Portland, Oregon - History (part 5 of 18)

The year 1886 was marked by a great increase in buildings and improvements, some of which were of great extent, as will be seen by the following list: Morrison Street bridge (commenced), two hundred thousand dollars; Albina Terminal works, seven hundred and fifty thousand dollars; the new medical college, thirty-five thousand dollars ; the reduction works in East Portland, fifty thousand dollars; Reed's five-stor>' brick building on Third street, between Washington and Stark, ninety-five thousand dollars; the United Carriage, Baggage and Transportation Co. 's barn, twenty-five thousand dollars; the four-story brick stable on Second street between Stark and Washington, twenty-seven thousand dollars; vessels built or improved, sixty-eight thousand five hundred dollars. The stone church of the Presbyterians was projected at a cost of one hundred thousand dollars. The grand total of all improvements actually made, reached one million nine hundred and eighty-nine thousand one hundred and ninetv-one dollars.

The year 1887 witnessed a steady expansion in building and improvements. Among the most important were the following: The Abington Building, on Third street, between Stark and Washington, sixty-five thousand dollars; the five-story building west of the

Portland Savings bank; the residence of Levi White on Nineteenth street, forty-five thousand dollars; The Armor>', on Tenth and B streets, forty thousand dollars; W. S. Ladd's brick building at the foot of Morrison street, sixty-five thousand dollars; improvements on the Oregonian building, by H. L. Pittock, eighteen thousand dollars; the four-story brick building of C. H. Dodd, on the corner of First and A streets, seventy-seven thousand dollars; the building of the Cyclorama Co., on Pine street, between Third and Fourth, sixty thousand dollars; the Portland Bridge, two hundred thousand dollars; on the railroad bridge there was spent one hundred and seventy-five thousand dollars. The cable car line up to the heights was begun. The streets were improved to the value of one hundred and ninetyseven thousand eight hundred and thirty-five dollars. The total improvements of the year are summarized as follows: In the city, one million fifty-four thousand one hundred and seventy-nine dollars; on Portland Heights, sixty thousand dollars; in East Portland, one hundred and ninety-five thousand seven hundred and fifty dollars; in Albina, six hundred and twelve thousand nine hundred and ninety-nine dollars and fifty cents; on Mount Tabor, sixty thousand dollars; making: a grand total of two million seven hundred and eighty-four thousand and twenty-four dollars.

During 1888 aj] fonner improvements were far exceeded. Many large buildings of the most permanent character, and improvements which would be a credit to any great city were brought to completion or undertaken. The following is a list of the principal works: The Exposition Building, on Fourteenth and B, one hundred and fifty thousand dollars; on the First Presbyterian church, sixtj- thousand dollars; the Jewish Synagogue, sixty-five thousand dollars; the railroad bridge (finished), four hundred thousand dollars; improvements by the water committee, two hundred and forty thousand dollars; buildings in Portland (not otherwise named), one million eight hundred thousand dollars; improvements on the streets of Portland, three hundred ard twelve thousand five hundred dollars; East Portland and Sunnyside, three hundred and nineteen thousand three hundred and eighty-eight dollars; at Oswego, five hundred thousand dollars; at Albina, one hundred and eightv-one thousand six hundred and ninety-five dollars; on the street railways, fifty thousand dollars; on Portland Heights, forty thousand dollar; on Mount Tabor, thirty thousand dollars; at Sellwood, twelve thousand dollars; at Milwaukie, seven thousand three hundred dollars. This shows a total of three million five hundred and twenty-two thousand six hundred and thirty-nine dollars.

It is noticeable by the foregoing that many of these improvements were made outside of the city limits, in some cases from three to six miles distant. The propriety of including them among the improvements of Portland arises from the fact that they were undertaken and completed by Portland capital and were in fact the growth of the city itself - illustrating how Portland has completely overstepped what were once called "the natural limits of the city," between the circle of hills and the bending course of the Willamette. The improvements of 1889, reaching a value of about five million dollars are fully mentioned elsewhere, and need not be enumerated here.

These statistics as given in the foregoing pages, while probably not without error, are nevertheless the best now to be had, and give approximately a correct idea of business operations a iJ the growth of the place. By examination it will be seen that the development of Portland, as of all new cities, has been, as it were, by wave motions, the flood now rising and now falling again, but nevertheless at each new turn reaching a much higher point. Much of this oscillating movement has been due to the peculiar circumstances of the city and to the opening of the country by public works. In the very earliest days the first movement was due to the coming of ships loaded with goods for the use of the rural population of the Willamette Valley. Portland as a shipping point and post of supply made a secure beginning. After it had become thus established it did the business for the farming community surrounding in a regular and steady fashion without much increase except as the growth of the tributary country demanded. During the early sdxties, however, a new and promising field was opened for her merchants and navigation companies by the discovery of precious metals in Eastern Oregon and Idaho. With the development of the mines, and to quite an extent also with the settlement of Eastern Oregon and Washington and their occupation by cattle dealers and cattle raisers, Portland gained largely in business and trade. The steady growth resulting from this development was not greatly accelerated until in 1867-68 plans for opening the country by means of railroad were brought to completion, and ground was actually broken for a line to California. With the prospect of railroad connection with the rest of the world, the speculative imagination of the people of Portland was excited, and almost extravagant dreams of great immediate growth and wealth were indulged by even the most steady and conservative. Property increased greatly in value and improvements were stimulated. The early railroad days of Oregon were, however, beset with difficulties, as will be seen in a following chapter, although, producing much real growth, did not ultimate so hopefully as was by many anticipated. Ben HoUaday showed an unexpedled weakness and incapacity in managing his roads, and as his bonds declined and the general expectation of failure was felt, depression was experienced in all parts of the State. When a few years later occurred the great business collapse in the United States, which began with the failure of J. Cooke & Co. and the Northern Pacific Railroad Co. , Portland was left to the ' simjjle cultivation of her domestic commerce, and inflated prices and expedlations had to be abandoned. With the passage, however, of the California and of the Oregon Central railroads into the hands of the German bondholders, and a better system of management thereby introduced, business revived once more and Portland found herself obliged to add to her accommodations to meet the incoming tide of immigration and the increased flood of business. Independent commerce with the East and with Europe having sprung up stimulated very largely the production of grain in the Willamette Valley and also in Eastern Oregon and Washington, so that there was a steady increase in the amount of treasure received into the country and in the volume of business transacted at Portland. Exports of wool, lumber and salmon also figured largely to swell the volume of trade. With the year 1880 and those succeeding, prospects, and at length the realization, of a through line from Portland to the East, produced a greater volume of trade and raised higher expectations than had previously been known. Portland began to assume a truly metropolitan appearance. Activity in real estate and in building, and an expansion of all kinds was everywhere noticeable. All went well, until the O. R. & N. road and the Northern Pacific had been so far completed as to make a through line to New York, and Villard and the Oregon and Transcontinental railroad having gone beyond their means, suffered a reverse, and in their ruin involved also many of the citizens of Portland. For a time the people of our city seemed discouraged, nor did they quite realize the immense importance to them of railroad connection with all parts of the Northwest. Gradually, however, they began to see the ease with which they might connect themselves with all parts of Oregon and Washington and command the wholesale business of this region; and how they might even more stimulate the agricultural and mining interests of this whole region. Gathering up these lines of business they began to push vigoroiisly and in a short time were at the head of the commercial, mining, manufacturing and banking interests of the whole section. As a result of this active policy business began to pour in, in an almost overwhelming flood, through the thoroughfares, the docks, the commercial houses and the banks of our city. Real estate rose greatly in value; addition after addition being added to our city ; suburban towns began to spring up; manufacturers began to press in for a location, and capitalists found themselves obliged to erect buildings as rapidly as materials and labor could be obtained. A generous public spirit began to be felt and a general desire for public buildings which would do credit to the city was expressed. By public enterprise, such buildings as that of the Northwestern Industrial Exposition and the grand Hotel Portland were constructed. Men of wealth saw that the situation warranted the construction of the very best and most permanent houses. Fine churches were also erected. Street car lines were multiplied. Electric railways and motor lines to the suburbs and other points near were built with astonishing rapidity. With the passing out of the year 1889, the greatest amount of capital of any season has been spent in improvements, and there is ever>' indication of a still greater expenditure in the coming year.

Portland has now reached the point where she has comfortable commimication with all parts of the territory which she is to serve. Her growth is now but the result of the growth of Oregon and Washington. What yet remains to be seen is a perfect opening of the Columbia river from its mouth to the British line, and the improvement of the tributaries of this magnificent stream, so that not only by rail but by water, every village and farm may be brought into close connection with our city, and may be supplied from her warehouses and shops.

Chapter Vi

Charter of 1851 - Its Provisions and Amendments - Charter of 1872 - Charter of 1882 - Police Department - Fire Department - Health Department - Water Works - Public Buildings - Biographical Sketches of Mayors - List of City Officials From 1851 to 1890.

IN 1851 a Charter was granted to the city of Portland by the Legislature of Oregon. By this instrument corporate powers were lodged in the "People of the city of Portland," constituting them "a body politic and corporate in fact and law" with all necessary legal privileges. The city limits were to be fixed by a line beginning at the northwest corner of the donation claim of Finice Caruthers, running thence easterly by the north line of that claim to the river bank, and by a projection of the same to the middle of the Willamette; thence northerly by the middle of the river to the projection of the north line of Couch's claim; thence west seventy chains and south to the place of beginning.

