Piatt County, Illinois - The whole text, 1917 (part 5 of 26)

C ASET, Zadoc, pioneer and early Congressman, was bom in Georgia, March 17, 1796, the youngest son of a soldier of the Revolutionary War who removed to Tennessee about 1800. The subject of this sketch came to Illinois in 1817, bringing with him his widowed mother, and settling in the vicinity of the present city of Mount Vernon, in Jefferson County, where he acquired great fvominenoe as a politician and became the head of an influential family. He began preaching at an early age, and continued to do so occasionally through his political career. In 1819, he took a prominent part in the organization of Jefferson County, serving ' on the first Board of County Commissioners; wus an unsuccessful candidate for the Legislature in 1820, but was elected Representative in 1822 and re-elected two years later; in 1826 was advanced to the Senate, serving imtil 1830, when he was elected Lieutenant- Governor, and during his incumbency took part in the Black Hawk War. On March 1, 1833, he resigned the Lieutenant-Governorship to accept a seat as one of the three Congressmen from Illinois, to which he had been elected a few months previous, being subsequently re-elected for four consecutive terms. In 1842 he was again a candidate, but was defeated by John A. McClemand. Other public positions held by him included those of Delegate to the Constitutional Conventions of 1847 and 1862, Representative in the Sixteenth and Seventeenth General Assemblies (1848-52), serving as Speaker in the former. He was again elected to the Senate in 1860, but died before the expiration of his term, Sept. 4, 1862. During the latter years of liis life he was active in securing the right of way for the Ohio & Mississippi Railroad, the original of the Mississippi division of the Baltimore, Ohio & Southwestern. He commenced life in poverty, but acquired a considerable estate, and was the donor of the ground upon which the Supreme Court building for the Southern Division at Moimt Vernon was erected. - Dr. Ifewton R. (Casey), son of the preceding, was born in Jefferson Coimty, IlL, Jan. 27, 1826, received his primary education in the local schools and at EQllsboro and Mount Vernon Academies; in 1842 entered the Ohio University at Athens in that State, remaining imtil 1845, when he commenced the study of medicine, taking a course of lectures the following year at the Louisville Medical Institute; soon after began practice, and, in 1647, removed to Benton, 111., returning the following year to Mount Vernon. In 1856-57 he attended a second course of lectures at the Missouri Medical College, St. Louis, the latter year removing to Mound City, where he filled a number of positions, including that of Mayor from 1859 to 1864, when he declined a re-election. In 1860, Dr. Casey served as delegate from Illinois to the Democratic National Convention at Charleston, S. C, and, on the establishment of the United States Government Hospital at Mound City, in 1861, acted for some time as a volunteer surgeon, later serving as Assistant Surgeon. In 1866, he was elected Representative in the Twenty-fifth Oeneral Assembly and re-elected in 1868, when he was an unsuccessful Democratic candidate for Speaker in opposition to Hon. S. M. Cullom; also again served as Representative in the Twenty-eighth General Assembly (1872-74). Since retiring from public life Dr. Casey has given his attention to the practice of his profession. - CoL Thomas S. (Casey), another son, was bom in Jefferson County, 111., April 6, 1833, educated in the common schools and at McKendree College, in due course receiving the degree of A.M. from the latter; studied law for three years, being admitted to the bar in 1854; in 1860, was elected State's Attorney for the Twelfth Judicial District; in September, 1862, was commissioned (Dolonel of the One Hundred and Tenth Illinois Volunteer Infantry, but was mustered out l^Iay 16, 1863, having in the meantime taken part in the battle of Stone River and other important engagements in Western Tennessee. By this time his regiment, having been much reduced in numbers, was consolidated with the Sixtieth Illinois Volunteer Infantry. In 1864, he was again elected State's Attorney, serving until 1868; in 1870, was chosen Representative, and, in 1872, Senator for the Mount Vernon District for a term of four years. In 1879, he was elected Circuit Judge and was inmiediately assigned to Appellate Court duty, soon after the expiration of his term, in 1885, removing to Springfield, where he died, March 1, 1891.

CASS COUNTY, a little west of the center of the State, area 460 square miles, its western boundary line being the Illinois River and its northern line ' the Sangamon River ; population (1910), 17,372, by a later school census about 20,000 - named for Gen. Lewis Cass. French traders made the locality of Beardstown their headquarters about the time of the discovery of the Illinois Country. The first white settler was Eli Cox who came in 1816. Other permanent settlers came about 1820, and among them were Thomas Beard (the founder of Beardstown), Martin L. Lindsley, John Cetrough and Archibald Job. As early as 1821 a horse-mill was erected and operated on Indian Creek, near the present site of Arenzville, and, in 1827, M. L. Lindsley conducted a school near the bluffs, about five miles east of Beardstown. Among the pioneers were Messrs. Robertson, Yaple, McDonald, Holmes, Savage, Davis, Shepherd, Penny and Bergen. Beardstown was the original county-seat, and during both the Black Hawk and Mormon troubles was a depot of supplies and rendezvous for troops. Here Stephen A. Douglas made his first political speech. The county was set off from Morgan in 1837, and in 1845, a strip three miles wide was taken from the north side of Morgan and added to Cass. The county-seat, formerly at Beardstown, was, in 1872, removed to Virginia, where it has since remained. The principal citits are Beardstown, Virginia, Chandlerville, Ashland and Arenzville.

CASTLE, Orlando Lane, educator, was bom at Jericho, Vt., July 26, 1822; graduated at Denison University, Ohio, 1846,- spent one year as tutor there, and, for several years, had charge of the public schools of Zanesville, Ohio. In 1858, he accepted the chair of Rhetoric, Oratory and Belles-Lettres in Shurtleff College, at Upper Alton, HL, remaining until his death, Jan. 81, 1802. Professor Castle received the degree of LL.D. from Denison University in 18T7.

CATHERWOOD, Mary Hartwell, author, Was bom (Hartwell) in Luray, Ohio, Dec. 16, 1844, educated at the Female College, Oranville, Ohio, where she graduated, in 1868, and, in 1887, was married to James S. Catherwood, with whom she resided at Hoopeston, 111. Mrs. Catherwood was the author of a number of works of fiction, which have been accorded a high rank. Among her earlier productions are **Craque-o*-Doom" (1881), **Rocky Fork" (1882), "Old Caravan Days" (1884), "The Secrets at Roseladies" (1888), "The Romance of Dollard" and "The Bells of St. Anne" (1889). During her last few years she had shown a predilection for subjects connected with early Illinois history, and had published popqlar romances under the title of "The Story of Tonty,*' 'The WUte Islander," "The Lady of Fort St. John," "Old Kaskaskia" and "The Chase of Sant Castin and other Stories of the French in the New World." Died Dec. 26, 1902.

CATOIf^ John Dean, early lawyer and jurist, was bom in Monroe County, N. Y., March 19, 1812. Left to the care of a widowed mother at an early age, his childhood was spent in poverty and manual labor. At 15 he was set to learn a trade, but an infirmity of sight compelled him to abandon it. After a brief attendance at an academy at Utica, where he studied law between the ages of 19 and 21, in 1833 he removed to Chicago, and shortly afterward, on a visit to Pekin, was examined and licensed to practice by Judfre Stephen T. Logan. In 1834, he was elected Justice of the Peace, served as Alderman in 1837-38, and sat upon the bench of the Supreme Court from 1842 to 1864, when he resigned, hav- ing served nearly twenty-two years. During this period he more than once occupied the position of Chief- Justice. Being embarrassed by the fi2>apr*ial stringency of 1837-38. in the latter year he entered a tract of land near Plainfield, and, taking his family with him, began farming. Later in life, while a resident of Ottawa, he became interested in the construction of telegraph lines in the West, which for a time bore his name and were ultimately incorporated in the "Westem Union," laying the foundation of a large fortime. On retiring from the bench, he devoted himself for the remainder of his life to his private affairs, to travel, and to literary labors. Among his published works are **The Antelope and Deer of America," **A Summer in Norway," "Miscellanies," and "Early Bench and Bar of Illinois. ^^ Died in Chicago, July 30, 1895.

CAVARLY, Alfred W., early lawyer and legislator, was bom in Connecticut, Sept. 15, 1793; served as a soldier in the War of 1812, and, in 1822, came to Illinois, first settling at Edwardsville, and soon afterwards at Carrollton, Greene County. Here he was elected Representative in the Fifth General Assembly (1826), and again to the Twelfth (1840) ; also served as Senator in the Thirteenth, Fourteenth and Fifteenth Assemblies (1842-48), acting, in 1845, as one of the Commissioners to revise the statutes. In 1844, he was chosen a Presidential Elector, and, in 1846, was a prominent candidate for the Democratic nomination for (Governor, but was defeated in convention by Augustus C. French. Mr. Cavarly was prominent both in his profession and in the Legislature while a member of that body. In 1858, he removed to Ottawa, where he resided until his death, Oct. 25, 1876.

CENTRAL CITY, a village of Marion Coimty, on the Illinois Central Railroad, just north of Centralia; in a mining region. Pop. (1910), 1,179.

Central Hospital For The Insane

CENTRAL HOSPITAL FOR THE INSANE, established imder act of the Legislature passed March 1, 1847, and located at Jacksonville, Morgan County. Its founding was largely due to the philanthropic efforts of Miss Dorothea L. Dix, who addressed the people from the platform and appeared before the General Assembly in behalf of this class of imfortunates. Construction of the building was begun in 1848. By 1851 two wards were ready for occupancy, and the first patient was received in November of that year. The first Superintendent was Dr. J. M. Higgins, who served less than two years, when he was succeeded by Dr. H. K. Jones, who had been Assistant Superintendent. Dr. Jones remained as

Acting Superintendent for several months, when the place was filled by the appointment of Dr. Andrew McFarland of New Hampshire, his administration continuing until 1870, when he resigned on account of ill-health, being succeeded by Dr. Henry F. Carriel of New Jersey. Dr. Carriel tendered his resignation in 1893, and, after one or two further changes, in 1897 Dr. F. C. Winslow, who had been Assistant Superintendent tmder Dr. Carriel, was placed in charge of the institution. The original plan of construction provided for a center building, five and a half stories high, and two wings with a rear extension in which were to be the chapel, kitchen and employes' quarters. Subsequently these wings were greatly enlarged, permitting an increase in the number of wards, and as the exigencies of the institution demanded, appropriations have been made for the erection of additional buildings. Numerous detached buildings have been erected within the past few years, and the capacity of the institution greatly increased - **The Annex'* admitting of the introduction of many new and valuable features in the classification and treatment of patients. The number of inmates of late years has ranged from 1,200 to 1,400. The cotmties from which patients are received in this institution embrace: Rock Island, Mercer, Henry, Bureau, Putnam, Marshall, Stark, Knox, Warren, Henderson, Hancock, McDonough, Fulton, Peoria, Tazewell, Logan, Mason, Menard, Cass, Schuyler, Adams, Pike, Calhoun, Brown, Scott, Morgan, Sangamon, Christian, Montgomery, Macoupin, Greene and Jersey.

