequent to the opening of the W ashington Street tunnel, the La Salle Street tunnel was commenced November 1, 1869, antl completed July 4. 1871, its cost being $566,276.48, and the contractors, Robert E. Moss, George Chambers and Archibald I. McBean.* The tunnels were only damaged by the fire some $4,000 worth, which was speedily renovated.

The census shows that there were: Four warehouses; 398 dwellings; Jo dry good* stores ; 5 hardware stores ; 3drug*loic>; 19 grocery and provision stores; iotaverns;26 groceries; 17 lawyers' office*; 5 churches.

1 hk Saloon Building HAix.-Bcforc re'ferrino- to T,.e"rlJ «>'Po«tc homes, styled by courtesy "City halls in former days, a description of a noted edifice >s given, becat.se it was used as the first city hall ?E structure stood on the southeast corner nf i and Clark streets, and was erected in ,836 by Captain I if F Russell and C-. W. Doan. At that time h was not only the finest hall in Chicago, but was nT eclipsed bv anything of the kind in the West In this h In , w V uay, January ,3, l837.the meeTing StStSZhS was ever had in northern Illinois, in 1838, between Mr. Douglas and his competitor for. Congress, John T, Stuart.'" It was at this meeting that one of the citucn% in a speech, became so enthusiastic over the future which, with prophetic: vision, he saw in store for the young and growing city, that he made the startling prediction that the child was already born who would live to see Chicago with a population of fiftv thousand souls. At once the speaker was greeted with sarcastic yet good-natured, calls of " Town Lots; " an implication that the orator was interested in Chicago real estate. The first Swedenborgian society organized in Chicago, by J. Y. Scammon, held its meetings in this hall, and in 1839 the congregation of the First Unitarian Church, worshiped there, with the Rev. Joseph Harrington as pastor. The Chicago Lyceum, the first literary and debating society of the citv. also met there for a number of years. It was also used, in addition to all these purposes, as a court-room, Judge Prummond holding court in it for a number of year* J. Y. Scammon obtained control of the building in 1842, at which time it was rebuilt or remodeled, and from that period on, underwent frequent changes. A handsome block, modern in style, now stands on its former site. The building was,' in 1857, a square three-story hame, the first floor occupied as stores, the second as offices, and the third as the "hall," so rich in historic lore. But with the rapid growth of the city in size and population came the advent of theatres, halls, churches and courtrooms; and the "old Saloon Hall," having served its day and generation, was forced from its long-held prominence before the eyes of Chicago's citizens, and soon existed only in the memories of those to whom a simple mention of its name awakens a flood-tide of recollections.

ClTV Hall. - In May, 1837. the Common Council leased a room in the Saloon Building, for their own use and for the accommodation of the Municipal Court. At the expiration of their five vears' lease the city fathers moved to Mrs. Nancy Chapman's building, opposite the jail, comer of LaSalle and Randolph streets. The public square at this time, 1842, was fenceless, and presented such a dilapidated and barren appearance that citizens were urged to improve the park by individual exertion. In April a number of citizens did turn out with shovels, mattocks, etc., and planted a few tret's and built a fence. Henry Brown directed the vort. But the public ardor seems to have cooled, although hot for a time, the Democrat, in Mav, noticing that "the fence around the public square on Clark Street, WW* like a good many politicians we wot of - but halt whitewashed," J. Young Scammon and William H. Davis did much, about this time, to improve the appearance of the square.

In January, 1S4S, the Market Building on State Street was erected by the city, and was the first municipal structure, the Common Council having heretofore rented their accommodations. The building was situated in the center of Stale Street, fronting forty feet on Randolph and running north toward Lake Street one hundred and eighty feet. It was built of brick and stone two stories in height. The first floor was laid out into thirty-two stalls. The second story was divided into four rooms, the one in the north end twenty by forty feet arranged for a library, and the south room for the City Clerk's office. The center rooms, divided by a partition, with folding doors, one forty by seventytwo feet, the other forty by sixty-eight feet, were used by the Common Council and for other public purposes. The entire cost was $1 1,070. J. M. Yan Osilel was the architect and superintendent. The Common Council occupied their new rooms for the first time November 13, 1848.

In 1850 the county and the city commenced to agitate the project of erecting a court-house, to be occupied jointly by them. In December of that year a resolution was' adopted that the county pay three-quarters and the city one quarter of the expense to be incurred in the purchase of grounds and the erection of a courthouse and jail. There was some disagreement as to where the buildings should be erected. In June, 185 1, it was decided that one structure was to be erected, a combined court- house and jail, in the center of the square, the latter to be in the Uisement of the building. The Common Council agreed to unite with them in its construction. On September 12, 1X51, occ urred the impressive ceremonies of laying the coi ner-stone of the structure. The military and lire companies, Free Masons, Odd Fellows and members of the Mec hanics' Institute assembled at Dearborn l'ark, under command of Colonel J. B. F. Russell, Chief Marshal. The procession was half a mile in length. The ceremonies of laving the corner-stone were conducted by Professor James Yan Zandt Blaney. Acting Grand Master of the Grand Lodge of Illinois Freemasons. After they had been concluded, a salute was tired b, Captain Swift's artillery company. The splendid edifice was completed during'the year 1853. In 1857 it was found too circumscribed, and was raised one story, and a cupola and belfry added thereto.