There was little that was peculiar about the charter. It provided that the officers should be mayor, recorder, treasurer, marshal and assessor. There should be a common council of nine members. All of the above offices were to be filled by election of the voters of the city. By appointment of the city council there were to be city attorney, street commissioner, city surveyor and city collector. Election day was fixed on the first Monday in April, yearly.

Elections were to be by ballot and a residence in the town of thirty days in addition to the qualifications of voters in the then territory, was required. No election was to be held in a saloon, or any place where ardent spirits were sold. Proper provisions for appointment in case of absences were also made.

The common council was invested with the usual powers, being authorized to pass ordinances not in confli(ft with the constitution of the State or the United States; to colledl taxes, provide water, and guard against fires, diseases, nuisances, and disorders; to license taverns, and all other forms of business or trade usually put under some sort of restriction; and to suppress gambling houses and other immoral things. Property outside of the city limits for such necessary purposes as pest house, water works, etc., might be purchased and owned. Duties of officers were carefully specified.

Among provisions likely to be amended was that forbidding the mayor and members of the common council to receive pay for their services; to allow a protest of the owners of one-third of the property on a street to stop improvements ordered thereupon, while two-thirds of the expense of all improvements of streets was to be borne by the property adjacent; and the provision that land within the city limits not laid out in blocks and lots should not be taxed by the city.

Among miscellaneous provisions were that fixing the beginning of the fiscal year on July 1st; that giving the decision of a tie vote at any election to the common council ; that no officer in the city government should have any interest in city contrails; that an oath of office must be taken and that any ordinance calling for an expenditure of above one hundred dollars must lie ten days before passage.

In 1858 certain amendments were made, by which the city was to be divided into three wards, each electing three members to the council; to allow collection of port dues on ships and steamers; and to pay the councilmen three dollars per day for actual service. In 1860 this provision for paying councilmen was repealed.

should be borne by the owners of adjacent propert)', and that a protest of the owners of two-thirds of the property must be obtained to arrest any street work ordered b\' the council.

In 1864 the entire instrument was revised and written in a more perspicuous style. The limits of the corporation were extended so as to include the Caruthers Claim. The mayor was to serve two years; the election was to be on the third Monday in June. The fiscal year was to begin with January, the city was not to incur an indebtedness of above fifty thousand dollars; a dredger might be owned and operated by the city on the lower Willamette. The mayor and the councilmen should receive no compensation. In 1865 an amendment was made in regard to laying out new streets; and constructing sewers and drains.

In 1872 a new charter was granted, which was quite a voluminous document, and introduced many changes. The limits of the city were extended so as to include the whole of the Caruthers and Couch claims, and a space seventy chains and over still to the west. The city was divided into three wards, the first including all that portion north of Washington street; the second, that between Washington and Main streets, and the third, all south of Main street. Each ward was to elect three members to the common council for three years each. The mayor was to be elected for two years, and was invested with the veto power, requiring a two-thirds vote to pass an ordinance without his approval. The treasurer and assessor were to be chosen by the common council, and the attorney, street commissioner and surveyor were to be appointed by the mayor, with the consent of the council. The office of recorder was abolished and a police judge was instated to succeed him. This officer was to serve for two years, holding regular court, and came to his position by appointment of the mayor. The office of marshal was also abolished, and the police department was placed under the supervision of three police commissioners appointed by the governor. The mayor and councilmen were forbidden to receive a salary, or other compensation; the rewards of the other officers were definitely fixed, that of police commissioner being three dollars per day for actual service. Special policemen were allowed, but they were not to receive pay from the city - being left, it would seem, to obtain their wages from private persons asking their services. It has recently been earnestly recommended to abolish the "specials."

The street commissioner was invested with large powers. Street imi^rovements were to be paid by tax on property adjacent and could be discontinued upon the remonstrance of two-thirds of the property holders interested. Changes of grade were to be paid for out of the general fund. Taxes, except for the dredging of the river, were not to exceed one and one-half per centum of the assessed value of city property per annum. The indebtedness of the city was not to exceed one hundred thousand dollars. The financial needs of the Police Department were to be detennined by the police commissioners, and the sum requisite was to be provided by the common council by tax.

By the charter of 1882, which, with various amendments, is still in force, the boundaries of the city were so extended as to embrace the Blackistone place on the north, and some additions on the south and west, while the middle of the Willamette was still left as the limit on the east. City authority is vested in mayor, common council and board of police commissioners. The three wards are continued with substantially the same boundaries as before, each of which is entitled to three members in the common council. Councilmen, mayor and treasurer come to their office by vote of the electors of the city. The auditor is elected by the common council, holding his term at their pleasure. The attorney, street superintendent and surveyor are appointed by the mayor, with the consent of the council, and are removable for cause. Election is the third Monday in June. A residence of six months in the city and of ten days in the ward, in addition to qualifications as elector of the State, is required of the voter. Careful rules of election and regulations as to vacancies and absences are provided.

The common council is invested with ample powers to carry on the business of the city, to secure good order, to regulate dangerous occupations, to prevent the introduction and spread of disease, and to suppress nuisances and immoral business. Authority is granted to impose a tax of three mills for general municipal purposes, and three and a half mills each for the support of the paid Fire Department and of the Police Department. Assessments of property in the city are made according to the assessment rolls of Multnomah County.

The mayor is the general head of the cit>' government, making an annual message to the common council, in which he reports upon the state of the city and recommends such measures as he deems proper. No ordinance may become a law without his approval unless passed subsequently by a two-thirds vote of the council. The treasurer is held to keep a stri6t account of the funds of the city, and the auditor keeps full record of all warrants and bills, issues licenses and makes annual lists of all property subjedl to taxation. The city attorney attends upon all actions to which the city is a party, prosecutes for violation of city ordinances, and prepares for execution all contracts, bonds or other legal instruments for the city. The street commissioner exercises a general care over the streets, the public squares and the parks; supervises surveys, and requires improvements ordered by the council to be fully and faithfully completed.

The Police Department is under the police commissioners, who are elected by the voters of the city and serve without salar}'. They organize and supervise the police force. The police jiidge, however, who must be an attorney of the degree of an attorney of the Supreme court of the State, and whose court is of the degree of that of justice of the peace, is appointed by the mayor, with the consent of the common council. He has jurisdiction of all crimes defined by city ordinance. His salary is not to exceed $2000 per annum. All police officers are strictly forbidden to receive compensation other than that provided by ordinance, under the general regulation.

The Fire Department is under three commissioners who are appointed b\' the mayor with the consent of the council. Their term of office is for three years. Compensation of all officers or employees of the Fire Department is prescribed in the legislative a(ft erecfling the same.

The City Water Works are, by this charter, placed in the hands of a committee appointed by the legislatnre with the power to fill all vacancies occurring in their own body. They are independent of all other departments of the city government.

Police Department

Much care and expense have been bestowed on the police department. There is difficulty always in a city in securing enforcement of the laws against certain forms of vice and immorality. These often find refuge in the cupidity of property-owners and others and the law can seldom be enforced with vigor. But on the whole good order is maintained in Portland.

The police force of the city consisted at first simply of the marshal. As his duties became too great for his personal attention, deputies were appointed by him, or by the council.

By the Act of 1872 a regular police system was inaugurated. The office of marshal was abolished, and the management was given to a board of three police commissioners holding office three years, elected each year in order. The board was to be responsible to the people only. The office of recorder was succeeded by that of police judge, who was first appointed by the mayor. The system remains substantially as at the present time. The expenses of the department are to be determined by the commissioners and the necessary sum may be raised by the common council by tax not to exceed 3 ^'i mills.

Below are given the names of the policemen from 1872, the time of the new order. The names of marshals and judges will be found in the list of city officers. 1872. Police Commissioners - A. B. Hallock, Pres., W. P. Burke, Eugene Semple.

1884. Commissioners on Health and Police - R. Gerdes, .\. F. Sears, Jr., W. H. Andrus. Police Judge - S. A. Moreland. W. H. Watkinds, chief; John Neale, clerk; A. F. Turner, J. F. Hair, A. M. Cornelius, captains. Clerk of police, Chas. A. Christie; deputy, F. D. Love. Policemen - A. Henline, Geo. H. Ward, A. Johnson, S. S. Young, Levi Wing, E. C. Lyon, Andrew Holmberg, Pat Keegan, J. N.James. .\. B. Brannan, H. M. Hudson, Wm. Myers, F. M. Arnold, Richard Collins, J. R, Cramer, S. C. Barston, W. A. Hart, W. A. Beaumont, J. T. Watson, J. R, E. Selby. James Barry. R. M. Stuart, A. M. Putnam, W. L. Higgins, O. H. Smith, J. T. Flynn. C. T. Belcher.

A.S indicating something of the business done at present in the police court, it may be mentioned that 2261 cases were tried (1888), of which 1669 were city cases, the rest State. Upwards of $8,000 in fines were collected.

Oi^cially recognised by the police department, and favored with certain privileges - as special officer, or rooms in the city prison - are the Humane Society, for prevention of cruelty, and the Children's Aid Society, of which an account will be found under the head of Benevolent Societies.