CENTRALIA, a city and railway center of Marion County, 250 miles south of Chicago. It forms a trade center for the famous **fruit belt** of Southern Illinois; has a number of coal mines; oil and gas wells, a glass plant, iron foundries, railroad repair shops, flour and rolling mills, and an ice plant; also has water-works and sewerage system, a fire department, two daily and weekly papers, and excellent graced schools. Several parks afford splendid pleasure resorts. Population (1890), 4,763; (1900), 6,721; (1910), 9,680.

Centralia & Altamont Railroad

CENTRALIS & CHESTER RAILROAD, a railway line wholly within the State, extending from Salem, in Marion County, to Chestei;, on the Mississippi River (91.0 miles), with a lateral branch from Sparta to Roxborough (5 miles), and trackage facilities over the Illinois Central from the branch junction to Centralia (2.9 miles) - total, 99. 6 miles. The original line was ohartered as the Centralia & Chester Bailroad, in December, 1887, completed from Sparta to CoulteiTille in 1889, and consolidated the same year with the Sparta & Evansville and the Centralia & Altamont Railroads (projected); line completed from Centralia to Evansville early in 1894. The branch from Sparta to Rosborough was built in 1895, the section of the main line from Centralia to Salem (149 miles) in 1896, and tl^t from Evansville to Chester (17.6 nriles) in 1897-98. The road was placed in the hands of a receiver, June 7, 1897, and the expenditures for extension and equipment made tmder authority granted by the United States Ck>urt for the issue of Receiver's certificates. The total capitalization is $2,874,- 841, of which $978,000 is in stocks and $948,000 in bonds.

Central Miutart Tract Railroad

CERRO GORDO, a town in Piatt County, on the Wabash Ry. and the 111. Traction System. The crop of oereaJs in the surrounding country is sufficient to support two elevators at Cerro Gordo which has also a brick and tile factory, and water- /orks. There are three churches, graded schools, two banks and one weekly newspaper. Population (1890), 939: (1900). 1,008; (1910), 876.

CHADDOCK COLLEOE9 an institution under the patronage of the Methodist Episcopal Church at Quincy, 111., incorporated in 1878; is co-educational, has a faculty of ten instructors, and reports 127 students - 70 male and 67 female - in the classes of 1895-96. Besides the usual departments in literature, science and the classics, instruction is given to classes in theology, music, the fine arts, oratory and preparatory studies. It has property valued at $110,000, and reports an endowment fund of $8,000.

CHAMBERLIN, Thomas Crowder, geologist and educator, was bom neai' Mattoon, 111. , Sept. 25, 1845; graduated at Beloit Ck>llege. Wisconsin, in 1866: took a course in Michigan University (1868-69): taught in various Wisconsin institutions, also discharged the duties of State (jfeologist, later filling the chair of Geology at Columbian University, Washington. D. C. In 1878, he was sent to Paris, in charge of the educational exhibits of Wisconsin, at the International Exposition of that year - during his visit making a special study of the Alpine glaciers. In 1887, he was elected President of the University of Wisconsin, serving tmtil 1892, when he became Head Professor of Geology at the University of Chicago, where he still remains. He is also editor of the University "Journal of Geol* ogy" and President of the Chicago Academy of Sciences. Professor Chamberlin is author of a number of volmnes on educational and scientific subjects, chiefly in the line of geology. He received the degree of LL.D. from the University of Michigan, Beloit College and Columbian University, all on the same date (1887).

CHAMPAIGN, a flourishing city in Champaign County, 128 miles southwest of C^cago and 83 miles northeast of Springfield; is the intersecting point of three lines of railway and connected with the adjacent city of Urbana, the countyseat, by an electric railway. The University of Illinois, located in Urbana, is contiguous to the city. Champaign has an excelleut system of water-wprks, well-paved streets, and is lighted by both gas and electricity. The surrounding country is agricultural, but the city has manufactories of carriages and machines. Three papers are published here, besides a college weekly conducted by the students of the University. The Bumham Hospital and the Garwood Old Ladies' Home are located in Champaign. In the residence portion of the city there is a handsome park, covering ten acres and containing a notable piece of bronze statuary, and several smaller parks in other sections. There are several handsome churches, and excellent schools, both public and private. Pop. (1900), 9,098; (1910), 12,421.

CHAMPAIGN COUNTY, situated in the eastern half of the central belt of the State; area, 1,008 square miles; population (1910), 51,829. The county was organized in 1838, and named for a county in Ohio. The physical conformation is fiat, and the soil rich. The county lies in the heart of what was once called the "Grand Prairie." Workable seams of bituminous coal underlie the surface, but overlying quicksands interfere with their operation. The Sangamon and Kaskaskia Rivers have their sources in this region, and several railroads cross the county. The soil is a black muck underlaid by a yellow clay. Urbana (with a population of 6,708 in 1900) is the cotmty-seat. Other important points in the county are Champaign (9,000), Tolono (1,000), and Rantoul (1,200). Champaign and Urbana adjoin each other, and the groimds of the Illinois State University extend into each corporation, being largely situated in Champaign. lArge drifted masses of Niagara limestone are found, interspersed with coal measure limestone and sandstone. Alternating beds of clay, gpravel and quicksand of the drift formation are found beneath the subsoil to the depth of 150 to 800 feet.

CHANDLER, Charles, physician, was born at West Woodstock, Ck>nn., July % 1806; graduated with the degree of M.D. at Castleton, Vt.» and, in 1829, located in Scituate, R. I. ; in 1882, started with the intention of settling at For^ Clark (now Peoria), IlL, but was stopped at Beardstown by the ''Black Hawk War,'' finally locating on the Sangamon River, in CJass County, where, in 1848, he laid out the town of Chandlerville - Abraham Lincoln being one of the surveyors who platted the town. Here he gained a large practice, which he was compelled, in his later years, partially to abandon in consequence of injuries received while prosecuting his profession, afterwards turning his attention to merchandising and encouraging the development of the locality in which he lived by promoting the construction of railroet^ and the building of schoolhouses and churches. Liberal and public-spirited, his influence for good extended over a large region. Died. April 7, 1879.

CHANDLER, Henry B., newspaper manager, was bom at Frelighsburg, Quebec, July 12, 1886 ; at 18 he began teaching, and later took charge of the business department of 'The Detroit Free Press" ; in 1861, came to Chicago with Wilbur F. Storey and became business manager of ''The Chicago Times"; in 1870, disagreed with Storey and retired from newspaper businesa Died, at Yonkers, N. Y., Jan. 18, 1896.

CHANDLERVILLE, in Cass County, on tlic Chicago, Peoria & St. Louis Railroad, 7 miles north by east from Virginia, laid out in 1848 by Dr. Charles Chandler, earlier plats and survey by Abraham Lincoln. It has two banks, a creamery, four churches, a weekly newspaper, a flour and a saw-mill. Population (1910), 884.

CHAPIN, a village of Morgan County, at the intersection of the Wabash and the Chicago, Burlington & Quincy Railroads, 10 miles west of Jacksonville. Pop. (1900), 514; (1910), 552.

CHAPPELLy Charles H.^ railway manager, was bom in Du Page County, III., March 8, 1841. With an ardent passion for the railroad business, at the age of 16 he obtained a position as freight brakeman on the Chicago, Burlington & Quincy Railroad, being steadily promoted through the Tanks of conductor, train-master and dispatcher, until, in 1865, at the age of 24, he was appointed General Agent of the Eastern Division of the Chicago, Burlington & Quincy. Other railroad positions which Mr. Chappell later held were: Superintendent of a division of the Union Pacific

(1869-70) ; Assistant or Division Superintendent of the Chicago, Burlington & Quincy, or some of its branches (1870-74); General Superintendent of the Missouri, Kansas & Texas (1874-76); Superintendent of the Western Division of the Wabash (1877-79). In 1880, he accepted the position of Assistant General Superintendent of the Chicago & Alton Railroad, being advanced in the next three years through the grades of General Superintendent and Assistant General Manager, to that of General Manager of the entire system, which he continued to fill for more than twelve years. Quietly and without show or display, Mr. Chappell continued in the discharge of his duties, assisting to make the system with which he was identified one of the most successful in its operation in the country. Died June 22, 1904.

CHARLESTON, the county-seat of Coles County, an incorporated city and a railway junction. 46 miles west of Terre Haute, Ind. It lies in the center of a farming region, yet lias several factories, including woolen and flouring mills, broom, plow and carriage factories, a foundry and a canning factory. Three newspapers are published here, issuing daily editions. The Eastern State Normal School was located here in 1895. Pop. (1900), 5,488; (1900), 5,884.

CHARLETOIX9 Pierre Francois Xavier de, a celebrated French traveler and an early explorer of Illinois, bom at St. Quentin, France, Oct. 29. 1682. He eritered the Jesuit Society, and while a student was sent to Quebec (1695), where for four years he was instructor in the college, and completed his divinity studies. In 1709 he returned to France, but came again to Quebec a few years later. He ascended the St. Lawrence, sailed through Lakes Ontario and EIrie, and finally reached the Mississippi by way of the Illinois River. After visiting Cahokia and the surrounding county (1720-21), he continued down the Slississippi to New Orleans, and returned to France by way of Santo Domingo. Besides some works on religious subjects, he was the author of histories of Japan, Paraguay and San Domingo. His great work, however, was the ** History of New France,'* which was not published until twenty years after his death. His journal of his Ajnerican explorations appeared about the same time. His history has long been cited by scholars as authority, but no English translation was made until 1865, when it was imdertaken bv Shea. Died in France, Feb. 1, 1761.

