Chicago City (part 36 of 57)

The chief distinctive feature of Chicago's park system is found in the connection of these breathing places with each other by a chain of boulevards. In this she stands easily the first among the municipalities of the continent. Even London, the greatest city of the world, while possessing no less than eighteen parks and nine heaths or commons devoted to the use of the public, although foremost in this respect, has been singularly remiss in providing approaches to them. Previous to the fire of 1871, the system of parks and boulevards, as it now exists had been conceived, and an act providing for the location and maintenance of parks in the towns of South Chicago, Hyde Park and Lake, all now a part of the city, was passed by the legislature and a board of commissioners was appointed by the governor with power to assess certain sums, which were to be devoted to the purchase of property suitable for their location. Work on roadways and sewers, as well as considerable grading and planting, had been done, when a cessation of operations was necessitated by the fire. Later, when the city had recovered from this great disaster, the original conception was revived, and with the aid and support of the prominent and public spirited men of the community was by degrees advanced on a scale of magnitude greater than had been originally planned.

The three divisions of the city have been Created impartially in regard to parks, each one of them possessing an area of public pleasure grounds commensurate with its size and population. The total area of the entire chain of parks, exclusive of boulevards, is 2,606 acres, of which the south side has 1,306, the west 953, and the north 3i2, but while the last mentioned seems to be the least favored in acreage, it should be remembered that as far as actual outlay is concerned it has fared nearly as well as the other two divisions of the city.

Parks. Bridges. Tunnels, And Public Buildings

themselves form a part of the parks, the road-beds being constructed on the same principle as macadamized paving, while their entire length is adorned with elm trees, purchased at an enormous expenditure and carefully transplanted, due care being taken to provide against injury resulting from change of soil or climate. A pleasing feature of the boulevards is the grass plat which runs along the entire outer edge of each sidewalk, relieving the eye from the effect of continuous stone and mortar. A large amount of money has been spent on these avenues, but the taxpayers, appreciating the benefit of the improvement, have cheerfully borne the expense. These boulevards are under the control of the park commissioners, and are patrolled by park guards instead of by the usual municipal police officer, and especial care is taken to render them as quiet, orderly and decorous as the secluded nooks of the parks proper. No traffic teams are allowtd thereon, and no saloons are permitted throughout their entire length.

The oldest of the system is Lincoln Park, which is situated in the north division of the city, running parallel with the lake, which forms its eastern boundary for a mile and a half. It contains 306£ acres, exclusive of boulevards, and is probably the most attractive and best improved of all the city parks. A large portion of its area was at one time the site of the Chicago cemetery, but in time the sombre, silent city was condemned for park purposes, and most of the bodies were removed to newer burying grounds.*

Among the many interesting features of this lovely park none attracts so many visitors as the conservatory and palm-house, which is a handsome and costly edifice, containing rare specimens of tropical plants and flowers. Another attraction which is appreciated and patronized by many thousands of visitors is found in the artificial lakes, one covering an area of nearly thirteen acres, the other containing about nine acres. Here also is located the city's zoological collection, new additions to which are being constantly made. Distributed through the park are hundreds of thousands of the specimens of the flora of both hemispheres, arranged in beds with a view to odd, yet artistic effects.

In statuary and architectural ornamentation Lincoln Park abounds. The most interesting of these is the massive monument erected as a memorial to Abraham Lincoln, which is situated near the Dearborn avenue entrance. This memorial to the. nation's martyr was the gift of one of Chicago's loyal citizens, the late Eli Bates, who, in 1887, bequeathed in trust to J. C. Brooks, George Payson and Thomas F. Withrow the sum of $55,000, of which $40,000 was devoted to Lincoln's statue and $15,000 for a fountain, both to be erected in Lincoln Park.

The German-American society of Chicago has honored the genius of Schiller, whose writings are the heritage of mankind, with a statue which is a copy of the celebrated heroic figure in Wurtemberg, Germany, designed by Ernest Raus and cast in Stuttgart. It was unveiled May 8, 1886.

With like liberality the Swedes of Chicago have placed here, at a cost of $40,000, a bronze statue, fifteen feet in height, of their famous countryman Linnaeus, the naturalist. It was unveiled May 23d, 1891.

A life-size group consisting of four figures, an Indian, his squaw, child and dog, on a granite pedestal, representing "Alarm", was generously donated to the park by Martin Eyerson. The figures are in bronze, beautifully proportioned and skillfully executed.

The statue of La Salle was executed in bronze by De La Laing. It is of heroic size, standing on a granite base. It was the gift of Lambert Tree, and was unveiled, with appropriate ceremonies, October 12, 1889.

popular subscription in 1885. Nearly 100,- 000 persons contributed to its erection. It stands on a massive arch, overlooking Lake Michigan. The ceremonies of dedication, under the auspices of the army of the Tennessee, occurred October 7, 1891, in the presence of 200,000 people.

The latest work of art erected in this parkis the statue of Shakespeare, the funds for which were provided for in the will of Samuel Johnston, late of Chicago. The sculptor was William D. Partridge, and the unveiling ceremonies took place April 23, 1894. The artist carefully studied his subject from the best portraits and busts in England, and his work is highly commended.

A statue representing a mounted Indian warrior, holding up a long staff with a feather attached, and which is named " A Signal of Peace," by the American artist C. E. Dallen, the gift of Lambert Tree, unveiled June 9, 1894, is considered one of the most artistic ornaments of the grounds.

One of the park's attractions, dear to the popular heart, is the electric fountain, modeled after that at the Paris Exposition, presented by Mr. Charles T. Yerkes. It was placed in position in September, 1890, and, by the projection of strong electric light through colored glass on falling water, has proved a prolific source of pleasure to thousands of delighted spectators. It affords a spectacle to be seen in no other American city and in itself renders Lincoln Park one of the most favored pleasure grounds in the country.

Among the recent improvements may be mentioned an immense lily pond, an acre and a half in extent, in which is intended to show every known variety of lily. Apart from the famous pond at Chatsworth, the seat of the Duke of Devonshire, this is the largest in the world and the most attractive.

There is in process of construction a very extensive breakwater in front of the park, some four hundred feet from the shore line. This comprises a stretch of 3,050 feet and the area thus reclaimed from the lake will add to the park 140 acres; a portion of this reclamation will be filled in and beautified with walks, trees and flower-beds, while a considerable part will be devoted to a winding lagoon, lakes, etc. The top of the break-water will be finished with a low parapet on each side, and the road-bed will be thoroughly macadamized and will furnish one of the pleasantest carriage ways in the park system, while the sheltered water-way will afford a race course for boats.

Beach improvement a break-water at Bellevue place, and running north to Benton place, a large tract was taken from the lake, making it possible for the extension of the lake shore drive south to Oak street. This work was completed in the fall of 1888, but has since required to be repaired at an expense of f>7,- 415.

The paved beach improvement, commencing at the north end of the sea wall, work on which was begun in 1889, extends a mile to Fullerton avenue, and is nearly completed to that point. When extended to Diversey street, as now contemplated, over 140 acres will be added to the park.

The pavement of the beach, which is of the most substantial description, is composed of granite blocks eight inches thick, laid on a bed of concrete six inches in depth, and the joints run with Portland cement grouting. The promenade and parapets are of the finest grade of granite betou on Portland cement concrete base. The driveways are granite faced with granite block and granite beton curb and gutters.

The famous Babies' Castle, at Hawkhurst, England, has a counterpart in Lincoln Park, where a handsome and commodious building has been erected as a sanitarium. The need of such a place was painfully apparent, thousands of infants in all parts of the city being deprived of pure air, healthful breezes, and, in many cases, even of sunshine. In consequence they fell an easy prey to every disease that infects the sweltering, crowded purlieus where Chicago's poor reside, and where the very air is laden with pestilence. To them the sanitarium has proved a saving refuge, and there, day after day through the long oppressive summer, mothers resort with puny, sickly babes to revive them with the cool, invigorating breezes that sweep in from the lake. There is always on hand a liberal supply of pure, fresh milk, which, with other suitable food, is plenteously and gratuitously bestowed on the little ones.

Among other pleasant features are its eight miles of drives, nine miles of walks, and its grand promenade, extending a length of 3,000 feet, containing seven bridges, all of them handsome structures, appropriate to the surroundings, two tunnels, constructed with skill and at considerable expense, and a large acreage set apart for archery, cricket, base-ball, lawn tennis, and other out-of-door sports, these grounds being also frequently used for police and military drills, parades, evolutions, etc.

At night the grounds are lighted by fifty arc lights and as these are placed at a high altitude by means of poles, every foot of ground within the park limits is brilliantly illuminated. During the summer season the generosity of north side citizens provides open air concerts, on which occasions the resort is thronged by thousands.

The first board of commissioners appointed under the act of 1869 was composed of EziaB. McCagg, president; John B. Turner, treasurer; Joseph Stockton and Andrew Nelson. I'M ward S. Taylor was appointed secretary and continued to serve in that position until

When Appointed Service

With the incoming of the State administration of Governor Altgeld a political change occurred in the composition of the board. Of the appointees of Governor Fifer, Charles S. Kirk was confirmed by the Senate, and John Worthy failed of confirmation. The other new commissioners, appointed by Gov. Altgeld, were Messrs William C. Goudy (re-appointed), Robert A. Waller (vice Stockton), Charles H. Clarke (vice May), and August Heuer (vice Worthy) . The -Governor called a meeting of the new board and suggested a policy of improvement aud management, with which, it transpired, the commissioners were not in accord. The removal of Secretary Taylor was insisted upon by his Excellency, and otherchanges were suggested which were not made. In the meantime the vacancies occasioned by the death of commissioners Goudy and Clarke were filled by the appointment of F. H. Winston and John S. Cooper.