Fire Department

A sharp reminder that the city needed protection against the casualty of fire was given by the burning of the old steam saw mill at the foot of Jefferson street in IS.'^S. In 1854 an ordinance was passed authorizing the formation and proper equipment of a fire company. This was a voluntary a.ssociation of the citizens, who rendered their services freely. Much interest was felt in the movement, and public spirit kept the ranks well filled. The company was efficiently organized under H. W. Davis as Chief and Shubrick

Norris as Assistant. At the election in 1856 Mr. Davis was continued as Chief, with Orin Joynt, Assistant. In 1857 S. J. McCormick was elected Chief and Charles Hutchins, Assistant. In 1858 the situation was reversed, Hutchins becoming Chief, with McCormick, Assistant. In 1858 some changes of working were made, and J. M. Vansvckle was chosen Chief, with two assistants, Joseph Webber and F. Sherwood. Mr. Vansyckle was continued through 1859, with M. M. Lucas and J. A. Messinger. In that year, also, the service was rendered much more efficient by the purchase of a steel alarm bell, weighing 1,030 pounds and costing $515.15. It was placed in a tower on the levee. In 1860, and until 1863, Joseph Webber was Chief

In 1860 an act was passed by the Legislature formally creating a Portland Fire Department, granting its members certain privileges, which it exceeded the power of the city government to confer. It was still to be a voluntary association with Chief and two assistants. These officers were to be chosen by vote of all the members of the company', and were to rank according to the number of votes they received, the three receiving the most votes being respectively Chief, and First and Second Assistants. The number of companies was not limited, but no company could be formed to contain less than 30 nor more than 75 members. The Chief was allowed to receive a small compensation of $300 a year. As an inducement to membership, a term of three years' service entitled any member to become an "exempt," and by virtiie of this fact he was relieved of jury duty and of service in the State Militia.

Under the stimulus of these privileges, and by reason of general public spirit, the fire companies flourished greatly, almost every ablebodied man of proper age belonging to some one of them. The various companies were emulous of each other, each aiming to be first in numbers, efficiency and in elegance of dress. They ever were ready to participate in public display and festivities. They were prompt and active in their work, and were the means of saving property and life for many years. With serviceable engines and sufficient houses and good teams, they were a fine body of men either for parade or action. There were four engine companies, Willamette, Multnomah,

Columbian and Protection, and the Vigilance Hook and Ladder Company. A list of the officers and members for 1864 is herewith given, partly to record the names of the firemen and partly as a record of citizens who might not otherwise appear in this work.

Active Members

Officers - P. C. Schuyler, Jr., foreman; Jas Bothwell, first assistant; Jos. Bergman, second assistant; Shubrick Norris, president; Richard B. Knapp, secretary; Harris Seymour, treasurer.

Officers - A. B. Hallock; foreman; T. B. Trevitt, first assistant; S. Skidmore, second assistant; A. J. Butler, president; Ben L. Norden, secretary; A. C. Ripley, treasurer.

Officers - William B. Clark, foreman; John P. Denison, first assistant; William Young, second assistant; John A. Thompson, president; Hamilton Boyd, secretary; H. Wasserman, treasurer.

Officers - Fred. W. Bell, foreman; James H. Rochford, first assistant; Henry G. Miller, second assistant; H. W. Davis, president; Morris Moskowitz, secretary, Samuel C. Mill, treasurer.

Officers - M. Jaretzsky, foreman; James Farrell, first assistant; John Ewry, second assistant; J. McCraken, president; E. W. McGraw, secretary; E. G. Randall, treasurer.

In 1865 Joseph Buchtel was Chief. The Willamette No. 1 numbered 52 members; the Multnomah Company, 47; the Columbian, 50; the Protection, 48; the Hook and Ladder Company, 48; and the Exempts, 32.

In 1866 the offices were Thos. G. Young, W. H. Weed and Wm. T. Patterson. In 1867, Thos. G. Young, W. H. Weed, Wm. W. Witsell. The latter Chiefs are found in the list of the city officers, given above.

As the city grew larger and the years passed, it was deemed better not to depend upon volunteer companies, but to maintain a regular paid fire department. In 1882 this was organized, and in 1883 H. D. Morgan, who still serves, was appointed Chief Under this management the loss by fire has been greatly reduced, as shown by the following: 1883, the total loss by fire was $319,092.20;

1884, $403,851.90; 1885, $59,329.73; 1886, $98,146.16; 1887, $84,173.72; 1888, $54,347.70. In 1889, but little over $20,000. The city is well supplied with alarm boxes and the alarm telegraph. It has 123 hydrants (1888) connecting both with the Water Works and the mains of the Hydraulic Elevator Company; it has 71 cisterns, aggregating a capacity of 1,312,000 gallons, and 6,200 feet of hose and 22 horses. Engines and trucks fully sufficient for each company are supplied. There are two hose companies, two hook and ladder companies, and four engine companies, numbering 22 of the permanent uniformed force and 58 of the members at call, or 80 in all. The current expenses of 1888 were $58,034.79, of which $37,893.59 were spent for salaries; the Chief receiving $2,000, engineer of steamers, $1,200; Superintendent of Fire Alarm, $1,500; Secretary, $1,200; and the others from $900 down to $240 for members at call. The property held in trust by the Commissioners is valued at $202,277.60. Something like $70,000 per year is required to operate the Department. The great need of the present is a fire boat, and to require all buildings of three stories or more to be supplied with pipe stands and fire escapes - the latter being useful to the firemen as well as to the inmates.

The present Commissioners are James Lotan, T. B. Trevett and George L. Story. The Chief Engineer is H. D. Morgan, and the Superintendent of Fire Alarm Telegraph, J. A. Coffee, jr.

Health Department

By city ordinance this is connected with the Police Department, every policeman being a health officer. A City Physician, with power to inspect all buildings, ships and trains, is employed, and necessary power of quarantine, as prescribed by charter, is exerted by the Council. A City Hospital is maintained. A Poor House and Farm for the indigent, incompetent and unable is provided. It is located a few miles west of the town, on a beautiful and salubrious site. The Chinese lepers - of which there have been a number - have been kept at this place. A pest house, also in a proper place, is owned and operated.

The necessity of a sufficient supply of pure water for the city was early recognized, and by the first charter the city was authorized to build and operate water works. In preference, however, to carrying on this work by supervision of the municipality, a water company was formed and invested with power to conduct the business. Works were erected in 1851, the supply of water being from the springs in hills near town, which were sufficient for all needs. Within a number of years the old wooden works were superceded by a capacious and well constructed reservoir of brick and stone on Fourth street. As the city increased in population and the consumption of water became great, the springs failed to meet the demand, and recourse was had to the Willamette, from which an increasingly large proportion has been pumped, until it is now practically the sole source. While in the Spring and Autumn the water of our river is remarkably pure and wholesome, it is very liable to pollution from the sewerage of towns from up the river, from the general drainage of the valley, and in the Summer freshet of the Columbia by the sewerage of Portland itself, as it is carried up the river by the backward-setting current, sometimes caused by the rapid rise of the stream below. Moreover, it is thick with mud during times of Winter freshets. The pumping apparatus has been placed some three miles above the city, and the water is drawn deep from the bed of the stream.

Some years since the reservoir on Tenth street was abandoned for a larger one, built on Seventh and Lincoln streets, near the foot of the hill, at a much greater elevation. The circle of buildings on the skirts of the hills, still above the reservoir, is supplied from small reservoirs which are fed by springs and located conveniently in the ravines.

Great efforts have been made to provide for bringing an inexhaustable supply of presumably fresh and pure water from some one of the many streams of the Cascade mountains. The enterprise which calls for an expenditure of not less than $5,000,000 has met with temporary reverses, but will not be much longer delayed.

After many years trial of the method of water supply by a private company, it was seen that this was not the most economical. It was also generally recognized that an article like water, an absolute necessity of life, ought not to be subject to private monopoly. Accordingly, by legislative act, in 1885, the city was fully empowered to provide water works of its own. A committee was appointed by this act, consisting of the following men, then residents of Portland : John Gates, F. C. Smith, C. H. Lewis, Henry Failing, W. S. Ladd, Frank Dekum, L. Fleischner, H. W. Corbett, W. L. K. Smith, J. Loewenberg, S. G. Reed, R. B. Knapp, L. Therkelson, Thomas M Richardson and A. H. Johnson. They were to be a permanent body, with plenar}' power, and independent of all others, filling vacancies in their number by their own act. Bonds to the amount of $500,000 might be issued by them for purchasing or building works, and laying mains and pipes. The plant of the old company was acquired with the new reservoir on Lincoln and Seventh streets. Under the present management it is intended to charge rates only sufficient to meet expenses. The receipts for 1888 were $79,530.09 and disbursements, $78,524.85, including $25,000 interest on $500,000 bonds. The management is efficient and economical. Mr. Henry Failing is president and Mr. P. C. Schuyler, clerk of the committee.

To the Fire Department belong ten houses, ordinarily good. They are as follows: That of Engine Co. No. 1, south side of Morrison street, between First and Second, valued at $40,000 (house and lot); that of Engine Co. No. 2, west side of Second between Oak and Pine, valued at $20,000 (house and lot); that of Engine Co. No. 3, south side of B, at intersection of Fifteenth street, valued at $10,000 (house and lot); that of Engine Co. No. 4 and Hook and Ladder Co. No. 2, between Montgomery and Mill streets, valued at $10,000 (house and lot); that of Hook and Ladder Co. No. 1, east side of Fourth, supply building and bell tower, valued at $30,000; that of the old Couch Engine Co., valued at $5,000 (house and lot); that of Hose Co. No. 2, west side of First street between Madi.son and Jefferson streets, valued at $18,000 (house and lot).