CHASE5 Fbilaildery Protestant Episcopal Bishop, was bom in Cornish, Vt., Dec. 14, 1775, and graduated at Dartmouth in 1795. Although reared as a Congregationalist, he adopted the Episcopal faith, and was ordained a priest in 1799, for several years laboring as a missionary in Northern and Western New York. In 1805, he went to New Orleans, but returning North in 1811, spent six years as a rector at New Haven, Ck>nn., then engaged in missionary work in Ohio, organizing a number of parishes and founding an academy at Worthington; was consecrated a Bishop in 1819, and after a visit to England to raise fimds, laid the foundation of Kenyon College and Oambier Theological Seminary, named in honor of two English noblemen who had contributed a large portion of the funds. Differences arising with some of his clergy in reference to the proper use of the funds, he resigned both the Bishopric and the Presidency of the college in 1881, and after three years of missionary labor in Michigan, in 1835 was chosen Bishop of Illinois. Making a second visit to England, he succeeded in raising additional funds, and, in 1888. founded Jubilee College at Robin's Nest, Peoria County, 111., for which a charter was obtained in 1847. He was a man of great religious zeal, of indon^itable perseverance and the most successful pioneer of the Episcopal Church in the West. He was Presiding Bishop from 1848 until his death, which occurred Sept- 20, 1852. Several volumes appeared from his pefh, the most important being **A Plea for the West" (1826), and "Reminiscences: an Autobiography, Comprising a History of the Principal Events in the Author's Life" (1848).

CHATSWORTH9 town in Livingston County, on IlL Cent, and Toledo, Peoria & Western Railways, 79 miles east of Peoria; in farming and stock-raising district; has two banks, three grain elevators, five churches, a graded school, two weekly papers, water- works, electric lights, paved streets, cement sidewalks, biick works, and other manufactories. Pop. (1900), 1,038; (1910), 1,112.

CHEBANSEy a town in Iroquois and Kankakee Counties, on the Illinois Central Railroad, 64 miles south-southwest from Chicago; the place has one bank and one newspaper. Population (1880), 728; (1890), 616; (1900), 555; (1910), 590.

Hobart in 1857, and began study for the ministry of the Protestant Episcopal Church. Soon aft«r ordination he became rector of Christ Church, Chicago, and was prominent among those who, under the leadership of Assistant Bishop Cummins of Kentucky, organized the Reformed Episcopal Churoh in 1873. He was elected Missionary Bishop of the Northwest for the new organization, and was consecrated in Christ Church, Chicago, Dec. 14, 1873.

CHENEY^ John Tance, author and librarian, was bom at Groveland, N. Y., Dec. 29, 1848, though the family hobie was at Dorset, Vt.« where he grew up and received his primary education. He acquired his academic training at Manchester, Vt., and Temple Hill Academy, Oenesee, N. Y., graduating from the latter in 1865, later becoming Assistant Principal of the same institution. Having studied law, he was admitted to the bar successively in Massachusetts and New York; but meanwhile having written considerably for the old "Scribner's Monthly" (now "Century Magazine**), while \mder the editorship of Dr. J. G. Holland, he gradually adopted literature as a profession. Removing to the Pacific Coast, he took charge, in 1887, of the Free Public Library at San Francisco, remaining imtil 1894, when he accepted the position of Librarian of the Newberry Library in Chicago, as successor to Dr. William F. Poole, deceased. Besides two or three volumes of verse, Mr. Cheney is the author of numerous essays on literary subjects. His published works include "Thistle- Drift," poems (1887); "Wood-Blooms," poems (1888), "Golden Guess,*' essays (1892); 'That Dome in Air," essays (1895); "Queen Helen." poem (1895) and *'Out of the Silence," poem (1897). He is also editor of * 'Wood Notes Wild, " by Simeon Pease Cheney (1892), and Cazton Club*g edition of Derby's Phoenixiana.

CHENOA, an incorporated city of McLean County, at the intersecting point of the Toledo, Peoria & Western and the Chicago & Alton Railroads, 48 miles east of Peoria, 28 miles liortheast of Bloomington, and 102 miles south of Chicago. Agriculture, dairy farming, fruit-growing and coal-mining are the chief industries of the surrounding region. The city also has an electric light plant, water-works, canning works and tile works, besides two banks, seven churches, a graded school, two weekly papers, and telephone systems connecting with the surrounding country. Pop. (1900), 1,512; (1910), 1,314. * age of thirteen was ohainman to an engineering party on the Baltimore & Ohio Haibroad, being later employed on other roads. In 1837, he was appointed senior assistant engineer in the construction of the Louisville, Cincinnati & Charleston Railroad, and, in 1846, Chief Engineer of the Boston Waterworks, in 1850 becoming sole Commissioner of the Water Department of that city. In 1855. he became engineer of the Chicago Board of Sewerage Commissioners, and in that capacity designed the sewerage system of the city - also planning the river tunnels. He resigned the office of Commissioner of Public Works of Chicago in 1879. He was regarded as an authority on water-supply and sewerage, and was consulted by the officials of New York, Boston, Toronto, Milwaukee and other cities. Died, August 19, 1886.

CHESICUT, John A., lawyer, was bom in Kentucky, Jan. 19, 1816, his father being a native of South Carolina, but of Irish descent. John A. was educated principally in his native State, but came to Illinois in 1836, read law with P. H. Winchester at Carlinville, was admitted to the bar in 1837, and practiced at Carlinville until 1855, when he removed to Springfield and engaged in real estate and banking business. Mr. Chesnut was associated with many local business enterprises, was for several years one of the Trustees of the Institution for the Deaf and Dumb at Jacksonville, also a Trustee of the Illinois Female College (Methodist) at the same place, and was Supervisor of the United States Census for the Sixth District of Illinois in 1880. Died, Jan. 14, 1898.

CHESTER, the ootmty-seat of Randolph County, situated on the Mississippi River, 76 miles south of St. Louis. It is the. seat of the Southern Illinois Penitentiary and of the State Asylum for Insane Convicts It stands in the neart of a region abounding in bituminous coal, and is a prominent shipping ix)int for this commodity: also has quarries of building stone. It has a grain elevator, flouring mills, rolling mills and foundries and two weekly papers. Pop. (1890), 2,708; (1900), 2,832; (1910), 2,747.

CHETLAlNy Angnstns Louis, soldier, was bom in St. Louis, Mo., Dec. 26, 1824, of French Huguenot stock - his parents having emigrated from Switzerland in 1823, at first becoming members of the Selkirk colony on Red River, in Manitoba. Ha^'ing received a conunon school education, he became a merchant at Galena, and was the first to voltmteer there in response to the call for troops after the bombardment of Fort Sumter, in

1861, being chosen to the captaincy of a company in the Twelfth Regiment of Illinois Volunteers, which General Grant had declined; participated in the campaign on the Tennessee River which resulted in the capture of Fort Donelson and the battle of Shiloh, meanwhile being commissioned Lieutenant-Colonel; also distinguished himself at Corinth, where he remained in command until May, 1863, and organized the first colored regiment raised in the West. In December, 1863, he was promoted Brigadier-General and placed in charge of the organization of colored troops in Tennessee, serving later in Kentucky and being brevetted Major-General in January, 1864. From January to October, 1865, he commanded the post at Memphis, and later the District of Talladega, Ala., until January, 1866, when he was mustered out of the service. General Chetlain was Assessor of Internal Revenue for the District of Utah (1867-69), then appointed United States Consul at Brussels, serving until 1872, on his return to the United States establishing himself as a banker and broker in Chicago.

Situation. - The city is situated at the southwest bend of Lake Michigan, 18 miles north of the extreme southern point of the lake, at the mouth of the Chicago River; 715 miles west of New York, 590 miles north of west from Washington^ and 260 miles northeast of St. Louis. From the Pacific Coast it is distant 2,417 miles. Latitude 4V 52' north; longitude 87" 85' west of Greenwich. Area (1910), 190.6 square miles.

Topography. - Chicago stands on the dividing ridge between the Mississippi and St. Lawre*ice basins. It is 502 feet above sea-level, and its highest point is some 18 feet above Lake Michigan. The Chicago River is virtually a bayou, dividing into north and south branches about a half-mile west- of the lake. The surrounding country is a low, fiat prairie, but engineering science and skill have done much for it in the way of drainage. The Illinois & Michigan Canal terminates at a point on the south branch of the Chicago River, within the city limits, and unites the waters of Lake Michigan with those of the Illinois River.

Commerce. - The Chicago River, with its branches, affords a water frontage of nearly 60 miles, the greater part of which is utilized for the shipment and tmloading of grain, lumber, stone, coal, merchandise, etc. Another navigable stream (the Calumet River) also lies within the ocKTporate limits. Dredging has made the Chicago River, with its branches, navigable for vessels of deep draft. The harbor has also been widened and deepened. Well constructed breakwaters protect the vessels lying inside, and the port is as safe as any on the great lakes. The city is a port of entry, and the tonnage of vessels arriving there exceeds that of any other port in the United States. During 1897, 9,156 vessels arrived, with an aggregate tonnage of 7,209,442, while 9,201 cleared, representing a tonnage of 7,185,824. It is the largest grain market in the world, its elevators (in 1897) having a capacity of 32,550,000 bushels.

According to the reports of the Board of Trade, the total receipts and shipments of grain for the year 1898 - counting flour as its grain equivalent in bushels - amounted to 823,097,453 bushels of the former, to 289,920,028 bushels of the latter. The receipts and shipments of various products for the year (1898) were as follows:

Chicago is also an important lumber market, the receipts in 1895, including shingles, being 1,562,527 M. feet. As a center for beef and porkpacking, the city is without a rival in the amount of its products, there having been 92,459 cattle and 760,514 hogs packed in 1894-95. In bank clearings and general mercantile business it ranks second only to New York, while it is also one of the chief manufacturing centers of the country. The census of 1890 shows 9,959 manufacturing establishments, with a capital of $29^,- 477,038; employing 203,108 hands, and turning out products valued at §632,184.140. Of the output by far the largest was that of the slaughtering and meat-packing establishments, amounting to $203,825,092; men's clothing came next (§32,- 517,226) ; iron and steel, $31,419,854; foimdry and machine shop products, §29,928,616; planed lumber, 817,604,494. Chicago is also the most important live-stock market in the United l^tates. The Union Stock Yards (in the southwest part of the city) are connected with all railroad lines entering the city, and cover many hundreds of acres. In 1894, there were received 8,788,049 animals (of all descriptions), valued at §148,057,- 626. Chicago is also a primary market for hides and leather, the production and sales being both of large proportions, and the trade in manufactured leather (notably in boots and shoes) exceeds that of any other market in the coimtry. Ship-building is a leading industry, as are also brick-making, distilling and brewing.

Transportation, etc. - Besides being the chief ix)rt on the great lake^, Chicago ranks second to no other American city as a railway center. The old "Galena & Chicago Union,'* its first railroad, was operated in 1849, and within three years a substantial advance had been scored in the way of steam transportation. Since then the multiplication of railroad lines focusing in or passing through Chicago has been rapid and steady. In 1895 not less than thirty-eight distinct lines enter the city, although these are operated by only twenty-two companies. Some 2,600 miles of railroad track are laid within the city limits. The number of trains daily arriving and departing (suburban and freight included) is about 2,000. Intramural transportation is afforded by electric, steam, cable and horse-car lines. Four tunnels under the Chicago River and its branches, and numerous bridges connect the various divisions of the city.