Hut the court-house was again found loo small for the numerous offices located there, and was remodeled and extensively added to, the north anil south fronts being added to and with wings on either side of such projections. The roof was likewise more ornately finished, and two domes addedthereto John M. Yan Osdel was the architect and superintendent of these architectural changes which were completed in 1S70, and which made the court-house one of the handsomest buildings in the State. This building was occupied by the citv until it was destroyed by the conflagration of 187 1,

Financial Akkaiks. - Before Chicago had become a city, when any proposition was made to borrow money, the utmost consternation seems to have been created. Several town officials hail even resigned rather than sanction such recklessness. John S. C. Hogan voluntarily ceased to act as Treasurer in June, 1835, hecause the corporation was determined, as a sanitary measure, to borrow $2,000 in ot <er to have the streets cleared up and the town otherwise made presentable and inhabitable. After the town people hail fairly entered into the spirit of Incoming a city, however, their old apprehensions gradually wore off because of the constant repetition of those financial propositions from the authorities. After a time such measures were 'irged with general enthusiasm. The Chicago of that day commenced to draw confidently upon the Chicago of the future - and that confidence was her largest bank account in 1 837. In January of that year, W. Stuart, the Town Clerk, was ordered to draft a memorial to the General Assembly for the passage of an act authorizing the Trustees to borrow the sum of §50,000. to be used in permanent improvements. This, however, came to naught, and in March, Chicago was incorporated as a city. As a city, just previous to the depressing times of 1S37, Chicago commenced active operations with §1,993 "> tllc treas" ury-

With many permanent improvements to be accomplished, this was not a remarkably brilliant outlook for the young city of four thousand inhabitants. Among other things it was absolutely necessary that more effective provision should be made to guard the city against fire. Two more engines were needed. The streets required improvement, and their drainage demanded attention. Mayor Ogden was chosen agent of the corporation, and the Common Council appointed a finance committee, of which Peter Holies was chairman. It was resolved to borrow §25,000, but to resolve is not always to accomplish. The city promised to redeem its pledge to the Branch Bank of the State of Illinois in five years. The proposition was not accepted, as witness the followng note of "regret:"

Dtat Sir: Your letter of the iSih addressed Co the president of ihii bank, and proposing on behalf of llie cilT of Chicago a loan from this bank of the sum of $25,000, ha* been laid before the directors of the bank, and, I regret to have to stale, declined. "I am very respectfully, your ob't seiv't.

It was evident that the State Bank of Illinois considered the burden of carrying the " internal improvements" of the State of Illinois, already heavy enough without taking it upon herself to foster the internal improvements of the city of Chicago. Nevertheless, as this very respectful letter did not ease the municipal treasury by so much as a feather's weight, in June. 1837, city scrip was issued, of $1, §2 and $3 denominations, bearing one per cent interest, which was to be received for taxes not exceeding §s\ooo. At this time the Treasurer's office was kept in the warehouse of ex-Town Treasurer Dole.

'The city authorities were not acting in harmony with the County Commissicners. The city was paying about §5,000 annually for sustaining the Municipal Court, whose benefits were shared by the county, and until this arrangement was changed it was claimed that the Commissioners ought to take care of the city paupers. Chicago was receiving only about §1,000 from tavern and grocery licenses, supporting a $5,000 court, and now the county refused to take care of her pautttrs! This was one of the obstacles that hat) to be surmounted during the hard times of 1837. City and county, however, soon came to an amicable settlement of their difficulties, so that each bore a just proportion of the legal and eleemosynary burdens.

Treasurer and Collectors being merely its clerks. The six Assessors were elected, but the Treasurer and Collector were appointed by the Common Council. The supplementary act of February 16. 1847, made the Treasurer anil Collector elective officers. These provisions remained in (on e until February 18, 1S57, when the treasury department was created, embracing, in addition to the above officers, the City Comptroller (appointed annually by the Mayor , and the head of the new department.

Fiscal Powf.ks. - By the first city charter the Common Council had authority to raise a sufficient sum bytax on real and personal property, not exceeding onehalf of one per cent upon the assessed value thereof, to defray the expenses of " lighting the city streets, supporting a night watch, making and repairing streets and bridges, and paying the o|>erating expenses" of the city. The Common Council were given the usual powers with regard to making and assessing of streets and condemning property; and could not remove a building exceeding $1,500 in value without the owner's consent. When property was to he condemned five commissioners were appointed to assess it and determine the damages and benefits. All taxes and assessments were to be considered a lien upon real estate, and in case of non-payment the premises could be sold at any time within the year from the time of tiling the assessment roll with the Clerk. If the Common Council should direct the laying of sidewalks in front of any properly, and the owner neglected to make them or keep them in repair, the city had authority to construct or repair them and assess the expenses against the lots. By the act approved February 14, 1851. reducing the law incor)>o rating the city, the Common Council was vested with the power to collect taxes not exceeding three and one-half mills on the dollar to defray the contingent and other municipal expenses; one- half mill to meet the interest on the bonded debt; to levy and collect taxes, when required, to erect a city hah, markets, hospital and bridewell; to lay out public parks or any other public improvements, and to defray three quarters of the expenses of erecting street lamps and lighting the city. Improvements on canal ami school lots and the wharfmg privileges were to be subject to taxation, the same as other real estate. In the processes of condemning private property for the opening of streets and alleys and of improving the thoroughfares of the city, the Common Council were to appoint three commissioners to assess benefits and damages. In case of the non-pavmcnt of taxes or assessments the premises could be sold at any time within two years from the confirmation of the assessment by the Common Council, the right of redemption depending upon the payment in specie of double the amount for which the property was sold and all taxes accruing subsequent to the tale, with interest. In February, 1851, the Chicago City Hydraulic Company was incorporated, and to meet the exigencies of the occasion in February, 1854, an act was passed to enable the city to borrow §100,000 for the use of the water works and appointing a superintendent of special assessments. It authorized the levying of a tax equal to one mill on the dollar of real and personal estate to meet the interest on the bonded debt.

By the act amendatory of that of February 14, 1S51. passed February 18, 1S57, the office of Citv Collector was created, who was to be one of the officials constituting a treasury department. All orders for the colh r tionof annual taxes and warrants for the collection ot special assessments were to pass through his hands, and there were to be no more special collectors appointed by the Common Council. The City CoilectM was to be elected by the people and apiMiiut his uwn assistants.

RgAL Es 1 *te. - The two years preceding the panic of 1837 were noted for the wide-spread fever, which attacked the coolest blood, to speculate in real estate. The rise in value was tremendous. Fortunes were made almost in a day, and when the reaction came they were lost even more suddenly. It would be impossible to give anything like a clear picture of this portion of the city's history, since all was confusion and excitement. The most that can be done is to jot down items as they have been gathered from the files of the American, and other sources, showing the business transacted at the land-office, and. in some cases, the comparison of prices of lots before the excitement, when the fever was at its height, and after the reaction had set in. The general reader can easily draw his conclusions from the details here presented.