The Governor, being still dissatisfied with the action or non-action of the board, called for the resignation of Messrs. Waller, Heuer and Kirk, the last two of whom complied with the request, Andrew Crawford receiving the appointment in place of the former, and Bernard S. Weber in place of the latter. Mr. Waller having declined favorably to respond to his Excellency's request, the latter removed him and gave his reasons therefor in an open letter, published in the newspapers May 8, 1894. To this Mr. Waller replied at length on the 12th, controverting Governor Altgeld's charges and objections. Martin Becker is the successor of Mr. Waller.

The Governor disapproved of the contract made by the former board of commissioners with the riparian owners along the lake shore for the extension of the driveway from Oak to Ohio streets over land originally submerged, but by the reclamation of which seventy-eight acres were added to the city, thirty of which were to be incorporated with Lincoln Park, fifteen dedicated as streets and alleys, and thirty-three retained by the syndicate which reclaimed the land. The owners claim that their contract is very largely for the benefit of the public, and that the sale of the made lots at usual and fair prices will but little more than compensate them for the outlay rendered necessary under the contract. The whole question is ably discussed in its legal and historical aspects, in a bill in chancery, to quiet title since filed by Gen. George W. Smith, solicitor for the property owners, complainants.

The outer drive, when completed from Fullerton avenue to Diversey avenue, an addition of 57f acres, will be added, making a total of 400 acres.

The amount received by; the board since December 1, 1886, has been $1,776,619.18, Receipts and and the expenditures have Expenditures. reached $1,758,862.54. These

The west division of the city, in addition to several small breathing spots of a few acres each, possesses three large parks, Garfield, Douglas and Humboldt, and these are so located that everv citizen of the west side may find one easy of access, while all three are connected by an admirable system of boulevards, to which reference has already been made.

Parks, Bridges, Tunnels, And Public Buildings

and was required to overcome many obstructive methods. Appeals to the courts by hostile tax-payers made it necessary to invoke authority from the legislature to borrow money and issue bonds. The board's financial condition in 1877 was regarded as being so far from satisfactory that the Governor thought best to appoint an entirely new commission. Salaries were reduced and all disbursements were economically administered. A sinking fund was provided for, and the courts having decided in favor of the legality of controverted assessments, the work of improvement was vigorously resumed.

In the purchase of the grounds for the west side parks and in their cultivation, improvement and adornment, large sums have been expended, yet not in vain, for the combination of skill, labor and money has yielded rich returns.

GarBeld, as a tribute to the memory of the lamented president. It is situated four and a half miles directly west of Lake Michigan and is easy of access. That portion of the park lying between Hamlin and Homan avenues and Madison and Lake streets is in a high state of cultivation and contains many improvements, but the areas lying south of Madison and north of Lake street are not so far advanced, although considerable labor and money have been expended upon their improvement.

This park has been very skillfully laid out, especial care having been taken to utilize the very meagre natural advantages which the location possessed. The result is seen in a beautiful diversity of lakes and trees, shrubbery and floral displays,broad drives and secluded walks. The trees, which form one of Garfield's especial ornaments, were transplanted there at considerable outlay, but now they appear to the manner born. They are principally spruce,larch,elm,cottonwood and evergreen. The lake extends over seventeen acres, upon which floats a large fleet of boats. The boat-house, at the base of which is the principal landing, is beautiful in design. The principal attraction, however, is the magnificent conservatory, a very handsome and commodious building, containing thousands of trees, plants and other. specimens of flora of both native and foreign origin. The grounds contain a very handsome drinking fountain, and there is also an artesian well, the water of which is sought by hundreds, many people carrying it home in jars, bottles, buckets and even by the barrel. There are many pretty bridges, of which one of stone and four of wood were erected during 1893. A well appointed refectory provides meals and light refreshments for the hungry or thirsty visitor. From its location Garfield Park is naturally more thronged in the evening than any other on the west side, and during the summer months bands furnish music for the thousands who attend these open air concerts.

Humboldt Park is situated in the northwestern portion of the city, and is bounded by West North avenue, Augusta street, North California and North Kedzie avenues. It is four miles from the city hall, and contains two hundred acres. The natural features of the ground are more favorable to improvement than those of any other park in the west division. It is a favorite resort of the Germans, and was named in honor of their eminent countryman, the great naturalist, Alexander von Humboldt.

The land embraced within the park limits cost $241,157, and liberal sums have been expended in beautifying it. Of the amount so expended a considerable portion was used in excavating the lake basins (the water surface here being unusually large), and in the purchase and transplanting of trees and shrubs. A large play-ground for children has been provided, and the park is well supplied with rustic chairs and settees. A very handsome refreshment pavilion receives liberal patronage, and the park contains several drinking fountains. Much care and labor has been spent on the flower beds, and there are extensive green houses and forcing beds, besides a handsome and costly conservatory. To please the taste of the music-loving German people of the northwestern quarter of the city, Sunday evening concerts are frequent during the warm weather, the programme rendered embracing more compositions of a classical character than those arranged for other west side parks. An artesian well, sunk to the depth of 1,155 feet, furnishes water highly valued for its medicinal properties.

Stephen A. Douglas. It stretches from Twelfth street on the north to Nineteenth street on the south, and from California avenue on the east to Albany avenue on the west. It contains 180 acres.

Like its sister parks, Garfield and Humboldt, Douglas Park has received very judi-" cious care and cultivation, and a considerable sum has been advantageously expended on its improvement and maintenance.

The noticeable feature of this park, and one which distinguishes it from every other in Chicago, is its great winter garden, constructed of iron and glass, 178 feet long by 02 feet wide. Its plan embraces a centre pavilion, forty feet square, with wings on the east and west, each wing terminating in a cross, whose arms are sixty-two feet in length by thirty in breadth. This pavilion is approached * from the north and south through wide vestibules, that on the Ogden avenue side containing gardeners' offices, ladies' retiring rooms, and stair-cases leading to the gallery and to the basement. The basement contains heating apparatus, gentlemen's toilet rooms, and is also utilized as a place of storage. The center pavilion is designed for the cultivation and display of largo tropical plants,such as palms and fern?, besides fruits and plants used in medicine, in the arts and for domestic purposes, as well as those that are purely ornamental. In the east wing, at the intersection of the transepts, is a large tank, twenty-four feet in diameter, where there is displayed a magnificent growth of the great Victoria Regia, the lotus and the papyrus. The large sum of $40,000 was expended on this building and the improvement of the grounds around it, but the outlay has resulted in making the park a favorite winter resort, as the building is well adapted for park concerts.

In addition to this >;::'nter garden there is a handsome and spacious conservatory, containing many specimens of rare and curious tropical flora, besides greenhouses, where many thousands of plants are propagated to be transplanted throughout the grounds. Arboriculture has not been neglected, thousands of young trees being reared in the nurseries and arranged in avenues and groups through the park. -

A beautiful winding lake, extending over a dozen acres, supports a large fleet of boats, and -is bordered by sloping lawns which afford a pleasant spot for picnic parties and an approach to baseball and lawn tennis grounds, which are kept in perfect order, and which are occasionally used for military drills.

Like most other Chicago parks, Douglas has its artesian well, 2,264 feet deep and yielding seventy-four gallons per minute. This supply feeds the lake, and a considerable quantity is bottled and taken home for use. The well is surrounded by a picturesque and attractive rockery and constitutes one of the most attractive features of the park's natural scenery. The scene at the fountain is sometimes most interesting. "Old men and maidens, dames and youths," vie with each other in their eagerness to quaff its waters.

Name. Amount

Of this sum $3,989,773 was received from taxes and assessments; $921,100 from the sale of bonds, and the balance from other sources. The cost of the land in Douglas Park was $1,348 per acre; in Garfield, $2,449, and in Humboldt, $1,325.

The following table presents a list of the names of the West Chicago Park Commissioners from 1869 (the date of the creation of the board) until 1883.

Vice

Governor Altgeld has encountered opposition and contention from his appointees on the west park board as well as on that controlling Lincoln Park. The commissioners were unable to agree upon any acceptable policy among themselves. Some of them were called upon to resign, and others retired voluntarily, so that four new commissioners were appointed by the Governor in May, 1894, as follows:

Harvey T. Weeks, to succeed James J. Townsend; John Milton Oliver, to succeed Frederick M. Blount; Charles J. Vopicka, to succeed John W. Garvy; Edward G. Uihlien, to succeed E. Z. Brodowski.

The four small parks of the west division - Union, Jefferson, Vernon and Wicker - were made a part of the west side park system by ordinances of the city council in 1885. The two first . named were placed under the control of the commission on October 12th, and the two latter on November 9th.

The interest taken in the south park system is no longer local, the location of the World's Columbian Exposition at Jackson Park having brought that pleasure ground into national - and even international - prominence. The inception of the system was authorized by act of February 21, 1809, providing for the appointment of a commission which should provide public pleasure grounds for the citizens of South Cliicn^o. Hyde Park and Lake, all of which towns are now within the city limits. The first commissioners were John M. Wilson, president; Paul Cornell, George W. Gage, Chauncey T. Bowen and S. B. Sid way. Geo. W. Smith was appointed secretary.