History. - Point du Sable (a native of San Domingo) was admittedly the first resident of Chicago other than the aborigines. The French missionaries and explorers - ^Marquette, Joliet, La Salle, Hennepin and others - came a century earlier, their explorations beginning in 1678. After the expulsion of the French at the close of the French and Indian War, the territory passed imder British control, though French traders remained in this vicinity after the War of the Revolution. One of these named Le Mai followed Point du Sable about 1796, and was himself succeeded by John Kinzie, the Indian trader, who came in 1803. Fort Dearborn was built near the mouth of the Chicago River in 1804 on land acquired from the Indians by the treaty of Greenville, concluded by Gen. Anthony Wayne in 1795, but was evacuated in 1812, when most of the garrison and the few inhabitants were massacred by the savages. (See Fort Dearborn.) The fort was rebuilt in 1816, and another settlement established arotmd it. The first Grovemment survey was made, 1829-30. Early residents were the Kinzies, the Wolcotts, the Beaubiens and the Millers. The Black Hawk War (1832) rather aided in developing the resources and increasing the population of the infant settlement by drawing to it settlers from the interior for purposes of mutual protection. Town organization was effected on August 10, 1S32, the total number of votes polled being 28. The town grew rapidly for a time, but received a set-back in the financial crisis of 1887. During May of that year, however, a charter was obtained and Chicago became a city. The total number of votes cast at that time was 703. The census of the city for the 1st of July of that year showed a population of 4,180. The following table shows the names and term of office of the chief city officers from 1887 to 1899:

Isis

Legislature changed dateof election from April to November, the persons In office at beginning of 1869 remaining In office to December of that year.

Olty organized under general Incorporation Act In 1875, and no city elf>ction held until April. 1876. The order for a new elecdon omitted the office of Mayor, yet a popular vote was taken ^bich gave a majority to Thomas Hoyne. The Council then In office refused to canvass this vote, but Its successor, at Its first meeting, did so, declaring Hoyne duly elected. Oolvlu, the Incumbent, refused to surrender the olHce. claiming the right to " hold over:" Hoyne then made a contest for the office, which resulted In a decision by the Supreme Court denying the claims of both contestants, when a new election was ordered by the City Ooonoll. July 12, 1876, at wnlch Monroe Heath was elected, serving out the term. UO) City Attorney Kern, having resigned November 21, 1892, Geo. A. Trude was appointed to serve out the remainder of the term.

Mayor Harrison, having been assassinated. October 28. 1883. the City Council at Its next meeting (November 6, 1888) elected Geo. B Swift (an Alderman from the Eleventh Ward) Mayo'- ai interim. At a special election held December 19, 1808, John P. Hopkins was elected to All out the unexpired term of Mayor Harrison.

The Fire op 1871. - The city steadily grew ki beauty, population and commercial importance imtil 1871. On Oct. 9 of that year occurred the * 'great fire" the story of which has passed into history. Recuperation was speedy, and the 2,100 acres burned over were rapidly being rebuilt, when, in 1874, occurred a second conflagration, although by no means so disastrous as that of 1871. The city's recuperative power was again demonstrated, and its subsequent development has been phenomenal. The subjoined statement shows its growth in population:

Municipal Administration. - Chicago long since outgrew its special charter, and is now incorporated under the broader provisions of the law applicable to "cities of the first class," under which the city is virtually autonomous. The personnel, drill and equipment of the police and fire departments are second to none, if noi, superior to any, to be found in other American cities. The Chicago River, with its branches, divides the city into three principal divisions, known respectively as North, South and West. Each division has its statutory geographical boundaries, and each retains its own distinct township organization. This system is anomalous; it has, however, both assailants and defenders.

Public Improvements. - Chicago has a fine system of parks and boulevards, well developed, well improved and well managed. One of the parks (Jackson in the South Division) was the site of the World's Columbian Exposition. The water supply is obtained from Lake Michigan by means of cribs and tunnels. In this direction new and better facilities are being constantly introduced, and the existing water system will compare favorably with that of any other American city.

Architecture. - The public and office buildings, as well as the business blocks, are in some instances classical, but generally severely plain.

Granite and other varieties of stone are used in the City Hall, Coimty Court House, the Board of Trade structure, and in a few commercial buildings, as well as in many private residences. In the business part of the city, however, steel, iron, brick and fire clay are the materials most largely employed in construction, the exterior walls being of brick. The most approved methods of fire-proof building are followed, and the "Chicago construction" has been recognized and adopted (with modifications) all oVer the United States. Office buildings range from ten to sixteen, and even, as in the case of the lilasonic Temple, twenty stories in height. Most of them are sumptuous as to the interior, and many of the largest will each accommodate 8,000 to 6,000 occupants, including tenants and their employes. In the residence sections wide diversity may be seen ; the chaste and the ornate styles being about equally popular. Among the handsome public, or semi-public buildings may be mentioned the Public Library, the Newberry Library, the Art Institute, the Aripour Institute, the Academy of Sciences, the Auditorium, the Board of Trade Building, the Masonic Temple, and several of the railroad depots.

Education and Libraries. - Chicago has a public school system unsurpassed for excellence in any other city in the country. According to the report of the Board of Education for 1898, the. city had a total of 221 primary and grammar schools, besides fourteen high schools, employing 6,268 teachers and giving instruction to over 236,000 pupils in the course of the year. The total expenditures during the year amoimted to $6,785,601, of which nearly 84,500,000 was on accoimt of teachers' salaries. The city has nearly $7,500,000 invested in school buildings. Besides pupils attending public schools there are about 100,000 in attendance on private and parochial schools, not reckoning students at higher institutions of learning, such as medical, law, theological, dental and pharmaceutical schools, and the great University of Chicago. Near the city are also the Northwestern and the Lake Forest Universities, the former at Evanston and the latter at Lake Forest. Besides an extensive Free Public Library for circulating and reference purposes, maintained by public taxation, and embracing (in 1898) a total of over 235,000 volumes and nearly 50,000 pamphlets, there are the Library of the Chicago Historical Society and the Newberry and Crerar Libraries - the last two the outgrowth of posthumous donations by public-spirited and liberal citizens - all open to the public for purposes of reference under certain conditions. This list does not include the extensive library of the University of Chicago and those connected with the Armour Institute and the public schools, intended for the use of the pupils of these various institutions.

CHICAGO BOARD OF TBADE^ one of the leading commercial exchanges of the world. It was originally organized in the spring of 1843 as a voluntary association, with a membership of eighty-two. Its primary object was the promotion of the city's commercial interests by unity of action. On Feb. 8, 1849, the Legislature enacted a general law authorizing the establishment of Boards of Trade, and under its provisions an incorporation was effected - a second organization being effected in April, 1850. For several years the association languished, and at times its existence seemed precarious. It was, however, largely instrumental in securing the introduction of the ^stem of measuring grain by weight, which initial step opened the way for subsequent great improvements in the methods of handling, storing, inspecting and grading cereals and seeds. By the close of 1856, the assbciation had overcome the difficulties incident to its earlier years, and the feasibility of erecting a permanent Exchange building began to be agitated, but the project lay dormant for several years. In 1856 was adopted the first system of classification and grading of wheat, which, though crude, formed the foundation of the elaborate modem system, which has proved of such benefit to the grain-growing States of the West, and has done so much to give Chicago its commanding influence in the grain markets of the world. In 1858, the privilege of trading on the floor of the Ebcchange was limited to members. The same year the Board began to receive and send out daily telegraphic market reports at a cost, for the first year, of $500,000, which was defrayed by private subscriptions. New York was the only city with which such communication was then maintained. In February, 1859, a special charter was obtained, conferring more extensive powers upon the organization, and correspondingly increasing its efficiency. An important era in the Bocurd's history was the Civil War of 1861-65. During this struggle its attitude was one of undeviating loyalty and generous patriotism. Hundreds of thousands of dollars were contributed, by individual members and from the treasury of the organization, for the work of recruiting and equipping regiments, in caring for the wounded on Southern battlefields, and providing for the families of enlisted men. In

1864, the Board waged to a successful issue a war upon the irredeemable currency with which the entire West was then fiooded, and secured such action by the banks and by the railroad and express companies as compelled its replacement by United States legal-tender notes and national bank notes. In 1865, handsome, large (and, as then supposed, permanent) quarters were occupied in a new building: erected by the Chicago Chamber of Commerce under an agreement with the Board of Trade. This structure was destroyed in the fire of October, 1871, but at once rebuilt, and made ready for re-occupancy in precisely one year after the destruction of its predecessor. Spacious and ample as these quarters were then considered, the growing membership and increasing business demonstrated their inadequacy before the close of 1877. Steps looking to the erection of a new building were taken in 1881, and, on May 1, 1885, the new edifice - ^then the largest and most ornate of its class in the world - was opened for occupancy. The membership of the Board for the year 1898 aggregated considerably in excess of 1,800. The influence of the association is felt in every quarter of the commercial world.