In 1S30 ledediah Woolsey, Jr., bought of the canal commissioners Lot 9. Block 44. for $50. Alexander Wolcott purchased eight lots in Block 1, (luring the same year, paying $695; also the east one-half, northeast quarter Section 9, Township 39, Range 14 eighty acres', at §1.12 '.- per acre. John S. Wilburs bought Lot 1. Block 1, in 1830 for $60. John S. C. Ilogan paid for Lots 1, 2. 5, and 6, §116, *nd in ,S36 1,0UKht Lot 7, paying §12,000 for it with the greatest of alacrity. The above are specimens of some of the earliest purchases. In Mav, 1835. the land-office was opened. To the close of' the sale the receipts amounted to §38^.500. of which about $353.5°° were for laI"'s sold at auction and the balance under the pre-emption law. 1 luring the next month E. K. Hubbard ami R; I.. Newberry advertised sales of valuable lots, the former having three hundred and fifty to dispose ol. In October, A. Garrett announces in the American that from January 4 to the 27th of that month he hai «*l §1,800.000 worth of real and personal property. He had fitted up a large room on Dearborn Street and had an "auction room equal to any in New York or Inila-

A lot fronting eightv feet on the water hy one hundred and fifty feet on Dearborn, purchased Tor $o.°°o in the spring of 183s. brought §25,°°° m the s"%?rl ins winter. Says the American in April, 1836: 1 is a piece of land in Chicago, costing §62 in i»3°. which has risen in value one hundred per cent per aa>_ It sold last week for ^6.700-one-quarter down ana the remainder, in six, twelve and eighteen mon lis. » ten per cent." Charles Butler, of New V ork. states, in a later issue, that " in 1833 one-quarter of Kmws au clition was offered for $s.50o-worth then 8'°°'^ In i8Wl forty acres of land worth §400 could no oe purchased in 1836 for less than $200000. in 1034 the 'Hunter property' was purchased for *^QW. In the spring of 1835 it was resold for $100,000. is now September, 1836) worth §500,000. Notwithstanding which tremendous rise in value, c real estate, in pursuance of a notice issued nj - Holies. Town Collector, that all property would be W upon which the corporation tax of 1835 reI"nin'" paid. .September 10. 1836. a great number of lot. - advertised. Of those which appear m thV, «l ing $7.50 and $10; the remainder less than $7. In the North Branch addition no tax reached $1. In Waubansia addition three lots which were advertised were assessed $2.50, $.?-5°, $7-5°; in the "original town" one for $50.50; two for $30 each; one for $19, seventeen for $10, and eighteen less than $10.

The reaction from the inflation of 1835-36 was setting in. In January, 1837, the town passed an ordinance relating to the sale of lots for taxes. It provided that the assessment on all taxable lots should be made annually, and the roll returned to the Board previous to October 1. The Town Collector was to notify the public by the 15th of that month that he would advertise all lots for sale upon which the tax remained unpaid on February 1. If not redeemed, the purchaser at the tax sale was entitled to the deed. In March, 1837. another lot of "delinquents " appeared to have forgotten the value of Chicago real estate. In the "old town " most of the lots advertised for sale were taxed at $2.50 apiece - the highest §45. The highest tax upon a water lot in Khuie's addition was $20; a dry lot $47.50. The majority of lots in Wolcott's addition were assessed at $2.50, the highest one at §10; in Waubansia addition the highest §5, the majority at $1.25; in School Section t6 the highest $21, the majority at $1. In North Branch addition out of three hundred and eight lots advertised for sale the tax of only twenty-four reached $1.25, most of them being assessed at thirty-seven cents per lot. The taxes collected during the year ending May 1, 1837, amounted to §11,659.54, of which $2,661.26 was the balance assessed during 1S35, and $8,998.27 the corporation taxes on real estate for 1836.

The panic of 1837 brought great distress to this community, and delayed the growth of Chicago as a city. Its reaction here was principally felt in real estate circles, it being almost impossible to dispose of land, at any price, during 183S. The canal improvement was really about all that sustained and encouraged Chicago for nearly ten years. Many people left the city in 1840 Although the hard times of 1837 and 1838 affected the sales at the land-office, as a "business institution," it was as persistenllyprosperousasanyth.it can be named, from May 28, 1835, when it opened, to May 1, 1846, when it closed. \Vitncss the figures :

The growth of Chicago from 1842 to 1850 was slow. In April, 1852. the city negotiated its first great loan - $250,000. payable in twenty years, through Duncan, Sherman & Co., of New York City. This was on account of the inauguration of the new system of water works.

The growth of the city from 1850 to 1855 was marvelous, and the confession is said to have been made by certain real estate men that though they "did their best " at representing the rise in land, the facts outstripped their stories. It was during this period that Chicago inaugurated her grand system of water-works and drainage. Then, unfortunately, she experienced her great set-back, the panic of 1857. The city was so embarrassed that in September the Council ordered the issuing of $100,000 bonds. It was done and Comptroller Hayes went to New York to negotiate them. After using his powers of persuasion lor a week he returned, entirely unsuccessful in his mission.

By the winter of 1S57 a large number of laboring men were out of employment, and the city authorities were called upon, in the midst of the most depressing times, tp inaugurate public improvements and thus assist them financially. Special committees of the Common Council were appointed, who found it impossible to appropriate money from the city treasury for charitable objects, without express permission from the Legislature, and especially when the whole available means o! the city were required to pay her current expenses and honorably meet her maturing indebtedness. Furthermore, the city could not, as suggested, make advances through her credit tocarryon public improvements then pending, for which assessments had not !>een collected, because all taxes had been collected to their full extent and were paid in so slowly that the Comptroller found it difficult to provide for the most necessary expenses. In the then state of the money market it was impossible to raise money by a loan. The filling of Washington Park, however, had been contracted for and would provide employment for a great number. Most of the improvements which could be ordered at that lime would have to be made upon remote streets, and the assessments upon adjoining property would fall upon the poorer people. All that could be done, therefore, was for the city to hasten the construction of works for which orders had been passed and warrants issued.