For many years progress was hampered by obstacles which arose unexpectedly and fora time persistently frustrated the untiring efforts of the successive boards of commissioners. These obstructions largely grew out of the litigation attendant upon the condemnation of the land for park purposes, because of the exorbinant prices demanded by owners and the vexatious delays incident to legal proceedings.

The system has cost the tax-payers of the south division $12,728,454, which, after twenty years of improvement, including sewage, roadmaking, grading and planting, and the cost of maintenance, only amounts to about 810, 000 per acre of the land purchased. It contains 1,306| acres, of which 766 are improved - 455 in parks and 311 in boulevards. There are ten miles of improved driveways through the parks and twenty-eight along boulevards, which extend from Jackson street through Michigan avenue to Thirtyfifth street, and to Grand, Drexel, Oak wood and Garfield boulevards, Western avenue and Fifty-seventh street. The road-bed of these magnificent highways resemble in solidity and perfection the roads of ancient Kome. The planting spaces throughout their entire length have been adorned with forest trees and shrubs, and sodded and seeded with lawn grass. Drexel boulevard has been rendered particularly beautiful through the planting of flower beds, the transplanting of

Parks. Bridges. Tunnels. And Public Buildings

The son tli park system possesses a park an-a, exclusive of boulevards, of 975 acres, distributed us follows: Washington Park, 371 acres; Jackson Park, 524; Gage Park, 20, and Midway Plaisance, 80. When Chicago was chosen as the location for the World's Columbian Exposition, the question of site was naturally much agitated, and after no little discussion it was decided that the bust, most available and accessible location was Jackson Park and the Midway Plaisance.

Washington Park lies six miles south of the city hall and one mile west of Lake Washington Michigan, and extends from Park. Fifty-first street on the north to

Sixtieth street on the south, and lies between Cottage Grove avenue on the east and Soiuh Park avenue on the west and having an area of 371 acres. The park was originally in large part a swamp. It was reclaimed, foot by foot, from a noisome morass. To redeem this tract was a long, arduous and expensive undertaking, but the drawbacks were gradually overcome and its transformation from a sandy waste to beautiful flower gardens, lawns, walks and shady retreats has been successfully accomplished. The transplanting and caring for the growth of trees was the task hardest to achieve, because of the character of the soil. A lawn may be created in a single season, the work of a few months provides driveways and walks, but no transplanting, however careful, can secure beautiful woods in less than the period of a generation. But skill, labor and money achieved the victory and Washington Park is second to none for its groves of evergreen and deciduous trees. The system pursued in transplanting has been to place them in groups, in aii".\\ positions and of such size as to produce a pleasing- effect of shade in bold contrast with intervening vistas of open lawn. Bv this means a better growth has been secured,through the protection the trees afford I'udi other, as well as an impressive effect of masses of foliage obtained earlier than would otherwise have been possible. The trees are principally elms, maples and birches, selected because of their adaptability to the severe climate of this latitude.

A laborious and expensive system of improvements, requiring much time and skill, was made on the south side of the park, giving to that portion a diversity of surface, points of high elevation, and generally a character of embellishment which presents an agreeable contrast to the open, level surface of the northern end of the grounds, where a great meadow, 100 acres in extent, is situated. For the purpose of obtaining a better turf, this meadow was subjected in 1890 to a vigorous course of ploughing, tile draining, harrowing, seeding and rolling. A very charming feature of the park is the "ramble," with its winding walks in all directions over the hills and through the ravine, the effects of intricacy and variety being secured by means of irregular plantations of shrubbery, forming thickets and copses, interspersed with bits of open ground or broad lawn, which serve as play-grounds for children. The ramble is plentifully supplied with shaded seats and arbors, and its every turn is a continuation of pleasing surprises.

No feature of the park attracts more attention or affords more pleasure than the floral display, which is as unique as it is beautiful. There are always shown new and striking figures, such as the "American flag," the "gates ajar," sun dial, calendars and other designs, presenting a remarkable exhibition of the landscape gardener's art, which has rendered this park especially noted. The conservatory is an elegant and spacious building and forms one of the principal attractions, because of the rare beauty of the plants and flowers with which it is filled. It contains a large collectioii of tropical and sub-tropical flowering plants and ferns, including date palms, magnolia?, fan palms, century plants, laurestinus, rubber trees, etc. There are a large number of

Among the noticeable buildings in the park is that used for a stable and carriage house. It is a fine stone structure, 325 by 200 feet, built in the form of a Greek cross, and has accommodation for 100 horses and storage room for the various phaetons and other vehicles belonging to the park. This building is well worth a visit, the stable being one of the finest in the country. The "Park House," which is a somewhat ornamental building, contains a very fair refreshment room, conducted by the park authorities, and here also are located the offices of administration. A new refectory, much more spacious, convenient and comfortable was erected in 1893.

Just southwest of the large greenhouse are situated the lily-basins, consisting of a central circular section, fifty-eight feet in diameter, with two rectangular arms, thirty feet wide and seventy feet long. The basins are two feet deep, filled with every species of lily, and are now counted one of the most interesting features of the park. There are many drinking fountains for both man and beast, and there was once an artesian well, 1,643 feet deep, but its vitality has been exhausted and all efforts to revive it have proved futile.

Some years ago the Drexel Brothers, of Philadelphia, in graceful recognition of the fact that Drexel boulevard had been named after their father, placed, at their own cost, at the head of the avenue which bears his name a costly and superb bronze fountain of artistic design and finished workmanship. It was cast in Berlin and is a massive, elegant and unique ornament of the magnificent driveway.

The park authorities have made liberal provision for picnic parties, for which special grounds have been prepared, and there are also ample accommodations for baseball, croquet, archery, and lawn-tennis parties.

The grass of the lawns, planting spaces and open grounds set apart for these purposes is shaven and kept in good order ; the trees and shrubs all through the resort are carefully trimmed ; the flower beds and greenhouses are all in excellent condition ; the drives and walks are scrupulously clean, free from weeds, well sprinkled and maintained in excellent repair ; in brief, the entire park is a bower of beauty, wherein art has enhanced the charms of nature.

It is situated some miles due west of Washington Park, at the junction of Garfield and Western avenue boulevards, and contains an area of twenty acres. Except giving it its name, in 1875, and planting a few evergreen trees in 1885 and 1880, no special improvements have been made.

Midway Plaisance streets> one mile long, the connecting link between Washington and Jackson parks, was, when it was taken possession of by the great exposition, an unimproved piece of land, covered with a thick growth of young trees. It soon underwent a marvelous change, and became the show-place of the foreign amusement exhibitors. No place connected with the fair was so popular, and many of its "sights" were as instructive as they were amusing, especially Cairo street and the Irish, German, Javanese and other villages. No fair of the future will be at all complete without its "Midway," and the name has already been adopted to designate certain kinds of exhibitions in many American cities. It is soon to be improved and used for the purpose originally intended, of an avenue between the parks. The plan submitted by Mr. Olmstead,the consulting landscape architect, provides for a canal one hundred feet wide through the centre of the tract to the lake in Washington park, flanked on either side by a walk, drive and deep lawn, in the order named. One side of the lawn will skirt Fifty-ninth street, and the other Sixtieth. The walks and drives are proposed to be shaded by trees and the canal crossed by five bridges. This plan will doubtless be adopted by the commissioners, provided the consent of the Illinois Central railroad company can be obtained to construct the canal across or under its right of way.

Jackson Park. street Oa the north to Sixtyseventh street on the south. Its eastern boundary is Lake Michigan, and its western Stony Island avenue. Its area is 523 acres which includes 170 acres of lakes, connected with Lake Michigan by an inlet. When this park was surrendered for Fair purposes, eighty-four acres had undergone improvements, such as sewering, grading, roadmaking, transplanting trees, etc., some of which will be preserved. The chief work, and the only noticeable feature of any magnitude, had been the erection of the great breakwater extending along the entire shore of the park, and the construction of a paved beach, fifty feet wide. This great work hud been in progress for several years, costing nearly half a million dollars, and as a measure of protection, extending the great distance of 7,131 feet, it has no parallel in the history of park improvements in any country.

The northern portion of Jackson Park was set apart by the local board of World's Faildirectors for the different State and foreign buildings, some of which still remain, although they will be removed by the commissioners as soon as practicable, as will the great department buildings on the remaining portion of the grounds.

Frederick Law Olmstead, the celebrated landscape architect of the Columbian Exposition, and whose work has been so highly and so justly commended, has been employed to lay out and arrange the plans for the future improvements and adornments of this park and the Midway Plaisance. He has already commenced operations, and as soon as the grounds can be cleared of their incumbrances the work will be prosecuted with becoming despatch.

South Parks And Boulevards

Under the control of the city government are a few small parks in various localities of the south side. They are: Dearborn Park, which has been already referred to in the first volume. It lies west of Michigan avenue, between Randolph and Washington streets, upon which the Chicago Public Library is now being erected. Union Park on the west side, and some other small ones have been referred to above.

The strip of land lying between Michigan avenue and the tracks of the Illinois Central Lake Front ra'lroad> stretching from Randolph street to Twelfth street, is called the Lake Front Park, and has an area of forty-one acres. It can boast of a stunted tree here and there, with a few poorly kept walks and some half dozen benches, which are generally occupied by idlers of an unsavory appearance. As a pleasure resort not much can be said in its favor at present. At one time the propriety of holding the World's Fair on the lake front, or part of it at least, was agitated, but finally the idea was abandoned.