Chicago, Bublinoton & Northern

CHICAGO, BURLINGTON & QUINCY RAILROAD (known as the ''Burlington Route'') is the parent organization of an extensive system which operates railroads in eleven Western and Northwestern States, furnishing connections from Chicago with Omaha, Denver, St. Paul and Minneapolis, St. Louis and Kansas City, Cheyenne (Wyo.), Billings (Mont.), Deadwood (So. Dak,), and intermediate points, and having connections by affiliated roads with the Paciflc Coast. The main line extends from Chicago to Denver (Colo.), 1,025.41 miles. The mileage of the various branches and leased proprietary lines (1898) aggregates 4,627.06 miles. The Company uses 207.23 miles in conjunction with other roads, besides subsidiary standard-gauge lines controlled through the ownership of seciuities amounting to 1,440 miles more. In addition to these the Chicago, Burlington & Quincy controls 179 miles of narrow-gauge road. The whole number of miles of standard-gauge road operated by the Burlington system, and known as the Burlington Route, on June 80, 1899, is estimated at 7,419, of which 1,509 is in Illinois, all but 47 miles being owned by the Company. The system in Illinois connects many important commercial points, including Chicago, Aurora, G^esburg, Quincy, Peoria, Streator, Sterling, Mendota, Fulton, Lewistown, Rushville, Qeneva, Keithsburg, Rock Island, Beardstown, Alton, etc. The entire capitalization of the line (including stock, bonds and floating debt) amounted, in 1808, to $284,884,- 600, which was equivalent to about $33,000 per mile. The total earnings of the road in Illinois, during the fiscal year ending June 80, 1898, amoimted to $8,724,997,' and the total disbursements of the Company within the State, during the same period, to $7,469,456. Taxes paid in 1898, $377,968. - (History). The first section of the Chicago, Burlington & Quincy Railroad was constructed under a charter granted, in 1849, to the Aurora Branch Railroad Ck>mpany, the name being changed in 1852 to the Chicago & Aurora Railroad Company. The line was completed in 1853, from the jimction with the old Galena & Chicago Union Railroad, 80 miles west of Chicago, to Aurora, later being extended to Mendota. In 1855 the name of the Company was changed by act of the Legislatiu*e to the Chicago, Burlington &, Quincy. The section between Mendota and Galesburg (80 miles) was built under a charter granted in 1851 to the Central Military Tract Railroad Company, and completed in 1854. July 9, 1856, the two companies were consolidated under the name of the former. Previous to this consolidation the Company had extended aid to the Peoria & Oquawka Railroad (from Peoria to the Mississippi River, nearly opposite Burlington, Iowa), and to the Northern Cross Railroad from Quincy to G^alesburg, both of which were completed in 1855 and operated by the Chicago, Burlington & Quincy. In 1857 the name of the Northern Cross was changed to the Quincy & Chicago Railroad. In 1860 the latter was sold under foreclosure to the Chicago, Burlington & Quincy, and, in 1868, the Peoria & Oquawka was acquired in the same way - the former constituting the Quincy branch of the main line and the latter giving it its Burlington connection. Up to 1868, the Chicago, Burlington & Quincy used the track of the Galena & Chicago Union Railroad to enter the city of Chicago, but that year began the construction of its line from Aurora to Chicago, which was completed in 1864. In 1872 it acquired control, by perpetual lease, of the Burlington & Missouri River Road in Iowa, and, in 1880, extended this line into Nebraska, now reaching Billings, Mont., with a lateral branch to Deadwood, So. Dak. Other branches in Illinois, built or acquired by this corporation, include the Peoria & Hannibal; Carthage & Burlington; Quincy & Warsaw; Ottawa, Chicago & Fox River Valley; Quincy, Alton & St. Louis, and the St. Louis, Rock Island & Chicago. The Chicago, Burlington & Northern - known as the Northern Division of the Chicago, Burlington & Quincy - is an important part of the system, furnishing a connection between St. Louis on the south and St. Paul and Minneapolis on the north, of which more than half of the distance of 583 miles between terminal points, is in Illinois. The latter division was originally chartered, Oct. 21, 1885, and constructed from Oregon. 111., to St. Paul, Minn. (819 miles), and from Fulton to Savanna, 111. (16.72 miles), and opened, Nov. 1, 1886. It was formally incorporated into the Chicago, Burlington & Quincy line in 1899. In Jime of the same year the Chicago, Burlington & Quincy also acquired by purchase the Keokuk & Western Railroad from Keokuk to Van Wert, Iowa (148 miles), and the Des Moines & Kansas City Railway, from Des Moines, Iowa, to Cainesville. Mo. (112 miles).

CHICAGO DRAINAGE CANAL, a channel or waterway, in course of construction (1892-99) from the Chicago River, within the limits of the city of Chicago, to Joliet Lake, in the Des Plaines River, about 12 miles above the junction of the Des Plaines with the Illinois. The primary object of the channel is the removal of the sewage of the city of Chicago and the proper drainage of the region comprised within what is called the "Sanitary District of Chicago." The feasibility of connecting the waters of Lake Michigan by way of the Des Plaines River with those of the Illinois, attracted the attention of the earliest French explorers of this region, and was commented upon, from time to time, by them and their successors. As early as 1808 the subject of a canal imiting Lake Michigan with the Illinois was discussed in a report on roads and canals by Albert Oallatin, then Secretary of the Treasury, and the project was touched upon in a bill relating to the Erie Canal and other enterprises, introduced in Congress in 1811. The measure continued to receive attention in the press, in Western Territorial Legislatures and in official reports, one of the latter being a report by John C. Calhoun, as Secretary of War, in 1819, in which it is spoken of as ** valuable for military purposes.'* In 1822 Congress passed an act granting the right of way to the State through the public lands for such an enterprise, which was f ollowed» five ^ears later, by a grant of lands for the purpose of its construction. The work was begun in 1886. and so far completed in 1848 as to admit of the passage of boats from the Chicago basin to La Salle. (See Illinois dt Michigan Canal. ) Under an act passed by the Legislature in 1865, the work of deepening the canal was undertaken by the city of Chicago with a view to furnishing means ' to relieve the city of its sewage, the work being completed some time before the fire of 1871. Thiis scheme having failed to accomplish the object designed, other measures began to be considered. Various remedies were proposed, but in all the authorities were confronted with the difficulty of providing a fund, under the provisions of the Constitution of 1870, to meet the necessary cost of construction. In the closing months of the year 1885, Hon. H. B. Hurd, who had been a member of a Board of '^Drainage Commissioners," organized in 1855, was induced to give attention to the subject. Having satisfied himself and others that the difficulties were not insurmountable with proper action by the Legislature, the City Council, on Jan. 27, 1886, passed a resolution authorizing the Mayor to appoint a Commission, to consist of **one expert engineer of reputation and experience in engineering and sanitary matters," and two consulting engineers, to constitute a * 'drainage and water-supply commission" for the purpose of investigating and reporting upon the matter of water-supply and disposition of the sewage of the city. As a result of this action, Rudolph Hering, of Philadelphia, was appointed expert engineer by Mayor Harrison, with Benezette Wilb'ams and S. G. Artingstall, of Chicago, as consulting engineers. At the succeeding session of the General Assembly (1887), two bills - one known as the **Hurd bill" and the other as the "Winston biU," but both drawn by Mr. Hurd, the first contemplating doing the work by general taxation and the issue of bonds, and the other by special assessment - were introduced in that body. As it was found that neither of these bills could be passed at that session, a new and shorter one, which became known as the "Roche-Winston bill," was introduced and passed near the close of the session. A resolution was also adopted creating a commission, consisting of two Senators, two Representatives and Mayor Roche of Chicago, to further investigate the subject. The later act, just referred to. provided for the construction of a cutoff from the Des Plaines River, which would divert the flood-waters of that stream and the North Bralich into Lake Michigan north of the city. Nothing was done under this act, however. At the next session (1888) the commission made a favorable report, and a new law was enacted embracing the main features of the Hurd bill, though changing the title of the organization to be formed from the "Metropolitan Town," as proposed by Mr. Hurd, to the "Sanitary District." The act, as i)assed, provided for the election of a Board of nine Trustees, their powers being confined to "providing for the drainage of the district," both as to surplus water and sewage. Much opposition to the measure had been developed during the pendency of the legislation on the subject, especially in the Illinois valley, on sanitary grounds, as well as fear of midsummer flooding of the bottom lands which are cultivated to some extent : but this was overcome by the argument that the channel would, when the Des Plaines and Illinois Rivers were improved between Joliet and La Salle, furnish a new and enlarged waterway for the passage of vessels between the lake and the Mississippi River, and the enterprise was indorsed by conventions held at Peoria. Memphis and elsewhere, during the eighteen months preceding the passage of the act. The promise ultimately to furnish a flow of not less than 600. (KX) cubic feet per minute also excited alarm in cities situated upon the lakes, lest the taking of so large a volimie of water from Lake Michigan should affect the lake-level injuriously to navigation; but these apprehensions were quieted by the assurance of expert engineers that the greatest reduction of the lakelevel below the present minimum would not exceed three inches, and more likely would not produce a perceptible effect.

At the general election, held Nov. 5, 1889, the "Sanitary District of Chicago" was organ^ ized by an almost unanimous popular vote - the returns showing 70.958 votes for the measure to 242 against. The District, as thus formed, embraces all of the city of Chicago north of Eighty-seventh Street, with fortythree square miles outside of the city limits but within the area to be benefited by the improvement. Though the channel is located partly in Will Coimty, the district is wholly in Cook and bears the entire expense of construction. The first election of Trustees was held at a special election, Dec. 12, 1889. the Trustees then elected to hold their offices for five years and until the following November. The second election occurred, Nov. 5, 1895, when the Board, as now constituted (1899). was chosen, viz.: William Boldenweck, Joseph C. Braden, Zina R

Carter, Bernard A. Eckhart, Alexander J. Jones, Thomas Kelly, James P. Mallette. Thomas A. Smyth and Frank Wenter. The Trustees have power to sell bonds in order to procure funds to prosecute th6 work and to levy taxes upon property within the district, under certain limitations as to length of time the taxes run and the rate per cent imposed. Under an amendment of the Drainage Act adopted by the Legislature in 1897, the rate of assessment upon property within the Drainage District is limited to one and one-half per cent, up to and including the year 1899, but after that date becomes one-half of one per cent. The bed of the channel, as now in process of construction, commences at Robey Street and the South Branch of the Chicago River, 5.8 miles from Lake Michigan, and extends in a southwesterly direction to the vicinity of Stmimit, where it intersects the Des Plaines River. From this point it follows the bed of that stream to Lockport, in Will CJounty, where, in consequence of the sudden depression in the ground, the bed of the channel comes to the surface, and where the great controlling works are situated. This has made necessary the excavation of about thirteen miles of new channel for the river - which runs parallel with, and on the west side of, the drainage canal - besides the construction of about nineteen miles of levee to separate the waters of the canal from the river. The following statement of the quality of the material excavated and the dimensions of the work, is taken from a paper by Hon. H. B. Hurd, under the title, "The Chicago Drainage Channel and Waterway,*' published in the sixth volume of * 'Industrial Chicago*' (1896): **Through that portion of the channel between Chicago and Siunmit, which is being constructed to produce a flow of 800,000 cubic feet per minute, which is supposed to be sufficient to dilute sewage for about the present population (of Chicago), the width of the channel is 110 feet on the bottom, with side slopes of two to one. This portion of the channel is ultimately to be enlarged to the capacity of 600,000 cubic feet per minute. The bottom of the channel, at Robey Street, is 24.448 feet below Chicago datum. The width of the channel from Summit down to the neighborhood of Willow Springs is 202 feet on the bottom, with the same side slope. The cut through the rock, which extends from the neighborhood of Willow Springs to the point where the channel nms out of ground near Lockport, is 160 feet wide at the bottom. The entire depth of the channel is substantially the same as at Robey Street, with the addition of one foot in 40,000 feet. The rock portion of the channel is constructed to the full capacity of 600, (KK) cubic feet per minute. From the point where the channel runs out of groimd to Joliet Lake, there is a rapid fall; over this slope works are to be constructed to let the water down in such a manner as not to damage Joliet. "

Groimd was broken on the rock-cut near Lemont, on Sept. 8, 1892, and work has been in progress almost constantlv ever since. The progress of the work was greatly obstructed during the year 1898, by difficulties encoimtered in securing the right of way for the discharge of the waters of the canal through the city of Joliet, but these were compromised near the close of the year, and it was anticipated that the work would be prosecuted to completion during the year 1899. From Feb. 1, 1890, to Dec. 81, 1898, the net receipts of the Board for the prosecution of the work aggregated $28,257,707, while the net expenditures had amounted to $28,221,864.57. Of the latter, $20,099,284.67 was charged to construction account, $8,156,908.12 to ''land account'* (including right of way), and $1,222,092.82 to the cost of maintaining the engineering department When finished, the cost will reach not less than $85,000,000. These figures indicate the stupendous character of the work, which bids fair to stand without a rival of its kind in modem engineering and in the results it is expected to achieve.