In 1867, the assessments were made upon an equitable cash valuation the valuation for some years previously had been merely nominal,; and upon that valuation the assessed figures were: upon real estate, §141,415,940; upon personal property, S53.4S7.vS24, and the taxes resulting therefrom were $2,517,143.50. At the date of the fire the assessment for municipal taxation of real and persona] property had just been concluded, and aggregated about $2*7,000,000. The debt of Chicago in April, 1871, was $14,103,000.

MAYORS OF the City. - The following is a list of the Mayors from the incorporation of the city: William H Ogden, 1S37; Buckner 5, Morris, 183S; Benjamin W. Raymond, 1839; Alexander Loyd, 1S40; Francis C. Sherman, 1S41; Heiijaniin \V. Raymond. 1S42; Augustus (iarrett, 1N43: Augustus C.arrctt, 1844. elected March 7 and election declared illegal; at new election, held April 2, A. S. Sherman was elected, vice Garrett; Augustus Garrett, 1845; John I\ Chapin, 1846; lames Curtiss, 1847; fames H. Wood worth, 184X; lames H. Woodworth, 1849; James Curtiss, 1S50; Walter S. Curnee. 1851; Walter S. Curnee, 1852; Charles M. Gray, 1853; Isaac L. Milliken, 1854: Levi D, Boone, 1S55; Thomas Dyer, 1856; John went Worth, 1857; John C. Haines, 185S; John C. Haines. 1859; John Wentworth, i860; Julian S. Ramsey, 1S61; Francis C. Sherman, 1S62; Francis C. Sherman, 1863 (elected for two years ; John H. Rice, 1865; John It. Rice. 1S67; Roswell It. Mason, 1870; Joseph Medill elected November), 1871; Harvey I). Colvin. 1S73; Monroe Heath, 1876; Carter H. Harrison, 1879-81-83.

Water Works. - The first public effort made by Chicago to assist her inhabitants to a supply of fresh water dates from November 10, 1834, when the Hoard of Trustees paid $95.50 for the digging of a well in Kiruie s addition. Hut the settlers early cast longing eyes towards the lake, realizing that that source of water supply was the true one and not to be compared to the sluggish and unprepossessing river. For some years private enterprise reu|>cd a comfortable little financial harvest 111 the operation of water carts, which ran to and irom the lake, l'hesc carts were two-wheeled vehicles upon which hogsheads were mounted. Having driven into the lake, generally at the foot of Randolph Street, the watermen loaded up their reservoirs by means of pails, and then commenced their journevs "around town. 1 acking their carts up to the doors of their customers houses, with a short leathern hose they filled the barrels or other receptacles placed there for the purpose, he price per barrel varied, according to competition, from five to ten cents. Hut there came a time were deemed too crude as "water works," and when even such persuasive and enterprising carriers as Peter Volfe wer. thought to be bebin'd the" times anuar" ward occupied by the Adams House. Not until the spring of 1843 was this first water works system completed. I he American of May 24 speaks 'in glowing terms of the purity of the supply. The same paper of June 10 gives the following interesting facts in regml to the completion of the great undertaking:

' The w icile outlay o( ihe company has been about $U.ooc. A large iwo-*tory brick building has been erected with a pier running into the lake. The fleam e- gine is a25-bnrse powei The working.batrel of the pump ll [ourtcen inches in diameter and forty-lour inches stroke - double action. The suction pipe liy which the water is drawn from ihe lake is alio fourteen inches ia diameter, and three hundred and twenty feet in length. The pump raises upward of tweniy-five barrels of water per minute, tfcitiyfive feet above the level of the lake. Theieare two reservoirs each of the capacty of one thousand two hundred and fiftv barrels, one only of which is complete. A space of about fifty minutes is required to fill each of the reservoirs, equivalent. of course, to raising one thousand two hundred and fifty barrels in fifty minutes' The reset voir is of sufficient elevation lo ihtow ihe water into the second story of any building in the city. Alxut two miles in length of pipr are now laid down The machinist under v hose direction these work- have been put into such complete and successful operation is Mr. Ira Mdtin-.ore. We allude to this gentleman with the more pleasure that it was for a long lime con&denily predicted that his undertaking would prove an entire failure. We know that though he had perfect confidence in his ability 10 accomplish his task, these predictions were 10 him a source of conslint and harassing anxiety. It can scarcely be imagined how keenly intent were bis feelings when the works were upon the point of being put into operation. The triumph, or it might be the disgr?ce. of Ihe machinist was at hand. His were assuredly not lo be envied. Thev were lo be the regular evolution, the ea-y play, the harmoninn* a part of the machinery announced the complete lriuni|

Elsewhere, and officially, the old hydraulic works have been described as consisting of an 18-inch inlet nearly seven hundred feet long, extending from a crib in the lake to a well fifteen feet deep, the inlet bending down nearly to the bottom; of pumping works on ihe lake shore at the foot of Lake Street; and of wooden supply pipes, of which latter, before the abandonment Of the works, there were several miles, none of which exceeded six inches in diameter. The wooden pipes were frequently dug up, in excavating for the laying of sewers and iron water pipes, and appeared to !*- perfectly sound twenty-five years after they were laid.

The Common Council in December, 1841, contracted with the Hydraulic Company to supply the city with water for the extinguishment of fires. The schedule of rates for domestic ami manufacturing supply was published in April. 1842, and ranged from $10 per annum for a family of five |>crsons, to $500 for large services in manufactories. The pipes froiii the mains to buildings were furnished at private expense.

In 1842 James Long entered into arrangements with the Hydraulic Company to do their pumping for supplying the city with water for ten years, without cost to the company, in return for the free use of the surplus power of their engine. Subsequently Mr. Long referred to the difficulties of his post in the following words : " In winter the pipes would be disarranged by the heaving of the frost, ami I had frequently to spend hours at a time to caulk up the joints by throwing on water and thus freezing up the cracks before we could make the pumps available. When the end of this pipe from the pier was first put down it was three or four feet below the surface of the lake, but in 1842-43 the lake had receded so far as frequently to leave the end out of water.

particularly when the wind blew from the south. In addition to the work which he accomplished for the city, Mr. Long erected the " Hydraulic Mills," corner of Lake Street and Michigan Avenue, which he operated with the "surplus power of the twenty-five horse engine." The building cost about §11,000, was of three run of stone, and the mill did good business until the second water works were constructed, in 1853 when the enterprise was abandoned.