The building used for city jail and police station, court house, etc., on Oak street between Second and Third, is a substantial structure of stone, iron and brick of two stories. It is somewhat grim and stern in general appearance, but very well answers its purpose.

The council chamber and the offices of the city government are in rented apartments on the corner of Washington and Third streets. Arrangements, however, for erecting a city hall to cost about $500,000, are already well advanced; a block on Fourth street, adjacent to Main - that now occupied by St. Helen's Hall - having been purchased for the purpose.

From this brief sketch of the city government, it will be seen that it has been growing in complexit}-, and there has been a strong effort to arrange the duties and responsibilities in such a manner as to render the different departments measureably independent. To a degree this has been accomplished. The legislative body - council - has no dependence upon the executive or the judiciary. The judiciary - police judge - is connected rather with the mayor than with any other branch, while the military department or police are independent or directly responsible to the people. The mayor, by his power of appointment and veto of the council, exerts large influence; but being severed from the police, has no autocratic authority. His measures must prevail by reason of their wisdom or his personal influence. The treasurer is directly responsible to the people. The auditor is responsible to the council. The attorne}', superintendent of streets and surveyor are responsible to the mayor. Combinations may, of course, be made between all these officers, but it is at least easy for the citizens to hold one impartial department against any combination. In case of rival parties or "rings," it will usually happen, as has hitherto more than once occurred, that one will hold one department while another holds another. It is difficult, too, for the Police Department, Fire Department and mayor, all measurably equal, to yield priority, especially in ill or corrupt designs, and jealousy has a tendency to bring about exposure.

The politics of the city are principally upon local questions, from the ambitious desicrns of rival leaders, who find it advantageous to tise municipal elections for the larger field of State politics, or from the supposed intents of special forms of business. Many of the citizens stand aloof entirely, and the city elections commonly show a light vote.

When national politics are involved, the city is Republican, and the municipal tickets are usuallv nominated under the captions of the two great parties.

Hugh D. O' Bryan, the first mayor of Poitland, is described as " a man of tried probity and great force of character, and brought to the discharge of the duties of the work-a-day world an ample reserve of clear hard sense." He was born in Franklin County, Georgia, in 1813, and his boyhood was spent among the Cherokee Indians, among whom his father was a missionary. In the Spring of 1843 he started from Arkansas for the almost m\'thical coast of the Pacific (^cean, and reached Oregon City in October. There he engaged in business for two years and then removed to Portland. When the Whitman massacre in 1847 called the men of Oregon to the field of battle, he went out as first lieutenant and gave a good accoimt of himself in the campaign against the Cayuses. Returning home, he was elected mayor in 1851, but in 1852 changed his residence to Douglas County, whence he was soon after sent to the Territorial Legislature as a joint representative for the counties of Douglas and Umpqua. In 1860 he removed to Walla Walla Valley, and afterwards represented his county in the Legislature of Washington Territory.

The second mayor of Portland, A. C. Bonuell, was born near Chatham, Morris count>', New Jersey, in 1801. His father was a soldier of the Revolution. In 1848 he was engaged in mercantile pursuits in Cincinnati, but the tidal wave of popular excitement bore him away to San Francisco, where he landed November 1, 1849. He was recording clerk to Geary's administration until August following, when he came to Portland and immediatelv became connected with its commercial interests. He afterwards returned to San Francisco, and was for many years the clerk and cashier of the Evening Bulletin Xeuspnper Company.

Simon P>. ^Iar\e, who served a short time under chang^e of election in 1852, was a \'irginian, having been born at Marye Heights, in the Old Dominion State - a place which became noted during the war of the Rebellion as a battle field. He came to Portland in 1850, and within a few years was united in marriage with the eldest daughter of Col. Chapman. He was a lawyer of ability and a man of influence in the early da}s. Before 1860 he went to the South Atlantic States, and espoused the cause of his section during the political strife succeeding, .\fter the war he lived at St. Louis, Mo., where he died upwards of twenty years ago.

Josiah Failing, the third ma>or, elected in 1854, was one of the men of the earh- day in our city who had the qualities to be among the number addressed in old Rome as "Conscript Fathers." In his face, bearing and interest in the young city he was distinctly fatherly, and had his heart in the public impro\ement of the community. He was much in earnest in regard to religious matters, being the first member of the Baptist Church of Portland, and gave diligent attention to the matter of public schools, of which he was a director during many tenns. The children of Portland will always speak his name, since the large public school building in Caruther's Addition is called for him. He belonged to an old New York family that settled at an early period in the Mohawk Valley, among the six nations of Indians friendly to the English. He was born July 9, 1806, at Fort Plain, Montgomery Co. , N. V. In his youth he learned the trade of printing wall paper, and afterwards went to New York City to reside. There he married and remained until 1851, when he came out to Oregon. Reaching Portland he , set up a mercantile business, importing goods direct from New York City, and laying the foundations of the present large firm of Corbett, Failing &. Co. He was a ver>- successful business man and enjoyed a most enviable reputation for integrity and uprightness. He died in Portland.

commercial development, that for a full account of his life we must refer the reader to other parts of this book. His early years were spent in New Hampshire, and he improved all means of education and acquiring information, so that when in 1850 he came to Portland it was with broad business ideas that he began his operations.

George W. Vaughn, ele6led in 1855, was a native of New Jersey, a man who in his prime was personalh- very handsome, with the full and imposing features of the middle coast people of the Atlantic seaboard. He began actively in commercial business and followed this successfully both in the Eastern States and Canada. He came to Portland in 1850 and established a hardware store. His investments were made with good judgment and brought large returns. In 1865 he built the large brick flour mill on IVIain street, which was burned in 1873. By that fire his losses were reckoned to be nearly two hundred thousand dollars; nevertheless they were not sufficient to bring him to insolvency. He died some years since at Portland.

James O'Neill, who served as ma>-or three terms from 1856, was one of the most popular men that e\er held the seat. He was from New York State, having been born at Duanesburg, in Schenectady CountN', in 1824. Of a business turn, he came out to Oregon in 1853 and entered into mercantile pursuits at Oregon City. A few vears later he came to Portland and managed all his affairs with success. Some time in the early sixties he accepted a government position as Indian agent at Fort Lapwai. He subsequently went to Cheweela, in government employment on the Colville reservation. At the last election in Stevens county he was chosen auditor, and now serves in that position. He is a brother of Daniel O'Neill, of our city, so long known as a navigator on the lower Willamette and Columbia rivers.

A. M. Starr, elected in 1858, was a New Yorker b\- birth, and came to Portland as early as 1850, opening a stove and tin store on the block now occupied by the business hotise of Corbitt & Macleay. He was' one of the parties to the famous suit of Stark vs. Starr.

S. J. McCormick, who held the office next in succession, was from Ireland, and for many years infused into the life of our city much of his own native enthusiasm and humor. He first set up in business with a little job printing office in a room seven by nine on the west side of Front street between Washington and Alder. For many \ears McCormick's Almanac was a regular publication, and seemed to be a part of the on-goings of the city itself. It was a breezy little pamphlet and of much value throughout the State. In addition to his Almanac he began in 1863 'the publication of a City Directory and continued this yearly until late in the seventies. The historians of Portland will ever be grateful to him for the information which he stored away in these volumes. He first came to Portland in 1851, having with him his wife and his wife's sister. The latter lady was then unmarried, but was afterwards joined in wedlock with Thomas Robinson, who lived upon the hill now known bv his name on the southern side of the city. Mr. McCormick moved to San Francisco a number of years ago.

George C. Robbins, eledled in I860, came to Portland in 1854 and engaged in business as a jeweler. He brought with him a family. Some years since he removed from the city to Nevada.

John M. Breck, who served in 1861, is at present one of our well known and active citizens. He was born in Philadelphia in 1828. At the age of sixteen he went out to Wisconsin, but in 1850, at the instance of Aspinwall, president of the Pacific Mail Steamship Co. , took passage on the Columbia for Oregon. On this vessel he served as purser for the voyage, and brought a stock of goods. From 1852 until 1855 he was in business with W. S. Ogden, of New York, a well educated young man, nephew of Peter Skeen Ogden, of the Hudson's Bay Company. In 1860 Mr. Breck received appointment as purser on the steamer Northerner of the Pacific Mail Steamship Company, which made the trip from San Francisco to Victoria, Olympia and Portland. On his second voyage he suffered shipwreck in this steamer, off Cape Mendocino, on Blunt's Reef. Reaching Portland after this disaster, he accepted a position as shipping agent of the company, and remembers the immense cargoes of apples with which the steamships were loaded down - believing the estimates of shipments usualh- given as to that period, much too low. In 1 862 he received imexpectedly the nomination as countN' clerk on the Union ticket and was eletled over a \-ery popular opponent.

W. H. Farrar, the next in order, was a lawyer of ability and is said to have been a native of Massachusetts. While a citizen of Portland he was active in public affairs, giving evidence of somewhat larger mind and greater general ability than lie usualh- chose to bring into action - but nevertheless bore his share of the burden and heat of the day. He served two terms.