Groveland, Woodlawn and Ellis parks, lying between Cottage Grove avenue and the lake and between Thirty-fifth and Thirtyseventh streets, are handsome and well kept squares of three or four acres each. Their maintenance is provided for by a tax levied on the abutting property.

Near to Woodlawn Park and adjacent to Douglas avenue is a plat of ground on which is erected the magnificent memorial to Stephen A. Douglas. It is a granite shaft 104 feet high, surmounted by a bronze statue of the famous statesman, who is represented as looking towards the lake. The base of the monument is of granite, and contains a crypt, with a marble sarcophagus, which contains the remains of Illinois' gifted son. The sarcophagus bears this inscription:

Born

The first means established for crossing the Chicago river was by a ferry, ordered to be built in 1829 by the commissioners of Peoria county. This ferry was located where the Lake street bridge now crosses the river. Archibald Clybourne and Samuel Miller were appointed ferrymen. The scale of rates prescribed for crossing was as follows: Foot passengers, six and onequarter" cents; man and horse, twelve and one-half cents; horse and pleasure vehicle, fifty cents; one horse wagon, twenty-five cents; two horse wagon, thirty-seven and one-half cents; each bushel of grain, six and one-fourth cents.

About 1833 a floating bridge, consisting of rough logs, was thrown over the south branch just north of Randolph street, by help of the United States troops stationed at Fort Dearborn.

The citizens contributed towards the structure $286.20, the Pottawattomie Indians $200. Three years later this bridge had become actually unfit for further use, yet it was repaired and served until 1840. The first bridge over the north branch was constructed in the summer of 1832, at about where the present Chicago & North- Western railway bridge is located near Kinzie street, but it was for foot passengers only.

The first draw-bridge over the main branch of the river was erected at Dearborn street in 1834, the timber used in its construction having been cut from land adjoining the lake. This structure was about 300 feet long, with a sixty foot passage for vessels. The first steamboat that passed through the draw was the " Michigan." It was used until Julv, 1839, when it was removed.

Parks, Bridges. Tunnels And Public Buildings

About this time two ferries were in operation, at Clark and State streets respectively, but were found inadequate to meet public necessities, and it was decided that bridges should be substituted, the determination occasioning considerable rivalry among citizens as to their location. On April 18, 1840, the work of driving piles for the Clark street bridge commenced; the cost of the structure was estimated at $3,000, which was contributed mainly by interested citizens of the north division. This bridge, as well as those at Wells, Kinzie and Randolph streets, was swept away by the ice flood of 1849, in which year others were erected at Madison and Randolph streets. In 1849, while a new bridge was in course of construction at Lake street, an injunction was applied for, and the issue discussed before Judge Drummond of the United States District Court. The injunction was refused; the court deciding that " the right of free navigation is not inconsistent with the right of a State to provide means of crossing the river by bridges or otherwise, When required by the wants of the public."

Previous to the flood of J 849 the city did little to regulate bridges or bridge-tenders. In April, 1847, an ordinance was passed prohibiting teams from stopping on a bridge or within forty feet of one, but though there were continual complaints against the slowness and indifference of bridge- tenders, no action regarding them was taken. In October, 1848, the harbor and bridge committee of the council was instructed to inquire into the " incompetency of bridge-tenders;" yet, although a citizen, E. McArthur, charged a specific bridge-tender with keeping his bridge open for an hour longer than was necessary, aud despite the fact that the majority of citizens sustained Mr. McArthur in his warfare, the bridge-tender retained his place. This class of municipal employes was not even required to give bonds for the faithful performance of their duties until 1852, and even after these bonds had been demanded

In 1853 there were safe thorougfares over the river at Madison, Clark, Kinzie, Wells, Van Buren, Randolph and Lake streets, as well as Chicago avenue, besides the railroad viaduct over North Water street ; and through the ordinance of March, 1852, the bridge-tenders of these structures were each put under $500 bonds to do their duty. All these bridges were constructed largely by the subscriptions of those owning property in the vicinity, but there were many delinquent subscribers, those who did pay learning so to their cost. Indeed, up to 1856 most of the bridges constructed in Chicago were erected through the contributions of property owners whose real estate was benefitted by such improvement.

By aa ordinance of January 13, 1854, bridge-tenders were made special policemen, and their bonds were increased from $500 to $2,000. Under its provision they were merely required to " open and close their bridges as quickly as possible." But none were ever punished for not doing so, they themselves being allowed to construe the somewhat ambiguous expression "as quickly as possible."

In 1854 a pivot bridge across the river at Clark street was built under the superintendence of D. Harper, at a cost of $12,000. It contained a double carriage-way and sidewalks. During the summer and autumn of 1855 both the arches gave way, but, heavy iron plates having been bolted to them, the structure was again made fairly substantial. During this and the succeeding year the repairs on this bridge cost $2,145.55.

An ordinance passed in June, 1855, regulated the order in which vehicles should cross the bridges. Those running directly in line with the course of any bridge were to have precedence in crossing, while those coining from side streets to the right were given second place in the procession, and

The common council decided in October, 1855, to build a bridge across the south branch where Fort Dearborn ferry had been operated, but its erection was handicapped with a proviso that $35,000 be first subscribed, and this provision wrecked the project. During that year Twelfth street bridge was built anew at a cost of $2,877.16.

In 1856 the plans prepared for a bridge at Madison street were agreed to, but as it was proposed to construct it at municipal expense a vigorous protest against the proceeding was entered, and this retarded operations. During the same year the old bridge at Randolph street was removed and a new one substituted at a cost of $20,811. Wells street bridge was completed in the summer after an outlay of $20,000; it was at that time the longest draw-bridge in the West, being 190 feet in length and 18 feet above water.

In June, 1856, the city contracted with Harper and Tweedale to build an iron bridge across the river at Rush street, to cost $48.000, of which sum $30,000 was paid by the Galena and Chicago Union and the Illinois Central railroad companies, and the balance, $18,000, by the city itself. This was the first iron bridge in the West. The Polk street draw-bridge, as well as the floatbridges at Indiana and Erie streets, were built during 1856-57 costing about $5,000 each. In 1857, another bridge at Madison street was built, for about $30,000, and this was the first erected entirely at municipal expense.

Since 1856 many costly and excellent bridges have been erected at the city's expense,in such places and at such times as public necessity has demanded, and at this period there are now existing sixty-five bridges all of them safe, durable and creditable structures, many of them operated by steam. The latest and most expensive of these structures are those at State street, erected at a cost of $90,-

114.20, and at Rush street, which cost $138,- 019. 85 and, at Adams street, which was opened in 1889. The latter is one of the finest of it.s class in the country. It cost the city more than $120,000. The massive steel beams rest upon piles penetrating the clay to a depth of fifty feet or more. These piles were cut off at the level of the river bottom, by means of a circular saw driven by a vertical shaft, operated by machinery on a floating scow. After all the piles were cut off at a uniform level a wooden caisson was floated over them; the bottom of the caisson consisted of two layers of twelve inch timbers thoroughly bolted together, both vertically and crossways. This caisson was gradually sunk into position by placing therein Portland cement, great care being necessarily exercised in placing it in true position as it gradually bedded itself upon the piles. When the concrete was brought up to the necessary height it was capped with suitable large stones. After the pier thus constructed had thoroughly settled, the lower tier of the bridge structure was put in position, as were also the beveled castings bearing the steel tracks, upon which the rollers of the turn-table were to travel. This was a particularly delicate operation, as the track had to be laid down on such an incline as would cause one end of the bridge, when completed, to be two feet higher than the other. This feature is entirely novel, having been employed in this construction for the first time. The trusses and general superstructure over the turn-table are of heavy standard design. The total length of the bridge on the centre line is 257 feet; there are two road-ways, each capable of accommodating two lines of teams, each roadwav being twenty-one feet in width and the two separated by a center truss. On the outside of the outer trasses are eight feet sidewalks for pedestrians. The bridge is generally admired, not only for the perfection of its workmanship, but also for the fact that the engineer found it possible to raise one end fully two feet higher than the other, and because the bridge, while thus working at an apparent disadvantage, actually consumes less coal in the operation of turning than any other in the city.

ark." From Noah's time to the present, many of the greateast and most skilled engineers have achieved fame by overcoming obstacles, thrown by nature in the way of the world's commerce. The great Hoosac tunnel in America, the Mont Cenis tunnel through the Alps, and that under the Thames river in London, are the most famous and noteworthy of these remarkable undertakings. In England there are thirty-one railway tunnels, each over a mile in length, the longest being the Severn tunnel, on the Greart Western railroad, which is 22,992 feet long or a little over four and one-third miles.

The necessity for relieving the heavy traffic at Madison and Kandolph street bridges, which occasioned vexatious delays to both vehicles and pedestrians through the constant opening of these movable thoroughfares, prompted the construction of the Washington street tunnel, and, as public necessities were paramount over cost or trouble, a contract was entered into with Stewart, Ludlam & Co., who agreed to perform the work for $271,646. On October 2, 1805, ground was broken by this firm, but in May, 18(!7, having encountered many unexpected diflicultes and suffering from lack of funds, they abandoned the work.

In July, 18C7, a new contract, providing for the payment of $328,500, was awarded to J. K. Lake, and work was re-commenced July 25. and on January 1, 1869, the tunnel was completed and opened with . appropriate dedicatory ceremonies. It was 1,005 feet long,32 feet 4 inches below the river bed, had three passageways, and its entire cost amounted to $517,000. For several years it proved an adequate relief to Madison and Randolph street bridges, but was permitted to fall into a poor state of repair, especially for the passage of vehicles. Finally, in 1890, when the cable line connecting the west division of the city with the south side was laid, the tunnel was given over to the West Chicago Street Railroad Company, which thoroughly repaired it, and it is now entirely under the control of that corporation. Pedestrians and vehicles are now nominally excluded therefrom, and it is ostensibly used solely for the passage of cable cars between the west and south divisions of the city.