The great expectations entertained regarding the blessing which was to be brought to the homes of the people of Chicago were not realized, even within the next decade. During the fall of 1847. especially, the water supply was of a quality which called for purification. In August, ex-Street Commissioner Philip Dean cleaned the works and repaired them. He was then acting as agent. Hut citizens were already putting the pertinent inquiry, " What good can Mr. Dean do, unless the pipe is extended out into pure water?"

The matter was so serious that everyone took part in the discussion. In the spring of 1848, at the season when little fishes were generally pumped into the reservoirs and thus distributed over the city, to the horror of the clean and fastidious housewife, the public prints were full of "water works," and many shafts of ridicule were leveled against the primitive system of supply under which the city was suffering. A committee was appointed by the Chicago Mechanics' Institute, consisting of S. D. Childs, A. F. Bradley and IV. H. Kennicott, to suggest a plan for getting water from the lake. They reported in May with a diagram, and proposed to lay down a pipe three feet below low-water mark; to extern) it out into the lake, at a point opposite First Street to a sufficient distance to pass the muddy water, and then to continue the pipe down the center to said street, crossing the Chicago River near Mr. Cages steam mill, and continuing it to the western boundary of the city. At the crossing of each alternate street lateral branches might be taken; the pipes to be of wood and to cost about $2,000 per mile. By carrying the pipes into twenty feet of water and attaching an elbow to that end, at least ten feet from the bottom, the water so drawn would be equally free from the floating impurities and the disturbances of the bottom; the water thus drawn to be introduced into two reservoirs, to be erected at the margin of the lake, each capable of holding twenty thousand cubic feet of water. Into the one nearest the lake the water should be first introduced, drawn off from the top and carried by an elbow to the bottom of the second reservoir, from which it should Ik- drawn off again near the top. to l>e carried through the city by wooden pipes, running down First Street. The works then in operation so it was computed; were throwing into the reservoirs a column of water equal to twentyeight thousand cubic feet every twelve hours. This was drawn from the bottom of the lake, poured into the top of the reservoir anil taken out at the bottom where the sediment must, of necessity, have been thrown.

Another influence, besides "the quality of the watersupply, was at work to bring the life of the old Hydraulic Company to an end. A portion of the South Side, and a very small part of the West Side, were well supplied with water, while the whole of the North Side, and large districts of the other territory, were obliged to depend upon wells and the watermen, a number of whom were still kept busy bringing water from the lake. Mauv poor people, who were not able to take advantage even of the necessities to health, drew their supply from the filthy river. During 1850 the company laid one mile of pipe, making in all nine and a quarter miles in use. Of one thousand hydrants, eight hundred were used bv families, the remainder by stores, public houses, livery stables, etc. It was estimated that not over one-fifth of the city was being supplied by the company. For a large and rapidly growing city this state of affairs was alarming, especially as the general health was perceptibly suffering. In April,

1850, a meeting of citizens was held at the city hall for the purpose of devising means of supplying the city with pure and wholesome water. The following gentlemen, with the chairman of the meeting, Peter Page, were appointed to obtain facts and suggest remedies: South Division, R. H. Fo>s and T. M. Moody; West Division, A. S. Sherman and Lather Marsh; North Division, R. J. Hamilton and William K. Jones. It was through the efforts of these gentlemen, sustained by the general public sentiment, that a company was incorporated by the city during the succeeding session of the Legislature.' The act approved February 15, 1851, to incorporate the Chicago City Hydraulic Company, provided for the organization of a board of water commissioners, comprising John B. Turner, Horatio G, Loomis and Alson S. Sherman. This board entered on their duties of office June 16, 1851, and ten days later William McAlpine was appointed chief engineer. Under his directions the second water-works of Chicago were constructed. To point out distinctly the reason which the city assigned for the construcion of such expensive works, an enumeration of buildings, etc., in which water-pipe were proposed to be first laid, was made in July, 185 1. The total amount estimated to accrue from water-rates for the year succeeding the completion of the water-works was 837,366.

"The commissioner* stated that the water will be taken from the lake north of the pier, at or near the termination of Chicago Avenue. There will ultimately be required in the carrying oul of thu plan three reservoir*, one of which will be located in each divi -ion of the city. The water will be taken from the lake at a dis. tance of about six hundred feet from Ihe shore and conducted by an inlet pipe to a well, which will be within the engine-house, on or near the beach. From this well the water will be forced into the reservoirs, to a height of eighty five feet above the surface of the lake and about seventy-five fcrt above the surface of the general level of the city, by a non condensmg engine of about one hundred and seventy horse power. The pipes used will be of iron. Iron tanks will be used for the reservoir*. The estimated ova of constructing the works upon this plan, including the cost of about forty-eight lineal mile* of distribution pipe, which it is sup. posed will be adequate to supply the inhabitants of the city when its population will be one hundred thousand souls is $570,0.00."

1851. His assistant. E. W. Smith, had remained in Chicago for over a month to take soundings in the lake at the several places suggested by the board of commissioners, and also to examine the branches of the river where the water-pipes were proposed to be carried. Mr. Mc- Alpine submitted four plans, with estimates for the cost of earn ing them out. The plan substantially atiopted was the fourth. An estimate was made that the total cost of constructing the works would be $335-439-59. and that the annual expenses would amount to §18,000. The whole plan was submitted as applying to a city which should number one hundred and sixty-two thousand souls in 1875 I The system was considered as amply sufficient to cover any possible growth of the future, and the estimate was considered by many to be quite extravagant.