Chicago Great Western Railway

CHICAGO GREAT WESTERN RAILWAY. The total mileage of this line, June 80, 1898, was 1,008 miles, of which 152.52 miles are operated and owned in Illinois. The line in this State extends west from Chicago to East Dubuque, the extreme terminal points being Chicago and Minneapolis in the Northwest, and Kansas City in the Southwest. It has several branches in Illinois, Iowa and Minnesota, and trackage arrangements with several lines, the most important being with the St. Paul & Northern Pacific (10.56 miles), completing the connection between St. Paul and Minneapolis ; with the Illinois Central from East Dubuque to Portage (12.28 miles), and with the Chicago & Northern Pacific from Forest Home to the Grand Central Station in Chicago. The company's own track is single, of standard gauge, laid with sixty and seventy-five-pound steel rails. Grades and curvature are light, and the equipment well maintained. The outstanding capital stock (1898) was $52,019,054; total capitalization, including stock, bonds and miscellaneous indebtedness, $57,144,245. (History). The road was chartered, Jan. 5, 1892, under the laws of Illinois, for the purpose of reorganization of ihe Chicago, St. Paul & Kansas City Railway Company on a stock basis. During 1805, the De Kalb & Great Western Railroad (5.81 miles) was built from De Kalb to Sycamore as a feeder of this line.

CHICAGO HISTORICAL SOCIETY^ organized, April 24, 1856, for the purposes of (1) establishing a library and a cabinet of antiquities, relics, etc. ; (2) the collection and preservation of historical manuscripts, documents, papers and tracts; (8) the encouragement of the discovery and investigation of aboriginal remains, particularly in UlinoLs; (4) the collection of material illustrating the growth and settlement of Chicago. By 1871 the Society had accumulated much valuable material, but the entire collection was destroyed in the great Chicago (ire of that year, among the manuscripts consumed being the original draft of the emancipation proclamation \xy Abraham Lincoln. The nucleus of a second collection was consumed by fire in 1874 Its loss in this second conflagration included many valuable manuscripts. In. 1877 a temporary building was erected, which was torn down in 1893 to make room for the erection, on the same lot, of a thoroughly fire-proof structure of granite, planned after the most approved modem systems. The new building was erected and dedicated under the direction of its late President, Edward G. Mason, Esq.. Deo. 12, 1896. The Society's third collection now embraces about twenty-five thousand volumes and nearly fifty thousand pamphlets; seventy-five portraits in oils, with other works of art; a valuable collection of manuscript documents, and a large museum of local and miscellaneous antiquities. Mr. Charles Evans is Secretary and Librarian.

CHICAGO HOMCEOPATHIC MEDICAL COLLEGE, organized in 1876, with a teaching faculty of nineteen and forty-five matriculates. Its first term opened October 4, of that year, in a leased building. . By 1881 the college had outgrown its first quarterb, and a commodious, well appointed structure was erected by the trustees, in a more desirable location. The institution was among the first to introduce a graded course of instruction, extending over a period of eighteen years. In 1897, the matriculating class mmabered over 200.

Chicago Hospital For Womex And

1865 by Dr. Mary Harris Thompson. Its declared objects are: 'To afford a home for women and children among the respectable poor in need of medical and surgical aid; to treat the same classes at home by an assistant physician; to afford a free dispensary for the same, and to train competent nurses." At the outset the hospital was fairly well sustained through private benefactions, and, in 1870, largely through Dr. Thompson's efforts, a college was organized for the medical education of women exclusively. (See Northtoestem University Woman's Medical School.) The hospital building was totally destroyed in the great fire of 1871, but temporary accommodations were provided in another section of the city. The following year, with the aid o< $25,000 appropriated by the Chicago Relief and Aid Society, a permanent building was purchased, and, in 1885, a new, conmiodious and well planned building was erected on the same site, at a cost of about 175,000.

CHICAGO^ MADISON & NORTHERN RAILROAD5 a line of railway 231.3 miles in length, 140 miles of which lie within Illinois. It is operated by the Illinois Central Railroad Company, and is known as its "Freeport Division." The par value of the capital stock outstanding is $50,000 and of bonds $2,500,000, while the floating debt is $3,620,698, making^ a total capitalization of $6,170,698, or $26,698 per mile. (See also Illinois Central Railroad.) This road was opened from Chicago to Freeport in 1888.

CHICAGO, MILWAUKEE & ST. PAUL RAILWAY, one of the great trunk lines of the Northwest, having a total mileage (1898) of 6,153.88 miles, of which 317.94 are in Illinois. The main line extends from Chicago to Minneapolis, 420 miles, although it has connections with Kansas City, Omaha, Sioux City and various points m Wisconsin, Iowa and the Dakotas. The Chicago, Milwaukee & St. Paul Railroad Company enjoys the distinction of being the owner of all the lines operated by it, though it operates 245 miles of second tracks owned jointly with other lines. The greater part of its track is laid with 60, 75 and 85-lb. steel rails. The total capital invested (1898) is $220,005,901, distributed as follows: capital stock, $77,845,000; bonded debt, $135,285,500; other forms of indebtedness, $5,572,401. Its total earnings in Illinois for 1898 were $5,205,244, and the total expenditures, $3,320,248. The total number of employ^ in Illinois for 1898 was 2,293, receiving

$1,746,827.70 in aggregate compensation. Taxes paid for the same year amounted to $151,285. - (History). The Chicago, Milwaukee & St. Paul Railway was organized in 1863 under the name of the Milwaukee & St. Paul Railway. The Illinois portion of the main line was built under a charter granted to the Chicago, Milwaukee & St Paul Railway Company, and the Wisconsin portion imder charter to the Wisconsin Union Railroad Company; the whole built and opened in 1872 and purchased by the Milwaukee & St. Paul Railway Company. It subsequently acquired by purchase several lines in Wisconsin, the whole receiving the present name of the line by act of the Wisconsin Legislature, passed, Feb. 14, 1874. The Chicago & Evanston Railroad was chartered, Feb. 16, 1861, built from Chicago to Calvary (10.8 miles), and opened. May 1, 1885; was consolidated with the Chicago & Lake Superior Railroad, under the title of the Chicago, Evanston & Lake Superior Railroad Company, Dec. 22, 1885, opened to Evanston, August 1, 1886, and purchased, in June, 1887, by the Chicago, Milwaukee & St. Paul Railway Company. The Road, as now organized, is made up of twenty-two divisions located in Illinois, Wisconsin, Iowa, Minnesota, North and South Dakota, Missouri and Michigan.

CHICAGO^ PADUCAH & MEMPHIS RAILROAD (Projected), a road chartered, Dec. 19, 1898, to run between Altamont and Metropolis, IlL, 152 miles, with a branch from Johnston City to Carbondale, 20 miles - total length, 172 miles. The gauge is standard, and the track laid with sixty-pound steel rails. By Feb. 1, 1895, the road from Altamont to Marion (100 miles) was completed, and work on the remainder of the line has been in progress. It is intended to connect with the Wabash and the St. Louis Southern systems. Capital stock authorized and subscribed, $2,500,- 000; bonds issued, $1,575,000. Funded debt, authorized, $15,000 per mile in five per cent first mortgage gold bonds. Cost of road up to Feb. 1, 1895, $20,000 per mile ; estimated cost of the entire line, $2,000,000. In December, 1896, this road passed into the hands of the Chicago & Eastern Illinois Railroad Company, and is now operated to Marion, in Williamson Coimty. (See Chicago <St Eastern Illinois Railroad. )

CHICAGO, PEKIN & SOUTHWESTERN RAILROAD5 a division of the Chicago &* Alton Railroad, chartered as the Chicago & Plainfield Railroad, in 1859; opened from Pekin to Streator in 1873, and to Mazon Bridge in 1876; sold under foreclosure in 1879, and now constitutes a part of the Chicago & Alton system.

Chicago, Peoria & St. Louis Railroad

CHICAGO, PEORIA & ST. LOUIS RAILROAD COMPANY (of Illinois), a corporation operating two lines of railroad, one extending from Peoria to Jacksonville, and the other from Peoria to Springfield, with a oonnection from the latter place (in 1895), over a leased line, with St. Louis. The total mileage, as officially reported in 1895, was 208.66 miles, of which 166 were owned by the corporation. (1) The original of the Jacksonville Division of this line was the Illinois River Railroad, opened from Pekin to Virginia in 1859. In Oc(;ober, 1863, it was sold under foreclosure, and, early in 1864, was transferred by the purchasers to a new corporation called the Peoria, Pekin & Jacksonville Railroad Company, by whom it was extended the same year to Peoria, and, in 1869, to Jacksonville. Another foreclosure, in 1879, resulted in its sale to the creditors, followed by consolidation, in 1881, with the Wabash, St. Louis & Pacific Railway. (2) The Springfield Division was incorporated in 1869 as the Springfield & Northwestern Railway ; construction was begun in 1872, and road opened from Springfield to Havana (45.20 miles) in December, 1874, and from Havana to Pekin and Peoria over the track of the Peoria, Pekin & Jacksonville line. The same year the road was leased to the Indianapolis, Bloomington & Westem Railroad Company, but the lease was forfeited, in 1875, and the road placed in the hands -of a receiver. In 1881, together with the Jacksonville Division, it was transferred to the Wabash, St. Louis & Pacific Railway, and by that company operated as the Peoria & Springfield Railroad. The Wabash, St. Louis & Pacific having defaulted and gone into the hands of a receiver, both the Jacksonville and the Springfield Divisions were reorganized in February, 1887, under the name of the Chicago, Peoria & St. Louis Railroad, and placed under control of the Jacksonville Southeastern Railroad. A reorganization of the latter took place, in 1890, under the name of the Jacksonville, Louisville & St. Louis Railway, and, in 1893, it passed into the hands of receivers, and was severed from its allied lines. The Chicago, Peoria & St. Louis Railroad remained imder the manag^nent of a separate receiver until January, 1896, when a reorganization was effected under its present name - **The Chicago,* Peoria & St. Louis Railroad of Illinois." The lease of the Springfield & St. Louis Division having expired in December, 1895, it has also been reorganized as an independent corporation under the name of the St. Louis, Peoria & Northern Railway (which see)-

CHICAGO RITER, a sluggish stream, draining a narrow strip of liuid between Lake Michigan and the Des Plaines River, the entire watershed drained amounting to some 470 square miles. It is formed by the union of the **North" and the ''South Branch," which unite less than a mile and a half from the mouth of the main stream. At an early day the former was known as the **Guarie" and the latter as "Portage River." The total length of the North Branch is about 20 miles, only a small fraction of which is navigable. The South Branch is shorter but offers greater facilities for navigation, being lined along its lower portions with grain-elevators, lumber-yards and manufactories. The Illinois Indians in early days found an easy portage between it and the Des Plaines River. The Chicago River, with its branches, separates Chicago into three divisions, known, respectively, as the "North" the "South*' and the "West Divisions." Drawbridges have been erected at the principal street crossings over the river and both branches, and four tunnels, connecting the various divisions of the city, have been constructed under the river bed.

CHICAGO, BOCK ISLAND & PACIFIC BAILWAY, formed by the consolidation of various lines in 1880. The parent corporation (The Chicago & Rock Island Railroad) was chartered in Illinois in 1851, and the road opened from Chicago to the Mississippi River at Rock Island (181 miles), July 10, 1854 In 1852 a company was chartered under the name of the Mississippi & Missouri Railroad for the extension of the road from the Mississippi to the Missouri River. The two roads were consolidated in 1866 as the Chicago, Rock Island & Pacific Railroad, and the extension to the Missouri River and a junction with the Union Pacific completed in 1869. The Peoria & Bureau Valley Railroad (an important feeder from Peoria to Bureau Jimction - 46.7 miles) was incorporated in 1853, and completed smd leased in perpetuity to the Chicago & Rock Island Railroad, in 1854 The St. Joseph & Iowa Railroad was purchased in 1889, and the Kansas City & Topeka Railway in 1891. The Company has financial and traffic agreements with the Chicago, Rock Island & Texas Railway, extending from Terral Station, Indian Territory, to Fort Worth, Texas. The road also has connections from Chicago with Peoria; St. Paul and Minneapolis; Omaha and Lincoln (Neb.); Denver, CJolorado Springs and Pueblo (Cola ), besides various points in South Dakota, Iowa and Southwestern Kansas. The extent of the lines owned and operated by the Company ( * 'Poor's Manual, " 1898) , is 8,568.15 miles, of which 236.51 miles are in Illinois, 189.52 miles being owned by the corporation. All of the Company's owned and leased lines are lafd with steel rails. The total capitalization reported for the same year was «116,748,211. of which $60,000^000 was in stock and $58,880,000 in bonds. The total earnings and income of the line in Illinois, for the year ending June 80, 1898, was $5,851,875, and the total expenses $3,401,165, of which $283,129 was in the form of taxes. The Company has received imder Congressional grants 550,194 acres of land, exclusive of State grants, of which there had been sold, up to March 81. 1894, 548,609 acres.

CHICAGO, ST. LOUIS & PABUCAU BAILWAY, a short road, of standard gauge, laid with steel rails, extending from Marion to Brooklyn, 111., 53.64 miles. It was chartered, Feb. 7, 1887, and opened for traffic, Jan. 1, 1889. The St. Louis, Alton & Terre Haute Railroad Company is the lessee, having guaranteed principal and interest on its first mortgage bonds. Its capital stock is $1,000,000, and its bonded debt $2,000,000, making the total capitalization about $56,000 per mile. The cost of the road was $2,950,000; total incumbrance (1895), $3,016,715.

CHICAGO TEBBONAL TBANSFEB BAILBO AD, the successor to the Chicago & Northern Pacific Railroad. The latter was organized in November, 1889, to acquire and lease facilities to other roads and transact a local business. The Road under its new name was chartered, June 4, 1897, to purchase at foreclosure sale the property of the Chicago & Northern Pacific, soon after acquiring the property of the Chicago & Calumet Terminal Railway also. The combination gives it the control of 84.53 miles of road, of which 70.76 miles are in Illinois. The line is used for both passenger and freight terminal purposes, and also a belt line just outside the city limits. Its principal tenants are the Chicago Great Westem, the Baltimore & Ohio, the Wisconsin Central Lines, and the Chicago, Hammond & Western Railroad. The Company also has control of the ground on which the Grand Central Depot is located. Its total capitalization (1898) was $44,- 658.044, of which $30,000,000 was capital stock and $13,394,000 in the form of bonds.

Western States, among which was Illinois. A special and liberal charter was granted, Feb. 15, 1855. The Seminary has always been under Congregational control and supervision, its twenty-four trustees being elected at Triennial Conventions, at which are represented all the churches of that denomination west of the Ohio and east of the Rocky Moimtains. The institution was formally opened to students, Oct. 6, 1858, with two professors and twenty-nine matriculates. Since then it has steadily grown in both numbers and influence. Preparatory and linguistic schools have been added and the faculty (1896) includes eight professors and nine minor instructors. The Seminary is liberally endowed, its productive assets being nearly $1,000,000, and the value of its grounds, buildings, library, etc., amounting to nearly 9500,000 more. No charge is made for tuition or room rent, and there are forty-two endowed scholarships, the Income of which is devoted to the aid of needy students. The buildings, including the library and dormitories, are four in number, and are well constructed and arranged.

CHICAGO & ALTON RAILROAD^ an important railway running in a southwesterly direc- ' tion from Chicago to St. Louis, with numerous branches, extending into Missouri, Kansas and Colorado. The Chicago & Alton Railroad proper was constructed under two charters - ^the first granted to the Alton & Sangamon Railroad Company, in 1847, and the second to the Chicago & Mississippi Railroad Company, in 1852. Construction of the former was begun in 1852, and the line opened from Alton to Springfield in 1853. Under the second corporation, the line was opened from Springfield to Bloomington in 1854, and to Joliet in 1856. In 1855 a line was constructed from Chicago to Joliet under the name of the JoUet & Chicago Railroad, and leased in perpetuity to the present Company, which was reorganized in 1857 under the name of the St. Louis, Alton & Chicago Railroad Company. For some time connection was had between Alton and St. Louis by steam-packet boats running in connection with the railroad; but later over the line of the Indianapolis & St. Louis Railroad - the first railway line connecting the two cities - and, finally, by the Company's own line, which was constructed in 1864, and formally opened Jan. 1, 1865. In 1861, a company with the present name (Chicago & Alton Railroad Company) was organized, which, in 1862, purchased the St. Louis, Alton & Chicago Road at foreclosure sale. Several branch lines have since been acquired by purchase or lease, the most important in the State being the line from Bloomington to St. Louis by way of Jacksonville. This was chartered in 1851 under the name of the St. Louis, Jacksonville & Chicago Railroad, was opened for business in January, 1868, and having been diverted from the route upon which it was originally projected, was completed to Bloomington and leased to the Chicago & Alton in 1868. In 1884 this branch was absorbed by the main line. Other important branches are the Kansas City Branch from Roodhouse, crossing the Mississippi at Louisiana, Mo. ; the Washington Branch from Dwight to Washington and Lacon, and the Chicago & Peoria, by which entrance is obtained into the city of Peoria over the tracks of the Toledo, Peoria & Western. The whole number of miles operated (1898; is 848.54, of which 580.78 lie in Illinois. Including double tracks and sidings, the Company has a total trackage of 1,186 miles. The total capitalization, in 1898, was $32,798,972, of which $22,280,600 was in stock, and $6,694,850 in bonds. The total earnings and income for the year, in Illinois, were $5,022,815, and the operating and other expenses, $4,272,207. This road, under its management as it existed up to 1898, has been one of the most uniformly successful in the country. .Dividends have been paid semiannually from 1863 to 1884, and quarterly from 1884 to 1896. For a number of years previous to 1897, the dividends had amounted to eight per cent per annum on both preferred and common stock, but later had been reduced to seven per cent on account of short crops along the line. The taxes paid in 1898 were $341,040. The surplus, June 30, 1895, exceeded two and three-quarter million dollars. The Chicago & Alton was the first line in the world to put into service sleeping and dining cars of the Pullman model, which have since been so widely adopted, as well as the first to run free reclining chair-cars for the convenience and comfort of its passengers. At the time the matter embraced in this volume is undergoing final revision (1899), negotiations are in progress for the purchase of this historic line by a syndicate representing the Baltimore & Ohio, the Missouri Pacific, the Union Pacific, and the Missouri, Kansas & Texas systems, in whose interest it will hereafter be operated.

The main line in this State extends southerly from Dolton Junction (17 miles south of Chic5ago) to Danville. Entrance to the Polk Street Depot in Chicago is secured over the tracks of the Western Indiana Railroad. The company owns several important branch lines, as follows: From Momence Junction to the Indiana State Line; from Cissna Junction to Cissna Park ; from Danville Junction to Shelbyville, and from Sidell to Boesville. The system in Illinois is of standard gauge, about 106 miles being double track. The tight of way is 100 feet wide and well fenced. The grades are light, and the construction (including rails, ties, ballast and bridges), is generally excellent. The capital stock outstanding (1895) is $18,594, 400; funded debt, $18,018,000; floating debt, $916,881; total capital invested, total earnings in lUinois, $2,592,072; expenditures in the State, $2,595,681. The company paid the same year a dividend of six per cent on its common stock ($286,914), and reported a surplus of $1,484,762. The Chicago & Eastern Illinois was originally chartered in 1865 as the Chicago, Danville & Vincennes Railroad, its main line being completed in 1872. In 1878, it defaulted on interest, was sold under foreclosuro in 1877, and reorganized as the Chicago & Nashville, but later in same year took its present name. In 1894 it was consolidated with the Chicago & Indiana Coal Railway. Two spurs (5.27 mile§ in length) wero added to the line in 1895. Early in 1897 this line obtained control of the Chicago, Paducah & Memphis Railroad, which is now operated to Marion, in Williamson County. (See Chicago, Paducah A Memphis Railroad.)

GHICAGO & GRAND TBUNK RAILWAY. Of the 885.27 miles of the Chicago & Grand Trunk Railroad, only 80.65 are in Illinois, and of the latter 9.7 miles are operated under lease. That portion of the line within the State extends from Chicago easterly to the Indiana State line. The Company is also lessee of the Grand Junction Railroad, four miles in length. The Road is capitalized at $6,600,000, has a bonded debt of $12,000,000 and a floating debt (1895) of $2,271,425, making the total capital invested, $20,871,425. The total earnings In Illinois for 1895 amounted to $660,898; disbursements within the State for the same period, $845, 288. The Chicago & Grand Trunk Ridlway, as now constituted, is a consolidation of various lines between Port Huron, Mich., and Chicago, operated in the interest of the Grand Trunk Railway of Canada. The Illinois section was built under a charter granted in 1878 to the Chicago & State Line Railway Company, to form a connection with Valparaiso, Ind. This corporation acquired the Chicago & Southem Railroad (from Chicago to Dolton), and the Chicago & State Line Extension in Indiana, all being consolidated under the name of the Northwestern Grand Trunk Railroad. In 1880, a final consolidation of these lines with the eastward connections took place under the present name - the Chicago & Grand Trunk Railway.

Chicago & Northwestern Railway

CHICAGO & NORTHWESTERN RAILWAY, one of the great trunk lines of the country, penetrating the States of Illinois, Wisconsin, Michigan, Iowa, Minnesota and North and South Dakota. The total length of its main line, branches, proprietary and operated lines, on May 1, 1899, was 5,076.89 miles, of which 594 miles aro operated in Illinois, all owned by the company. Second and side tracks increase the mileage to a total of 7,217.91 miles. The Chicago & Northwestern Railway (proper) is operated in nine separate divisions, as follows: The Wisconsin, Galena, Iowa, Northern Iowa, Madison, Peninsula. Winona and St. Peter, Dakota and Ashland Divisions The principal or main lines of the "Northwestern System," in its entirety, are those which have Chicago, Omaha, St. Paul and Minneapolis for their termini, though their branches reach numerous important points within the States already named, from the shore of Lake Michigan on the east to Wyoming on the west, and from Kansas on the south to Lake Superior on the north. - (HiSTOBY.) The Chi* cago & Northwestern Railway Company was organized in 1859 under charters granted by the Legislatures of Illinois and Wisconsin during that year, under which the new company came into possession of the rights and franchises of the Chicago, St. Paul & Fond du Lac Railroad Company. The latter road was the outgrowth o/ various railway enterprises which had been pro jected, chartered and partly constructed in Wisconsin and Illinois, between 1848 and 1855, including the Madison & Beloit Railroad, the Rock River Valley Union Railroad, and the Illinois & Wisconsin Railroad - the last named company being chartered by the Illinois Legislature in 1851, and authorized to build a railroad from Chicago to the Wisconsin line. The Wisconsin Legislature of 1855 authorized the consolidation of the Rock River Valley Union Railroad with the Illinois enterprise, and, in March, 1855, the consolidation of these lines was perfected under the name of the Chicago, St. Paul & Fond du Lao Railroad. During the first four years of its existence this company built 176 miles of the road, of which seventy miles were between Chicago and the Wisconsin State line, with the sections constructed in Wisconsin completing the connection between Chicago and Fond du Lac. As the result of the financial revulsion of 1857, the corporation became financially embarrassed, and the sale of its property and franchises under the foreclosure of 1859, already alluded to, followed. This marked the beginning of the present corporation, and, in the next few years, by the construction of new lines and the purchase of others in Wisconsin and Northern Illinois, it added largely to the extent of its lines, both constructed and projected. The most important of these was the union effected with the Galena & Chicago Union Railroad, which was formally consolidated with the Chicago & Northwestern in 1864. The history of the Qalena & Chicago Union is interesting in view of the fact that it was one of the earliest railroads incorporated in Illinois, having been chartered by special act of the Legislature during the ^'internal improvement'' excitement of 1836. Besides, its charter was the only one of that period under which an organization was effected, and although construction was not begun under it imtil 1847 (eleven years afterward), it was the second railroad constructed in the State and the first leading from the city of Chicago. In the forty years of its history the growth of the Chicago & Northwestern has been steady, and its success almost phenomenal. In that time it has not' only added largely to its mileage by the construction of new lines, but has absorbed more lines than almost any other road in the coimtry, until it now reaches almost every important city in the Northwest. Among the lines in Northern Illinois now constituting a part of it, were several which had become a part of the Galena & Chicago Union before the consolidation. These included a line from Belvidere to Beloit, Wis.; the Fox

River Valley Railroad, and the St. Charles & Mississippi Air Line Railroad- - all Illinois enterprises, and more or less closely connected with the development of the State. The total capitalization of the line, on June 80, 1898, was $200,968,108, of which $66,408,821 was capital stock and $101,608,000 in the form of bonds. The earnings in the State of Illinois, for the same period, aggregated $4,374,928, and the expenditures $3,712,593. At the present time (1899) the Chicago & Northwestern is building eight or ten branch lines in Wisconsin, Iowa, Minnesota and South Dakota. The Northwestern System, as such, comprises nearly 3,000 miles of road not included in the preceding statements of mileage and financial condition. Although owned by the Chicago & Northwestern Company, they are managed by different officers and under other names. The mileage of the whole system covers nearly 8,000 miles of main line.

Chicago & Springfield Railroad

CHICAGO & TEXAS RAILROAD^ a line seventy-three miles in length, extending from Johnston City by way of Carbondale westerly to the Mississippi, thence southerly to Cape Girardeau. The line was originally operated by two companies, under the names of the Grand Tower <fe Carbondale and the Grand Tower & Cape Girardeau Railroad Companies. The former was chartered in 1882, and the road built in 1885 ; the latter, chartered in 1889 and the line opened the same year. They were consolidated in 1893, and operated under the name of the Chicago & Texas Railroad Company. In October, 1897, the last named line was transferred, under a twenty-five year lease, to the Illinois Central Railroad Company, by whom it is operated as its St. Louis & Cape Girardeau division.

CHICAGO & WESTERN INDIANA RAILROAD. The main line of this road extends from Chicago to Dolton, 111. (17 miles), and affords terminal facilities for all lines entering the Polk St. Depot at Chicago. It has branches to Hanmiond, Ind. (10.28 miles); to Cragin (15.9 miles), and to South Chicago (5.41 miles); making the direct mileage of its branches 48.59 miles. In addition, its second, third and fourth tracks and sidings increase the mileage to 204.79 miles. The company was organized June 9, 1879; the road opened in 1880, and, on Jan. 26, 1882, consolidated with the South Chicago & Western Indiana Railroad Company, and the Chicago & Western Indiana Belt Railway. It also owns some 850 acres in fee in Chicago, including wharf property on the

Chicago River, right of way, switch and transfer yardSt depots, the Indiana grain elevator, etc. The elevator and the Belt Division are leased to the Belt Railway Company of Chicago, and the rest of the property is les^ed conjointly by the Chicago & Eastern Illinois, the Chicago & Grand Trunk, the Chicago & Erie, the Louisville, New Albany & Chicago, and the Wabash Railways (each of which owns $1,000,000 of the capital stock), and by the Atchison, Topeka & Santa Fe. These companies pay the expense of operation and maintenance on a mileage basis.

CHILDS9 Robert A., was bom at Malone, Franklin County, N. Y., March 22, 1845, the son of an itinerant Methodist preacher, who settled near Belvidere, Boone County, lU., in 1852. His home having been broken up by the death of his mother, in 1854, he went to live upon a farm. In April, 1861, at the age of 16 years, he enlisted in the company of CSaptain (afterwards G^eneral) Stephen A. Hurlbut, which was later attached to the Fifteenth Illinois Volunteers. After being mustered out at the close of the war, he entered school, and graduated from the Illinois State Normal University in 1870. For the following three years he was Principal and Superintendent of public schoob at Amboy, Lee Coimty, meanwhile studying law, and being admitted to the bar. In 1873, he began the practice of his profession at Chicago, making his home at Hinsdale. After filling various local offices, in 1884 he was chosen Presidential Elector on the Republican ticket, and, in 1892, was elected by the narrow majority of thirty-seven votes to represent the Eighth Illinois District in the Fifty-third Congress, as a Republican.

CHfLLICOTHEy a city in Peoria County, situated on the Illinois River, at the head of Peoria Lake; is 19 miles northwest of Peoria, on the Peoria branch of the Chicago, Rock Island & Pacific Railroad, and the freight division of the Atkinson, Topeka & Santa Fe Railroad. It is an important shipping-point for grain; has a canning factory, a button factory, t^'O banks, five churches, a high school, and two weekly newspapers. Pop. (1900), 1,699; (1910), 1.851.

CHINiqUT, (Rev.) Charles^ clergyman and reformer, was bom in Canada, July 30, 1809, of mixed French and Spanish blood, and educated for the Romish priesthood at the Seminary of St. Nicholet, where he remained ten years, gaining a reputation among his fellow students for extraordinary zeal and piety. Having been ordained to the priesthood in 1838, he labored in various churches in Canada until 1851, when he accepted an invitation ^ Illinois with a view to building up the church in the Mississippi Valley. Locating at the junction of the Kankakee and Iroquois River^, in Kankakee Ck>unty, he was the means of bringing to that vicinity a colony of some 5,000 French Canadians, followed by colonists from France, Belgium and other European countries. It has been estimated that over 50,000 of this class of emigrants were settled in Illinois within a few years. The colony embraced a territory of some 40 square miles, with the village of St. Ann's as the center. Here Father Chiniquy began his labors by erecting churches and schools for the colonists. He soon became dissatisfied with what he believed to be the exercise of arbitrary authority by the ruling Bishop, then began to have doubts on the question of papal infallibility, the final result being a determination to separate himself from the Mother Church. In this step he appears to have been followed by a large proportion of the colonists who had accompanied him from Canada, but the result was a feeling of intense bitterness between the opposing factions, leading to much litigation and many criminal prosecutions, of which Father Chiniquy was the subject, though never convicted. In one of these suits, in which the Father was accused of an infamous crime, Abraham Lincoln was counsel for the defense, the charge being proven to be the outgrowth of a conspiracy. Having finally determined to espouse the cause of Protestantism, Father Chiniquy allied himself with the Canadian Presbytery, arid for many years of his active clerical life, divided his time between d^anada and the United States, having supervision of churches in Montreal and Ottawa, as well as in this country. He also more than once visited Europe by special invitation to address important religious bodies in that country. He died at Montreal, Canada, Jan. 16, 1899, in the 90th year of his age.