The early existence of the Washington street tunnel having proved it a success, it was decided to connect the nortli und south divisions by similar means, and as the great bod y of traffic crowded Clark and Wells street bridges, La Salle street was chosen as the suitable location.

The contract was awarded October 20, 1869, to Moss, Chambers & McBean, and on November 3d following, work on the coffer dam was begun, and was completed December 28th. Six days later excavation for the pumping shaft commenced, and on January 20th, excavation in the river section began. From this time on work progressed rapidly, and on July 1, 1871, the tunnel was completed, the wagon way was ready for use, but the foot passage was delayed in completion from the necessity of laying down the great water mains. On July 4, 1871, with appropriate ceremonies, the tunnel was formally declared opened. This tunnel is 1,890 feet long, and its entire cost, including approaches, railways, sidewalks, plumbing, gas-fixtures, etc., was $498,490.58.

While the passage way for pedestrians is considerably used, those for vehicles are utilized very sparingly, being virtually abandoned to the cable cars which connect the north and south sides.

Public Buildings

It has been said that as a house can be judged by its chimneys, so can a city by its public buildings. No city in the country has eclipsed Chicago in the desire to possess public edifices which would be creditable to the municipality and a source of pride to the citizen. To this end the expenditure has invariably been liberal, but the results have disappointed just expectations.

Chicago was incorporated as a city March 4, 1837, and the first meeting of the municipal authorities took place in a building called the "Saloon building," situated on the southeast corner of Lake and Clark streets, and this continued to be their place of meeting until 1842, when the premises at the corner of La Salle and Eandolph streets were occupied. These proving inconvenient and inadequate, the city erected its first municipal structure at State and Randolph streets; it was two stories in height and was a plain brick buildbuilding. The lower story was divided into stalls and rented for market purposes. The upper story contained four rooms, which were occupied by the city officials. The building cost $11,000, was first occupied November 13, 1848, and was known as the Market Building.

In 1851 the city and county authorities decided to erect a joint building on the public square bounded by Clark, La SfrHaU. gal]e> Rando]ph and Washington streets, and the foundation stone was laid September 11, 1851. When first occupied, February 7, 1853, the building consisted of two stories and basement, but later a third story and wings were added.

The great fire of 1871 consumed this building, excepting a portion of the eastern wing, which served for city purposes until demolished to make room for the present edifice.

any kind in the city. It is a dual structure, having a frontage of 340 feet on Randolph and Washington streets. The structure was begun in 1877 and the portion facing Clark street was completed and ready for occupancy in 1882. It is_exactly 120 feet high to the top of the main parapet ; the pediments over the entrances being 137 feet in height. Measured from basement floor to top the cubic contents of the building are about ten million feet, and the actual cost was about $6,000,000. It is a fire proof structure throughout. The facades are of Cook county limestone and the columns and pedestals of the "."incipal entrances are of polished Fox Island, Me., granite. The style of architecture is the classical renaissance, or the revival of the sixteenth century, with a pronounced leaning to the more modern or French renaissance, especially in ornament and detail.

Many changes and alterations have been made in the interior since its completion, in order to accommodate the rapidly increasing needs of the public service, which have resulted in much crowding of the interior effects as they left the architects' hands, especially the grand lobby on the second story of the county court house side, which has been formed into a court room.

The foundations of this immense dual structure have not proved equal to the weight imposed upon them, and have settled somewhat, entailing damage to the building and unexpected expense. The question oi the city's title has been lately raised by the county commissioners, and the erection of a new city hall, to be commensurate with its immense growth, may be necessary in the near future.

The - county jail and criminal court buildings, at the northwest corner of Michigan street and Dearborn avenue, as at first constructed, consisted of a group of three buildings which were connected with each other. In 1893 that portion used for the courts was torn down and a new six-story building erected, in which will be ample accommodations for the criminal courts. Some of the rooms are now ready for occupancy. Its cost is about $500,000.

letters weekly were considered a heavy mail; at present over two million pieces of mail are handled weekly. As late as the year 1847 the custom house duties for one year amounted to only $21.75, costing $1,332.26 to collect. At the present time Chicago, as a port of entry, stands second, and the customs for 1803 amounted to $8,500,204.23.

The first government building in Chicago was situated at the northwest corner of Dearborn and Monroe streets. It was a three-story structure, 80 feet by 150 feat,and presumably fire-proof. The building was first occupied in 1860, and cost $434,294, including $68,600 for the site. Additional alterations and repairs entailed a further outlay of $71,324, making the cost to government $505,618, when the great fire swept away the building.

second Govern- Clark> Dearborn, Adams and me nt building. Jackson streets, is a handsome and imposing building, 340x210 feet, standing in stately isolation from all adjacent edifices and immediately surrounded by elevated lawns faced with massive copings. It is three stories in height, with basement and attic, and the style of architecture is the Romanesque, partaking partially of the Venetian. The interior of the building is handsomely decorated and finished, the floors are tiled in black and white marble, the two grand staircases are of ornamental iron work with steps of small parti-colored tiles, and the building is well furnished with elevators and heated throughout by steam. The first floor and basement is exclusively used for post office purposes, but the ever increasing business of Chicago renders the accommodations inadequate. On the second floor are located the United States sub-treasury, the custom house, offices of the internal revenue colector, commissioner of pensions, special mail agents, etc. The third floor is used for the United States circuit and district courts and here are the offices of the United States marshal, United States commissioners, masters in chancery, etc. At the corner of Dearborn and Adams streets there stands a very handsome monument in memory of George Buchanan Armstrong, founder of the railway mail-service. It consists of a polished, dark marble pedestal, standing on a base three feet square and surmounted by a lifesize bust of Mr. Armstrong. This memorial was erected by the clerks of the service.

The Government building was completed and occupied in 1880, and cost to that date $5,375,000, which included $1,250,- 000 for the site. Only fourteen years have passed, and, owing to the imperfect foundation, this once splendid edifice is now little more than a crumbtrng ruin. The walls are full of cracks, and the building has become so unsafe that the United States courts have felt compelled to rent court rooms in the Monadnock building. A congressional commission has made a report in favor of a new building, and a bill has been introduced in Congress providing for its erection.

Intramural Transit

THE growth and expansion of any city depends very much upon the perfection and convenience of its street-car service. It develops suburban life and shortens the hours of labor. It is the poor man's friend and affords the rich man a reward for his investments. It abolishes crowded tenement houses, and helps the laboring man and mechanic to build a home of his own.

The teeming population of Chicago is accommodated in passing along its thronged streets and to its suburban limits by the train service of railroad trunk lines, adapted to the wants of those within reach, by lines of cable-cars, horse-cars, elevated railways and electric car lines; by omnibuses, cabs and carettes.

It is a fact clue to the experience of the last half century, but which might easily have been established long before that had any one given it thought, that the better the facilities afforded to the citizen for transportation, the greater and more rapid will be the city's growth. In the large cities of the old world this did not seem to be desirable, every business man or manufacturer preferring to live as near his office or shop as possible, even over or back of it. Whether the present tendency to increase the growth of cities at the expense of the country is better for the people at large, will promote or increase their wealth or happiness, is a question about which there is more than one opinion. Be this as it may, the instinct of mankind appears to be gregarious, and despite the aphorism of Jefferson, that cities aie the cancers upon the body politic, they multiply and grow in a ratio which tlutt great statesman would have deemed impossible in a new country, whoso sun-kissed slopes and fertile prairies, whose rich mineral resour;?s and broad expanses of timber, invite cultivation and await development. These great aggregations of humanity present their own peculiar problems. Centres of wealth, of culture and of influence, they are also centres of congestion; and their myraids of inhabitants, no less than their vast commercial interests, imperatively demand a system of transportation which shall be at once co-extensive with the city's limits, cheap enough for the use of the masses, and as rapid as a due regard to other interests may permit.