It would not be in human nature for the old Hydraulic Company to allow the new corporation to prosecute their enterprise without bitterly opposing it. The former claimed exclusive rights, and held that before the commissioners could proceed a step they must first purchase the old company's property anil franchise, or its franchise alone. The Hydraulic Company claimed without the income which was then being derived from water rents, that the tables of the new commissioners would be $15,000 less yearly than they calculated. As to the paucity of the water supply, they slated* that a "charier was obtained for supplying the North Division of the citv with water, but excepting such preliminary steps as were thought necessary t<> secure their charter, we believe they have advanced no farther. In 1X50-51 the charter was extended, and calculating to supply the whole citv. the company finding the limit of $.'50,000 in their charter too small, they are seeking power to borrow at once S.^o.ooo." After showing the advantages which the city would gain by purchasing their works, and that it was impossible for them to levy taxes upon the territory now occupied by them, the directors of the company intimated that unless the matters were settled, an injunction would be brought to prevent the building of the new works. The directors of the old Hydraulic Company at this time were B, S. Morris William Wheeler, D. W. Raymond, J. H. roster and M. Laflin.

On March j. at the regular municipal election only five hundred and thirteen votes were cast against the adoption of the system proposed by the Chicago City Hydraulic Company. Of the four thousand four hundred ami forty-live persons voting at that time, one thousand two hundred anil forty-four did not signify whether they cared for the works or not.

In compliance with a request from the old Hydraulic Company a special committee of the Common Council suggested that the water commissioners purchase their entire interests for $50,000, or their franchises for $15,000. the Hydraulic Company to retain their property and income of works until July 4. 1853. The paper, however, was laid on the table and could not therefore be considered as having received a municipal indorsement The water commissioners then went on to negotiate their $400,000 bonds with Duncan, Sherman {t Co., of New York City, The first loan was made in April - $250,000, payable in twenty years. In June the New York Tribune reports: "Under the active demands for the Chicago (,'ity Six's, which was fast exhausting the supply, Slcssrs. Duncan. Sherman ft Co. have advanced the rate to ninety-seven and one-half and accrued interest, They are selling faster than the city officers execute and forward them."

The Hydraulic Company got out an injunction, but the two rivals compromised their difficulties under the iijtli section of the act of incorporation of the new water company, which reads as follows :

" Said commissioners may purchase the corporate rights and real and personal propeiiy. fixture* and stock of every name and description of the Cmcago Hydraulic Company, and when such purchase shall he mnrie, the said comnm.ii.ncrs shall succeed to and become invested will) all the powers, rights, privilege* and immunities exercised and enjoyed by the Chicago Hydraulic Company, under their charier, and shall continue lo supply water to the citizens of Chicago, under the same, and collect the money and rents therefor, in all respects as fully and effectually at the Chicago Hydraulic Company can or may do. until ihe said commissioners, acting under the provisions of this act, shall have completed their arrangements, machinery, engines, pipes, buildings and oiher things orovided for in this act for the purpose of providing the said ciiy w th pure and wholesome water , alter which time the sard Chicago Hydraulic Company, and their said charter, shall become eaiinct and null . Provided, always, that if the said commissioners canno. agree with the said Chic.gn llvdraiilic Cnmnanv as to v.1,.1 sum shall h* p ;,1 the »W Chicago Hydraulic Conipa'iiv for tlvir properly, nghu and privilege then the sanl company shall have the right to establish, by satisfactory proof, the actual cost of tbe.r .lid property.befiirethcjmlge of the Circuit Cour- ofCookCnunty up,,,, pd.tio,. to him in term time or vacation, and no greater <»

In April and August two loans were effected with the above-named banking-house. 'Ihe net amount realized from the sale of the $400,000 bonds - six per cent, twenty-five years - was $361,280. The difficulties between the two Companies having been aniicihly adjusted, the water commissioners pushed their wurk along with commendable energy.*

The works were commenced in the summer of 1S52, and were situated near the lake, at the foot of Chicago Avenue. The pump-well was built, and a portion of the thirty-inch inlet pipe was laid towards the lake, and the foundations of the building and tower were put in, which closed the work for the season. During ihe spring and summer of 1853. the buildings and tower were finished, and several attempts mailt- to put in place the thirty-inch wooden inlet pipe, whjch was designed lu extend six hundred feet into the lake, and terminate in a crib of limber. The efforts to complete this were tinsuccessful. The boisterous condition of the lake rendered it difficult to secure the crib in place, so the work was abandoned and the water received in a pipe, close to the shore. During the fall of 1853 the standpipe was put up, and the condensing and non-condensing engines were erected. I he former was started December 16, 1853. and the supply of water for the citv commenced in February, 1854- The ongmd pump- well was rectangular, twenty by thirty feet, and twenty-five feet deep from floor of engine-house h> bottom. The walls were of stone, six to seven feet thick Upon those walls the engines were located; Ike buildings were of brick, forty by fifty feet in the cleat, and two wings for boiler-rooms, each thirty and one-halt by fortv and one-half feet in the clear. The water tower was square, composed of brick fourteen feel* the base, eleien feet at the lop and one hundred and thirty-six feet high. The interior was divided by .1 wall,' one part designed for a smoke chimney, the other for the iron stand-pipe. The foundation rested upon a bed of sand, some six feet below the surface, and at one time the tower leaned fourteen inches from a vertical line. It was, however, bv an mgemoui methoa made plumb, and remained so until its demolition. The original pumpinii-machine consisted of a vertical l>eam engine, located on the north side of the lwfld«« having a steam cylinder of forty-four inches diameter and a stioke of nine feet, with two single-action pumps of thirtv-four inches in diameter and five and one-nan feet stroke. This engine was in use sixteen years. ; ma continued through 1869. It was built at the M^gan Iron Works. New York, as were also the engines erected in 1837 and in 1867. The non-condensing engine, erected in .8,3. was horizontal. It was located on he south side of the main building, having a steam c Win « of eighteen inches, and six feet stroke, with .one doutikactina pump of the same dimensions. I hisctigini built by H. Moses, of Chicago. It was removed to the latter part of 1856 ami a larger one SubstttttteO.