David Logan, mayor in 1864, was a man of intense and brilliant mind, popular with the men of the city on account of his ready speech and familiar manners. His abilities as a lawyer were of the first order; as a political speaker his powers were unrivalled in his day, and his fame was co-extensive with the Northwest. He was three times the candidate of his party for congress, but at each time may be said to have ' 'led a forlorn hope, ' ' as the opposition was too strong to be overcome. About the year 1871 he retired from the practice of the law in Portland, took a farm in Yamhill cotinty, and died there a few years later.

In 1864-5, in 1865-6 and again in 1873-4, Henry Failing was mayor. For a full account of this representative man of the city the reader is referred to the biographical sketch in another part of this \olume.

Dr. J. A. Chapman was born in Allegheu)- county. New York, in 1821. At an early age he began the study of medicine at Cuba, New York, and graduated from the medical college at Geneva, in that State, in 1846. In 1861, upon the breaking out of the war of the Rebellion, he placed his services at the disposal of the government, and was appointed anny surgeon. After serving during a campaign at the South, he was transferred to an overland expedition and came with it to Oregon as acting surgeon, with rank of major. Returning to civil life he came to Portland and engaged in the practice of medicine with Dr. William H. Watkins. He filled three terms as mayor of Portland, and was also surgeon-general of the Oregon militia by appointment of Gov. L. F. Grover.

Hamilton Boyd, who was mayor in 1868-69; came to Portland about the >-ear 1860. He was reckoned a good man of business, became an assistant in the office of county clerk and shortly afterward took a position as leading accountant in the banking house of Ladd & Tilton. In 1868 he was elected county commissioner, and served two years. He was elected to the mayoralty by the common council to fill the vacancy caused by the death of Thomas J. Holmes. Mr. Boyd died in Portland in 1886.

B. Goldsmith, who was ma> or in 1869-70 and 1870-1, is an old resident of the Pacific Coast. He came to California in 1851, thence to Oregon in 1856, and to Portland in 1861. He has been in business at Portland ever since. Throughout his career in this city he has been known as a man of business ability and energetic character. He bore a leading part in bringing about construction of locks at Willamette Falls, and later has been prominently connected with development of mining property in Northern Idaho. During many vears he was at the head of a wholesale dry goods house in Portland. Mr. Goldsmith was born in Germany in 1832.

Philip Wasserman, elected mayor in 1871, was born in Germany in 1827, and came to America in 1849. He has had an active life in mercantile pursuits. In 1858 he came to Portland, and still lives here. He served in the legislature of the State two terms. Declining further legislati^'e honors, he was prevailed on to stand as a candidate for mayor, and was elected b\- a large majority. He was a careful and efficient mayor, but at the expiration of his term decided to withdraw from further service in office. Mr. Wassennan has always been known as a worth\' and successful man of business, and is held in high esteem.

W. S. Newbury, who was elected mayor in 1877, is one whose life has been spent much in the Old West, or interior, as well as upon the Pacific Coast. He was born at Ripley, N. Y. , in 1834. In 1850 he went to Chicago, engaging as salesman with one of the first firms of that cit>', on Lake street. Four years later he went to Wisconsin, and there pursued a course of study in law, completing his education at a commercial college. He soon accepted an important position as book-keeper and accountant, and afterwards became manager of a large business at Sioux City, Iowa, for the Little American Fur Company, of St. Louis. Removing to lola, Kansas, in 1860, he soon became identified with that town, some years later being elected mayor. He ser\'ed in the Union army, and was assistant provost marshal of Kansas, and also assistant secretar>- of the State senate. He came to Oregon in 1870, settling at Portland in 1874. Until 1880 he conduced an extensive business in farm machinerv, but since that date has been practicing law.

David P. Thompson, one of the most widel}- known men in our State, was born in Harrison county, Ohio, in 1834. In his nineteenth year he came to Oregon, driving sheep across the plains and walking ever)- rod of the way. Upon his arri\'al at Oregon City in 1853 he took a job of cutting cordwood, which lasted through the winter. Soon after he entered upon the profession of a surveyor, which lie followed during several years. In pursuance of this business he acquired an nnequaled knowledge of the northwestern country, and laid the foundation of his present ample fortune. He lived at Oregon City till 1876, when he removed to Portland. In 1879, and again in 1881, he was elected ma)'or, and gave the city a vigorous and efficient administration. Mr. Thompson, throughout his whole life, has been noted for activity and energ}-. He is a man of firm and positive character, tenacious of his purposes, active in business and successful in his undertakings. By appointment of President Grant he became governor of Idaho Territory in 1875, but resigned the office in 1876. He is now engaged in the banking business in Portland.

John Gates, who was elected mayor in 1885, was a native of Maine. Born in 1827, he came to Portland in 1851, and pa,ssed all his active life here. His first situation was that of engineer at the steam saw-mill at the foot of Jefferson street. When the Oregon Steam Navigation Company was organized he became its chief engineer, and superintended the construction and the placing of the machinery in all its boats. He made many inventions, including one which produced almost a revolution in the construction of stemwheel steamers. He devised the method, now known to be highly successful, of sluicing out the sand bars of navigable streams with powerful propellers, and invented a most excellent and successful apparatus for applying hydraulic power to the steering gear of steam vessels. Mr. Gates was a man of original mind and great industry. He died, while holding the office of mayor, in April, 1888.

Van B. De Lashmutt, now serving the second term, is a representative man of our city and time, of wliom a full sketch will be found elsewhere.

/,>?6.9 - Mayor, W. H. Farrar; Recorder, J. F. McCoy; Treasurer, H. B. Morse; Marshal, William Grooms; Deputies, A. B. Brannan, F. M. Arnold; Assessor, O. Risley; Collector, J. F. McCoy; Street Commissioner, A. B. Stewart; City Surveyor, A. B. Hallock; President of Council, O. Risley; Clerk, H. Boyd; Councilmen - First Ward, T. J. Holmes, A. B. Hallock, N. Williams; Second Ward, O. Risley, A. P. Dennison; Third Ward, S. Coffin, C. S. Silvers, A. G. Walling.

1883-4 - Mayor. J. A. Chapman; President of Council, W. H. .\dam;; Auditor and Clerk, R. B. Curry; Treasurer, D. C. McKercher; Attorney, R. M. Dement; Surveyor, W. S. Chapman; Superintendent of .Streets, A. F. Sears; Deputy Superintendent of Streets, W. F. Burke; Police Judge, S. A. Moreland; Chief of Police, W. H. Watkinds. Councilmen - First Ward, R. Gerdes, J. B. Hailey, J. E. Smith; Second Ward, W. A. Scoggin, W. H. Andrus, W. L. Chittenden; Third Ward; A. F. Sears, Jr., W. H. Adams, W. B. Honeyman.

1884-5 - Mayor, J. A. Chapman; President of Council, W. H. Adams; Auditor, R. B. Curr3-; Treasurer. D. C. McKercher; .\ttorney, A. H. Tanner; Surveyor, W. S. Chapman; Superintendent of Streets, F. E. Vaughn, Deputy, W. S. Broocke. Police Judge, S. A. Moreland; Chief of Police, S. B. Parrish; Councilmen - First Ward, R. Gerdes, J. J. Holland, J. E. Smith; Second Ward, W. A. Scoggin, W. H. Andrus, C. M. Forbes; Third Ward, A. F. Sears, Jr., W. H. Adams, Wm. Fliedner.

7885-6 - Mayor, John Gates; President of Council, Wm. Fliedner; Auditor and Clerk, B. L- Norden; .\ttorney, A. H. Tanner; Survej-or, W. S. Chapman; Street Commissioner, F. E. Vaughn; Treasurer, D. C. McKercher; Police Judge; R. M. Dement; Chief of Police, S. B. Parrish. Councilmen - First Ward, R. Gerdes, J. J. Holland, J. J. Gallagher; Second Ward, S. Farrell, W. H. Andrus, C. M. Forbes; Third Ward, A. F. Sears, Jr., F. Hacheny, Wm. Fliedner.

1888-9 - Mayor, Van B. DeLashmutt; Treasurer, H.W. Monnastes; Auditor and Clerk, W. H. Woods; Attorney, W. H. .Adams; Superintendent of Streets, W. S. Chap- man; Survej'or, E. W. Paget; City Physiciau, F. A. Meyer; Police Judge. A. H. Tanner; Chief of Police, S. B. Parrish; Overseer of Street Cleaning and Sprinkling, S. B. Matthews; Deputy Auditor and Clerk, Walter Matthews; Deputy Superintendents of Streets, W. E. Mulhollam, William E. Braden, William Conner; Assistant Surveyor, D. S. Whitfield. Councilmen - First Ward, C. Castendieck, R. Gerdes, Richard Hoyt; Second Ward, S. Farrell, R. H. Schwab, C. M. Forbes; Third Ward. Tyler Woodward. William Showers, William Fliedner. President of the Council, Tyler Woodward.

Streets, And Street Improvements

The first streets were laid out in 1845, parallel with the river, which here flows a few degrees east of north, and were therebv defledled to the same extent from the points of the compass. Front street was then a part of the levee, and extended to the Willamette, making a broad landing place for the equal use of all residents. But four streets were at first laid out. They were ntimbered First, Second, etc., and were but 60 feet in width. The side streets of the same width, were named Washington, Alder, Morrison and Taylor, being christened by Pettygrove, as is thought. It was natural to name the first for the great president; "Alder" probably was derived from a tree of that species at its foot; "Morrison," was in honor of a resident of that name, living on the street; "Salmon," named later, was for the senior partner of the firm of Salmon & Elliot, of San Francisco; and "Taylor" was without doubt to signify the Whigpolitics of the city. As the city was extended in 1849, surveyed by Short, and mapped by Brady, it became natural to use the ordinals to designate the north and south streets, and to the cross streets the names of presidents were applied with no thought of mnemonic value for the school children, giving us "Jefferson," Harrison," etc. "Clay" was probably named by some one who thought that the great Kentuckian ought to have been president. "Stark" was froniBenjamin Stark, who owned the site from that street north to "A." The names "Oak," "Pine" and "Ash" were naturally stiggested by "Alder." Upon the addition of Couch's donation claim all effort to think up . names significant or pretty was discarded, and with the barrenness of nomenclature for which Americans are remarkable, the letters of the alphabet were tised for the cross streets, making in truth a convenient

On the environs of the cit>-, as the streets were multiplied, the names of earh- pioneers have been bestowed, snch as "Chajjman," "Lownsdale," "Carruthers," "Corbett," etc. North Portland is laid out by the point of compass and South Portland is also square with the north star. The east and west streets are all 60 feet broad, excepting A, which is but 30 - Stark not meeting Couch half way, when the latter laid out his claim. From Third street the width of the streets north and south is SO feet, except East and West Park, which are but half of this. Such narrowness would be fatal, but for this one thing - that between East and West Park are the park blocks, 120 feet in width, and, except for a small distance in the center of the city, are entirely free. These are of little value as parks, but will make, together with the streets on each side, a splendid avenue 200 feet broad, from one end of the city to the other - barring the encumbrances from Yamhill to B, which maj' be removed. An avenue 125 feet broad leads down to the water front in North Portland, and this and the park boulevard will become the common center for motor lines and driveways. Properly ornamented, provided with fountains, statues, arches, seats for the strollers, and shade trees, it will become the pride and joy of Portland. This prediction - made by another - will be fulfilled.

The bend of the river, determining the course of the streets, gives Portland, particularly upon the map, the irregularit}- of appearance that Europeans contend is picturesque - or at least like their capitals. By reason of the undulating face of the hills to the west the uniformity of sti^aight lines and parallels is still further prevented. The blocks on all the Heights are so laid off as to best suit the knolls and hollows, and to make the grades of the streets as easy as the incline will allow. In this manner the curves of the hills are preserved in the streets, and the "line of beauty" cannot be banished, even by force. In time this will cause the residence portion of the city to assume a striking grandeur of appearance, and stimulate the erection of buildings, and the beautifying of grounds, on a st\le and scale to consort wnth the requirements of the topograpln-. There is something in having a site which forbids the geometrical homeliness into which the crudely civilized so insensibly slip.

Some sort of improvement of streets early began to be imperative Digging stumps was the first, and the millionaire now lives who worked out road taxes by removing the roots of a fir tree from the highway in front of his store. The surface was also vrey irregular, from gulches, knolls, hummocks formed by the roots of fallen trees, and by the hollows or pits left by the lifting of the soil beneath. All these inequalities were to be remedied, and the work was early undertaken. The grading of the streets was heavy and expensive.

Immediately following was the paving. During the soft months the mellow brown soil was qirickh- cut into mire, and trodden into mortar. Planks were first used. In about 1858 a macadam road was built out to the Red House, some three miles south, the first of its kind in the State. In 1865 the Nicholson pavement was laid on Front and First streets, and for a number of years was in great favor. It soon began to fail, however, due either to improper constru(!flion, or to the extremes of moisture and dr}mess of our seasons, and quickly fell into cor.demnation. In the June floods, moreover, which occasionally ovei"flowed the levee part of the city, it had to be weighted down with rock to be kept in place. As this pavement gave away, the Belgian block was substituted, and now prevails on Front, First and Second streets, from G street on the north, to Jefferson street (with some exception on Second street) on the south. It is a block clipped or split out from the basalt along the river, the principal quarry being near St. Helens. It is obtained in brick-shaped pieces, some 4x10x15 inches. The stone is hard and when evenly laid makes a finn, but noisy, road. By constant use, however, the corners of the blocks are worn down, making a sort of cobble stone surface, which is slippery and difficult of hold to horses drawing heavy loads. Owing to the non-uniformity of the ground beneath, as to firmness, the old sections are becoming warped, with hollows and bunches. The constant lifting of the blocks to repair sewer and water pipes, or for street railway purposes, has also worked toward an uneven surface.

A short piece of bituminous rock pavement has been laid on Washington street, and as affordino- a very easy, neat and quiet surface is far in advance of all else, but it has not proved substantial.

The rest of the sti^eets are macadamized. The material, made from the andesite rock of the hills near by, is rather soft, and a little hard wear reduces it, imder exposure of the weather, to fine dust, which is washed into the sewers or carted off with the street sweepings. Much of the macadamizing has been cheaply and improperly done, and the recommendation of Street Commissioner Chapman that heavier rollers be used in compacting the work should be heeded. It is hardly excusable to use improper material, since the hardest of basalt, limestone, and even granite, may be obtained - although not without added expense. Much consideration has been given to the use of grav-el, which exists in immense deposits near East Portland, and is extensiveh- laid on her streets. A proper assortment of boulders, coarse and fine gravel, with sand intermixed, is believed to afford the best of road beds, and will perhaps be tried.

Cross-walks of the streets are of plank or slabs of stone, the latter a foot or more in breadth by some four or five in length, laid treble. Many of them are of granite, brought from England or China in ships as ballast, being most cheaply obtained in that manner.

The sidewalks in the business portion of the citv are of stone squares, quarried from the hills, or, now almo.st universalh-, of the artificial stone, manufactured from sand. This is handsome and dui"- able. Brick, with concrete dressing of fine gravel, was used a little in old times, and now remains on a few walks on Front street. The manufactured stone is used extensiveh' around the blocks occupied by fine residences, but for the most part the walks are of plank. Quite frequently they are made too broad for beauty, especially on the upper streets, but the most are not thus cumbrous, and a space for turf is left between the foot-walk and the pavement, giving relief from the glare and hardness of aspect which is painful to the eve and offensive to the taste.

In 1885 there were fifty-two and one-half miles of improved streets - thirty miles macadamized, three Belgian blocks, three and one-fourth planks, sixteen and one-fourth graded only. There were

In 1886 about nine miles of new sidewalks were built, a mile of cross-walks, a mile of macadamized, three-fourths of a mile of pavement, six miles of plank roadway, quarter of a mile of bridging, and two miles of grading.

In 1887, sidewalks, ten and a quarter miles; cross-walks, two; macadamized, one and three-quarters; bridging, one-half; grading, four; sewers, three.

In 1888 were built, sidewalks, ten miles; cross-walks, one and a half; macadamized, two and three-quarters; bridging, one-half; grading, four and three-quarters; sewers, three; bituminous rock pavement, two hundred feet.

These figures represent a large expenditure, and show an attempt to fulfill the requirements of the city. In the main, the streets look well and are kept tolerably clean. The greatest need is a proper crematory, or incinerary, to consume the refuse and garbage.

Portland is well supplied with this necessity of rapid transit from one point to the other. The first track was laid in 1872, on First street, from the Clarendon Hotel - then new - and the railroad station at the foot of F street to the vicinity of Jefferson street on the south. This has been subsequently extended to South Portland. Some vears later the Third street double track was laid, now extending from the Marquam gulch on the south to G street on the north, and up that street to Twenty-first on the west, with a branch to North Portland. The Washington street line - double track - then followed, with branches to south and north respectively on Eleventh and Fifteenth streets. This leads into B street and out to the Exposition building and the City Park. .\ line beginning on Morrison street leads into Ninth street and on to B, with a return on Yamhill to Front. A cable road extends from Front by Alder to Fifth, reaching Jefferson, and proceeds thence to the Heights. An electric road makes a continuous line from G street to Fulton Park, three miles, on Second [1*1 street. Entering by the Morrison street bridge there is the East Portland system, extending to all of East Portland and to Mt. Tabor by motor line. By way of the Stark street ferry, the motor line to Vancouver enters the city. B\- way of the Jefferson street ferry the Hawthorne avenue motor line is accessible. By the Steel bridge the electric motor cars have exit to McMillan's and HoUaday's addition to East Portland, to Albina and St. John's.

"Street car tracks have been extended over quite a number of streets during the last year, increasing the total length of all street car tracks in the city from 12.7 miles in December, 1887, to 17.45 miles at the date of this report, an increase of 4.75 miles. Tlie increase is divided between the Transcontinental Street Railway Companv, which have laid three miles in extending their tracks down Yamhill and Morrison streets to Front, and there connecting them; in doubling their track on G street from North Thirteenth street to North Twenty-first street, on North Thirteenth between G and S streets and on S street between North Thirteenth and North Sixteenth streets, and laying a doable track on S street from North Sixteenth street to North Twenty-third street, where said company has erected large brick stables; the Multnomah Street Railway Company, which has laid 1.2 miles in making the Washington and B streets line a double track road from Second street to the old cit}- boundary, near the City Park, in the western part of the cit\-, and the Willamette Bridge Railwa}- Company, which has laid 0.55 miles of track, from Front street across the bridge to the cit>- lioundary, in the center of the Willamette river.

"The Traction Street Car Compan\- has a franchise for laying tracks from the northwestern part of the city through E, Second, Sheridan, Front, Porter and Corbett streets, a distance of nearly four miles. The Transcontinental Company has also been granted the right to extend their Yamhill and Taylor street tracks to Fourteenth street and thence along North Eighteenth street to their double track on G street, and this extension will undoubtedly be completed and in operation before the approachino- .summer .shall have passed. Appearances indicate that more street car tracks will be laid in Portland durino- the comino; season than in any previous year."

The surface of the city is very favorable to o;ood drainage, sloping well toward the ri\er. It gains thereby a strong wash, and throws the refu.se far into the stream. There are, however, two great difficulties to contend with; one is natural, and the other results from the carelessness of the first who laid the sewers; or, perhaps, more stricth- to the inertia of those who are allowing a system that worked very well for a village to still serve for the city. The natural difficulty is the backing up of the river by the Columbia in the summer and the other the mistake of laying the sewers down the streets east and west, to discharge in the river in front of the city, instead of northward, to cast their outflow below the city.

As to the pollution of the river front by sewage, F. E. \'aughn, then superintendent of streets, said in 1885: "These mains all extend to the Willamette river, and discharge their contents into that stream immediately in front of the city, a disagreeable fact, which will eventually demand more serious consideration than is now accorded it. * * * I would respectfully ask that \ou consider the practicability of adopting a system whereby all river mains that are hereafter laid in the northwestern portion of the city shall extend north and south. By this means their outlet will be below the cit\' front as now defined."

In 1886 he called attention again to the same fact, and in 1887 recommended that to correct the evil a sewer be built in Front street, " from Sheridan street to a point entirely beyond the occupied portions of our city, large enough to take up the sewers entering therein, as all the present sewers extend into the Willamette river and discharge their contents into said stream along the city front," a state of affairs detrimental to the healthy condition of the city. The bad condition thus recognized and described must very soon be rectified.

In the winter, during the rainy season, all this filth is carried safely away from the town, because in those months there is a strong outward current ; the river water then is of excellent qualit\'. Already the drainage of more than twenty streets, with the wastes of three hundred blocks, or five hundred acres, finds its way to our river. So near as I can estimate this sewage contains the wastes of about twelve thousand lives.

The movement of this water in passing up stream under the summer sun is so sluggish, that if no extraneous filth entered the river, the organic matter contained in suspension is subject to putrifying influence that cannot but have a disastrous effect on the public health.

While the evil thus stated is an important - may I not say a horrible - one, it is not the onlv danger. When the water on the city front, during the summer, remains in this quiet condition, certain gross particles of filth, not dissolved, but held in suspension, as well as the tainted liquid itself, assists to poison the earth of the shore and create an infecting, stinking sludge, to be thrown open to the seething influence of the sun when the floods retire, producing a second source of disease.

But, during these months of flood, when, as previously stated, no rain is falling and the ends of the sewers are closed, there is only the intermitting, ordinary domestic water supply to keep them clean. I have lately had occasion to learn the insignificance of this amount for the ordinary purposes of cleansing. In the last month of November, after twenty-four hours of continuous, though light, rains, the greatest depth of flow in any sewer has been less than three inches, and this was regarded as extraordinarv, the truth being that it was rare to find more than one inch, and generally only a film of liquid running along the pipes.

In the summer, therefore, when the sewers must rely solely on the domestic water supply, thev become elongated cesspools and throw their poisonous gases on our atmosphere or into our houses.

The catch-basins, that are filled by the last rainy season with a rich deposit of rotting wood, street filth, dead cats and all unnameable things that reek, are dispensing the gases of putrefaction along the sewers for distribution in our houses or at the street corners.

This is a condition of things existing at the present time, while the district under consideration is, as compared with other cities, sparsel)- settled.

He spoke of the suggestion of Wm. E. Morris, in 1872, that an intercepting sewer be built along Front street to lead to a point below the city, and that the Warring system be adopted, by which the waste of water, etc., is carried off in separate pipes, which are kept clean and flushed by steady automatic injectments of water at the dead end from a flushing tank furnished with syphons. The expense of the work, $348,958, was deemed so great as to render the change impracticable. Nevertheless, at this day, when the population is five times that at the time the report was made by Major Sears, and the expense wonld not be above six dollars per capita, no better system conld be devised.

The condition of the sewers in the snmmer time is thns spoken of by W. S. Chapman, present superintendent of streets: "Something like five miles of street sewers are submerged from one end to the other by from ten to eighteen feet of back (dead) water during the summer freshets. ' ' The sewers thus referred to are in the lower, or northern, portion of the city. But all the sewers are stopped up at the mouth by the high water. How this great difficulty may be remedied it is hard to see, unless it be by concentrating all the mains upon one large sewer, and carrying that far below the city, and there, during high water, emptying it by means of powerful pumps.

In 1885 the total length of sewers aggregated fifteen and a half miles of terra cotta pipes, ranging from nine to eighteen inches in diameter. During 1886, 12,739 feet (two and one-fourth miles) were added, the principal work being on Jefferson street. Work was also begun on the Tanner Creek sewer. This is of brick, 500 feet in length of circular, and 3,836 feet egg-shaped, making upwards of three- fourths of a mile in all; to which has been added more than a quarter of a mile within the past year. It carries a large volume of water, draining a considerable portion of the range of hills; $36,067.74 were spent on this in 1887, and $16,181.25 for pipe sewers. In 1888 special attention was given to the southern portion of the city, laying a sewer to carry off the drainage of the Marquam creek. This is of brick, built at a cost of $7,559.25, and, together with lateral pipes, aggregated some $25,000; $40,788.97 were spent on pipe sewers in 1888. The great work for 1889 has been the beginning of the Johnson creek sewer, in the northern part of the city, to be erected at a cost of $60,000. Pipe sewers in the northwestern portion are also being provided with arrangements for a main. The expense of construction of sewers is borne by the property adjacent, and averages about $20 per lot. This is undoubtedly a bad plan, as lot owners along the line use every method to reduce expense, and the sewers are not biiilt except in the last extremity. The benefit, moreover, is to the whole city, since the cleanliness and liealthfnlness of each part has a full influence upon the whole.

The Marquam gulch on the south, the Tanner creek vale in the center, and the Johnson creek hollow on the north are the main depressions in the city, and the work in them is of a substantial and permanent character. Portland has not been niggardh- in expenditure for sewers, yet her system is in a very unsatisfactory condition. The work to be done at once is introduction of an entirely new plan, by which the pipes are thoroughly flushed and washed out every day in the year and the contents taken far below the city, even, if necessary, to the Columbia ri%'er. One million dollars raised b>- special tax, if by no other means, would be a small outlay in comparison with the health and benefit to be derived.

Commerce

Primitive Commerce - Commercial Operations of Hudson's Bay Company - Trade Enterprises of Hall J. Kelley, Nathaniel J. Wyeth and Nathaniel Crosby - Period of Commercial .adventurers - Discovery of Gold and Its Effects on Commerce - Early Trade in Lumber - Portland a Market for Oregon Produce - Early Sailing Vessels Which Visited Portland - Beginning of Steam Navigation - Character and Value of Portland's Exports From 1855 to 1865 - Steamships running to Portland from 186-1- to 1869 - Value of Portland's Exports in 1866 and 1867 - Measures Which Secured Portland's Commercial Independence - Growth of Foreign Commerce - Trade Statistics for 1870 - Period of Business Depression - Commercial Growth and Development During Recent Years - Present Character and Condition of Portland's Commerce.

IN approaching the subject of the counnerce of Portland, it will be found that it divides itself most naturally into three periods. The first of these begins in the most remote times, dating, indeed, as far back as the year 1811, when Astor projected his fur enterprise from New York upon our shores. This extends as far down as to 1848 and the first months of 1849 - the period of gold in California.

The period from 1811 until 1849 may be termed the age of commercial ail venturers and independent shippers, or the period of our priiniti\e commerce. The second stage, beginning with 1849, continues until 1868, and may be styled the period of dejjendence, or at least sub-dependence, upon vSan Francisco. The third, beginning with 1869, and extending up to the present time mav be styled the period of independent commerce with the Atlantic seaports, Europe, and all the world.

Recurring to the primitive age we find included in this the enterprise of Winship, of Astor, a long regime of the Hudson's Ba^- Company, and the ineffectual attempts of Kelley, Wyeth, and Couch ; with, perhaps, a few independent ventures of other bold but unluck\- Americans. It is not necessary here more than to refer to the scheme of Astor. It is well enough, however, to bear in mind that in da\s so early as 1809 and 1810, commercial men upon the Atlantic sea-board were looking toward the Columbia River as the next great opening for their enterprise. Looking upon the map of North America, they saw how the Columbia river and its tributaries made an open way from' the heart of the continent so that the products of the interior might readih- float thence to the sea, and were therefore impressed that at the mouth of this stream would rise the great emporium of the Pacific Coast and command the trade of the Orient. Astor's proximate object was to nourish a trade in furs and to thereby gain a foothold for American institutions. There is ever\' reason to believe that he intended to so far extend his plans and operations as to include the planting of colonies, the de\elopment of agricultural and pastoral pursuits, and thereby to insure the conditions by which a great commerce such as then was crystalizing about New York Cit}-, should be dev-eloped upon the western waters. It is well enough known how his enterprise failed, how his ships were blown up or wrecked, and how his agents upon this Coast betrayed his interests to his British rivals. Nevertheless, in the two years during which his business flourished, in spite of all his disasters, he succeeded in establishing the first settlement on the North Pacific coast, and in collecting furs worth something like two hundred thousand dollars.

The Hudson's Bay Company, which succeeded to this enterprise, was a well established business corporation, and for a quarter of a century and more - 1818 to 1846 - carried on a commerce worth on the average a quarter of a million dollars per annum. This was, in the first years, almost exclusively devoted to the export of peltries and to the import of only such articles as were necessary to secure them - that is clothes, gew-gaws, trinkets, beads and a modicum of powder and shot. For more than ten years their commerce was thus restricted, and one ship a year from London was amply sufficient to bring all imports and to carry off all exports. About 1829, however, McLoughlin, the chief factor at Fort Vancouver, found that he might advantageously supply the Russian post at Sitka, or New Archangel, as then denominated, with wheat; and settling, therefore, a number of his servants upon lands in the Willamette Valley, and in after years encouraging the American settlers to engage in the cultivation of the cereals, he built up a considerable commerce in the Northern waters. As early as 1835, or 1836, it was found that an incidental commerce of much value might be conducted with the Sandwich Islands. And at this time began our first real export of salmon, lumber, and hoop-poles and staves. The annual ship passing by Honolulu on her voyage to the Columbia left at that point a portion of her cargo to be sold to the Islanders. Taking on here a supph- of molasses, she proceeded to the Columbia river, and after discharging at the little fort at Vancouver, took on some salt salmon, lumber, hoop-poles and staves to leave at the Islands as she went on back to London. This amounted to as much as sixty thousand dollars per annum. This British circuit of trade flourished until 1845, when Nathaniel Crosby, a Yankee sea captain, began to make inroads upon it; and, as by the treaty of 1846, Oregon as far north as the parallel of 49 degrees fell to our nation, the Hudson's Bay Company relinquished all this business to the Americans.

It was in 1830 that Hall J. Kelley began his unlucky series of enterprises, and although he met nothing but failure from beginning to end, and contemplated a system of colonization rather than commerce, the agitation into which the Eastern States, and especially the commercial circles of Boston were thereby throwTi, produced fruit later on. Nathaniel J. Wyeth, of Boston, a clever, mettlesome, idealistic, but nevertheless sagacious New Englander, conducted his expedition across the continent to the mouth of the Willamette river. His plan was to establish forts on the upper waters of the Columbia, which were to be supplied with goods for the Indian trade, while at the mouth of the Willamette he was to have a central station. To this point should be gathered the pelts collected from the Indians, and hither a ship should come every year bringing a supply of goods sufficient for the interior posts. A system of salmon fishing was also to be conducted on the lower Columbia, and as his vessel sailed away with the product of the year's labor of the trappers and the traders, she was also to carry a cargo of salt fish to be traded at the Sandwich Islands for whale oil or other products of that region. This brilliant scheme proved equalh- disastrous with that of Kelley's. Wyeth' s little band, which he left at Fort Hall, had much ado to escape extermination at the hands of the red men. His fishermen on the lower Columbia had bad luck in taking salmon - some of them being drowned ; and he was only too willing, after a struggle of less than three years, to sell out to his rivals and accept passage home in one of their ships. Captain Couch, in 1839, under the direction of John and Caleb Cushing, of Newburyport, Massachusetts, entered upon a scheme very similar to that of Wyeth's, with the exception that he did not contemplate dealing to any extent in furs. With the brig Maryland he sailed around Cape Horn, arriving at the mouth of the Columbia river and passing up its waters to the Willamette, and thence to Oregon City on the solsticial freshet of May, 1840. He had on board an assorted cargo for trade with the American settlers in Oregon, and intended to load up with salmon and return to the Sandwich Islands and there exchange his cargo for whale oil and return via the Cape of Good Hope to Massachusetts. His plans, however, totally failed from his inability to sell his goods at Oregon City at prices to compete with the Hud.son's Bay Company, and from the impossibility of obtaining a cargo of fish. He sailed empty to Honolulu, and there had to sell the Maryland in order to get home. In 1845, however, the persevering attempts of Americans to control this trade met with success. It was in that year that Captain

Nathaniel Crosby came around the Horn from Massachusetts, and entering the Cohmibia river, sailed up to Portland, and, anchoring here, began to sell off his stock of goods. By means of batteaux, or flat boats, his goods were lightered up to Oregon City aud there disposed of as the settlers found need. It was in connection with this bark, the Toulon, that the name of Portland began to be known. People at the thriving city of the falls inquired when the>- learned that Crosby's ship was in the river where she would unload, and the answer was made "At Portland.'' This venture was measurabh' successful, and thenceforward Crosb}' began a regular trade between Portland and the Sandwich Islands, carrying away salmon, hooppoles, staves, and a little whip-sawed lumber, or perhaps something of the product of the saw-mills at Oregon City, near Vancouver, or the Hunt's mill onCathlamet bay. In 1846 this success of Crosby's was followed up by the arrival of the ChenamiiSy from Newburyport, under Captain Couch, on his second venture.

In 1847, as the supremacy of the United States in the western waters began to be fully assured, other ships with cargoes of goods began to arrive. One of these was the bark IVhitton, of New York, under Captain Ghelstoni. She came up to Portland, and, after discharging, took on a considerable supply of produce, making a temporary wharf by drawing up near to the .shore and placing poles from the bank to her deck, and upon these laying planks. At the .same time the brig Henry w&s in the river on the East Portland side; the American bark Parsons is also mentioned as having entered the Columbia, and the Eveline from Newburyport.

The Star of Oregon, a schooner, built in the early forties by Joseph Gale and other Americans, on Swan Island, was run down to San Francisco, but of course exported nothing, unless she herself be considered an export - for she was sold at San Francisco, and the money thus obtained was invested in cattle, which were driven to Oregon. It is not known that there were any other exports from Oregon, or, at least, that any passed Portland during those early times. This whole epoch, at least so far as concerns Americans, was that of commercial adventurers, and old-time traders, such as flourished on everv sea from about the vear 1790 to 1850.

Coming now to the second epoch we find a commercial revolution consequent upon the discovery of gold in California. Thenceforth the objective point of the commerce of Oregon and of Portland as her principal shipping point was the Golden Gate. At the time that the disco\ery of gold was announced in Oregon in August, 1848, the l)rig //enrr happened to be lying in the river, and her captain believing that the discovery of gold would produce permanent industries ou the most gigantic scale, seized the opportunity, before the news became general, to buy up as many as possible of the spades, sliovels and pans, that were to be found among the householders and farmers of young Oregon. With these he sailed off, and, although experiencing a long delay ou the bar of the Columbia, and passing through a storm at sea, by which he was well nigh shipwrecked, he made the port of San Franciso without great loss, and realized a fortune. Other craft going down the coast to the same place carried produce of various kinds and some deck loads of lumber which had been cut out by whip saws, or at Hunt's mill. From 1849 until about 1855, and even later, the trade in Oregon produce and lumber became exceedingly reuiunerati\e. One of the ship captains who made it a great success was Couch. He arrived on his third trip from Massachusetts at San Francisco in 1849, with the Madonna^ and sold what lumber he had on board at the fabulous price of six hundred dollars per thousand feet. Five hundred dollars a thousand was for some time the regular market price. The Madonna came up to Portland and thereafter made regular trips under command of Captain Flanders, now of our city. Stimulated In- the great demand for lumber, mills began to spring up along the lower Willamette, and a heavy export trade was continued. Lot Whitcomb and Captain Kellogg, at Milwankie, operated a saw mill and regularly despatched vessels to the Golden Gate, carrying their own lumber and also that of other mills, for which they received a hundred dollars a thousand as freight. The exadl amount of lumber thus exported during these years is not known, but, together with shingles, puncheons, poles, timbers, hoop-poles, shocks and staves, aggregated a value of nianv thousand dollars.

Under the stimulus of enormous prices and unlimited demand Oregon produce began to be gathered likewise and sent below. Butter at two dollars a pound, beef at one dollar; wheat, potatoes and other vegetables, at corresponding figures, were eagerly brought from all parts of the Willamette valley and shipped at Portland or other points on the lower Willamette and Columbia. To meet this growing commerce sailing craft became multiplied, and steam communication was soon demanded. The Pacific Mail Steamship Company, of New York City, under the presidency of Aspinwall, had in 1849 sent the old Pacific through the straits of Magellan for Astoria, but she stopped at San Francisco. In 1851 she was followed by the old Columbia, a side- wheeler of about six hundred tons, which reached the mouth of the Columbia river and stopped at Astoria. After this she made regular trips between San Francisco and the Columbia river, coming finally as far up that stream as St. Helens. In the latter part of the same year the Gold Hunter came up from San Francisco, and being purchased by the town proprietors and other citizens first connected our cit\' by steam with the outer world.