The first effort made in this direction in Chicago, as in nearly every city, was the noisy, lumbering omnibus, whose exceedingly leisurely gait taxed the patience of its patrons as its clattering noise tried the nerves alike of passengers and of pedestrians and residents along the thoroughfares which it traversed. The pioneers in this description of traffic and transportation in the Garden City were Frank Parmelee and Co., and M. 0. and S. B. Walker, between whom existed a mild com_ petition. Both firms seemed to have embarked in the business at about the same time (1853) and to have carried it on for nearly the same length of time. The last to abandon the field were the Walkers, who withdrew in 1864, when they sold all their horses to the West Division railway company. The routes traversed were as follows: - From the corner of Madison and Dearborn streets to the intersection of Hastings street and Blue Island avenue; from the same point to the corner of Canal and Meagher streets; from the City Hotel to Bine Island avenue and Twelfth street; on South Clark street to Twelfth; on Randolph street, from Clark to Robey; from the City Hotel to the corner of Lake and Robey streets; on Madison street from the Garrett block to the'Union Park House; on North Clark street, from the Postoffice exchange to " Mr. Bucher's;'' on Canal street, from the same point to South Branch. The clumsy vehicles ran at intervals of from ten to sixty minutes, according to the distance traveled and the patronage bestowed. These conveyances did not attract the popular favor which their proprietors had hoped for, and, as has been said above, before the close of 1864 they had disappeared from the streets, the last lines to be abandoned being those on South Clark and Canal streets.*

The omnibus companies were not long destined to be without rivalry. As early as 1856, Messrs. Roswell B. Mason and Charles B. Phillips were accorded the privilege, by municipal ordinance, of laying tracks in both the north and south divisions. In the latter section the line was to extend from the cor ner of State and Randolph streets to the (then) southern limits of the young city. On the north side the road was to extend from Kinzie street to the northern limits with dual southern termini, one at Dearborn street and one at Franklin. Nothing was done under this ordinance, and on August 1C, 1858, Henry Fuller, Franklin Parmelee and Liberty Bigelow were authorized by the

*Mr. Parmelee, since his abandonment of his omnibus line as originally projected, has devoted himself exclusi\ ely to the transfer of passengers and baggage from one railway depot to another and from the depots to the hotels. This has become, under his guidance, a great industry, and his omnibuses, his transfer coaches and his wagons are as familiar to Chicago's citizens as are the city's public buildings.

city council to build a road along Archer avenue, Cottage Grove avenue and Madison street. The charter made it obligatory upon the beneficiaries that work should be actually commenced on some one of these lines befoie the first of the following November. By October 15, 1859, tracks were to be laid on Twenty-second street (then Ringgold Place); one year later the Madison street line was to be completed; and the Cottage Grove avenue cars were to be running by January 1, 1861. In compliance with these requirements, ground for the State street line was ceremoniously broken on November 1, 1858, Henry Fuller, (one of the charter beneficiaries) turning up the first earth and ex-lieutenant Governor Bross driving a stake. It did not take long to lay a section of track between Randolph and Madison streets, and on this ran two cars, brought from Troy, N. Y., whose irregular trips were regarded by the people as a prolific source of amusement.

Not all the property-owners along State street favored the construction of the road, and its projectors deemed it wise to obtain a charter from the State. On February 14, 1859, an act was approved incorporating the Chicago City railroad company, and naming as incorporators the three gentlemen above named, together with David A. Gage. The duration of the franchise was limited to twenty-five years, and the company was given the right to lay tracks " within the present or future limits of the west atid south divisions." No little difficulty was encountered and considerable expense incurred in securing the right of way, but by April 25, 1859, the line was in operation from Randolph as far south as Twelfth street, with a single track and turn-outs.

To appreciate the situation as it then existed, it should not be forgotten that the streets of Chicago at that period were in a condition which rendered travel alike vexatious and perilous to both man and beast. The few which were paved at all were paved with cobblestones, and the plank-road exteu- sions, laid in yielding soil, were treacherous iu a high degree. To " lift the town out of its mud" would seem to have been a beneficent as well as a probably profitable enterprise. Yet the stock of the first street railway found few buyers, at first, although when the success of the enterprise seemed to be fairly well assured purchasers were nearly as numerous as shares.

Work proceeded with a moderate degree of rapidity. By June the existing limits of the city on the south were reached with cars running every ten minutes between Madison and Twenty-second streets. The State Fair of 1859 was held in Chicago, and unoccupied territory on Cottage Grove avenue was selected for its location. This fact served to stimulate both the ambition and the cupidity of the young corporation, and rails were laid upon a temporary structure along a route along which now runs one of the best managed, most thoroughly equipped cable-lines in the United States.

The city council, by ordinance adopted May 23, 1859, devoted other streets to the use of horse-car companies, upon certain limitations. Lake, Randolph and Van Buren streets and Blue Island and Milwaukee avenues were the thoroughfares thus set apart. Limitations as to the date of commencing the construction and operation of the lines were embodied in the ordinance, and the provisions were duly observed.

One feature of the history of the Chicago City railway company deserves particular notice. AVhen, in 1801, there occurred the first vitiation of the circulating medium, with the consequent hoarding of the precious metals; when small change was at a premium and even dirty postage stamps passed current at the alleged value named upon a tightly sealed envelope, the poorly-printed tickets of this com cany (each one good only for a single ride), hastily run oif on a job press, passed current at their face value and even found their way into the contribution boxes of fashionable churches. Iu fact, it is said that " the issue of what may be called the 'emergency tickets' of 1861 amounted to about $150,000, and because of counterfeits they were as soon as possible called in, for redemption in other tickets of more elaborate proportions. The second issue was more readily divisible into denominations of ten, fifteen and twenty-five cents, to the greater convenience of the people; and until the issuance of postal currency, in 1862, these tickets were the most acceptable small change Chicago had."*

This company persistently and systematically pushed the work of construction in the south division. The results of its enlightened and aggressive policy are shown in succeeding paragraphs.

Til? problem how best to improve on the omnibus, which still retains its popularity in the better paved streets of European cities, and the horse-car system, so long in use in Chicago and other cities, found a partial solution in San Francisco, where, in 1873, A. S. Hallidie invented the cable-line to overcome the steep grades of the streets. While the new system worked satisfactorily to a limited extent in that city, it was questioned whether it would succeed when put to the test of an enormous traffic, in alocality where there were long, cold winters, deep snows and heavy frosts. The Chicago City Kailway company, which then as now controlled the principal street lines on the south side, and is the pioneer horse-car company of the city, upon the suggestion of S. W. Allerton, one of its stock holders, who had seen the cable in operation, determined to make the experiment of its practicability in Chicago. The right to construct and operate the cable-system was granted by the city to the company January 17, 1881; ground was broken June 27th, and the State street line was completed to Thirty-ninth street, a distance of four miles, and the first train, consisting of ten cars and one grip, was run over the road, January 28, 1882.

The Wabash and Cottage Grove avenue cable-line was begun in 1882, and was soon after completed from Lake street to Thirtyninth. Both lines were operated from the power-house on the corner of Twenty-first and State streets.

During the summer of 1886 the State street line was extended to Sixty-third street. This new line is operated from a power-house on Fifty-second street and, like the first one constructed, was changed from a horse-car line.

The line on Wabash avenue was extended to Sixty-seventh street in 1887, and to Seventy-first in 1889, although a branch line from Cottage Grove avenue to Jackson Park was completed in 1887. The power-house to run this branch and the extension to Seventy-first street is at Fifty-fifth street and Cottage Grove avenue.

The track is built to the standard gauge of four feet, eight and one half inches. The rails are of steel, weighing seventy-eight pounds to the yard.

In laying the cable track a V shaped excavation, four feet deep and six feet wide at the top, is made, in which are placed the wrought-iron yokes, made of 4x4 inch T iron, bent and bolted down. Between and around the yokes a filling of concrete is placed, forming a channel from one end of the line to the other, in which the cable runs. On the outer ends are the iron chairs which carry the rails, while directly over the centre of the channel parallel bars of sixty pound " Z " or slot iron rest upon the yokes, to which they are bolted, and form the slot, which is five-eighths of an inch wide. The whole framework is thoroughly braced and bolted.

Wooden forms, which are removed as soon as the concrete sets, are placed, to give shape to the channel, and the concrete, which is mixed in a long trough with a sixty foot steel spiral conveyor turned by a portable steam engine, is brought in wheelbarrows and dumped around these forms. It is then tamped and allowed to set, which requires

The following statement of the number of men and the amount of material used in the construction of the first eight miles of the State street cable line will serve to convey some idea of the magnitude of the undertaking.

For over four months 1,500 men and 200 teams were constantly employed. Over 8,000,000 Ibs. of iron were used; besides 250,- 000 bolts, 50,000 wagon loads of stone, sand and gravel for the concrete, 43,000 barrels of English and 1,200 barrels American cement, 214,000 brick for sewer connections and pits to contain the underground machinery at terminal of lines, 900 tons of steel rails and 300,000 feet of timber.

The centre sixteen feet of the street occupied by the tracks is required by the city to be paved and kept in repair by the company. To secure the best possible material and in sufficient quantities, stone was quarried expressly for this purpose in Maine, Massachusetts, Virginia, Maryland and Wisconsin, from among the best granite quarries in each State named. The blocks, which average four by nine inches and six inches deep, weigh about thirty-five pounds, and are laid in sand and gravel, and the interstices filled with asphalt cement, which quickly cools and makes a neat, solid and durable pavement, though very much more expensive than wood or Macadam.

The mechanism of the cable is explained to be as follows: The construction consists of an underground tube through which the cable, supported by ground pulleys, passes in constant motion and at a uniform rate of speed. The tube is provided with sewer connections for drainage and an open slot on the top, through which passes a grappling device attached to a car. The cable is kept in motion and its speed regulated by a stationary engine. The rope is endless, and the splices must possess great strength. The drums which impart motion to the cable, and the sheaves which carry it around sharp corners, should have a diameter of about one hundred times that of the rope. The grappling attachment consists of an upper and lower jaw, between which the cable is seized by the movement of a lever, one pound pressure on the handle of which produces four hundred pounds on the cable. A small sheave is placed in each end of the jaw, upon which the cable rides while the car is standing still. Provision is also made for throwing the cable out of the grip and entirely free from it, at any time or place. The cable is brought into the open jaws by an elevating sheave placed at an angle on one side of the tube. In Chicago a speed of from eight and a half to fourteen and a half miles an hour is attainable.

The cables are 1^- inches in diameter, composed of six strands of nineteen wires each, with nine large wires on the outside of each strand. The six strands are twisted around a heart of hemp rope, to give greater elasticity to the cable and to prevent the crystalization of the steel. The cable is made of the best crucible steel, and has a tensile strength of seventy-five tons. The life of a cable averages the running of 60,- 000 miles. A complete set of cables weighs 580,000 pounds.