During the first four months water wassupphul w» nine hours per day. and none on Sunday except in u of fire; after thai the supply was continued throughout the twenty-four hours. At this time u were but few water- taken, and having no resenrw j water was allowed to run to waste through tire lire- < drains, in order to keep the small engine running, the early part of iSs4 the twelve-inch river pipe at- ^ Street was broken 6.- an anchor dragging J^tZSL This accident required the supply for the We* V* ; to be forced through an eight-inch pipe acros*J« " ^ at Kinzie: and thence by a twelve-inch pipe across the river at Adams Street for the South Division. As a temporary resort a large rubber pipe manufactured at Boston was procured. On its arrival its strength was found inadequate to the pressure. A new Wrought iron pipe, thirty inches in diameter, was subsequently put down at State Street and was in use in i S«j<>. This new main was manufactured by Charles Ressig, of Chicago, at a cost of $3,561, and was laid by S. S. Durfee, at an additional cost of $2,000. The connecting main was completed October 1, 1854, Thirty and one-half miles of pipe were laid to December 31, 1854. The total cost of the works at that date was $393,034.32. During the first year much trouble was experienced from sand water was immediately drawn off, and the various methods of patching up the job, which had already cost $60,000, were canvassed. Various plans were laid before the Council and a committee was appointed to examine them. This committee could not agree u|>on one thing viz.: that it was necessary to construct substantially a new building. The water commissioners, therefore, strengthened the cracked walls as best they could with rods and braces, so that the tank could Lie partially filled with water and thus do some service during the winter, l'ending the repairs of this reservoir the engines were run day and night. A portion of the thirty-inch inlet-pipe from the lake to the well was found to be defective, and a new one, three by four feet square, being driven from the inlet pipe into the pump-well. The mouth of the pipe being only a few inches under water, near the slmre. was exposed to the heavy waves of the lake. On one occasion the water was entirely stopped by a vast number of insects accumulating on the strainer. To protect the inlet-pipe from those obstacles, a break -water or basin was constructed in 1S55. This being dredged to a considerable depth fully answered its purpose, and was in use until the completion of the first lake tunnel. In June, 1852, the water commissioners purchased from P." F. W. Peek a piece of land upon which to erect the South Side reservoir. The lots had a frontage of 217,'^ feet upon Adams Street, and cost the citv $8,750. The reservoir was completed in November, 1854. It was filled within ten feet of the top, or twenty-eight feet deep, on November 22, and the next morning it was found that the immense weight of water had caused the masonry to settle so that fissures were discernible on every side of the building. The made of oak plank, was put in at a greater depth. Considerable difficulty was experienced in laying this pipe, involving the removal of the cast wall of the engine house. Upon completion of the lake tunnel this arrangement was also abandoned and served subsequently as a waste pipe for the water from the air pumps of the several engines.

In June, 1855, the reservoir was strengthened after the accident of the preceding fall, until it would hold eighteen feet of water, which, with other charges for repairs and general expenses, brought up the construction account to $380,070.73. A large fracture was found in the main pipe near the standing column of the works, on December 22. 1855. Notice was immediately given that the water would be cut off at Monday noon. Care was taken to have the reservoir full, and a man was kept stationed there with orders to turn on the water instantly in case of fire. The pipe was repaired within a few days, and but little inconvenience was felt by the people.

acctdently driven through it, permitting the water to The revenue from water rates up to December 31' BOW into the river. From this accident the enirine ,88j' Was $'3,186,657.58, while the total operating narrowly escaped injury by the sudden reduction of ?-vl*'nses ;,rul maintenance up to the same date, included. I he damaged pipe was taken up repaired and "1g "Ucrcst the bonded debt and the canceled bond*

Up to 1857 two engines hail been built bv the \orth enUc of §2.5X5,186.08* The bonded debt of the waterside pumping-works. The first one, that of ,8c \ w is works is $3.490.ooo. The total quantitv of water supput m operation December 16. It had a capacity of p,,cd d"ri"« thc >'ear ,ss-' was 24.150.943.SS4 gallons, seven and one-half million gallons every twenty-four or an a^raffe of 66.,G6,96ogallo.is per diem. The total Hours; steam cylinder, forty-four inches in di .meter numhcT of miles of sewers completed to January 1, 1883, mne feet stroke; length of working l>eam ! thirty S was i*M>*4- weight, nme tons ; diameter of llv-whee| twentv four' MUNICIPAL Summary. - The various assistants to icei; cost of engine and boiler, $24,500 ' The in,. CIVH: ff°vernment can be briellv adverted to as enmpris- 01 1S57 was put in operation in July; capacity thirteen ,nK the I>oli<*. "re and educational departments. The million gallons every twenty-four hours- steam cvlin f'rst polite "Stable appears to have been elected oer, sixty inches in diameter, ten feet stroke- work-ins? Au«,,st 5. and his name was O. Morrison. Ben- Mam thirty feel; weight, sixteen tons- diameter of flv ^mi" Jones was tne Mrst fire warden, appointed Novcm- «neei, twenty-four feet; cost of engine and two boil 'K'r 6' lS?3: an(l the first t,,tnr w;,s Rot>ert A" l''ore>'th- rs, S5 9,000 Some parts of the engine were made to whn ''"parted instruction in the winter of 1S10-11. contorm to the conditions of thc building Owintr to This '""""irate can be regarded as the pioneers of the frn.J <( T ,owcr' tl,e valve-gear or customnrv rcsPective systems whose votaries, bv their preservation rWm 1 - C'.lgme was l>iace,J on 'I"- side as it w .s of Iaw aml ort,er and life and property, and bv their inmir h ,m,priVlc"t lo c"t the corner of the tower to ad struct ion of youth, have so materially and indispensably her tbT-? the front m the «sual place. In Decern" assiste'' the social, material and inte.lectual prosperity ception of the present school system was organized in 1S40, consisting of William Jones, president; J. Young Scarnmon, Isaac N. Arnold, Nathan II. Holies, John Gray, J. H. Scott and Hiram Hugunin; and the school teachers were A. G. Rumscy, H. H. Perkins, A. D. Slurtevant and A. C. Dunbar, and their salaries $400 per annum. In 1850 the Common Council passed an order establishing a Teachers' Institute, and in 1S55 the same body instituted the Chicago High School. The value of school property, as given by Klias Colbert, in February, i860, was §353,898. of which $124,300 was for land, $.211,400 for buildings, and §18,198 for furniture. The number of pupils enrolled, at the close of 1859, was 14,199, against 400 in November, 1837. In 1868 there were twenty-eight public schools belonging to the city, with 29,954 pupils enrolled, and with an average daily attendance of 17,658,1 pupils. The first evening school was opened in the fall of 1S56, in the hall over the West Market, w ith sixty pupils and 1). S. Wentworth as instructor. The original school section was sold, all but live blocks and twelve lots, in October, 1S33, and realized $38,365; the value of the unsold portion was, in 1S68, $557,486.67, and are now worth al out $3,000,000. The value of the scholastic birihrig it sold in 18 53 for $38,365, is now about $70,000,000.

The primal conflagration of the town of Chicago occurred in October. 1834, and is thus described in the Democrat of the twelfth of that month:

"On Saturday la*t, al> ml lo o'clock. A M.. a building on the corner ol Lake and l a Salle streets, and llie one attached, were discovered to be in flames. Our eitisM repaired to the scene of conflagration with a promptitude worthy of commendation and *ucceeded in arresting its progress, alter destroying two other buildings adjoining. The wind being high at the time, threatened ihc destruction of a number of the surrounding houses, but, by the exertions of our citizens, were saved from ' he devastation. The loss of the sufferers will be severely felt, as some of them lo«t I heir all. A building oti the corner, occupied as a dwelling, lo»s $300 I here was in ihe house $220 in money, $125 being in JtuiHH menty, was found in the ruins. The remainder, the rag currency, was destroyed. A building owned and occupied as a cabinet shop, and another building asa grocery by H. Rhincs, together with dwelling. furniture and tools, lo>s'$l.2oo. A building owned and occupied as a dwelling by Jjuies Spence, loss $500. The lire commenced by a coal from a shovel in carrying from one building to the other. The waul of suitable officers to take charge and oversee in cases of fire is much felt, and we understand the Trustees have suitable regulations in respect to it."

The first organized fire department resulted from the action of the Hoard of Trustees when, on September -9. '"35. they directed that two engines and one thousand feet of hose be ordered for the use of the corporation, and William B. Ogdcn was authorized to make the purchase. On October 7. a further purchase of axes, hand-saws, ladders, chains and ropes, etc., was decri ed at an expenditure of $29.63, and on the same day P. F. W. Peck, Joseph L. Hanson. Silas H. Cobb, James A. Smith, Jabez K. Hotsford, Joseph Meeker and J. McCord signed their names as members of the " Pioneer Hook and Ladder Companv." Shortly thereafter John F,. Wilson, E. C. Brackett, John Holbrook, T. Jenkins, 'I'. F. Spalding. Isaac Cook, J. J- Garland, George Smith, J. K. Palmer, Thomas S. Ells, John K. Livingston, Henry G. Hubbard, George W. Snow, Thomas J. Kino;, N. F. L. Monroe, George W. Merrill. Samuel S. Lathrop and 'Thomas S. Hyde affiliated with the company. On November 4, 1S35, an ordinance was passed that created the first regular fire department of Chicago, and on December 12, under this ordinance, the "lire Kings " (No. 11, were organized with H. G. I.oomis, H. H. Magie, J. Morrison. W. H. Clark, John Calhoun, Alvin Calhoun, W. H. Stow, C. Hecrs, Peter L. Updike, A. Gilbert and J. C. Walters. The first officials subsequent to the organization of the department were : Htram Hugunin, chief engineer ; William Jones, first assistant, and Peter L. Updike, second assistant of the Hook and ladder Company, and S. G. Trowbridge, foreman; H. G. I.oomis, treasurer; A. C. Hamilton, clerk; Ira Kimhcrly, steward; William Worthington, S. Lincoln, William Forsythe and W. A. Norton, fire wardens of the Fin- King, and tin moth; < ,\ t! Compaq was decreed to be"/V<; bono Publico," In 1855, the first steam lire-engine was brought from Cincinnati on trial, but did not give satisfaction. 'The first steam lire-engine which came 10 Chicago to slay was the "Long John," introduced during Mayor Wentworth's first term of office as chief magistrate of the city. In 1S59. the paid departmental system was introduced and the Tire Alarm and Police 'Telegraph, commenced in in 1864, was formally transferred to the city in June, 1865, and then comprised one hundred and twenty-six miles of wire anil one hundred and sixteen fire boxes and stations, and cost $70,000. A list of the chiefs of the department comprises: Hiram Hugunin, 1835; George W. Snow, 1S36: John M. Turner, 1837; Alexander Loyd, 1838; Alvin Calhoun, 1839; Luther Nichols, 1840; A, S. Sherman. 1841-43; Stephen F. Gale, 1S44- 45-46-47; Charles K. Peck, 1847-4S; Ashley Gilbert, 1849; Cyrus P. Bradley, 1850-51; U. P. Harris, 1852- 53; James M. Donnelly, 1S54; Silas Mi: Bride. 1855-56- 57; Dennis J. Swenie, 1858-59; U. P. Harris, 1S59-6S; K. A. Williams, 1868-73: Matt Bcnner, 1873-79;' Swenie, the present incumbent, since 1879.

On October 2. 1871,1)11 Fire Insurance Patrol was organized m the interest of the insurance companies, A. C. Ducat and Charles W. Drew being the committee. 'The original members were: B. II. Hullwinklc, captain; David F. Donnelly, assistant captain; Charles G. Emory, patrolman No. 1; C. C. Donne)]; patrolman No. 2; John Cochran, patrolman No. 3; Frederick J. Gabriel, driver, and the auxiliary force was composed of T. T. Woodworth. patrolman No. 4; Thomas Snowden, patrolman No. 5; William Gough. patrolman No. 6, and William Atkins, patrolman No. 7. The efficacy of the service of the Patrol in saving property is thoroughly well-established, and the value of the property thus saved by them amounts to hundreds of thousands of dollars annually.