The power is derived from two pairs of automatic cut-off engines, placed at either end of the main line shaft. Under ordinary circumstances, the powerof one pair of engines is sufficient to operate the road, and the other pair is kept in readiness for use in case of accident. They are so arranged that the change can be made with but a few moments delay, and should an unusually large amount of power be required in time of a great rush of travel, or during heavy snow storms, both pair can be coupled to the main line shaft, so as to use the power of all four engines together.

four are used together they will develop an aggregate of 2,600 horse power. The four engines weigh 390,000 pounds, and are securely anchored to solid concrete foundations, thirteen feet deep. Each pair of engines has a crank shaft, eighteen inches in diameter, which, with the cranks, weighs about 20,000 pounds.

The main driving pinions, fastened to the crank shafts, are six feet diameter and forty inches face, weighing 32,000 pounds each. These teeth are staggered, and mesh into those of the main driving gears (also staggered teeth), ten feet diameter, fastened to the main shaft. These gears weigh 42,000 pounds each. The fly-wheels on the engine crank shafts are twenty-four feet in diameter, ana each weighs 90,000 pounds. Each of these monster wheels is made in ten sections, so accurately fitted and bolted together that, although the outer rim travels at the rate of a mile a minute, there is no perceptible variation from its true and even motion. The main line shaft is steel, sixteen inches in diameter and sixty-eight feet long. It is in four sections and revolves in eight bearings. There are two pinions on this line shaft, one five and one six feet in diameter, twenty-four inches face, weighing respectively 12,000 and 13,000 pounds.

At State street, between Fifty-first and Fifty-second streets, is a commodious powerhouse, the power being furnished by four engines, each 250 horse power, two being always held in reserve. Six miles of cable, reaching in two ropes from Thirty-ninth to Sixty-third street, are propelled from this station.

The twenty miles of cable track first bniltby this company cost $100,000 per mile of single track, but this high figure was due partly to the cost of raising the grade of the street some three feet, partly to the expense attending the building for the first time of machines necessary to prepare the construction mate- rial, and in part to the expensive granite block pavement with which the company paves the sixteen feet in the centre of the street occupied by its tracks. Time has abundantly proved, however, the wisdom of such a course, and the company has never regretted the thorough and substantial manner in which the work was done. The fifteen miles of new cable-track laid later is of precisely the same construction, although completed at considerably less expense than that first put down.

This one cardinal principle remains, however, in all cable-construction - the best is the cheapest, and any cheaper construction is sadly dear. It must be made with sufficient strength to withstand without injury the severest possible strains to which it can be subjected, both from heavy truckage on the street and whatever action there may be of frost in winter.

While the construction cost is very much in excess of that of horse-car lines (the same equipment of cars being available for both), the operating expense is so very greatly in favor of cable-power that the saving over horses not only pays the interest on the increased cost of construction but leaves besides a good profit. With the rapidly increasing demands all over the country for -lines the facilities for constructing the same are constantly improving. The six miles which this company laid in 1886 and the nine miles built in 1887 were completed at a cost of about $72,000 per mile of single track, which also included the granite paving, which amounts to $12,000 per mile, leaving the actual cost of track construction $60,000 per mile. The construction work was all done by the company, and could now be duplicated for $50,000 per mile.*

* The author is indebted to a pamphlet entitled, " A Description of the Cable System,'1 by H. H. Windsor, editor, for valuable information and descriptions of machinery and cost of construction as given in the foregoing pages.

avenues, from which horse-car lines branch out on Indiana and Archer avenues and on various cross streets farther south. The wisdom of the adoption of the new system was shown in an increase, the first year, of over six millions of passengers.

The next improvement adopted by the city railway company was the application of electricity, that wonder-worker of the age, as the motive power in running street cars. It is claimed for the electric trolley system that it is the most " simple, inexpensive, reliable and safe " of any yet adopted. While it is admitted that the trolley wires are very objectionable in the central and compactly built portions of the city, the objection does not obtain in the streets farther out and in suburban districts. As remarked by Thomas C. Clarke, inScribner's Magazine (vol xi no. 5): "Their economy is their chief merit, as this makes the system a flexible one, which can be extended to meet the wants of the public much faster than any conduit system, either for electric wires or for cables."

The capital of the Chicago City railway company is $9,000,000, the amount having been increased $2,000,000 Jan. 1, 1893, and $1,000,000 Jan. 1, 1894 ; its bonded debt, bearing 4^ per cent interest, was $4,619,500 Jan. 1, 1894 ; and its stock (May, 1894) bears the highest quotation (315) of any operating street railway company in the market. The immense business of the company is best shown by extracts from the two last reports of its officers.

increase ..$ 134,175 structions for the year were the lines on Forty- Net earnings horse ear lines 1892 $ 210,421 seventh street and Ashland avenue to West- Net earnings horse car lines 1891 91.968 ern avenue, two miles, and from Stony Isincrease ..$ 118.453 jan(j avenue to the Illinois Central tracks, a

DEPRECIATION. The stockholders of this company embrace '.'." .'".'.'.'.'.'.'.'.'.'.'.'"* n!aio a large number of the best business men and :;:. ;:. -.-"... "uto capitalists of the city. The officers and *2'4rMn> directors are as follows: George H. Wheeler, president; James C. King, first vice-president; Erskine M. Phelps, second vice-president; Samuel W. Allerton, Levi Z. Leiter, Daniel K. Pearsons and William B. Walker, directors; Thomas C. Pennington, treasurer; Frank R. Greene, secretary; Julius S. Grinnell, general counsel; Menard K. Bo wen, superintendent.

The South Chicago City railway company is the outgrowth of the Ewen Avenue Horse south side railroad company, which was Electric unes. incorporated May 31, 1883, and to which an ordinance was granted by the village of Hyde Park, September 27, 1883, authorizing the construction of a line on Ewing avenue on the east side of Calumet river to One Hundred and Sixth street in South Chicago, a distance of five miles.

In June, 1885, by another ordinance the right was granted to construct a line to extend along Ninety-second street and Commercial avenue, and One Hundred and Fourth and One Hundred and Sixth streets on the west side of Calumet river. The name of the company was changed to the South Chicago City railway company August 1, 1885, and in November, 1891, an ordinance was obtained from the city council granting the right to the company to change the motive power to the electric trolley system. Authority was also given to extend the road on two lines north of Ninety-second street - the easterly line on Buffalo, Superior, Ontario and Coles avenues to Seventy-first street, and on Gates avenue to the southeast corner of Jackson Park; the westerly on Commercial avenue to Seventy-ninth street and Cheltenham place, there connecting with the other line, One Hundred and Sixth street. The right was also granted to extend the line to the Indiana State line, where it would connect with street railways to Whiting, East Chicago and Hammond.

On October 10, 1893, another ordinance was obtained from the city, empowering the company to build a branch from Commercial avenue on Seventy-ninth street to Stony Island avenue, and north on that avenue to

The company has now completed sixteen street miles of double-track road, constructed in the best mariner, with seventy-five pound gurden rails. The power-house, on Ewing avenue near Ninety-second street bridge, is equipped with an engine of three units of power, consisting of sterling boilers and Allis- Corliss engines of 300 horse power each, which are belted direct to Edison bi-polar generators, each of 200 kilowatts capacity. The company is further equipped with fifty motor-cars and forty trail-cars. The motive equipment is of the Westinghouse type, two twenty-fivehorse power motors being attached to each motor-car. Oil is used for fuel, and the cars are heated and lighted by electricity. The plant used is regarded by experts to be more perfectly constructed and equipped, for a new road, tban any in the West.

The capital stock of the company is $1,500,000 - 1300,000 of which has not been issued. The amount of the bonded debt is $1,200,000, bearing five per cent, interest. The officers are: Dwight F. Cameron, president; D. M. Cummings, vice-president; 0. S. Gauthier, secretary and treasurer; E. D. Eowe, superintendent.

South Chicago with Grand Crossing, Auburn Park, Burnside, Roseland, Kensington, Gardner's Park, Pullman and West Pullman. It has a line also on Stoney Island avenue to Sixty-third street, connecting there with the Alley L road, and it connects also with the Chicago City railway (cable) line at Seventy-first street.

The line, twenty-seven street miles in length, is all completed and in operation, with the trolley electric system. The powerhouse, said to be one of the finest in the country, is located at Burnside, where also are the offices of the company. The line connects at Grand Crossing with Illinois

Central express trains, which run to Van Buren street in twenty minutes, thus affording the quickest and cheapest route for its patrons going to the city.

Chicago General H'y Co. it secured & franchise from the city in February of that year, authorizing the construction of a street railroad to be operated by cable, horse or electric power, on Twenty-second steeet from Crawford avenue, on West Fortieth to Grove street, and on Lawndale avenue from Twenty-second to Ninety-fifth street. Subsequently the right was granted to run on Kedzie avenue from Twenty-second to Ninety-first street, on Rockwell street from Nineteenth to Twenty-sixth, on Thirtyfifth from Rockwell street to Lawndale avenue and on Homan avenue from Twentysecond to Ninety-third street.

The company has now completed a double track from Lawndale avenue to the Chicago river, which is operated by the trolley system, with six cars. The construction of the line has been hindered by legal proceedings, but the corporation expects soon to have three or four miles of road in operation - twenty-five cars being now built for its use.

The West and South Towns railroad company on May 1, 1894, leased its lines to the Chicago General railway company, which now operates them, and which will make such further extensions of the line as may be authorized or deemed advisable.

The officers of the Chicago General railway company are as follows : Lawrence E. McGann, president ; Charles L. Bonney, vice-president ; L. C. Bonney, secretary and treasurer ; W. F. Brennan, superintendent.

capital of $1,000,000. The line runs through Park Manor, Brookline Park, Auburn Park, to Oakwood cemetery, South Englewood, Washington Heights, Brainerd, Tracy and Norwood. It connects with the Alley L at Sixty-third street, with the Cottage Grove avenue cable line at Seventy-first, with the State street cable at Sixty-eighth and with the Calumet electric road at Seventyfifth street.

This line is now in process of construction, about two miles of the northern portion being completed, upon which it is expected that cars will be running by July 1, 1894.

The next advanced step to facilitate intramural transportation, especially in the congested portions of a city, was the construction of elevated railroads, the first crude experiment in which was made in New York on Ninth avenue, in 1867. This was at first operated by stationary engines on the cable plan, but the motive power was changed, in 1871, to a dummy engine, which hauled three cars. By 1878 the Sixth avenue line was opened, from which time elevated rapid transit may be said to have commenced. In 1893 there were thirty-two miles of elevated roads in New York city and nineteen in Brooklyn.

The Chicago and South Side Rapid Transit railroad company was incorporated under the laws of the State of Illinois January 1, 1888, with a capital of $7,500,000.

The prime mover in the construction of this, the first elevated city railroad out- 8^e °f ^ew York and Brooklyn in this country, was Colonel A. H. Wolcott, of New York, who was assisted in the enterprise by other eastern capitalists.

The first franchise granted by the city council conceded the right to construct and operate a road from Van Buren street to Thirty-ninth street, then the city limits, between State street and Wabash avenue, and to acquire, by purchase or condemnation, the necessary land or right of way, not to exceed thirty feet in width, parallel with the alley line. In this respect the road was unlike any other theretofore constructed, as all the eastern roads are built in the streets. It also differed from most other street railways in the fact that it did not use a public easement, but purchased and paid for its own right of way.

Another advantage in favor of the alley route is that it avoids the serious objection of marring the appearance of the streets and shutting off light and air from adjacent buildings.

The first ground was broken and four piers erected just north of Twenty-fifth street in December, 1889. The procuring the right of way by purchase and through condemnation suits was naturally a slow preceding.

An amended ordinance, of date April 10, 1891, was prepared, authorizing the company to extend its line from Thirty- ninth to Fortieth street, thence west on the south side of Fortieth street to the alley between Prairie and Calumet avenues, thence south along this alley to Sixty-third street, and from this point over Sixty-third street to Jackson Park.

The road is constructed with the most economical use of iron consistent with safety and rigidity. The weight comes upon the supporting columns, which are held in large iron base castings, and securely fastened by a rust joint. These castings are bolted down to a brick and concrete foundation by four large bolts. The foundations are eight feet below grade and seven feet square at the base. The columns are spread at the top to receive the track girders, which are usually four feet deep and fifty feet long. The ties are of yellow pine, and are guarded by under and outside rails of six by eight timber, to prevent derailment. The standard rail weighs ninety pounds to the yard. The motive power is a small, well-designed locomotive engine, which will start a five-car train, heavily loaded, and enable it to attain full speed in 400 feet. The average speed, including stops, is fifteen miles an hour.

The cars ar>) similar to those used on the New York and Brooklyn elevated roads. Their total length is forty-six feet six inches, and their width eight feet eight inches. The seats are of woven cane, and the cars are heated by steam from the engines and lighted by gas.

Convenient stations are located at intervals of from two to four blocks along the line, and are neat brick structures, with waitingrooms on the ground.

On December 16, 1892, the company received the road from the Kapid Transit Bridge and Construction company, under which it had been in partial operation from June of that year. It was at this time completed to Sixty-first street, and was in operation to Fifty-fifth street. The construction was now rapidly pushed and the road completed to Jackson Park, a distance of 8TV5 miles, and ready for the transportation of passengers to the World's Fair May 1, 1893.

The cost of construction, right of way and equipment was practically covered by the proceeds of $7,500,000 five percent, construction bonds; and on February 16, 1893, an issue of $5,000,000 extension bonds was authorized,$3,000,000 of which were negotiated, on account of the financial depression in the summer of 1893, at only about seventy-five cents on the dollar.

The equipment then consisted of 180 cars and forty-five engines. The traffic for the first part of the World's Fair period did not come up to expectations, but during the last two months of the exposition fully equaled the entire capacity of the road. At the close of the Fair traffic fell off, aud has not yet reached the desired dividend-paying basis. What seems to be needed, if, indeed, it is not an imperative necessity, is an extension of the line, by loop or otherwise, farther north. An extension to Englewood and other populous suburbs would also very largely increase the traffic; but while these improvements have been carefully considered by the management and favorable progress is being made, no definite arrangements have as yet been concluded to make them. .

The president reported January 1, 1894, "that all construction expenses had been paid in full, and all accounts in relation thereto had been settled, except an unadjusted claim of $11,000."

The foregoing sketch includes the various street lines by which the people on the south side are conveyed to and from the business centre of the city. But these are by no means all, as those living near to the great Illinois Central railroad can testify, the suburban traffic of which is immense - the largest of any steam railroad in the world. The Chicago, Rock Island & Pacific railway also runs suburban trains, as do the Wabash, the Chicago and Eastern Illinois, and the Lake Shore and Michigan Southern railroads.

The act of February 14, 1859, which, as has been said, created the Chicago City rail- North Chicago way company, also named Hallway Company. William B. Ogden, John B. Turner, Charles V. Dyer, James H. Rees and Valentine C. Turner as incorporators of the North Chicago railway company. A little more than three months afterward (by an ordinance adopted May 29) the city of Chicago empowered the company to operate a horse-railway in the north division, laying tracks on the following streets: on Clark street, from North Water street to Green Bay Road, "and thence to present and future city limits;" on Division street, west from Clark street to Clybourn avenue, thence north to the city limits; on Michigan street, from Clark to Rush street, and north on Rush to Chicago avenue; on Wells street, from North Water to Division, thence west to Sedgwick street, and from that point north to Green Bay Road; on Chicago avenue, west from Rush street to the north branch of the Chicago river.

The first track laid was on North Clark street and was of primitive simplicity. At that time the street was "paved" with plank, and the rails were spiked to the irregular, constantly shifting surface, an extra course of plank being laid between the rails. A double track extended only as far as Division street, and between that corner and Fullerton avenue passengers were accommodated with a single track and "turnouts." The Chicago avenue line was completed the same year, as was also that on Clybourn avenue. The Sedgwick street line was opened for travel in 1861, and in 1864 a line was built to Graceland and operated by a steam dummy. The company, however, forfeited its rights on Michigan and Rush streets by non-user.

In 1864 permission was granted to lay a double or single track (as the company might elect) on Larrabee street, from Chicago avenue to Little Fort road, and along that thoroughfare to "the present or future city limits." The branch was constructed the same year. Other extensions of the system followed, and at the time of the fire of 1871 the North Chicago company was operating about twelve miles of road. In that conflagration its tracks, rolling stock and stables were entirely consumed, the loss being estimated at $350,000.

were re-laid; old barns rebuilt and new ones erected; extensions were undertaken and carried rapidly forward; and when, in 1886, the control of the properties and franchises passed into the hands of a syndicate composed mainly of eastern capitalists, the success of the enterprise had become an assured fact.

T. Yerkes, then of Philadelphia, with a capital stock of $5,000,000, which has been increased to $5,500,000. The company acquired a controlling interest, by the purchase of 2,501 shares out of 5,000, of the capital stock in the North Chicago railway company (paying therefor $600 per share), which latter company had begun operations in 1859, as above stated, and owned all the north side horse-car lines.

The new company, by agreement, became the lessee of the old one, agreeing to pay $30 per share annual rental on the stock and to assume the payment of its bonded debt and other liabilities.

The cable-system was adopted on all principal lines June 7, 1888, the franchise to run twenty years, and, in order to enable the company to reach the heart of the city, an agreement was made with the city council for the use of the La Salle street tunnel, in consideration of which the company constructed, at a cost of nearly $300,000, two double steel steam bridges across the river, one at Wells and the other at CJark street.

The cable lines were started in 1888, the principal ones running on Clark and Wells streets, from the former of which diverges the Lincoln avenue line at Center street, and from the latter the Clybourn avenue line at Division street, running to Fullerton avenue. The Clark street main line runs to Dewey court, the Wells street line to Wisconsin street, and the Lincoln avenue branch to Wright-wood street.

emerging therefrom on Randolph street, the loop passing over La Salle to Monroe street, over the latter to Dearborn, along that thoroughfare to Randolph and thence to the tunnel.

The company owns an electric line, on the underground system, which extends from Fullerton avenue west to Racine street, thence south to Webster avenue, thence east on Webster to Halsted street, and north on Halsted to the starting point, a distance of one and three-quarter miles. This line with the conduit system was an experiment, but has proved so unsatisfactory that it will not be continued.

Authority was obtained from the city council in April, 1894, to introduce the trolley electric system on all horse-car lines, and the company has already commenced work to effect the change.

It has one hundred and seventy horse and trail-cars, one hundred and seventy-seven grip-cars, two electric motor-cars, two steam motors, twenty-four gas motors, and 1,600 horses.

The enormous increase of traffic on the north side lines is shown in the following report of receipts from passengers for a series of years: