I''.' k • V. I C b a n s 1 n Jl i s 1 r i c a I f LIBRARY^ l^NIVKRSITY OP CALIFORNtA SAN DIEeO J / -^ IDS' r <- ' ,(a -• JL iS" T ' ^ ^ JL 739 "We, the People of the United States, in order to form a more 'perfect Lliiov, establish justice, insure domestic tranquillity, provide for the common defense, promote the general welfare, and secure the blessings of liberty to our selves and our posterity, do ordain and establish this Constitution FOR THE United States of America." — United States ConstUntion. CHICAGO: PAST, PRESENT, FUTURE. " These united Colonies are, and of right ought to be, free and inde- pendent States; . . . and that as free and independent States, they have full power to levy war, conclude peace, contract alliances, estab- lish commerce, and to do all other acts and things which independent States may of right do." — Declaration of Independence. QUERY. If our National Wheel of Commerce have its Hub immovably pivoted by iN'ature and by Art, should not every Business Man know it ? CAUSES-RESULTS. Nature laid from the Atlantic Ocean into the heart of the Continent, this chain of rivers and lakes, over a thousand miles of the grandest inland navigation on the globe; and from the Gulf of Mexico, opened up a river navigation of thousands of miles, commingling here the sources of rivers and of lakes. Art perfected this union by canal, which now bears to the lakes more river-valley produce than all the rivers bear to St. Louis. Art, too, made this union-point the chief railway centre of the world. By fifteen trunk lines, each 242 to over 1,000 miles long, with many branches, over 7,500 of the 11,000 miles of western railway, rapidly expanding; the Old ISTorthwest, 600,000 square miles of the richest arable land, in the heart of the temperate zone, is already bound indissolubly to this unequal ed converging point of water and railway lines. Seven of these railroads are across the Mississippi, each having, or to have, its bridge. Continuing west in nearly parallel lines, most or all will soon reach the Rocky Mountains, and beyond; and with branches concentrate at Chicago the trade of over 900,000 square miles of the richest mining region of the world. And the convergence here of three railways, which will soon reach the Pacific, render this the distributing point for the trade of the former Orient, but our Occident, at least for the Lake and River Yallies. If of the Old Northwest emporium, she must bo of thcf present West, more correctly and definitely styled, the Greal: Interior; if of the Great Interior, she must be of the Continent. CHICAGO: PAST, PRESENT, FUTURE. BY JOHI^ S. WRIGHT. I CHICAGO: SOLD BY THE WESTERN NEWS CO., AND ALL CHICAGO BOOKSELLERS. 1868. 3 Entered according to Act of Congress, in tlie year 1S68, by JOHN S. WRIGHT, In tlie Clerk's Office of the District Court of tlie United States for tlie Nortliern District of Illinois, IIORTON & Leokaed, Scofield, Mardbr & Co., Printers, Stereotypers, Chicago, Illinois. Chicago Type Foundry. I* ^ CONTENTS. Page. Study the Past, to apprehend the Future, and improve the Present 1 Former Opinions and Predictions were based upon a reasonable Hypothesis.. 2 Real Estate, especially in a growing City, ig the best Investment 1-1 General Pecuniary Fievulsions may intervene, but can not change the Result 15 Public Improvements anticipated 20 and 10 years ago, as a Basis 22 The Basis of our Prosperity is no longer hypothetical 25 Art following Nature's Lead, Chicago has no Taxes for Railways, though she has several times more than any Rival, and nearly Two-Thirds of all West of the Toledo and Cincinnati Road, and North of the Ohio River 28 The Focal Point of the Great West is fixed immovably by over 7,500 of its 11,000 miles of Railway, centering at Chicago 36 The Pacific Railways in Progress — their Effects 42 The Illinois and Michigan Canal to the Illinois River. Its possible continua- tion to Rock Island, on the Mississippi 52 Five Rival Railways Eastward 58 The Lake Route to the East and Europe..... 58 The Difference between Chicago and other Western Centres 66 The Rivals of the West-— Cincinnati, St. Louis, and Chicago 73 The Northwest is the Prize contested — its Extent and Resources Ill 600,009 square miles of arable Land, and water Courses, unequaled in Advan- tages, natural and acquired, rapidly settling with the best of Men, must give unexampled Growth to their Empoi-ium 131 The Commerce of Chicago compared with St. Louis 140 Abundant Manufacturing Advantages of Chicago 191 Conjunction of Coal, Iron, and other Minerals 222 Local advantages and City Expansion 240 Power of the Internal Trade to build up great Cities 300 Power of the Railway to develop and centralize 313 No other Point of equal Convergence of Rail and Water Communication on the Globe 339 Other cities no measure for Chicago 385 Room for them and us 399 OBJECTIONS-DUTIES-EFFECTS. OBJECTIONS. Not only the habitual fault-finder, the supercilious detractor, but also the candid judge, the best friend of work and author, might entertain reasonable objections to such a book. In advis- ing with Fellow-Citizens, and seeking their aid, some objections have been too often produced to doubt that they are reasonable, and should be met to secure any considerable distribution, with- out which the book had better never have been written. "Too much Puffing of Chicago already.^' — Too true; and for that very reason, were there none still more obligatory, should an essay such as this is designed to be, be no longer deferred. Bald assertion, mere declamation, have from necessity been too much used ; and to such an extent, that even many of our own Citizens imagine that we have no solid basis for our cbims to greatness. Do not many conceive it impossible that Chicago should be the largest city on the continent, or even of cities inland ? vain arrogance to intimate the possibility ? Other cities issue elaborate arguments, magnifying their ad- vantages of nature and art, giving reasons for future growth, which, being never questioned, are supposed true. The annual reports of our Board of Trade, grand as they would be could their figures be contrasted with other cities to realize the im- mense difference, are but a dry mass of statistics, with ilo pre- tense to explain the why and wherefore of their magnitude. The nearest approach to the sort of paper required, are the annual statements of our enterprising newspapers, and \ their occasional articles upon special branches of business. Although these have been interesting and valuable, they fail, of course, to offer anything like a philosophic inquiry into the general causes VIU OBJECTIONS — DUTIES — EFFECTS. of past progress, and of tlieir future continuauce. These state- ments greatly exceed older and larger cities ; and as the easiest and only way to meet them, the entire western press for many years has charged us with "puffing" and "blowing." "With every city but one, however, the controversy has been with all good nature ; but St. Louis, seeing her laurels one after another passing upon the head of her "beautiful l^rival," has put more spleen and spite than fun into her hits, as these pages attest. Our editors, too confident in their truth to treat these charges seriously — too conscious of our superiority to lose temper — let their colleagues have their fun, and help them after the fashion of the Chicago Times : — Chicago. — Chicago is the general headquarters of all the excellence extant among people and things. No sooner does an individual gain a more than local notoriety than he starts for Chicago. The moment a singing club or an opera troupe achieves some sort of a status, it makes its way to Chicago. Chicago is the head-centre, the Mecca, of all creation. Strakosch has just been here. The Boston Quintette Club did the unheard-of- thing — in Bostonians — of leaving the sound of the great Boston organ to visit the Garden City. Joseph Jefferson is here. General Sherman was here the other day. Weston is coming as fast as his legs will bring him. Joe Coburn is in town. * All these people coming here do not tax excessively either the accomodations, hospitality or cash of the Garden City. All the professionals, from a prima donna to a billiard expert, come here, get rich, and go away, and yet Chicago grows no poorer. Its capacity for giving, like its lake, is inexhaustible. No other city could stand such a drain on its resources without going into bankruptcy. All this is evidence that Chicago is one of the greatest cities on the continent. What other city is the headquarters of the notabilities of all creation ? What other employs a vast lake for a reservoir, or uses water condensed from steaming laboratories a thousand miles deep in the centre of the earth. Where is there anything like the Chicago Board of Trade, the Chicago faro banks, or the confidence men and operators of Chicago ? We are liable to be charged with extravagance when moderate, to be considered joking when in down-right earnest; for our growth is a marvel even to ourselves, until operating causes are examined. For such examination newspapers are not adapted. Their columns, filled with long disquisitions, would never be read ; so that more than any other class, editors want the phi- losophy of a subject elsewhere studied out, which their readers can be supposed to be familiar with, the truths of which they apply practically. Reasonable hypothesis, positive but pros- pective results, even actual facts, are doubted or denied, simply for want of information which every intelligent business man in the country should have. Is it to be styled "pufling" to bring together the facts, and reasons of the facts ? Is it not quite time that Chicago should be relieved of the charge of vain-glorious boasting, by a candid, thorough examination of the causes of OBJECTIONS — DUTIES — EFFECTS. IX her growth, and a metliodical arrangement of statistics, not merely to exhibit results, but also to compare tliem with St. Louis? Surely the Past, Present and Future of our young City, is a matter of transcendent importance ; and if upon any one subject the public on all sides should desire to have a proper, thorough, philosophic examination of causes, it is in the title of this work. So for from claiming to reach this exalted standard, the imper- fections of this endeavor are more and more realised as the great subject is more and more studied. At the same time, that has been my aim, and rising higher and higher ; and such is the na- ture of the investigation, that only considerable industry in collecting materials, and some practical common sense in their arrangement, was wanted to work out a satisfoctory result. And the chief satisfaction lies in the belief that St. Louis herself will regard the paper moderate. Upon such a theme, with such materials, the writer who would employ exaggeration would commit that contemptible wrong, a blunder. The trutli itself, pressing on all sides like the atmosphere, is so full, so impressive, so satisfactory, that to resort to "puffing" and "blowing," would be to abandon native air for exhilirating gas. '"''Invidious Comparisons render us Odious." — A fair and just examination of the claims of Chicago to be the chief city of the West, is not invidious. To make that examination some com- parison is indispensable; and should it be with second-class cities, or with the Queen of the Rivers, who has so constantly affirmed her natural right to be the first city of the Great West, that in the absence of any candid examination of her pretensions, the whole public has come to admit her claims ? That either St. Louis or Chicago is to be the chief city of the West, is now universally conceded. Is it of no importance or interest to Chi- cago to exhibit the causes hitherto operating, which, with light- ning speed, have sent her clear past former rivals, notwithstanding their prestige, their firmly established business, their immense wealth ? Will it not hasten her advancement to show with what certainty these influences must not only continue to operate in her favor, but with constantly augmenting power, until the whole West shall be bound to her with the same close bands with which she holds Illinois, Iowa, and Wisconsin ? To establish the adverse claims of Chicago, disparagement of Cincinnati or St. Louis is not required. So far from it, that they and others must grow and rapidly to be immense cities, is one X OBJECTIONS — DUTIES — EFFECTS. of tlie strongest points in the argument. But the nonsense that centrality on the rivers insures hxrge superiority to St. Louis, is a bubble which has long wanted pricking. Nor is any injustice done in fairly contrasting lake and river advantages, and the past and future of railways. iSTo other city than St. Louis can complain of the manner of treatment ; nor can she with any reason. If she can manfully resist the argument, and prove errors of statement, fallacies of reasoning, let her bestir herself, and show some positive strength on her side. The facts and actual results are incontrovertible ; and if she complain of the ridicule of her pretentious claims to natural location, the only hook to hang a complaint upon, she condemns herself for the persistence with which she adheres to the ofiensive assumption. Is not that the beginning, and the end, and the substance — light as it is — of Professor Waterhouse's paper, herein quoted, and considered so able as to be incorpo- rated in the Report of the Merchant's Exchange of St. Louis ? and again that potential argument appears, evidently regarded perfect and unanswerable, being stereotyped with various others by the same author in a pamphlet, " edition 20.000 copies" on the title page, and doubtless several more editions. " Everybody already Knows about Chicago." — ^If that be true, how is it that St. Louis can and does maintain its claims to certain supremacy, in the judgment of candid men throughout the East? ITor need we go from this city to find many such believers. That the "West is abundantly able to build up great cities, is quite generally acknowledged. Still, even this idea is by no means apprehended as its importance demands. No section of the Union, not even New England, has stronger homogeny than the great plain between the Alleghany and Rocky Mountains. This being well understood, together with the immense benefits hitherto conferred by the wide-spread river navigation, making a unit of about a million square miles, it has been naturally and universally imagined, that because St. Louis is mistress of more than 16,500 miles of river navigation, as Professor "Waterhouse efifectively argues, p. 171, she "is ordained by the decrees of physical nature to become the great inland metropolis of this continent. It cannot escape the magnificence of its destiny. Greatness is the necessity of its position." Now, is it demean- ing to Chicago to examine these claims which are very generally OBJECTIONS — DUTIES — EFFECTS. XI received as truth, and show their absurdity, easily as it may be done, and really without detraction? Is it judicious to trust alone to time and circumstances to correct these false assump- tions; or should we present fairly the superiority of lake to river navigation, and the certainty that even the latter must pour more trade into the lakes, than into the Gulf of Mexico? Then, is it no object to exhibit the complete revolution eftected by east and west railways, rendering rivers merely their adjuncts? why and how it is that Chicago has so rapidly become the greatest railway centre of the world? Most good friends look approvingly upon Chicago as a very smart city, whose business men have wonderful energy to be able to rival the Queen of the Rivers, notwithstanding her vast superiority in natural position, in river navigation, in established trade, in immense wealth. With no investigation into the con- junction of causes operating by nature and by art to produce these unexampled results, the reason thereof is not at all apprehended by us, still less by non-residents, and none wonder at it more than we do ourselves. Yet we have a natural pride in it to which we give expression ; and the Chicago Courier well observes : — Chicago people may be excused for referring, on almost every occasion, to the greatness of our city, for its growth has become a marvel to all creation. Nothing proves the importance, absolute and relative, of the city of Chicago more than does the constant reference made to it by the rest of the world. Not a magazine paper, which has for its object the demonstration of enterprise, that does not point to Chicago ; there is scarcely a modern book, be it descriptive, historical or romantic, that does not find one or more comparisons for Chicago ; the newspapers on both sides of the Atlantic have something to say in every issue about Chicago ; people in the East, who feign ignorance of everything Western, always admit that they have heard remarkable things about Chicago ; foreigners, who are in fact ignorant of the geography of the country and the customs of our people, know something about Chicago. * * * * Our peculiar institutions, our unpar- alleled growth, our well-rewarded energy — all command respect where they do not challenge rivalry and excite envy. The Neiv York Tribune, with a singular candor, that the journals of lesser cities would do well to imitate, has recently paid a just tribute to the prosperity and enterprise of our city. It says: — "Chicago, which in 183], contained only twelve families, has increased during the years 1860 to 1868 from a population of 109,263 to 220,000. The assessed value of its real and personal property has increased during the same period from $37,053,512 to $192,249,644, while the municipal taxation has risen from $373,315 to $2,489,245. * * * Yov a period of peace, such a growth would be marvelous, and, during an era of war, no city of past or present times surpasses it. The growth of Brooklyn and of New York has been enormous during the same period. Throughout the North, and especially the West and Northwest, there has been a steady, sound, and healthy growth, of which, however, the growth of Chicago must be conceded to be the magnificent and truly unprecedented culmination." Now, is it not quite time that Chicago ceased to be a baby- wonder of precocity, and rested upon her natural endowments xii OBJECTIONS — DUTIES — EFFECTS. and lier acquired improvements as not being at all extraordinary, but entirely legitimate ? a result to have been naturally expected with reasonable forecast ? Until we are able to take and main- tain that position, we shall continue as hitherto to be looked upon as of muslu'oom growth, while St. Louis from her age and strength and natural progress is compared to the solid oak. Here and there an eastern man, as the Tribune editor, apprehends the truth, and appreciates the natural as well as artificial superi- ority of Chicago. But almost universally it is supposed to be due to our greater energy and activity, which will soon give out, and then St. Louis' inherent strength, and immense natural resources, will put her speedily far in advance. If even our Citizens doubt whether Chicago is to be the chief city of the West, as many do, is it not certain that the error must prevail extensively elsewhere ? Suppose its correction be not very important to our prosperity, is it not desirable ? Then, very few have thorough knowledge of Chicago, because information like this has never been compiled, l^ever was there a young city to which it would have been of equal advantage to disseminate full knowledge concerning it, as to Chicago. Has the day for this entirely passed, that we may fold our hands, and consider growth attained ? When will means and effort be more effective than now ? " It tends to create a Spirit of Speculation^^ Is truth or falsehood speculative ? Can a thorough knowledge of the truth do a man injury, upon either important or unimportant affairs? Some conceited conservatives deem themselves the only persons to be entrusted with full knowledge, and would make themselves custodians of the world. Said Job to such — No doubt but j'e are the people, And wisdom shall die with you. Men of that stripe have their use, for it takes all sorts to make up a world ; and Chicago is sufficiently cosmopolitan to have bright specimens af even such. Should these views lead some of our business men to speculate somewhat upon the point, whether it might not be expedient to become proprietors of their own homes and business locations, is it not likely to do more good to themselves and families than harm ? Will speculation of that sort be a public injury ? These OBJECTIONS — DUTIES — EFFECTS. XIU landlords may demur to the proposition, and object to their ten- ants becoming landholders ; but will not the stability and solidity of the City be enhanced, if in tlicir legitimate pursuits these active Citizens become large owners of the realty of Chicago ? Who should have their part of it if not these merchants, manu- facturers, mechanics and head-workers who are 'doing most of what is done to promote public interests ? With a few com- mendable exceptions, what have these large real-estate owners done for the City — what are they now doing — compared with the active business men? Let enough speculative feeling be generated to see the wisdom of paying more interest-money and less rent-money, saving to themselves and children the rise certain otherwise to accrue to others from their own legiti- mate pursuits. Moderation is indispensable in this as any other good thing; but is such a spirit of speculation to be deprecated ? " Too long a Story!" Will the objector please run over the table of contents, and determine what topics he would have excluded, which would not break the catenation ? If the query preceding the title page be of no consequence ; if the statements below it be unworthy of consideration, that is one thing. But if the statements be worthy of proof, the query to be answered aflirmatively, a good deal of space is indispensable ; and with further sub-division, and still more expansion, the argument would be more conclusive. Contraction could best have been used in the extracts from St. Louis papers ; yet who will deny that their evidence is the most eifective part of the essay ? Ko reasonable reader, who admits the propriet}^ of the work, will complain of length after due examination. It is literally midtum in parvo ; for many able Avriters and speakers are made to discuss every point with much wisdom, and superfluity is exscinded. Then the information is usable, being easily found under its appropriate head, and by the marginal notes, as well as by the index. These, however, are only negative points. Any subject worth considering has also a positive side. Let us, then, also look at — DUTIES. The Bible, with no circumlocution, recognizes the existence of man in various siati or conditions, which we style the Family, XIV OBJECTIONS — DUTIES — EFFECTS. the Church, the City or Village, the State, the IsTation. They are not only indispensable to human progress, but a man out of them is like a fish out of water. After instructing us in our duties to our God, the Bible is wholly occupied in giving laws and counsel relating to these various siati. Had we only wisdom to obey its laws, to heed its perfect counsel, what a Heaven should we have here upon this earth! "Whatever enables us to prize more highly in any degree these relations of life; especially, whatever stimulates us to more earnest efforts to fulfil their respective duties, or to obtain more perfect knowledge thereof, is worthy our regard. To one of these relations in particular, that of the City, your attention is herein invited; and one which seems to take close hold on every other. Duty to Ourselves and Families. — An intelligent man does not operate hap-hazard, but according to definite plans. His success in business not only depends upon proper method, but upon sufficient and accurate knowledge of the city where he lives, of the country tributary, and of all relating circumstances. There- fore, duty to himself and family requires every good husband and father, who has had the wisdom to choose Chicago for his home, to study thoroughly into its Past, that he may correctly apprehend the Future, and improve the Present. Especially does he need to investigate all influences operating upon the extension of the commerce and manufactures of the City, and the growth of its population. Without that knowledge, how can he plan about his business? How can he judge whether it be best to stay here as a tenant, or become proprietor in the soil ? That man is a fool who chooses a place of business in which to spend years of energy and hard work, the best years of his life, and have no interest in the results except the mere profits of his business. Are you one of the unwise many? Even in 1860 the census made real-estate of Cook County $84,665,387; and personal only $32,076,447,— less than one-half! The value of the land has been made here, though we have not all the profits by a great deal ; but of per- sonal property, how much is foreign capital brought in ? Some profits of trade, too, have been put into land ; but go back only fifteen years and ascertain the amount withdrawn from business, and sec what have been the relative profits since on the real-estate. OBJECTIONS — DUTIES — EFFECTS. XV The man, however, who regards duty to liimself and famih', considers some other profit than merely tliat of dollars and cents. The first object of every man who is fortunate enough to have a wife, should be to have a home. IIow much of family interest, of home sentiment, can be cultivated in the caravanserai of a boarding house or hotel ? His endeavor, too, should be, at the earliest day possible to own his home. JS'o other influence equals this to elevate character, generate self-respect, give substance to society. The man with large capital should begin in Chicago with buying his place of business and his residence. Of course the beginner with small capital must at first be a tenant; but at the earliest day practicable, if a manufacturer and unable to bu}', he should rent a lot with the privilege of purchase, and put up his own buildings, calculating for enlargement. A merchant in three to five years can become sufficiently established, to join with others and buy lots a little back, with credit on part of the purchase, which when paid for will be ample security, with an assignment of insurance policies, for a loan to erect the store. A half dozen enterprising men can take business where they choose. So, too, with residences. Rents are enormous, because so many refuse to build for themselves. A year or two as tenant may be best, to enable a man to judge wisely as to his location. Then he should buy his lot according to his means, and become his own landlord, in a house suited to his circumstances. If a tenant of an elegant stone front thinks his family might object to coming down a peg, lest they be snubbed by some of the cod- fish aristocracy ; let him advise with his wife, and if she approve not the change, he certainly made a mis-choice and has no better-half. The children, wife and husband who will not have enough more satisfaction in living in a moderate house of their own, to compensate for what they may lose of the society of snobs, have most certainly taken their proper places among the codfish aristocracy. Fortunately for Chicago they very little affect society, most of these Citizens having independence suffi- cient to do that which they deem right and best.. It is o\\\j necessary to invite their attention to these considerations of their duty, and they will decide wisely. Duty to the Church. — Although considering merely business affairs, not religious, yet the Founder of every rightful human Xvi OBJECTIOXS DUTIES EFFECTS. institution having made tlie Churcli a no less essential status of the social fabric than the others, we should make it one of our chief business concerns. iJ^otwithstanding, very many of these CJtizens, to the disgrace of civilization, wholly neglect this important duty. They give money for an edifice and to support the Church organization, perhaps attend public worship regu- larly, yet persistently decline membership. "Worse even than heathen, they refuse public acknowledgment of their God as their Lord and Master. Even all Jews are not Church-members, much less all nominal Christians. Is not our God unreasonable in requiring acknow- ledgment of his claims, or we in withholding His due? Ought it to be so very difficult for one who enjoys, not only the unequaled natural bounties showered upon us, but the greater gifts of civil and religious liberty, to acknowledge his obligations? Let us think of these things, Fellow-Citizens, and we shall soon come to consider the claims of our God for infinitely greater blessings, and rejoice to be connected with some branch of His Church; and which is of small importance compared with the duty itself that we avouch Jehovah to be our Lord. Duty to Our Citrj. — It is this aggregation of families, creating another body politic, which we style City, which affords these unexampled opportunities to benefit ourselves and families. To the City of Chicago, then, these Citizens owe weighty obligations. The Citizens constitute the City, and mould its character and des- tiny ; and each of us owes duty thereto according to our natural and acquired capacities and means. Our duty, too, is in propor- tion to the magnitude of interests involved, not merely imme- diate, but prospective ; for as foundations shall be laid, sure and strong, so rises the superstructure, firm, secure, to its topmost stone of glory. ISTor is the ground-work yet finished, although the pile itself begins to rise upon foundations well laid by the noble spirits who have been called to their reward. A few of us are yet spared, who from the very first have lent feeble aid in the holy work ; and whatever regrets for other labors, have we any for time, effort or money bestowed in laying deep and broad the basis of our social fabric, with the solid stones of education and religion, superadding the various adornments of civilization ? The most faithful most laments that ten times more had not been done for these chief interests, and thereby much useless, misspent work and means have been saved. OBJECTIONS — DUTIES — EFFECTS. XVll What inroads death has made upon the fraternal circle of old settlers, which, until the hist few years, seemed to have almost a charmed existence ! Realising more than others, as we ought to do, the immense future of Chicago, as "friend after friend departs," how should we be stimulated to the discharge of duty ! " for there is no work, nor device, nor knowledge, nor wisdom, in the grave whither thou goest." Did these Citizens all realise their duties to their City, would they run away, and stay away, to avoid, as some imagine, calls upon them for various public interests ? If they have not these niggardly motives, which should cause them to be shunned when they return, they have a very simple and proper means to correct prevalent impressions, and insure a cordial welcome. Not all absent ones, however, will be put in this category, by any means. Are many of these large bond-holders, or real estate owners, who stay at home — some of them are too miserly to spend money in traveling — are they any better than their contemptible co7i- freres abroad ? Were it not for the active, enterprising business men, who have very little — too little — of the real estate, what would be done? Why St. Louis makes so little headway, as their papers intimate more than charge, as they ought to do — and would do if they had proper independence — is because of the close grasp of the real estate owners to their money. For- tunately, property here is more diffused; yet our large real estate holder, who is not a down-right curse to the City, is an exception to the rule. We can only pray that in God's good time their wealth may be speedily distributed to more faithful stewards. Still there are notable exceptions. To perfjrm our duty to our City, we must know well what Chicago is to be. The importance of present efforts accords with the ratio of increase. If there is to be little change in this gen- eration, we may leave much for the next with comparatively little injury. If, however, we can by a little investigation satisty ourselves that the march of the City is to be far more rapid than was ever witnessed, until it becomes one of the mightiest, how imperative the duty that we make that examination, and increase our endeavors acccordingly ! Our mistakes will cost our children immense sums to remedy ; and this very book will witness against us that we knew our duty and did it not. This is no place to particularize ; but we all know, or ought to know, that although this young City has already risen to be at least sixth, 2 Xviii OBJECTIONS DUTIES EFFECTS. perhaps fifth, in the Union, we are still extending foundations, while we rear the superstructure. Broad, and deep, and strong, must be the base for a city of millions here to live within a gen- eration or two. So, while some may lament that they could not have had equal opportunity with old settlers, and been more faithful ; let them bless God and take courage for the abundant occasions still remaining to do their duty to their City. The work to be done is herculean, and we need all help pos- sible to do it. For religion and education, in churches, schools, colleges, universities and libraries; for benevolent institutions of all sorts; for academies of the natural sciences and fine arts; for again raising the grade, as it must be ; for providing parks, and adorning the suburbs as they should be in the Garden City, we want all help that can be brought to do it. What means more eifective, than to acquaint friends and acquaintances abroad with the superior advantages of this City for every kind of manufacture or branch of commerce ? With the certain and large advance of the real estate, ensuring to every man in ten to twenty years, for merely his place of business and residence, a good estate for his family, besides the profits of a well-established business ; what other city could compete with this were the facts only made known ? Nor should we fail to make it understood that Chicago rests not upon her laurels, when, with a million or two inhabitants, she shall be acknowledged Queen of the Great Interior. This vast agricultural plain between the Alleghanies and Rocky Mountains, is entirely homogeneous, and will be a unit in its interests. The whole mining region, dependent upon and closely connected with the Old Northwest, will go with it in its every purpose. As herein shown, Chicago must be the centre of a miUion and a half square miles. Is it no object to demonstrate that such a region can and will make its centre chief of all cities of America? The arguments herein advanced were written by Mr. Scott, 25 years ago, before railways were intro- duced, and before the mountain region was developed, proving the superiority of internal over foreign commerce to create great cities. Are not the results perfectly confirmatory, proving to every fair and candid mind, that Chicago must be the chief city of the continent? If it be desirable to bring together this information, is it not un object to give it wide distribution ? Though not without OBJECTIONS DUTIES EFFECTS. XIX benefit confined wholly to tliis City, yet is not its influence dependent mainly upon extent of distribution abroad? In the East it should go to inform them of our superior advantages for business of all kinds, to bring hither both settlers and capital. In the West, and especially the South, where we have competi- tion, the information as to the best market is wanted. Didu to Oar State. — The motto of Illinois— State Sovereignty, National Union — the most admirable epitome of the immutable principles upon which our system is based, which can possibly be framed in our noble mother-tongue ; would induce me here to exhibit the perfect, absolute subordination of these Citizen& and of this City, to the sovereign, free and independent State of IlHnois. Yet, such is the prejudice against the doctrine of State Eights, because of its gross perversion by the school of South Carolina, it would probably create a prejudice against the book itself to show in any manner whatever that our motto is sound. Therefore, very much against my inclination, biding the good time coming, when this cardinal truth of our system will be as much honored as it is now abhorred, we must for the present purpose consider our State responsibility on a less substantial basis. This magnificent State of Illinois, stretching from almost the southern line of Kentucky and Virginia, audi almost to the northern line of Massachusetts, has been the making of Chicago. That excellent, sagacious man, who so long adorned the Federal Judiciary, ISTathaniel Pope, was fortunately Territorial Delegate in Congress when initiatory steps were taken for the inchoate body politic to create itself into a perfect State, for the purpose of admission into the Union. At Mr. Pope's instance the northern boundary was extended far enough above the southern bend of Lake Michigan, to render sure that Fort Dearborn, at the mouth of the Chicago River, should ,be within the State of Illinois. The plan then was, in 1818, that era of good fellow- ship, to construct a canal from that Fort to the Illinois River, making this State a strong ligament of National Union; for she grasped by the imprescriptible prerogatives of State Sovereignty, the best navigation of the Father of "Waters with her southern arm, and that of this chain of Great Lakes with her northern arm. Even if the fathers were fools, and the sons so much better informed as to the nature of our Union, was it not very natural for them to adopt our significant motto ? XX OBJECTIONS — DUTIES — EFFECTS. As early as 1830, when all north of Jacksonville was almost an entire wilderness, the canal route was surveyed ; and from that day to this it has been the pride of the State to do whatever could be done for the advancement of Chicago, either by canal or railways, acts of incorporation, or other special legislation A large part of tue legislation relates to this City. Chicago, however, is no profitless recipient of favors, for of the State income from taxes, amounting in 1865 to $2,423,141, Cook county paid |305,753 ; and of school tax she paid $85,578, and received $50,514. Let us make the State feel more and more the benefits of her chief City. At this point of convergence, more accessible to every county than any other, let us give them the best library of the West or of the country ; the best educational institutions and cabinets of art and science ; and let us be equally liberal in aid of their public enterprises, especially in the con- struction of their branch railways, as they are in their business support. This State of ours, possessing unequaled advantages of soil, climate, minerals, navigable waters, and railway, with its central position, is certainly destined to be the Empire State of the Great Interior. As its chief City, exercising a powerful if not con- trolling influence, Chicago has corresponding responsibilities; so that every previous consideration which should stimulate to duty as the City is regarded, is increased in force by so much as our State exceeds our City. Nor let us by short-sighted selfish endeavors, impair the influence which with moderation and dis- interestedness will with reciprocal confidence and regard be accorded to us. Some good Citizens conceive it of benefit to take advantage of the railway centrality and the friendly feeling, and make Chicago the capital. What advantage would it be to the emporium of the West to be the capital of the State ? The whole State, instead of then being friendly, would often be jealous and antagonistic. Would not credit for magnanimity in forbearing to make the attempt, be better than the capitol ? If this be our view, as it probably is with a large majority, we should make it known ; for we must desire to be merely the commercial and manufacturing centre, if we continue to exercise our proper influence in the State and in the West. Duty to the Great Interior. — Of whatever region Chicago is to i>e emporium, are not our duties and responsibilities coextensive OBJECTIONS — DUTIES — EFFECTS. XXI with our domain ? The farthest section has claims upon us for means to aid in h\3'ing foundations, equally with that (con- tiguous. Nor is the most distant Territory or State much more conccrued in that work than is Chicago. If we neglect their religious and educational interests, we shall suffer with them; and the little aid requisite now, will there be almost as effective as at Chicago thirty to thirty-five years ago ; and probably with equal, perhaps greater rapidity. No man can tell what raih-oads and telegraphs will not do in that richest mining region of the world ; but we know that their effect must be unexampled. Is it not indispensable to the proper discharge of our duties to this City, that we obtain full knowledge of the region tributary to Chicago, and of the means of access ? Is it not incumbent upon us to do all in our power to promote acquaintance with this immense country, especially among capitalists who have built our railways, and encourage every way the building of more, both trunk lines and branches? What more effective than to show the importance of the continuation of the seven Chicago lines, already built beyond the Mississippi, on to the Rocky Mountains and yet further? The 600,000 square miles about us, to the chief towns of which we daily and oftener send our cars, — the 400,000 miles next west, and at least 500,000 miles yet further — a million and a half square miles — is the domain of Chi- cago, destined of nature, and already assured by art, as herein demonstrated. Duty to our Nation. — This grandest theme, involving con- siderations of the whole subject as to how it is that Chicago may aspire to continental commerce and manufacturing, cannot be at all discussed for lack of space. * Notwithstanding the abundant precautions taken by Moses under Divine direction to preserve State autonomy in the Tribes of the ancient Hebrews, especially in the reversion of the land in the year of jubilee to the heirs of the original owners; yet * As this investigation has progressed, the power of the West in our National councils, and of our cor- responding ri'sponsibilities, have been very impressive. It seemed imperative duty to consider the subject, and thoughts ha^e been prepared for an Appendix, alluded to in several places, under tlie title. The West the Pacificator. Seeing clearly that all 'our difficulties have arisen from the pernicious revolutionizing heresies of the antagonistic schools of South Carolina and Massachusetts, both extremes being too thoroughl}' committed to their dogmas to hope that the leading parlies could be brought to see their errors; the hope of the country lies in the West. But this book has already extended beyond reasonable limits, and such a subject cannot be dincussed in a few pages. Let these Citizens consider the subject, and they will soon see what a grand opportunity is ours. Let us enter into the investiga- tion with our whole hearts, and to all our abundant blessings shall be added that of the peace-maker. Xxii OBJECTIONS DUTIES EFFECTS. God always addresses them as a Nation. "Hear, Israel; the Lord thy God is one Lord," So He addresses us, though as yet without a name for this our Nation. Whatever duty we owe to our State as her faithful liege subjects, we owe it equally to the Nation; for our State by solemn compact has covenanted with every other State, that their common Agency, the Federal Gov- ernment, shall have equal right upon our persons and property with the State Agency. What is our State without our Nation ? And what a grand Nation have we; created not by the compact of erring, dying individuals, but by the august compact of the honored Old Thirteen, and would now consist of thirty-seven sovereign States, but for violation of their sacred compact by secession and war, whereby eleven have lost their sovereignty. Fellow-Citizens ! let us study into this grandest of all subjects except religion, and learn the extent of our obligations in this Nation of States. Duty to our God. — We cannot examine into the why and wherefore of our growth, without becoming reverently impressed with the truth that this is not man's work alone. This wonder- ful conjoining of diverse human efforts, accomplishing these grandest results of all time as if every man of us were working for that very object instead of accomplishing our own individual and mainly selfish purposes, can be no accident. As in every natural object which astonishes us for its beauty, its ingenuity, its perfect adaptation to its purpose, it is more unreasonable to suppose it the creation of accident, than of an intelligent Creator; so in this union of many free and independent wills, effecting these great purposes as with one mind, one soul, an over-ruling Power must govern. This our race "in the image of God created," these "sons of God," as repeatedly entitled in the Old Testament; these "child- ren of God," "heirs of God, joint heirs with Jesus Christ," as the Gospel teaches, probably have their chief superiority in their free and independent will. But it was used in rebellion, and man became depraved, and vicious. The great work of our God is man's restoration to the pristine perfection and glory in which he came from the Creator's hand. As doubtless the most effica- cious means. He instituted the several siati or conditions. Family, Church, City, State and Nation; and in these several relations, we are permitted to be co-laborers with God to elevate and OBJECTIONS — DUTIES — EFFECTS. XXIU restore our race. For this we are to work as though all depended upon us, and trust as though all depended upon God, as Paul enjoins. All that is required of us is love for the work, and a willingness to do what we can for its furtherance; and our feeble endeavors are rendered effective by Omnipotent Power. Do we show that willingness by contributing of our means and ettbrts as opportunity offers, for the physical, intellectual, moral and religious culture of these citizens ? "Were these duties properly realized by this leading City, to which the entire Great West looks for an example, would so little be done for science and art, for education and religion ? The trouble with us is, almost with- out exception, that we are too entirely absorbed in getting means, to take time to consider the equally important duty of using them. Instead of realizing more and more the weight of respon- sibility; as our stewardship is increased, desire to give lessens anxiety to get strengthens. Instead of the tenth which we are unmistakably instructed should be appropriated sacredly to these various objects, we dole out the merest pittance; and when we can grasp it no longer, we soberly, considerately, determinedly, make our wills preparatory to our appearance at the judgment seat, daring to withhold God's dues. Let us all, Fellow-Citizens, who are GoD-fearing men, rise to the measure of our responsibility in this regard. Whether Uni- tarian or Trinitarian, Catholic or Protestant, Jew or Christian, — who of us does not believe that an earnest, heartfelt thank- offering is due from this City in view of the prosperity hitherto bestowed ? How immensely are our obligations increased with all other cities of the land, and above them according to our more rapid increase, for the preservation of the Union, the ark of our safety; the destruction of slavery, the chief bone of contention; and the restoration of peace. As no other considerable city has had equal gains, should not Chicago be first to lead off in the faithful payment of tythes? Says God, in the closing up of that Dispensation which Christ "came not to destroy but to falfil," to make more perfect — Return unto me — and I will return unto you, Saith the Lord of hosts. But ye said, Wherein shall we return. Will a man rob God ? Yet ye have robbed me. But ye say, Wherein have we robbed thee ? In tithes and offerings. Ye are cursed with a curse: For ye have robbed me, even this whole Nation Xxiv ; OBJECTIONS DUTIES — EFFECTS. Bring ye all the tithes into the store-house, That there may be meat in mine house, Anil prove me now herewith, saith the Lord of hosts, If I will not open you the windows of heaven, An'l pour you out a blessing. That there shall not be room enough to receive it. And I will rebuke tlie devourer for your sakes. And he shall not destroy tbe fruits of your ground; Neither shall your vine cast her fruit before the time in the field, Saith the Lord of hosts. And all nations shall call you blessed : For ye shall be a delightsome land saith the Lord of hosts. EFFECTS. Although man's duties relate very largely to these several siati, they yet depend entirely upon individual performance. So effects are produced primarily upon the individual, secondarily upon man collectively. Upon the Bodies Politic. — It cannot but have a beneficial influ- ence upon our own City and State, to have the relations in which Chicago stands to the Great Interior and to the Nation, well apprehended. ISTor can it be without interest or benefit to every City and State of the Union to have clear conceptions of the fact that there is a City indicated by nature, established by art, as the chief commercial and manufacturing centre of the Nation. Every State and City would like to be able to present equal claims to this distinguished position. But they cannot all be greatest; and if there be one possessed of advantages affording reasonable certainty that it is to be the emporium of the conti- nent, do they not all wish to know the reasons and judge for themselves of the probability? It is hai'dly to be expected that this should be received as a demonstration, notwithstanding the writer and his City may have fall faith in its facts and conclu- sions. But it is for the general interest that so important a subject should be investigated; and it is hoped that this will not prove a one-sided, selfish, boastful presentation; but a candid examination into the Past, a just presentation of the Present, a reasonable expectation of the Future, Nor should this effort be without benefit to subordinate cor- porations, upon which the prosperity of City, State and Nation largely depend. Is it of no importance that the symmetry of plan of the Chicago system of railway should be exhibited, that those concerned may see the wisdom of extending lines and OBJECTIONS DUTIES EFFECTS. XXV filling in with brandies, to perfect a system which with no con- cert, and traversing numerous sovereign States, by the demands of the country, and from following the natural currents of trade secured by N'ational Union, has created in two decades, and mostly with foreign capital, the greatest railway centre of the world ? Not having been prepared in the interest of railways, but in that of real estate, it ought to be of more service to those gigantic corporations. Manufactories, too, and every other enterprise, are onl}'^ considered incidentally; and if the presentation of fact and judgment be considered just and moderate, it can be made more influential to advance any one interest, than if directed to that specifically. The real-estate is our solid basis of prosperity; and if that be firm, we have the best possible ground-work for any enterprise. Upon the Individual Citizen. — It may be that over six months' close study of a subject so consonant with my tastes and feelings, preclude sound judgment, and cause the interest in and import- ance of the investigation to be over estimated. Due allowance will be made for frailty, and even considerable conceit in treat- injr of the Past, Present and Future of a City in which I helped to raise the third framed building; in which not a dozen ante- date me in residence; and which no man has labored harder to advance, however imperfect and unimportant my efforts. From about one hundred souls in 1832, when on the 29th October, I was brought here by my father, a lad of 17, to have been a helper to rear a City which the 1st of April, 1868, has over 240,000 inhabitants, is something in which pride would be expected. And the one object of the book being to exhibit the superiority of this City to all others in real-estate investments; and the titles of more City property having probably passed through my name than any other, something of my own experience would be expected; and of course care would be taken to show that my pecuniary reverses were not attributable to real-estate. Study of this subject may also pervert judgment; but it would seem, that the unequaled opportunities enjoyed in the certain advance- ment of the real-estate, should be well employed to bring hither capitalists to engage in all branches of business. This work was begun for a small pamphlet upon the Past, with a little material upon the Present and Future to induce XXvi OBJECTIONS — DUTIES — EFFECTS. parties to join me in a real-estate operation. But the printer delaying immoderatelj, additional material was incorporated, and it became apparent that it was best to make the paper com- plete, instead of adding to it by and by. The title was changed accordingly, but has been preserved as the running title to keep the point before the reader. Such as the essay is, it is submitted to the judgment of my Fellow-Citizens. They will act upon it as individuals, and if of benefit or injury they will be aftected as individuals. However received now, my faith is strong that only a very few years will attest the correctness of judgment, the moderation of estimate; and in view of doubts of past prognostications which have been more than realized, may not Fellow-Citizens be asked not hastily to condemn although they may not be prepared to adopt? At all events, let each of us realize that we are nothing as individuals, and labor more and more faithfully to improve and elevate the Family, the Church, the City, the State, the Nation ; and what a glorious work will it be for our children and grandchildren to write and to read of Chicago: Past, Present, Future. Note. — Mr. Blanchard having fortunately completed a Map of the World, showing the routes of travel across America, has kindly consented that it be used on the back of the railway map. The latter is not as exact in representing roads West of the Mississippi as would be desirable. The New Mexico road not being shown, and some lines marked as completed which are only prospective. Corrections will be made in subsequent copies. Cuts of the stock-yards and lake tunnel, and several buildings it has been impossible to obtain for this first edition. Also, to have corrected and enlarged the list of sales, pp. 148 and 9 would have delayed the publication. It will be done carefully for the next edition, which will doubtless have a wide distribution, a competent person, in whom the business men will have confidence, having kindly consented to give it his attention. Very possibly some errors may be discovered, notwithstanding constant care to compare with original sources of information. Those who discover mistakes wil confer a favor in correcting them immediately. THE PAST, PRESENT AND FUTURE OP CHICAGO INVESTMENTS, Study the Past to understand the Future and improve the Present. Said Solomon in that wonderful Book, which ought to be made our Solomon's . , . ,, , opinion. guide in all human concerns, — The thing that hath been, it is that which shall be ; and that which is done is :eixI. l : 9-ll that which shall be done ; and there is no new thing under the sun. Is there any- thing whereof it may be said, See ! this is new ? it hath been already of old time, whicli was before us. There is no remembrance of former things ; neither shall there be any remembrance of things that are to come with those that shall come after. The many important truths of this pregnant passage are not here to 2 points. be considered ; and even the most obvious, the vain conceit that we have so much more sagacity and invention than all before us, mustist, no now be passed over. Two of the points, however, are most pertinent toP^^'^'P'^- the present inquiry; 1st, that there are no new principles for man t0 2d, experi- T T^Ti, T ^ . • ripnce disre discover ; and 2d, that man disregards past exi^erience. garded. Solomon does not mean that man makes no discoveries, for he Leam pnn- after wards says : " Lo ! this only have I found, that God hath made i^'^practice^ man upright; but they have sought out many inventions." The principles, the elementary truths, are what remain forever the same; and we improve and make progress, according as we learn better and better to apply those principles to practice. To do this successfully, we need constantly to avail ourselves of the experience of the past, that time and effort be not wasted in what has already been proved vain and fruitless. Yet now, as nearly 3,000 years ago, experience is almost wholly disregarded. This accounts abundantly for the slow progress made by man in bringing things of nature under his God- given dominion. Nor are these practical truths less aj^plicable in— inbnsi- business affairs, than in those of the natural sciences. And, in what respect, in preference to this, is the past more worthy of considera- tion? Can one judge soundly as to the future, except as he regards the past? 2 Study Past to Understand Future, Improve Present. This paper Tliis Writing, be it observed, is not for the commou herd, who fol- who'^Mgard low 0"^ another like a flock of sheep, having "no remembrance of experience, foj-mgi. tilings ;" but for the exceptions — any rule has its exceptions — who have wisdom to consider and be admonished by the past. Nor am I pandering to the vitiated desires of those who would "make haste to be rich;" although larger profits than Chicago has afforded, and still will, can scarcely be found; and no doubt those who have wisdom to apply the past to the present, will in the future exjierience the truth, that " there is nothing new" as to judicious in- vestments in Chicago. And being moderate in my expectations, doubtless enough sensible capitalists will see that it is for their inter- est as well as mine to adoj^t my plan. It might be best, therefore, to just tell in short what it is, and be done with a long story ; f(j^' Solomon says also, " A fool uttereth all his mind: but a wise man keepeth it in till afterwards." You may think that all my mind upon this subject must be here uttered ; yet it is not, by any means. How- ever, as affording some evidenee that I am not wholly a fool, the plan is reserved until some testimony shall be presented of my ac- quaintance with the subject, and you, I trust, shall have been sat- isfied that at all events the project is worthy of consideration. The first natural step would be to show that — My fokmek Opinions and Pkedictions were based upon a eea- soNABLE Hypothesis. A sound hy- A reasonable man does not always need a long process of ratioci- Dortantl-™' nation to gain his partial confidence concerning a declaration; but the bare hypothesis enables him to judge whether it be worth his while to give time and attention to the argument in its support. A mere opinion, however, from most men, depends upon the strength of its hypothesis for its weight and influence. In the exceptional cases, too, the ojiinion only has Aveight according to the confidence we have in the author's ability to present a sound hypothesis, and to sustain it by true reasoning. No correct hypothesis, unless by ^ ,^ , accident — and w^ho likes to rest upon accident in important aftairs ? — should not ^ _ '■ beacciden- — certainly no aro-uments can be adduced, Avithout more or less tal. . . knowledge of the incidents precedent; and correctness will depend almost Avholly upon the proficiency of that knowledge, which if The past a jiractical as well as theoretic, the more convincing. It therefore ^'^' appears well to show that in previous opinions and predictions, my hypotheses were trustworthy and duly sustained; and all the better because that what are now my actual premises, and which you will readily admit are certain truths, affording a very satisfiictory hypoth- esis for the present argument, being without precedent, vrcre in former discussions wholly hypothetical and had to be proved; for since the days of Aristotle it has been co acodeJ, tiiat argumcni is Past^ Present and Future of Chu-ago Investments. 3 out of the question until parties get back to principles which they receive as truth, the argument being merely the means to ascertain the result to vhieh the truths naturally conduct. In proportion to his wisdom, and the importance of the interests in hand, will a man use those means, tracing effects from their causes; and learning about the future from the past, know how to improve the present. Whatiiow does else is our Bible, the very Book of Life, but a record of the past, Avithte^ch? the exception of a few a priori declarations of principles, which the Author condescends not to explain? And even the principles them- selves, in the main, are left for man to discover from prophetic decla- rations which came to pass, or the narration of parables or historic truth. Also, the arguments heretofore used in establishing what .ireoidargu- now premises, are here equally available. What, then, could be^igj'' ^'^^'^ more judicious and reasonable, than to reapply those arguments, and observe how they conducted incontrovertibly to their natural conclu- sions, which experience has proved to be facts and trutlis, and which we shall jointly receive as indubitable premises for this discussion? Thus agreeing about our principles, and obtaining clear, well-defined conceptions of the operating influences, unless you discover fallacies and wanderings from truth's straight path, surely we shall come to one and the same conclusion. Besides, as a discreet man who duly estimates the worth of the Moti-.-ca nnd past, you will appreciate one's judgment upon an important subject, fmp^.'itaut' according to the evidence afforded of his acquaintance with it. Thp tions-"^*" best criteria of judgment, are recorded opinions and acts. Many a man claims sharp foresight after events have transpired, and thinks he foretold wonderfully. But memory being often treacherous ujjon such subjects, even with honest minds, it is Vrcll to have the written record. Besides, it is one thing to predict or operate hap-hazard, _gomemove and quite another to have definite, positive convictions, leading nat-^"^''*'^^'"'^" urally to the anticipated result. So that the actuating motives — the facts and views of things, the arguments and hypotheses — are no less important than the prediction or the operation. Many a numskull becomes fortunate by circumstances, and because the circumstances operate directly contrary to and in spite of his judgment. But how- ever successful, is his opinion valuable upon that subject ?* ♦Although famous for the sagacity of its citizens, Chicago is not without those who have made for- Some wis- tunes in spite of themselves ; because they have not been addicted to wasteful benevolence, and have hap- "O"" of Chi» , . cage mil- poned to own real estate which has been closely held from natural habit, and not horn any appreciation iJQnaires. of the future. One of these millionaires, when efforts were making to start the Galena Railroad, argued against it, because railroads would stop the advent of the " prairie schooners," 600 to 1,500 teams then daily arriving, and with their stoppage "grass would grow in the streets," was his sagacious declara- tion. Another one thought my distribution of petitions for the grant of lands for the Illinois Central Railroad was impolitic. Said he, " Why, don't you see, that the railroad will enable farmers to run off their produce to Cairo while the river and canal are frozen, which if kept till spring would have to come to Chicago ?" I replied, "Don't you see that that gives the farmers of Central Illinois (he ad- Tantage over others in the choice of markets ? Whatever the course of the carrying trade, you may risk the prosperity of Chicago upon the prosperity of the farmers." This, however, is the very place 4 Former Opinions and Predictions a Heasonahle Hypothesis. Evidence of To Avritc about one's self without esrotisra, requires too much cir- my past . t i i i sound judg-cumlucution for this condeusod paper; so that those whose stomachs are very sensitive can pass this over. Yet it certainly is important to the proper estimation of piesent views of the future, to consider some of the evidences of past correctness of judgment, which former transactions and recorded opinions afford. Though only a small part has been preserved, oidy a little of that can be here offered with any hope of its perusal ; and though the object which this head pre- sents will constantly be kept in view, yet the reader will notice the im- game chance 111 Pnse advance upon former prices; and although his first impression "ear/figo. would be that the day is past to make such profits on Chicago prop- erty, I shall hope to prove to his satisfaction that it is now a better time relatively to invest here, than thirty years ago. First pur- All account of some of my transactions, prepared for the circular of f.3,noo'em:h I860, are quoted p.289; to which it may be added as appropriate to in iS34. this caption, that my first purchases were two of $3,500 each, in March, 1834, which I expected to share in profits with my uncle, Amasa Wright, of Brooklyn, who had written to me months before to try to get the refusal of property for him to judge of. But too little property had been sold by the State or United States, and it was too much in demand to get refusals. A copy of the letter de- scribing those purchases, dated March 11th, 1834, was obtained at an arbitration with my uncle in 1852, from which this is extracted: — Letter Mar. Last Wednesday evening I spent in endeavoring to make a bargain with Lieut, iitb, 1834. .Jamison of the U. S. Army for kit four in bkick seventeen, of the survey by Canal Lot 4 B 17 Commissioners, wliich is (as you will see by reference to your map) [which I had 0. T., bo't ' made and sent him] a corner and water lot. I did not then succeed, but last Friday for S3,.500. I bought it of him for $3500, enormous sum, half of it to be paid on the tirst of June, 1834, and the other-half on the first of December 1834. There is a lawyer now drawing a writing in reference to the bargain, in which he (Mr. Jamison) binds himself to give a deed of the lot upon the payment of the tirst half, (!|1750.) It is to be ready to be signed to-morrow. This may seem to you to be an enor- mous sum for a lot (80 ft by 150 ft) in Chicago, and I think father would not give half that sum for it. But liis ideas do not keep up with property in Chicago.* I for Buch men to make fortunes. Ifttieywill only invest their money, berate the tax g.atherer, and never give anything — vehich la not dangerous — they will surely become rich if they live a fevr years however unwise their purchases. *While that was true, it is but justice to one of the best of fathers to add, that far nearer than most Father's men he imticipated the future of Chicago. With great natural powers, especially in sound judgment, judgment of jjg jjad ample knowledge of the country and appreciated the West, having in 1815 and '16 traveled for ° * his health on horseback from Massachusetts into Illinois and down to New Orleans. But he was over- cautions; and though intending to buy all the lots and land he could, he was too fearful of advancing prices by seeking purchases. Became from his New England home in the spring of 1833, intending to buy largely at the sale of school lots; lut to his disappointment, and much more to mine, he only bought about fl.OOO worth, six lots and two blocks. Mv minoritv ^"^ his absence I was my own master, my minority never interfering either here or in the East; for no interfer- such was the confidence in that just man, that everybody knew that if by death he became my heir, ence. my engagements would be sacredly fulfilled. No purchase or sale was disapproved by him, except that he thought it unwise in 1836 to sell twenty acres, in section 22, for $50,000, as I did not need so much money, and could not better invest it. Yet, had not that sale fallen through accidentally, it would have saved my property, which was worth more than my father's. But with his caution, he was out of debt, and I not. My property was swept by the revulsions of '37, and a large part of my patrimony, and the estate he left in 1840, is to-day worth over three millions. I was subject to him, however,— as what son would not be to such a father ?— and though operating Past, Present and Future of Chicago Investments. a am sure that lot will in less than three mouths fetch §5,000.00. "What makes me Reasons for think so istliis: There are a j^reat many merchants Cuming into Cliicji^^o this "'^ ''"'^*^''"'*'' summer. There are but two or three water lots that can be l)ou>(ht at any i)riee. All the business is at present done on this (Water) street. Now merchants coming in are not ii;oing on to the back streets to do business, as long as they can get a build- ing spot on ^Vater street,/(*r twice what its real value is. Lots have not yet got to near their full value. That one which I bought will within five years be worth three, and I think I may say tive times what I paid for it. Chicago will wilhin CiiicaRotobe that liuie be as large as Detroit is now, and real estate will be worth as mucli. A ■''* '"''?'* ".^ small lot there 50x00 ft (I think it was) was sold a few^ weeks since ibr §10,000.00, fn shears', and why should not business lots be worth as mucli here as there? These are the reasons that made me purchase that lot, and that make,' me think it was a good bargain. I do not suppose I could get what I paid for it back now, but I can in less than three months. Wediu'xdai/, March 12th. — Last evening I made another bargain for 90i^ acres of 90}^ acres land, for which I am to pay §:5,.jOO, the same sum that the town lot cost. 73 ivcres ^^5^q * *^°'" lies on the North Branch of the Chicago River, and is the west half of the south- ' west quarter of section four in this township. [A description of that tract, and of the 17}^ acres on the South Branch was here given.] I do not wish to have j'ou feel yourself under any obligations to take these lands ^'^ option or the town lot. But if you do not take them I shall be obliged to rely on you for c^ag"g'^^,}i"'^' the money. The money for the OO)^ acres is to be paid as follows : Draft on you must ad- payable at sight for $700 ; $1,000 jwyable the first of August ; -$1,«00 on the lirsl of vance the December. Mr. Noble takes drafts for these sums when they become due. He "'"■"-'>'• gives me a quit claim and warranty deed, [there were two tracts,] immediately. They are made out by this time, and will be signed to-morrow. I gave him a draft on you (w'hich I hope you will accept) at the same time, and give notes in my My notes ta- own name for the remainder, payable as aforesaid. lie does not require any en- ^"^ '" !"'}■ dorsers, nor anything for security of payment, except the notes. This I tliink '"*^°*- pretty lenient in him, and shows he has some confidence in me. I have no writings from father which could bind him (father) to any bargains I make. I ought to Father not have had some, but I did not then think I should so soon be purchasing real boaind estate. If J'OU do not take these purchases, they will fall upon ?«€, not u\)on father, for I if he wants want to make a little money myself It will, to be sure, be putting some risk upon security cin you in asking so much money of you, minor as I am. But if you do not feel se- ''*'" "• cure, I can give you endorsers, for a number of good substantial men in tliis place hav^e oflired of their own accord to sign for me if I wish it. So you see I am not without friends, if I am here alone. Now I do not wish you to take these pur- chases unless you feel perfectly sure that you will make money by so doing. For my part I should prefer keeping them both ff I could pay for them in any way. I have got considerable credit on them (without interest) so as not to have it crowd you in making payments. No claim is laid to foresight then of what Chicago is to-day ; nor Raiironiis .,,.,, . . p , , not then an- was It possible with the most penetrating prescience, lor no one could ticipatea. have anticipated the power and mnltiplication of railroads. But the views were sound, though youthfully expressed, and reasonably an- ticipated the future, as they constantly have, and as these will be found to do. The results are given p. 290. The lot is worth to-day $150,000, and the land some $500,000. thus independently for myself, took chief charge of his store, until in December, 1835, he consented to sell mo tlie remaining seven months of my minority for |2,000. I had before bought a lot of Mr. Dole ^\^ '° fath- for S2,000, which father desired, and it was given up to him, as was the case with nearly all his pur- ^Viases chases, except the school lots, and a Lake street lot. So that in the division of father's estate, my broth- ers and si:iter consented to let me have that lot above my portion, in consideration of my misfortunes and of my aid in building up the estate. For not only had I been largely instx-umental in purchasing, but some ten days after our arrival in Chicago, and while father was taking a cruise throughout the country, at Mr. Carpenter's instance, we went on thv. prairie with a surveyor and run out a quarter sec- tion each, which resulted in father's getting pre-emption for one hundred and sixty acres, seventy of which his children inlierited, and are now Wright's Addition and Union Park, and worth about Two mUliona end a half. 6 Former Opinions and Predictions a Ileasonahle Hypothesis. Lot 5. B.19, --f j^e uext purchase was another corner lot, 5 in block 19, for $1200, 0. T., bo't for ^ -» r 1 ), 1 /-\ ^' 1 • 81,200, and made Avhollv ou my own account, JMarch 17th. Oi this no record sold for ■' ■, -r • 1 1 c /-All Si,900. exists, except as to how I raised the hrst payment of $300, by bor- rowing 817, from father's store, and $283 from C, & I. Harmon, Wra. McCorristen (a soldier) and Peter Cohen. My recollection is that before the second payment came due, 1st July, I sold to Peter Bolles Firstaccount for 81900. It was the first money I had made, and on the 1st of books. October, 1834, 1 opened a set of account books, with an inventory, in wliich stock is credited for $720 — cash $560, personal property $60, and L. T. Jamison 8100. Stock is debtor for $179.63. This money had been made on that lot, having made no other ojieration, and of course receiving no salary. N. 43 acres Qct. lotli I bought 43 87-100 acrcs of section 22, from the lake to N., R. i4E., State street, and from 12th street south, at $80 per acre. In July bo't at S80— ' ^ . * 1-1 1 1830, 1 sold an undivided 20 acres of it for $50,000, which Avas broken up by an accidental misunderstanding. It was mortgaged in 1839 for $9090 to the State Bank, and Avas bid in for about $4000, I think^ whicli I expected to redeem, as most were allowed to do; but with- out my knowledge it was given to Mr. Ketchum in exchange for a -worth 51,- mill property in Michigan, which never yielded much to the bank. '" ' ' That land is well covered with elegant residences and without the improvements is worth about $1,750,000. Butler, Jan. 2d, 1835, I bought for $4000, payable in 4 and 6 months, 40 Wetjitert acrcs, which is now Butler, Wright & Webster's addition, to Avhora. ^'^^- it was sold in Xew York on the 10th of April following for $10,000. 80 acres J^"- ^'''th I bouglit 80 acrcs, south half, southeast quarter, section V{'iF'£k;6,000; and the 13t!i, 40 acres in the same section, nowcalled Crane & Wesson's Park, for $1300. The former is worth $1,500,000, tlie latter at least $200,000. Profits inth Tliese will suffice to give an idea of my operations, and of ad- $15,000!"'' vances in value. Other purchases were made and some sales, so that on balancing my books on my birthday, as was my custom, 16th of July, 1835, reckoning property at its cost, stock is credited for $25,107.76, ($1,225 cash on hand), and debited $951 1.29 for indebted- ness on property. The real estate inventoried at about $22,000, Avas Past, Present and^Future of Chicago Investments. 7 worth at least four times that sura. But not having any written or l^^^'ean^a^gain printed statements of my views, the remarks, p. 290, will suffice. m''i'«ni«ney In 1846, having recovered from the mortification and disgust of be- ing permitted to go to ruin, when a wealthy uncle, who had made largely directly by and through me, could with perfect ease have saved my property without risk, for he always affirmed full faith in Chicago, — having obtained renewed energies and stronger confidence in the future of the West, and of Chicago, by years of cruising and de- lightful intercourse among the noble hearts of the prairie farmers, I resolved again to make another fortune in Chicago projierty. Having purchased block 1, in 1840, as remarked on p. 291, for bio. r, $37,500, the following hand-bill was issued 3d of July, 1847 : — $37,500. Safe and ProfitaUe Investment. — The undersigned offers for sale a portion of Offers to Block One, of the Original Town of Chicago, (one third or one quarter) at the ^'^l'' l^'^''- rate of $75,000 for the block, lying on Nortli Water, Dearborn, Kinzie, Wolcott and Exchange streets. It is in uo spirit of speculation that the property is offered, but simply for the purpose of providing funds to use in improving the balance. It has been owned till last year by a gentleman at the East who would do notli- profits as- ing to improve it, nor grant a lease except ti\)m year to year, so that this year it sured. pays oul}^ about four per cent, on the price asked. But the undersignsd will guar- anty that next year it shall pay 5 per cent., the next G per cent., and that withi 1 five years it shall pay 6 per cent, on -$100,000. He is confident the property will do much better than this ; but this much he is willing to guaranty. If it can be made to pay this interest, then the property is safe ; but therein does not consist its greatest profit. It must rapidly appreciate in value. Unless the friends of this young city greatly miscalculate as to its destiny, and the rajiidity of its increase in business and population, property here must be greatly enhanced, and that speedily. What was property worth twenty-seven years ago in Cincinnati, with its 10,000 Comparison inhabitants? what is it now worth, with its 100,000? That which has taken with Cincin- twenty-seven years to accomplish in Cincinnati, will be accomplished In v much^*'''- less time here. Consider the immense power of public improvements, madi- in a great measure since Cincinnati began to increase so rapidly, to give impulse to the growth of great commercial cities, and which even now are but begun — that if the rich valley of the Jliami has contributed so essentially to the growth of Cin- cinnati, Chicago has an equally fertile and vastly more extensive agricultural ter- ritory tributary to it — that Cincinnati has no great advantages over Chicago for mechanical and manufacturing industry — that northern Illinois is now in a much more favorable situation to push forward its chief commercial emporium, than was southwestern Ohio twenty-seven years since ; and what is of vastly more im- portance in the consideration of this point, Cincinnati has no peculiar advantage as a commercial city, but Chicago is the western terminus of lake navigation, and this year will be connected by the Illinois and Michigan Canal with the great rivers of the West, so that the Mississippi and even the Missouri River, will pay tribute to us. By this route goods will be transported from New York to St. Louis at from 100 to 125 cents per 100 lbs., and olten less than that. Then IJie very heavy lumber and coal trade which must be done here will aid essentially in our growth, and railroads will soon connect us with the lead region and other in- terior sections. It is not unreasonable to estimate that fifteen years shall do more for Chicago 15 years for than twenty-seven have done for Cincinnati. Property, therefore, must rapidly ap- Chicago preciate in value, for there can be no drawback. No town can be named as a *^"*l *''.^" rival to us in the trade of the West — not even for the trade of the mineral region — n^ti. nor for ♦.he South as far as St. Louis. * * * Then where can a safer or more profitable investment be found ? Reasonable as were these predictions, which were far more than N-.body con- realized, nobody could be made to see the truth, and that year I paid ^'''°^'^' five 2^Gr ce7it. amo7ith iov ^Q\G\'2i\ thousand dollars, required to meet 8 Former 02)lnions and Predictions a Reasonable Hypothesis. luy payiuents. Hoping to obtain relief by profits on other opera- tions without further increase of indebtedness, a circular was dis- tributed in connection with Judge Thomas' report to the Harbor and Circular, River Convention.* Dated 4th of January, 1848, it thus begins : — 184a Investments in Chicago Property. — I am happy that a reliable document has been prepared concerning the business of Chicago, whicli I can send friends, and trust an examination of it will lead to the reflection whether here is not a desirable place to invest capital. _ , .. " Western speculations," I know, have, to a great extent, lost favor with capital- norpropo°ed ists. But because so much money has been foolislily lost in visionary operations, and so much more locked up in unsaleable and unproductive property, the taxes and expenses of which are fast consuming it, it does not follow that good invest- ments cannot be made in the West. And anything like "speculation," — i. e. a pur- chase with probabilities of large profits, and more or less, or even any., chance of loss, — I am no advocate for ; only a sober, prudent investment of capital, in prop- erty safe beyond contingency, which may be made to yield a certain annual in- come, with large profits ultimately, perhaps soon. Such investments you may make here. A Bure in- Property to Give a Certain Annual Income. — There is no speculative demand for come. Chicago property, and has not been for ten years; and though prices have been and are steadily advancing, it is a healthy growth. Sales are continually making, but they are almost wholly for investment. Lots can be bought in the central business part of Chicago, yielding a ground rent of 6 to 9 per cent. I know of a lot, for instance, held at $2500, for which the owner is ottered for a five years' lease, $200 per annum and the taxes. The lessee wishes to erect a good brick building, conditioned that at the end of the lease, the lessor at his option, shall re- new the lease at 7 per cent, on the value of the lot, or purchase the building at an appraisal, the value of both lot and building to be fixed by three disinterested men. The building would cost about $2,000, and would rent for $450, perhaps annual rent moie. Three lots belonging to my father's estate, 20 feet front by 150 deep, which of lots. are among the best in the city, have been, under lease for ten years past at $250 each, and the leases are renewed for the present year at $300. The lots are worth $4,500 each, and for a five years' lease we could get $350 per annum, nearly 8 per cent. Anotiier lot I could have bought a short time since, and perhaps can yet, • for $3,000, which is under a lease for seven years at $270, or 9 per cent., with no conditions to renew or buy the buildings. Usually lessees of ground agree to pay all taxes and assessments, the rent is paid quarterly and punctually, and for secur- ity, the lessor holds the improvements, which can only be removed at the expira- tion of the lease, and after the entire faltillinent of it on the part of the lessee. The form of lease used here is of the most stringent character. Lots like these cannot always be got at a day's notice, but a person having money by him to use when good bargains are offered, would not have it on hand a long time. Rent of Good brick stores, four stories high and well finished, costing about $3,000, will Btores. rent for $800, to $850, in the best locations. When we have 50,000 inhabitants, if rents are worth as much here as in cities of corresponding size and business, such stores will be worth at least $1200 per annum ; and as $500 will be an ample allow- ance for the building alone, $700 will be left for the lot, from which deduct $100 for taxes, and it will tlieu pay 6 per cent, on $10,000. This you may reasonably reckon upon within ten years. Suburb lota. . P^'operty uow in the suburbs can be bought at low prices, which will yield a less ■ income, but probably greater profit in the course of ten years. National *That Convention in 1847 was the first of the national gatherings, which since have been drawn to gatherings Chicago because of her focal railway position. Year by year will she increase in favor in this respect, icago. as the rapid increase of the West, and railway extension make her still more central. Recently a St. Louis paper predicted the removal there of the National Capital. It will never be moved, I trust, from No change ot '^"^ "^''y consecrated by the sacred memories and the name of the Father of his country. Could the capital. West agree itself about the location, it might perhaps effect a change. But Ohio, Indiana, Illinois, and oil the States contiguous to Missouri, would oppose St. Louis, because they would not lilse to give a close rival that advantage. So Missouri and the otherj would oppose any city in Illinois, and this jealousy will furev<'r prevent the injustice of taking the Capital from the glorious Old Thirteen. If moved at all, it would be to Chicago, for the same reasons that the National Conventions come here so much oftener than to any other city. Past, Present and Future of Chicago Investments. 9 Investments of this character must be perfectly safe, at least those which arc Money safe, rented for a term of years; and there is an almost equal certainty of a large and rapid increase. Increane in Value hy the Oroictli of Chicago.— l\y the report, you will see the im- incijase in ports, exi)orts and business of Chicago generally, have grown very rapidly, aud [^'i^" '^^^- the same causes must not only continue to operate, and with increased power, but new channels are to be opened, widely extending the range of country tributary to this market. Witli no increase from abroad, business in all departments must enlarge and growth of extend, and very rapidly in u country of the easy tillage and great natural ad- luiuoia. vantages (if this; but the population of Illinois, particularly of the northern por- tion of the State which trades here, never was increasing so fast by immigration as at ])resent, and the settlers are of a most excellent character, and often have much wealth. The census of 1850 will show a population of about 1,000,000, be- ing double that of 1840. * * * tShoukl these views lead any of my friends to think of investing money here, I Examine would lirst and earnestly advise a personal examination. Nothing can take the yourselves, place of this, and the sooner made the better, as property is continually advancing, and in the course of a few months is likely to be much higher than at present. Any who would be glad to give a share of the profits, (or of the losses,) to a res- Share of ident, by whom investments would be made and the property managed, I should I'^ofits. be glad to hear from; and I think a residence of over fifteen years in Ciiicago, with ctinsiderable acquaintance with property, ought to enable me to render con- siderable service. I would further state, that my own means are, at present, all invested, and I have ^^ ^^^ jq. resolved absolutely not to buy any property on my own account, till I can pay for crease debt. it in cash, which will not be for the present ; so that those who choose to author- ize me to buy, may be sure of my best efforts to get for them good bargains. Titles would be taken in their own names, or in the name of some responsible person here in trust for them, as would be preferred. Any wi'io would wish further information, I shall be happy to correspond with, and invest for will do all in ray power to make those who choose to try an investment in Chicago, cinldren. so satisfied with it that they will purchase further. It appears to me a gentleman of means can do nothing so well witli a few thousand dollars as to buy property in this place where he would be, to 3 great extent, relieved of trouble in its man- agsment, and which, to his children and grand children, would become a large in- heritance. Please consider this carefully and let me hear from you. Though silent about the contiguous river property, for fear of Nobody -. . . 11- • -\ • • • would invest drawing attention to it, my sole object was to induce parties to join in its purchase, if Mr, Bronson could not be pursuaded to give nie an interest to take its management. But because my uncle would do nothing, nobody would look into the proposition. During the ne- gotiation, I made the estimate of rents spoken ofp-292and although firmly resolved, that I would not incur further indebtedness; yet the long credit obtained, and the advantages of the agreement in re- gard to sales, promised so strongly that capitalists could soon be led to join, tli.-it the purchase was made. Still, nobody would see the fortune waiting their reception ; and to fully present the subject, and either sell or make a permanent loan, or else sell other proper- ty, either or all of which I was willing to do, the cu-cular of 28th of February, 1849, was prepared, thus concluding : — The preceding estimates [one of them is given, page ] have been based upon circular the supposition that In three years $42,200 shall be expended in improvements. 1849. On every account this is desirable to have done The three block.o can unquestionably be made to pay for themselves, and much more, with one-third ttiat amount invested. But improvements will yield a large interest on their cost, and every good building erected will enhance the rent of contiguous lots several per cent. And the effect of expending a considerable 10 Former 02n>iions and Predictions a Reasonable Hypothesis. Offer to sell cheap. A loan sought. Surplus rents. ininunt, as fast as it could be judiciously done, -would be veiy great, particularly at tins time. It would give a strong impetus to the whole north side, and make this entire operation easy and safe, ensuring, not only the rents as estimated, but a con- siderable increase beyond. Property to be Sold Cheap. — Of this amount I can raise §25,000 out of other property during the three years ; and it is my purpose to sell all other real estate, except a dwelHng-house lot, and concenti'ate both capital and cllorts on these blocks. I shall lose the future rise on the properly sold, which I know will be large,- but the results of the preceding calculations will not only be thereby se- cured, but made easy, which gives an income that should satisfy any reasonable man, and which is many fold greater than 1 had ever expected to have. Of the lots I wish to sell, some are now under rent ; and if purchasers will lease for ten years, I will agree to sell at such a price as that they shall yield seven per cent, per annum ground rent, clear of taxes. It will be moderate to suppose the lots will double in value in ten years, which would give seventeen per cent, jier an- num. Some of the lots will doubtless double in value in a less period. A Loan of Ten Thousand Dollars Wanted. — But to sell property and get pay, 'vill require two or three years, for it cannot be sold to advantage for cash; though I will sell at low prices for quick pay. Therefore, as I wish very much to erect a couple of warehouses tliis summer, I have determined to borrow, say ten thousand dollars, payable, say half in live and half in six years, and I will pay ten per cent, interest, semi-annually in New York city. The security shall be satisfactory. I will give good personal and real estate se- curity, and will assign to the lender the contracts for the block on which the money is expended, and will agree to to use all the money borrowed, and Jifty per cent, in addition, upon the property given in security. Upon failure to meet the payments of interest as they become due, the whole amount of principal and interest to be- come due and payable in thirty days, and authority shall be given to sell the prop- erty or the contracts at public auction. With this $10,000, and the receipts from rents and from my other property, I shall have in three years more than the $42,200 for improvements ; and securing this ground work of my plans, the results will at least equal the calculations. To show my perfect ability to meet both interest and principal of a loan, I -will put together the surplus rents as estimated in the three previous tables : Annual Surplus Rents above all Payments as per Foregoing Tables. Block 1. Block 3. Block 5. Total . Block 1. Block 3. Block 5. Total. 1849... $ 680 1 580 1858... $12,045 $4,478.75 S7,171 25 $23,69'i 1850... 1440 1.440 1859... 13,-249 6,148.05 8,'241.9o 26,639 1851... 3,400 3,400 1860... 14,573 5,817.35 9,312.65 29,703 1852... 560 2,518.35 4,036.65 7,115 1861... 16,030 5.716.65 9,153,35 31,900 ir-tZ... 1,5-28 1,163.95 1,866.05 4,558 1862... 17,6.33 6,432.15 10,-297.S5 34,363 18.54... 2,561 2,687.05 4,302.95 9,551 1863... 19,396 7,147.65 11,442.35 37,986 1855... 3,674 3,025.15 4,844.85 11,544 1864... 21,335 4,590.65 7,359.35 33,285 1856... 1857... 4,867 10,950 3,571.35 4,217.55 5,718.65 6,752.45 14,157 21,920 $143,821 S56,514.65 S90,500..35 S290,836 The result is so enormous as almost to .stagger my own belief in the correctness certSn.''^ of the preceding views and estimates. But I know that for at least five or six years, the surplus in the above table will be exceeded year by year, for I have only to get rates at which I am now actually leasing, io accomplish it; and no one can doubt that tliere is to be a considerable advance. But let it be observed, if tlie above cal- culations are not half realized, still I can more than meet payments of both interest and principal as they become due. One of these propositionSj either to buy property that will pay seventeen per cent., or make a loan at ten per cent., I am sure capitalists will avail themselves of; and it will be a favor to receive propositions soon. It is important to make ar- rangements for brick and for building, early in the Spring; and a small amount will not divide a bargain, if I can get the money right away. I prefer loaning the whole amount from one person, but may not be able so to get it, and will therefore make loans of less amount. No success. Were thesc expectations and desires immoderate? Could par- No railways ^^®^ have Seen as I did the certainty of railroad building, soon no- foreseen, ticed, and the immense progress consequent, whicli must give Chica- go a rapidity of progress far beyond any previous example, -would these persevering efforts have been futile ? But besides the total Past, Present and Future of Chicago Investments. 11 inability to see railroads that only existed in my wild vision, that year again broiight the cholera. Not obtaining relief myself, and thereby relieving others who were aiding me in borrowing money at ^'o|^^i^soi'i high interest, caused the sale of block 1, in 1850, for $60,000, as no ticed, p.293, and also of the half of block 3 to my brother. Thou'1-h almost wholly relieved thereby of indebtedness, it was an Renper busi- ^ '' •' . . ness begun. immense reduction of my North-Side interest ; and the remaining block 5 being all rented, and being still satisfied Avith this and the remnants of my patrimony, which had been saved by borrowing money of my uncle at twenty-five per cent, interest, to pay the bank; I thought not of any more real estate operations, and foolishly en- gaged in the reaper business, as noticed p. 294. To make this a suc- cess, my ambition was immoderately moved by circumstances ; and property to obtain capital, property was advertised — none in block 5 — and t^ou."*' ^"*^ sold at auction 14th October '52, in the hand-bill of which are these remarks : — In the foregoing list is a variety of choice property, from which large or small ^^.^y.^. ^gjg, capilaUBts can make investments to tlieir minds. And the present is the time to ' do it. Croakers have been saying, even for years past, that real estate is too high. Yet up, up it goes, and never has there been a time in the history of Chicago when a future and rapid advance in real estate generally was so certain as at this time. Ciiicago property will approximate in value, willi corresponding population and business, prices in otlier cities ; and it is generally conceded that within seven years we sliall number 100,000. If so, most of tlie real estate must double or treble m value within that period, and still be clear below what it is now worth in St. Louis, Cincinnati, &c. Railroads tliat have been mostly prospective with us, are now being built to all Railroads parts of the West, and hardly a man in the city appreciates at all their influence sure, upon this conunercial centre of the Great West. If with no avenues of conse- quence except the Canal, and a short piece of the Galena Railroad, it has been im- possible for our mechanics in any department to get a stock ahead, notwithstand- ing tlieir constant increase, what is to be the efl'ect upon manufactures here, with 1500 to 2000 miles or more of railroad radiating in all directions, and centering business liere from regions wholly isolated from us hitherto? Yet three years e5 fects all this; and any one wlio will reason from cause to effect, must acknowledge that without some great national calamity, the probabilities are that real estate bere must double in value within three to five years. Many sagacious ones, too, prognosticate another revulsion like that of 1837 to jjo revulsion 1840. Tliey consider the present inflation of prices like that of 1836. No such thing. Paper money was tlic basis tlien, and wlieu, to pay loreign balances, specie had to be drawn from the banks, suspension followed, and the bubble burst. Not so now. The present increase of money is the result of the discoveries in Cali- fornia and Australia, and there can be no doubt but these mines will for years add one to two hundred millions annually to the currency of the world. There is noth- ing fictitious— no danger of collapse— in tliis. The result is inevitable, that with solarge an increase of money, its value must be lessened, or, what is the same thing, real estate and other property advance. While there may be temporary panics, got up by interested parties for particular ends, when money can be ad- vantageously employed aiid invested, it must l)e e\ident to any one that to make the best use of capital, it should lie put into property, as stocks, real estate, &.C., which must surely increase with the increase of money. The man is not wise who hoards his funds or puts them out on permanent loan in times like these. "Having these views, then, why do you sell lotsV" will be asked. I reply, be- -^^iiy j geii cause I want money for business. As evidence of sincerity in wh it has been said, I wil! make this proposition i—l^IwiU take off 15 2)er cent, from the price which any lot may bring at tlw sale, if Vie purchaser trill give me the x>rivilige of buying it ^g . ^ent five. yeMrs hence, at such a price as that with the income derived from the property, lie goiiraaiee." ihiill ■'ecm)e 100 per ant. on his intestmcnt, \ohich is 20 per cent, per annum. 12 Former Opinions and Predictions a Reasonahle Hypotliesis. No by-bid- ding. The reaper ruiued me. Real estate tried again. Circular, 1858. Results of, former ad- vice. Joint-stoclc companies. Circular, 1860. A causeless panic. Want to buy property — —to avoid a debt. To citizeijs it is unnecessary to state tiiat a piece of my property when once put up at auction, is mre lo go for what is hid, without any underhanded management or flinching. The fact f)l selling, at a recent auction, one lot for $050, for which we iiad been offered $loOO in the auction room just before the sale, is sufficient evi- dence tliat there is no chicanery or backing out from sales, no matter at what loss. But to strangers who ma}^ wish to buy, I would offer the assurance of my honor, that every bid mode is bona fide, and a lot once put up will be sold, if it does not bring a quarter of its value. I only retain the privilege of stopping the sale, if property goes at too great a sacrifice. Though success in the reaper business fully justified expectations, no doubt too much Avas undertaken for any one man ; and owing to the circumstances stated p.294, and the general revulsions from the senseless panic of '57, and the consequent depreciation of real estate which was covered with mortgages — and they proved true to their name, — my real estate, worth in 1856 at least $600,000, and not $100,000 of the indebtedness chargeable to it, was completely swept. In April, 1858, a circular was printed,* though not distributed, of w^hich these were among the opening j^aragraphs : — The money panic has brought a most favorable time co buy Chicago property. Some from necessity, and others because they are foolishly frightened, are selling at lower rates than have prevailed for several years. * * * Ten years ago, I urged friends to buy property here. The few who heeded the advice have not regretted it. Five to ten fold has been the increase, and some re- ceive in ground rents each year more than half the entii'e cost of their lots. I hold out expectations of no such advance now, as I did not then, but do most earn- estly repeat the assurance, that you may now buy with great advantage, and that you will regret it if you do not. * * * In March, 1860, a plan was formed of two joint-stock companies, which says : — About two years since I prepared a circular concerning investments at Chicago. For reasons not necessary to explain, its distribution to friends, as contemj^lated, has been delayed. The time, however, for its use, has now unquestionably arrived. All property but central, has depreciated on the average at least one half since 1857, and must now take an upward turn. All here consider that the crisis has been past, though but few seem to apprehend how rapidly prices must recover from so great — so unnecessary — so groundless a d'cline ; for though propert}'^ was higher than was desirable for the best good of the City, yet anyone looking ahead, should have seen that the growth of the country, and of the town, would still have insured, in a few years, good profits on the investments. I wish to avail myself of this important period, and think, at the same time, I can benefit friends. I therefore submit the circular referred to, the views of wiiich are still applicable, and wiiich appear to prove fairly and conclusively, the certainty of the rapid growth of the City, and the consquent enhancement in the value of property. Further consideration having shown me the difliculties in the way therein proposed for investing, from impossibility of always buying a piece of property fin* exactly the desired amount — the hindrance to a sale, if the capitalist wislied to cliange his investment, ifec, &c., I have been led to prepare plans for two organizations, also herewith submitted. Had I the requisite capital, or had I securities to give for loans, I would make more to l)orrow, at even extravagant interest, than to use your funds and share profits. But that is out of the question, and I shall not again go through the process of Hopt'B still ou the reaper. *TIiat circular has little appropriate to this place not incorporated iu those subsequent. It was not prepared for actual use. for my hopes still clung to my reaper patents, or to those which had been mine. Nor, indeed, when the circular of 1860 was prepared, had I abandoned the hope of proving still that I had nut uiejudged about the reaper busin:?ss, but that misfortuneE had caused uiy difficulties. These cir culars -.vore, therefore, inadequitely studied, and were quite imperfect, and are chiefly valuable as pro- Benting off-houd views seven tu te-.i years ago. Past, Presey^t and Future of Chicago Investments. 13 temporary loans — regular " shinning" — as in '4G to '50, and paying tAvo to five per cent, per month interest. Doubtless money can again be rapitUy made by so do- ing, but I have worried myself and friends enough with that system, and shall avoid it hereafter. Besides, though giving you half my })roIils, it is not so much lost to me, for if supplied with more cash, and not having to use credit so much, property can be bought considerably cheaper. [I had paid Mr. Bronson double the value of his jiroperty because of long credit.] On the other hand, I flatter myself that I c;ii: take your funds and make double invest on on it what you, or at least most non-residents would For the capitalist andsiiares. agent to divide profits equally, is a very common thing here, even when both are residents, and it is still more desirable to a non-resident. Experience and knowl- My expori- edge are eminently requisite to success in real estate ; and a residence of over euce. twenty-seven years in Chicago, and large experience, and unsurpassed success in purchasing and managing property, justify me in claiming skill to do it equal to any fellow-citizen. And you will observe in the accompanying propositions, that you have an im- Capital and portant countervailing benefit for dividing profits on your capital, in its safety. I profit sure, have sufficient confidence in my skill and judgment, and in the future rise of prop- erty bought b}" me, to let you have back your capital, and a good profit — more than most can make for a term of years, with their best and constant efiorts — before I receive anything for all my labor and attentions. You may think this proposition too good to be really safe, but rest assured that I shall make hand- somely ; and if so, you certainly will. Some of you want an income — sure — reliable, and would look more to that than jncome to greater profits ultimately. To such the Income Company would be preferable, plan— Property yielding rent, both improved and unimproved, can often be bought low. A short time since a lot in the centre of the city, covered with a good brick build- ing that rents for $6,000, was sold for $24,000. Such purchases are not often to be made, but occasionally a person upon the spot, provided with funds, can find them. Your safe stocks yield you perliaps five to ten per cent., and no jjossibility of much increase in value. I can assure you of as much or greater annual income, and just as reliable — yes, more so — and a handsome increase of your capital besides. Others have funds that you desire to invest surely, to be relieved of care and _f,j „„ j^. trouble, and that will give to yourself or heirs, by and by, a large return The come. other Company assures you 15 per cent, per annum for the long period of ten years. How can you better dispose of a part of your money, the care of investing which gives you much thought and anxiety? Besides the safety of a real estate investment — so far beyond that of an ordinary convenience corporation in which the most tried and trusted officials are every little while of transfer, proving defaulters — there is the ease of convertibility of any stock. Not only for the reason given in the note preceding, but also on joint-stock account of the division of my efforts to two companies, and stilP'*° '^*"*' more because of the persona* liability, the joint-stock plan was soon' discovered to be impracticable, and not half a dozen copies were distributed. To obviate this, an excellent charter was obtained from the Illinois Leg-islature : — AN ACT to incorporate the Land Improvement Company. Section 1. Be it enacted by the .People of the State of Illinois, represented in the ^ charter General Assemhly, That John S. WnTfriiT and such persons as may become asso- nunoir""^ ciated with him, and his and their successors, are hereby created a body politic and corporate, by the name and style of "Thf, Land Improvkmekt Company," and shall have continued succession and exis* ".''.r twenty-five years, and no longer. Sec. 2. The capital stock of said company shall be two hundred thouslmd dol- Stock, lars, with the privilege of increasing it to two millions, to be divided into shares of ^'■^•'^*^'^'''°*'- one hundred dollars each, which sliall be regarded as personal property. Sec. 3. Said company shall be permitted to organize and go into operation Authority, when §20,000 of its capital shall have been paid in, and shall have power to contract and be contracted with, receive and convey, release and be released, sue and be sued, plead and be impleaded, answer and be answered unto, in all manner of actions whatsoever, and in all courts having competent jurisdiction, and may have and use a common seal, and alter the same at pleasure, and shall be vested 14 Former Opinions and Predictions a Reasonable Hypothesis. Plan of company. with all the powers and privileges requisite to accomplish the objects of its organization. Objects. Sec. 4. The ol)jects of said company shall be the purchase, improvement, leasing, exchange and sale of lands and lots on the shore of Lake Michigan, or within six miles thereof; and the members may make all needful rules and regula- tions, and by-laws and articles of agreement, and execute all instruments in writing requisite for the profitable, efficient and safe management of the stock, property and concerns of said company, but nothing in this act shall be construed to invest said company with any banking powers, or to authorize them to make, emit or utter any bill of credit or bank notes, or other thing to be used as a circulating medium, as and in lieu of money. Sec. 5. This act shall be deemed a public act, and take effect from and after its passage. Approved February 22, 1861. Having then given over the reaper entirely, and setting myself ear- nestly to devise the plan under the charter, abundant advantages were soon discovered. But to devise a feasible method to obtain an income or not at the option of the shareholders, and also to prevent my being ousted as Actuary, required much study, and with tlie cir- cular took over four months hard work.* The following was the opening: — Circular, The revulsion of 1857, and our national difficulties, have brought a most ftivor- 1861. able time to buy real estate in Chicago. Prices of central lots are reduced nearly one-half, and of out-property about three-fourths, and in a few years must attain former figures, and more. Of this remarkable ojiportunity I desire to avail my- Panic prices, g^if, and think my plan of investment will commend itself to non-resident capi- talists to our mutual advantage. A chartered real estate company is rather a novelty, but has many points of excellence, especially for non-residents, who desire to invest in this most prosper- ous city, and would avoid the cares of personal attention, and the watching and risks of agents ; and the legislature has granted a very liberal charter. Although much property has regained former prices and more, as above prognosticated, much has not. Beyond any question, no other city offers equal promise of profits in its real estate ; and let us here consider that — Real Estate, especially in a growing City, is the best In- vestment. Land ought to be the favorite means of investing funds not wanted for active bus- iness, and is rapidly becoming so. For safety and profit, comfort and ease of management, nothing equals it. Government stocks, and many kinds of bonds are safe, it is true, — provided they are of the right kind — but not more so than real estate; and while the latter can be made to yield an income, if desired, and with at least equal if not greater certainty, advance on the land may be several fold in a few years, and little or nothing on stocks. So far from ordinarj^ stocks and securities appreciating, they probably must de- cline. Tile constant and immense increase of the precious metals, to which no limit can be put, and is yearly augmented by new discoveries, must affect all values — that is, cheapen money. Bank stocks, state and corporation bonds, and other investments at a fixed rate of interest, annuities and the like, must depreciate with Property still low. Lots advance In value. Stocks de- preciative. This paper hurried. *lt is regretted that this paper cannot be as strongly digested and condensed. But supposing it would bo easy to remodel that to the present times, plans have been laid, and advertisements issued, that leave me time wholly inadequate. Having been carefully adapted to that important epoch, much is wholly out of date, and to obtain the same information for this period requires more time than I have. So that ■with the advantages of seven years more increase, this paper cannot be made equal to that. Unfortu- nately, only a few proof sheets were struck, the type being left standing until I could return from a visit to a friend in New York, whose advice I wanted as to changes. After two or three months' waiting, the type was distributed. Past, Present and Future of Chicago Investments. 15 the increase ot the circulatinc: medium of values, wliile other property, and espe- cially real estate miuI slocks like Uiis comjiaiiy, must corresponclinijly advance. Even railroad and manuiiieturing and similar stocks, are to be injuriously —f^ven rail- aiTected, because cheapening money will stimulate competition in all operations ""y"- that are very profitable, and the advantage existing companies will have over new ones, will rest eliielly in the real estate and other property obtained when a dollar bought more than it then can. In the ra])id changes which are progn-ssing, many establishments will lind themselves so placed as to have lost even this benefit, being unable to compete with others in more advantageous locations. Fortunes are often made bj' business and speculations of various kinds, but it is city proper- well known that most of the great estates in our country and elscwliere, have been ty gives made by holding lands. The largest and most speedy advances, too, have been in ^'"''"' estates cities. Find a city which is sure to grow, and you may there, with care and skill, invest upcm a positive certainty of success. It is a pertinent inquiry, what is to be done with the money so fast being made riow invest in the various pursuits of life? For fifteen or twenty j-ears we have put fifty to a surplus' hundred millions annually into railroads, besides what has been obtained in Eu- rope. Investments in them are to be comparatively small in future, and how are their incomes to be used, — say one hundred millions annually — and the increasing profits in all branches of industry', stimulated and multiplied as they have been by the locomotive and telegraph ? Amid the marvellous changes of modern years, it j^ ^^^^ is impossil)le to say with certainty what may or may not be done ; but it is hardly tnt^and * probable any new absorbent will be found equal to the railway ; and it would mannfac- seem that our accumulating capital must be employed in real estate and in manu- *""^' factures ; and the latter will very greatly affect the former at the more central localities. Events that are to stand forth upon the liistoric i:)age as cliief of views stron- centunes, have since 1861 given increased force to those considera-^®'°°^^' tions. Some talk of repudiation. Pshaw! The national indebted- ness, in whatever form it may be put — and wliat is not needed for or- National in- T • ^ .• • It Tin 1 1 T • detjtedness dmary Circulation m "greenbacks ' ought to be converted into one to i>e cur- form of stock, payable a century hence with three or four j^er cent, in-'^*^'^'^^' terest — will soon be highly valued the world over, and "greenbacks" and bonds will be equal to gold, and to their amount increase the circulating medium. If good for anything, they should and soon will be worth their face in gold ; and the longer the time, the more premium wall they bear. When their value sluill be learned, what will be the difi'erence, whether Ave dig $1000 in gold, and send to Europe, or send a U. S. bond for the amount, except as to the inter- (j^^^,j j^^ j.,,. est ? "Will not one buy what we want as well as the other? and this ''"^''■ result comes inevitably, w^hen we ourselves shall have learned the true nature and principles of our governmental system, and devel- oped tlie strength of Xational Union based upon State Sovereignty. When the North shall be brought to see its errors concerning 1 1 • f. 1 Tir Confidence State Sovereignty and correct the teachings of the Massachusetts 'q our insti- school ; when the South shall learn the strength of National Union be- tween sovereign States, and acknow'ledge the errors of the South Car- olina school, — and how can we ever have re-construetioii without both knowledge and changes? — then shall we and other nations under- stand how the unexampled power displayed in Mar lias its origin; and learning the strength and sacredness of covenant obligations, no fear can exist that indebtedness incurred in a war so high and holy as that of ours, and by States possessed of such abundant resources, 16 Real Estate in a Groxolng City^ best Investmeirt. Debt to be will not be paid to the last dollar. And it is the heiglit of folly to terit^^^"^' think of putting upon this generation, or even the next, the burthen of payment of any jjart of it. For a long period it will be to us like so much money; and now having accidentally learned from the exi- gencies of war the true national currency, and when the "green- backs" shall have supplanted the issues of the wild-cat brood of banks, we shall have the best currency of the world, and with the bonds will have world-wide circulation. Discussion of these questions would not be expected here : but he Increase of _ ^ _ i ' money— wlio lias Confidence in the perpetuity of our Heaven-ordained sys- tem, cannot doubt as to these results. And what must be the effect of this immense augmentation of the currency, conjoined with the rapid increase of gold and silver, which must be still more rapid as railways penetrate the mining districts, which, according to all indi- — enhances catious, have but iust begun to be developed? That real estate, reiil estate. . . , , . which IS the last thing to be affected, has not already been more en- hanced, has been chiefly occasioned by lack of confidence in United States securities. As experience teaches us, and a permanent, sound policy is instituted, be assured the realty of the country will have a swift and permanent advancement. What can you name to compare in safety with property judiciously j)urchased in a city that is sure to grow? This the Tliis, howcvcr, is taking the bright view of things. Living in a bnghtside. ^yQj-ij Qf uncertainty, adversity largely mixed with prosperity, and it not being man's province to know positively what the future will bring forth, let us also consider that — General pecuniary Revulsions mat intervene, but cannot CHANGE THE ReSULT. Certainty of This topic is Considerately taken, excluding, as is apparent, what desulfj^^ would be termed Providential occurrences, as the termination of lake navigation by the removal of Niagara's rocks. Notliing less than such an event can change the destiny of Chicago. The circu- lar of 1860 had the following : — Neglect of Most of jou, perhaps, are becoming wearied with this reiterated advice to invest past counsel, in Chicago. Yet who of you have done as well as to have heeded my requests eight to twelve years ago ? It is true, that owing to the revulsions and panic of 1857, some have property bought in 1855 and 1850, for which they could not get cost. But the present is no such period — it is Hke that eight to twelve years ago ; and those who have, in later years, paid liigh prices, have only to exercise a mod- erate degree of confidence, and some patience, and the poorest of their purchases will prove better than money loaned at ten per cent. Revulsion of Let not those friends who are among these suflerers remind me that I have con- 1857— tinually, even in 1855 and 1856, been advising to these investments. I acknowl- edge that I did ; but they will also remember that since 1851 and 1853, 1 have ever coupled my advice with the statement that it was possible a revulsion might come — many prognosticated it for years as close at hand — but for my own part, I could see no reason to fear — that if prosperity continued, their Cliicago investments would pay as well or better than any other ; and if a revulsion came, they had only to wait a few years, and they would still make money. Past^ Present and Future of Chicago Investments. 17 The panic of 1857 came at last — and panic it was more than au^ht else — and— "^ere though so long predicted, yet nearly everybody was taken by suri^risc. I confess P'^""'- it has brought .1 result which I did not anticipate. Never could I have believed that by any inlluenccs prices would again be depressed here as they now are. With such an absolute certainty as the future destiny of Chicago, which all ac- knowledge;, 1 cannot understand why calculating business men do not see the intrinsic and ullimale value of proj^erty here. It is a proposition as simple and certain as that two and two make four. But we must take things as they are. The depression exists, and those who are Advantage wise, will avail themselves of it. With even more pertinacit}' than from 18-16 to '■^ i^" t'l'^en. I80O — more conlidence than ever in the wisdom of the advice — would I urge you not to lei this golden opportunity slip. And there is this important difference in the periods — lliat my opinions then were predicated upon railroads, ifcc, in jiros- pect, but which I was confident must be built. More — mucli more — than I anti- cipated, has been realized, and my advice now is based upon an absolute certainty. No earthly pow(;r — not even the dissolution of the Union — can divert from Chicago the business and traffic of the great Northwest. In 1861, the same ideas were a little differently expressed: — Tlie Revulsions of 1857. — It is true I did not foresee the absurd panic and crash Prosperity of 1857, or I would have protected myself. For five or six years the croakers had *" *'""?"' a said one was coming, and upon its final arrival, were generally as much taken '*'^" ^"^°" aback as others. But fortunately, while advising friends to invest, I had told them for several years that a revulsion might come — I saw no likelihood of it, though others said they did — but that if property declined, they had simply to wait with patience for the favorable change that would surely follow. So say I still, and am confident that but few purchases, even in '56 and '7, will not within ten years return the capital with good interest. Property was too high for the best advantage of the city, and for its then attain- Property not ments, but a causeless and immense decline like the present, never should exist in *°° '^'sii- a place possessed of the certain future that awaits Chicago, and would not if real estate operators studied causes and effects sufliciently to establish independent judgments, and were not unduly influenced by temporary embarrassments. But "the depression exists, and those who are wise will avail themselves of the folly of others. Have not results thus far amply justified these opinions, notwith- Experience standing they were written before the beginning of the conflict, advi^™^ when we yet had reason to hope that peaceful counsels might still prevail? But even in March the clouds were too lowering to omit consideration of current events, which, if not wholly perfect, will at„ ' ^ ' '' ^ ' National dif- least bear comparison with the iudgment of the sage counselors Acuities anti- 1 ■ 1 . cipated. who predicted, for I know not how long, the " end of the rebellion in only 60 to 90 days." Tlie Effects of Secession and of Civil War. — The lamentable condition of our views I86I. national atl'airs, is not to be ignored in considering this subject of investments. It is to affect seriously all our interests, pecuniary as well as others. But it seemed more simple to look at the prospects of the West in view of ordinary national events and progress, and then examine liow they are to be affected by the present extraordinary current of governmental affairs. That with peace and the continuance of national concerns in their usual -^y^gj ^^g_ courses, the West would have received its full share of prosperity, will not be per with questioned ; and if upon examination it be found that these governmental troubles, peace— and even civil war, cannot retard our progress, but may even advance it relatively, there can then be no possibility of error in choosing the West as a field for investment. . I have endeavored in studying this subject, as also in the preceding pages, to divest my mind of its strong western partiality, and hunt up all adverse influences, ~°^ ^^*° and I can see no single point which is made unduly favorable to western interests, or in which injuries to that section are overlooked or under-estimated; and I confess my surprise at finding that even these deplorable, powerful national calamities must result in benefits to the West as compared with effects on other sections. —2 18 Pecuniary Mevulsions cannot change the Result. View8 in Soon after obtaining my cliarter, I commenced the preparation of these papers, March be- and in March wrote the one following upon our National Difficulties. Then it fore the war. ^^^^^^^ probable that Secession would be eft'ected, and possibly without war, and accordingly it was so discu&sed. Aflairs since have materially changed; the war has originated in a manner wholly different from what had seemed probable ; and now there is less danger that any States will be allowed to secede. Still, it is one of the possibilities that a prudent capitalist would wish to take into account, and therefore do I present my views concerning it, and the paper of March is better than anything I could now write. West to suf- Tlie Consequences of Civil War. — The preceding views are based upon the hope fer least— that our national differences are to be peacefuUv adjusted. Most lamentable is it to think that this may be impossible ; but if the dread evils of civil war are to be ours, I do not see that thereby the results of secession, as hereinbefore presented, are to be materially affected, or that the West will be more injured than the East, —large ar- "With armies of a quarter or half a million on both sides, which may be expected mies. Qf gyjjj-^ people when once in earnest, it is impossible to judge with certainty what West not may or may not be done or attempted ; but the West, with the exception of its devastated- soutliern border, and perhaps St. Louis and its vicinity, is not probably to be the theatre of strife and devastation. The efforts of the South will most likely be chiefly defensive. War enlarge Wliether the war be of short or of long continuance, it must be on a large scale, scale— with an immense expenditure of money that will stimulate business and enter- prizes of all kinds, creating an extraordinary demand for our agricultural produce —demand ^^^^1 animals, at high rates and with great wastage ; and though our government foragricul- will endeavor to cut off western supplies from the South, yet dealers will find ways turai pro- to get them there at an extra price. And as shown in my previous paper, the West ducts. ^,jjj (jgj.jyg ifg [^^\l proportion of beuetit from the free use of capital, whether caused by war or otherwise. West soonet Wlien the means and energies of both North and South are well nigh exhausted recuperate. — it indeed passion instead of reason is to rule, and bring severe and protracted warr-when calm shall succeed the terrible storm, and the immense cost is to be counted and paid, what section will bear its proportionate loss more ably tlian the West ? Which has most elasticity, and will soonest recover from the dire calamities ? West pay Its When the machinations of selfish, fiery zealots of the South Carolina school, part easiest, g^^^^ ^f jj^g equally wicked, foolish. Northern abolitioni.sts, shall have accomplished their legitimate and common purposes, and even their bitterest hate he gori^ed to satiety — when damages shall have ensued to our once happy country, and to humanity tiie world over, that ten thousand times the number of those accursed conspirators and fanatics could never repair — when rivers of fraternal blood shall have been shed, and no good effected except to demonstrate to observing nations that we have a government, and which is one redeeming and important feature of the deplorable calamity ; still the diflerences are no nearer adjustment than before the w^ar began. As to subjugating either section, it cannot be done unless the be con- ° South is annihilated, which none but crazy men dream of* Reason sooner or quered. later will prevail over exasperated passions, and re-union or division will be agreed ujion, either of which brings the same results before presented, with the disastrous effects of war superadded. ******** War begun. Since the foregoing w^as written, the aspect is altogether changed. War has begun, and in a mynner quite different from what had seemed probable, and no N 1 th a unit ^"® '^'•'''" Predict the consequences. The refusing of supplies to, and the attack upon Fort Sumter, has made the North a unit, which it would not have been had the war differently originated. With a division of sentiment in the North, the Government would ere long have acknowledged the independence of the Confed- Result sure erate Stales. But with the present entire unanimity here existing, and much e^n^govern- Union sentiment in the South, which would increase as the purposes and desires nients inter- of our Government came to be understood and appreciated by the masses there, ''ere. the result would be evident and sure, could we know that foreign governments would not interfere, tliougii some years miglit be required for its accomplishment. MisjudK- *IIere was my cliief niisjuilgmcnt. No such event being presented in all history as that of two-thirds ment as to of a nation subduing the other third; wo must recognize the liand of a covenant-keeping God in sub- conquest. Btituting over covenant-breaking States, the rights of conquest for those of compact, by which tliey were hehl to National Union. But it seemed wholly improbatde tliat the South could commit the folly of commencing tlio attack. Had the Federal Government begun actual hostilities, the North would not JjUive been the unit that it became when Fort .Smi»— - ... Past, Present and Future of Chicago Investments. 19 It is a mistaken idea that this war is to be short. The blood is up on both sides, War long and much is to be let off to reduce either party to a temperate condition and to *"" "tree, calm retiection. Besides, the South wholly uiulernite the comha'ive power and p^ioi-s determination of the North. Tliey believe one Southron equal to live to twenty south- Yankees, and it will take a year or two of titihtiug to teach them proper respect for northern courai^e. And on the part of the North, is very general misapprehension —uud north, as to the power of endurance of the South, and their relative independence. The conliiet on the part of the South will be mainly defensive, which gives them greatly the advantage, and in other respects than climate. ]\[any suppose the blockade of the coast, which will be nearly if not entirely snnth can effectual till foreign governments interfere, together with cutting off western sup- sustuiu war. plies by way of the interior, is to bring the South speedily to terms. Not so. They are forewarned, and understand the necessity of providing a supply of food, and have had, and have still, ample time to raise crops; and instead of cotton, corn and wdieat are being cultivated. For the little woolen cloth needed in that climate, their own tiocks are sufficient, and slaves will be set to spinning and weaving on ever}' i)lantation. Of course, comforts and luxuries from abroad, and even many necessaries, are to be dispensed with, but in that they will glory. No doubt for a year or two, or longer, the South can live very well within them- selves. * * * It is now certain, too, that tlie Border States are to be the greatest sufferers, and Border of the thousands of their citizens coming to the North, the West will receive.states in- much the largest part. Immense injury is to result to the cities along the Ohio J'""*"''- and to St. Louis, and rapidly is their business from northern directions to be cen- tered here. What changes it would have required five years to effect, in the ordi- nary course of events, will now be made in one or two. It is anything but agreeable to receive benetits from such a melancholy, deplora- Chicago to ble calamity. The prosperity of the West, and of Chicago, was ample, had all F'^P^'" '^^''" other sections received of the smiles of Heaven as hitherto, and now we will do anything and everything that is right and reasonable, to bring again the blessings of peace. But it seems necessary to consider the results of our national struggle, even in its pecuniary aspect; and if, as we have seen, the prosperity of the West and of Chicago was heretofore sure, it is more so now, relatively icith otiier sections, in the midst of the disasters and ruin that have come over our wretched country. Btit the war-cloud has passed: and how much of sfood has a ■■■ _ ' _ ^ _ Blessing re ffracious Providence tningled in that most terrible chastisement, a snitinsi n-om. civil Ti'gr civil war unexampled on history's page ! The demonstration that we are a genuine Nation, albeit we little understand its nature ; the ease with which free citizens can.be converted into a Nation of sol- diers ; the riddance of slavery, almost the sole cause of sectional conflict; the substitution of a true national currency in place of the bills of credit of the banks, with which the West has been fleeced year after year and which the Constittition prohibits, though we have never known it, and which must also be substituted for the cir- culation of the rotten national banks as soon as the West and South get the power; — all these great national blessings bear directly u^^on this question. And more important still — immeasurably more iin- question. portant, because it reaches the foundation principles of our Govern- ■^ . . , '■ "^ , Principles of ment — is the fact, Avhich in due time will be understood, that in order our govem- -k.T • 1 T-r • 1 1 • • 1 ™''"* *° ^^ to reconstruct our National Union, we must learn tiie principles upon under- which it is founded. When that great work shall have been accom- plished, of which we are beginning to feel the necessity, not only we ibut the whole world will learn the strength and superiority of our ;compound system of State and Federal Governments, built upon the one solid foundation — not a split one — of the People's Sovereignty — 20 Pecuniary Hevulsions cannot change the Result. — dignity of citizenship. War worth the cost. Adversity to come. Affects all property. Real estate to rise — — is most parmanent. Look on 15 bright side — — hope and trust. the People by States. Then will the dignity and benefits of citizen- ship of free and independent States in a National Union like ours, be understood ; and we sliall begin to discover the essential ditfer- ence in the forms of government, and the power it has in free States to create and develope the highest, noblest specimens of manhood. Even in a generation or two shall we find benefits abundantly coun- tervailing for the immense cost of treasure, and even of the precious life-blood ; and more and more highly estimated will be the benefits, on and on for ages, as the ocean-bound Republic marches to its des- tiny, chief among the nations of the earth. We may, we undoubtedly shall, have our reverses, for continuous prosperity appears not to be best for man either individually or col- lectively. But is not other property affected as well as real estate? What is more stable than good property in a growing city? Truly, the man who looks for hard times year after year, patiently hoarding his gold instead of seeking reasonable profit in its use, will in time find an opportunity to buy even real estate at a sacrifice. But is that man likely to judge well when the right time shall have come to buy? Certainly real estate is one of the last things to rise, and is it not at last reached? Some city property has advanced; yet it was too high before the cheapening of money — as much of it doubtless was in the older cities of our country — or it must considerably en- hance. The advance has already begun, and he is unwise who fails to invest surplus funds at present prices. Nor is real estate first to fall, as is generally imagined. The more fanciful the property, the quicker is it depressed. Lots and lands come last, and the better they are, the less they feel the revulsion. Nor is he wise who looks only or chiefly on the dark side. While duly regarding the latter, let him consider how much more of national prosperity is given to us than of adversity. The Christian — and who that is not a GoD-fearing Jew ought not to be a Christian in this Heaven-blessed land? — he who has proper hope and trust in his God and coimtry, ought to regard the sure days of prosperity that have been and must be ours, rather than the days of adversity sent because we do not properly trust and obey our God in the discharge of duty to Him and to each other. The faithful steward hides not his talent for fear of loss, but manfully uses it according to his own judgment, trusting the Master for prosperity.* Politics *Think not that politics are improperly, and religion irreverently, introduced in this paper. The eta* proper here, bility of our institutions are a prime consideration, in which confidence will strengthen with examination. The benefits of our compound system, too, will expand as our knowledge of its nature is increased, so that pr jgresB in the past will bo as nothing to the future. Nor is the religious aspect more out of place. If individual prosperity depends upon the State and civil government, all depends upon God and Divine government. Here, however, we are considering pul)lic, national affairs, as affecting those of the individual ; and States and nations have their awards in this life, where their existence ceases. We are punished for our disobedience of the Laws of Nature and of Nature's QOD ; and the study into principles which are necessary for the proper practice of our — also, religion. Past, Present and Future of Chicago .Investments. 21 And our judgment must be exercised, carefully and with all possi-P^^of^sup-^^^ ble knowledge. It is my hope to demonstrate that there is at least J^'^K'n^ot- one city in which investments may be made with absolute certainty; for if calamities come, prosperity must follow from the nature of the case. To judge of the future, we must know the means of present at--i^ytt'« tainment. Let us, then, next consider the — Public Improvements anticipated twenty and ten Years ago as A Basis. In 1847 I wrote a series of letters for the Boston Courier, to ac- Letters i847 quaint New England capitalists with their interests touching western courier!^ railroads, Mr. Buckingham, in introducing them, speaks of former articles from the writer, of which I have no copy. The last letter said : — These letters were commenced to urge upou Bostonians the importance and ad- ^^^^^ ^^^ vantage to tliemselves, of subscribing liberally to the stock of the Galena and Chicago rail- Chicago Railroad, and my readers will must likely think I have wandered for from road. my subject, in presenting, in this connection, the line of railroads from Alton to Chicago. But I have ouly anticipated a little. I should before have explained that the charter of this company authorizes the construction of lateral routes, and the capital is sufficient, being $3,000,000, witli the privilege of borrowing $3,000,000 more. The tirst road to be built will be to the Indiana State Line, to ^^^^^ ^^^_ be continued around the liead of Lake Micliigan to New Butlalo, there connecting Jrai route— with the Central Railroad to Detroit. From Sandwich, C. \V., opposite Detroit, a railroad is being constructed to the Niagara river, which, by the wire bridge, can be connected with the New York railroads; so that probably within three years, _3 years to Boston and Chicago will be connected by railroads, with the exception of crossing Boston, the Detroit river "by steamboat. And passengers will also have the privilege of relieving themselves from the tedium of so long-continued a ride in the cars, by taking steamboat on Lakes Erie or Ontario, or both. Several lateral roads will doubtless be built, connecting witli the mainline he- gaiena road tween Galena and Chicago, but the branch from at or near St. Charles, down the and branch- Fox River Valley to Ottawa and to Pern, the terminating point of the Illinois and Michigan Canal, will be tiie first, and sliould be speedily constructed. Then if the _to Alton Alton and Springfield Railroad is immediately pushed forward, as its friends confi- andSt.Louia dently expect, only 105 miles (air line) would remain to be built between Spring- field and Peru, to connect Boston by railroad with the Mississippi, at the head of large steamboat navigation. A person might then start from St. Louis, and be able to reach B()St(m in about 63 hours, with an average speed of only 20 miles an iK)ur. Who can say tiiis shall not be accomplished within ten years? It might be done within five years, and surely would be if Bostonians were alive to their true interests. And, before going on to speak more directly of the Galena i"oad, I cannot for- important bear adding yet another word, as to the peculiar interest that Bostonians have in to Boston, securing the speedy — immediate — construction of this entire line from Chicago to Alton. The roads from Chicago to Detroit will be completed within two or three years, and, also, as I learn from the Railroad Journal, the road from Sand- wich to the Niagara river. By that time, too, the Ogdensburg road will be built through to Boston, and with a line of first-class steamers running over the beau- tiful waters of Lake Ontario, and tlirough the " Thousand Isles," to Ogdensburg, what route eastward would be likely to be more popular? governments, will bring ua at the same time to see where we have broken God's laws ; for the subjects are inseparably blended in the Bible. Repenting of and correcting our wrongs towards GoD and each other, we shall receive of Heaven's blessings in larger measure than ever. He has not proper apprecia- tion of bis dignity and responsibility in business affairs, who takes no cognizance of such operating causes; and ho is lamentably deficient in faith in both GOD and country, who doubts that we are to have prosperity and advancement far eclipsing that of the past. Temporary reverses we may need and suffer under, but only temporary will they be. 22 Improvements anticipated twenty and ten Years ago as a Basis. Lake Shore The Hue of roads directly eastward from Chicago, along the southern shore of route. Lake Erie, will not probably be built till some years after the more northern route shall be tinished ; but it is surely to be built, sooner or later. Now, if Boston cap- Boston to italists would only commence at once, and urge onward with their utmost power, diiiw busi- tile construction of the line from Alton to Chicago, they could get business so far tu*^"ke6— ° ^^•^'^'^''^^^^'•^ '^^ tlieir northern route before the more southern one will be built, as to secuie permanently a large part of the travel and business which is quite likely to go eastward through American territor^'^, over Lake Erie, or along its southern shore. If Boston is interested in turning the current of business northward, to avoid competition witli Baltimore and Philadelphia, she is not less so in giving it the direction above named, to turn it as far as possible from New York. This her capitalists may do to a very considerable extent if they move early; and as they soou! °* "^vil^ surely turnish capital for the railroads from Alton to Chicago, sooner or later, because tliey will find it for their advantage, how much better will it be for themt to do it at once, when they will thereby be enabled to make sure of at least their full proportion of the business of the West and Southwest? * * * * ., Yes, indeed, "Eastern cities are sure to derive great and permanent benefits" iusiuter- from these and all other roads in tlie West, which tend to throw business upon the ested— chain of great lakes ; and of them all, no city is likely to reap so large a share J. _ comparatively, as Boston. I have before, in writing concerning the Ogdensburg peciuiiy. Toad, nearly two years since, spoken of the advantages that route possessed in competing with other routes to tlie Eastern markets, and Boston has everything to gain and notiiing to lose in getting business onto the lakes. After completing the Ogdensburg road, there are no others of so much importance to the New England metropolis, as the Galena and Ciiicago road, and the line from Chicago to Alton. Rock Island Another road will in time be built from Peru westward to the Mississippi, at or road. jjg.^j. tijg niouth of Rock river, which will, ere long, be continued on the same course to Council Blufls on the Missoiiri, which would draw largely on the trade of St. Louis with the Upper Missouri, sending it eastward b}^ way of the lakes. 20 years When will all these railroads be built? It is less to say that within twenty years imiid these every mile of them shall be completed, than to have foretold twenty years Coulfcii" since that we should now have the works that within that time have been built. B^uffj'! Within twenty years, I believe within a much shorter perioil, the iron-horse will be aide to travel from Council Bluffs to Boston. Virginia ap- ^ '^'^^ liQi'Q in the "Old Dominion," writing about the interests of Chicago and preciated— Boston. I like Virginia and its* people, and can in truth say that I have never en- joyed myself so much as while partaking of their friendly hosj)italities, which have, in fact, delayed this letter for several days; and I should be glad if we could become more connected in interest and feeling with this distinguished and honorable —but Massa- "1*^1 member of the confederacy. But I do rejoice that the home of my adoption ciiusetts and is SO intimately united by interest and intercourse witli my native State. There is the West no one reflecti(m concerning Chicago and its connections which gives me more uuitec . exquisite satisfaction than the close tie of a common interest by which it is united with the Old Bay State, and with Boston. Boston and '^^^^Y ™ust go on to increase together, and Chicago and the West will be — must Chicago be — greatly aided by the far-reaciiing and wise efforts of Bostonians, to secure to identified in themselves a fair proportion of the busmess of the country. They can hardly interest. niake an expenditure in ojiening avenues of trade, which will not directly benefit us at Chicago, and the citizen most ambitious for its growth, could not desire a stronger, more enduring basis of prosperity. Railway Altliougli overwrouglit, yet " within 20 years the iron horse has t'^iLfx^y^""^ and does travel from Council Blufls to Boston," and on his return can Mountains. ^.^^^^ j.^^ hundred and twenty-Jive miles, almost half the distance, further. petitions for In 1848 I distributed at my own expense, 6,000 copies of petitions Ills, land nil- • 1 (» -1 II' 1 TT grants. to Congress, for a grant of land in aid oi a railroad irom the Upper and Lower Mississippi to Chicago. Three different ones were pre- paiH'd for the South, Illinois and the East. Judge Douglas said they came to Washington by the hundred numerously signed and had much influence, being the earliest movement for tliis object outside Past, Present and Future of CJucago Invest^nents. 23 of Congress, except by the Cairo Coia[)ariy. The southern said in part : — In this measure the South-west has a large interest, as supph'ing the best route Southwost to the East. Even now tiie Lake route is nuicli traveled, and two or three years "'tenwtcd io connects Chicago with all the Allautie cities 'by railroad, when it will Ije preferred, y^^^^^ *"""' except in winter, to any route tiiat will he opened tor a long time. Then will this Illinois road he wanted", which will make it the best route in winter also, enabling persons to reach New York city from t'airo in three and a half da^'s; and which, the Mississippi l)eing always navigable to the mouth of the Ohio, would give un- interrupted steam communication between the extremes of the Union, at all sea- sous of the year. Other routes you will have in time, but with the grant of lands this would be This the the first entirely completed, and being very direct will give strong competition to first, any others, and ensure low rates of travel. * * * An etlbrl is making also for a grant of lands in aid of a railroad fi'om Mobile to Uelp Mobile the mouth of the Ohio, to which this would be an important extension, and those road- interested in the Illinois roads will do all they can to aid that. We must help each other in these matters.* The South and AVest have a common interest in svich im- provements, and it is but right and just that a part of the public lands within our borders should be given in aid of works so important to us and to tlie public at large. But no gratuitous gift is asked from Government. Thousands of acres of land. No gratuity through which the road passes, will never be sold till some avenue to market is 'iskcd. created ; and only alternate sections are given. * * * We therefore call upon the public spirited men of the south, as we have of the South will east, which is also interested in the road, to aid us. Get our bill passed, and then ayl ti'is ua- others am be got which are right in themselves. And it is just and politic to make ^'°°"l work, this a precedent. No road in contemplation is more national in its character than that which connects the great chain of Northern lakes with the Mississippi at the mouth of the Ohio. * * * The circular of January, 184S, contained the foUowino;: — Circular, •' ' ' ^ 1848. TJie Illinois and Michigan Canal. — All business with the interior has been done j.. . ... , hitherto by teams, but the Canal to the Illinois River at Peru, will be opened in caiialtobe the spring, which will, perhaps, double our exports the first year. It opens to us finished, the whole river navigation of tlie Great Valley, and furnishes the cheajiest and most expeditious inland route between the eastern cities and the Mississi|)])i river and its tributai'ies. And for supplying the whole Lake region with West India its value, goods, cotton, sugar, etc., this is also the best channel, and that trade must be very great. Who can estimate or put a limit to the amount of business to be done on such a route? Baili'Oiuls with -m are yet prospective, but there are four routes of so great im- Railroads portance, and so certain to be built, that it is proper to speak of them in connec- prospective, tion with the future growth of Chicago. Arrangements are making to continue i'"t'i certain the Michigan Central Railroad from New Buffalo to Chicago, a distance of sixty ^j^^^^ q^^^^ miles, which, with the road building across Canada, connects us with the eastern roads. The Galena and Chicago railroad, 182 miles long, has been surveyed, and Galena. 35 miles of it to Fox River will be built next season. It will be finished in two or three years, and the grades being uncommonly light, and mostly descending to the lake, will permit transportation of produce and lead at very cheap rales. Branches will be made up Rock River, and into the lead regions of Wisconsin, and in other directions, and the stock must be profitable. Another is the Bntlalo and Mississippi „ ^ , road, via Chicago to the mouth of Rock River, with the expectation that in time it Mississippi. "will be continued across the iVIississippi to Council Blufi's, on the Missouri. This has many able and influential advocates and friends; among others, Hon. Elisha Whittlesey of Ohio, and Hon. S. A. Douglas of the U. S. Senate, who are san- guine that they will be able to obtain for it a donation of lands from Congress. *Quite possibly the influx of petitions to Congress from the South, caused the annexation of the Mobile rodd, extending the grant from Lake Michigan and the Upper Mississippi to the Gulf of Mexico, j "^fi" w' Hut the prevalent idea is wrong, that Illinois received any gratuity. Very different was this initia- Mobile tory step in aid of railroads, from the munificent donations now made, and with great propriety. Alternate sections were granted, and the price of those remaining was doubled to if 2.50 per acre. But ~ ♦ .-^ . the present policy will doubtless continue; and what other city will be so much aided by it as Clii- Cttgo ? To what other will a quarter part of the miles be added as to this ci ty ? 24 Improvements anticipated ticenty and ten Years ago as a Basis. Ills. Central. Tile fourth, ami b)' far the most important one to us, is the road from Cairo at the mouth of the Ohio, which connects Lake Michigan with tlie INIississippi at the be-id of the largest steamboat navigation, open to the Gulf at all seasons of the year A donation of lands by Congress in aid of this road will probably be made, as I ieani from good authority, the^ present session, which will ensure its rapid prosecution. i ^ ., National If not perfectly familiar with these routes, please take a map and trace them, character. Consider their importance in a national point of view, — see the direct interest whicli the extremes of the country, and the intermediate States have in their con- struction,— that the stock-holders "of Eastern roads who have so much capital at command, have every inducement to aid in building these roads, which would so Boston and great! v auV^nent the income of their own,— tliat inasmuch as Boston and New New York Yov\s. "have a vital interest in directing business on to the lakes, to i)revent it from intereeted. jj^j.j,jj^ ,^ ^j^^g Southerly direction to their rival cities Baltimore and Philadelphia, tliey cannot do otherwise than aid Chicago to the full extent of their ability, in stretcliing its iron arms in every direction, particularly to the South— and then re- 15 years to member what the past tifteen years have done in building railroads, and is it an build them, over estimate to say that lifteen years to come will see every mile of these four completed ? What must be their effect upon Chicago ? What otlier inland town can you name as the probable centre of so many and so important routes ? 5 named. Five wQYQ named of those which are among our chief roads, the Hock Island west, and Michigan Southern east, being parts of the Chan ein l>"ff!ilo ai^ •> _ ral centre. all the railroad men of the country, and "wealthy capitalists excelled in sagacity by none, thus agree upon what is best. At first glance it would seem that present results would only have Examina- , i-Ti • t> • 1 • • •^^ tion con- been obtained by congruity of interest; and examination will not firms uiis. change first impressions. The surplus capital of our countrj', to . which all sections look for aid, is in Xew York and Xew England. It Natural con- required no keen penetration, either, to discern that the interests oi \^J^rn°MiA that wealthy region were coincident with Chicago in drawing busi- , j^'^^° "*" ness from the South and TTest. Writing constantly for Eastern papers from 1845 to '50, to acquaint them with the advantages ofj^{t^'^t^T?o the West, this congruity of interest was of course employed; and probably first in letters written in 1845 in behalf of the Boston and Ogdensburgh road, alluded to p. 21, of which I have no copy. IHj^^j^.^ 1847 a series were prepared for the Boston Courier, in the second of^«([^^^"- which, dated on the lakes, in the steamer Louisiana, it was said : — . I have said, I believe, that the interests of Boston and Xew York are identical, BOT*tln°and in ar^angiu^ the courses of trade from the West, as far eastward as to the New Sew York— 30 Art follows Nature — Chicago more Roads than any Rival. York and Erie Railroad, and both of them must encounter strong competition Tvith Pliiladelpliia and Baltimore, in insuring to themselves tlie Western trade. Natu- rally, either of these two latter cities, have greatly the advantage of the former, —rivalry both by being in close proximity to the West, and by the advantage of navigation ern'ciUes^'" *^'^ ^^^® Ohio River; and therefore if Boston and New York are to gain the ascen- dancy over their Southern rivals, or even equal them in facilities for obtaining Western trade, it must be by sti-ong and persevering efforts. A few years will connect them with the Ohio river by railroads at Pittsburg and Wheeling ; and it needs but a glance at the map to see how the North would be affected were a straight line of railroad to be continued on through Columbus, Indianapolis and Terre Haute, to St. Louis. The bulk of travel from that portion of the West, and all the Southwest, would be directed Eastward by that route, and much the largest portion of the trade also, ma,king Boston and New York ti'ibutary, or at least sec- ondary, to, their Southern rivals. They must '^'**^ '^'^^^ safety to these cities, is to give the trade and travel a heavy lift to the get business North as near to tlie Mississippi as possible. If eastward routes south of the Lakes to the lakes, can be cut off all the better. They might rejoice and triumph, could they be assured that tlie Legislature of Illinois would always do them as much good ser- vice as was rendered the past winter, in refusing to charter a company to construct a railroad from St. Louis to Terre Haute. And it is so much for the interest of our State generally to build up towns within its own borders, and to send the trade and travel thnmgh its length rather than across it, that they may be assured of our cordial co-operation to advance their ends, so far as it can be properly done, and perhaps a little farther. Dog in the ^^^t Illinois cannot long act the dog in the manger. Though every interest of iiiauserpoi- our State requires that tlie Southern trade should be made to reach the East by icy will not ^yjjy of the lakes, there can be but one method of quieting and controlling public '^' sentiment on this subject ; — there must be speedily supplied a good and expeditious route trom the head of large steamboat navigation on the Mississippi, to the East, by way of the Lakes. Road to Ai- ^^^ '*' i'ail''<''«l Ije built from Galena to Chicago, and another line from Alton to ton first Chicago, and with the present facilities for getting eastward from Chicago, to- wanted, gether with those which will soon be added, the public will be pretty well served. Best route '^^^^ route could lie shortened considerably by running east from Springfield to for N. Y. and Lafayette, and thence up the Wabash Valley to Toledo, or from Lafayette to Boston. Michigan City, but, as I will presently show, not enough to make it an object of importance to New York and Boston ; and the efft)rt to shorten the distance by running to Lafayette, will bring them into the strongest competition with Phila- delphia and Baltimore, as a road only about sixty miles long, running to the south east from Lafayette, will connect with the great central line from Indianapolis eastward. [Then a comparison was instituted between seven routes, from the Southwest to Sandusky, everyone of which is now occupied exactly as laid down, though none were then built, and it was added : — ] Chicago's in- Some mry cvte fellow may perhaps notice whence these letters come, and there- terest is from deduce the very logical inference that, after all, the writer probably feels that of those ,,^;(,,,^ ag n^iicli interest in Chicago as in New York and Boston. For the benetit cities. ^j- jj^ij gucii examiners into the meal tub, I acknowledge that my home — my all — • (except what is away) is there located, and tliat I expect to prosper just according as Chicago prospers; and it is tcholly because of the benetit that our town must derive from the construction of these great works, that I take the trouble to write these letters. Does that But what then? Are the positions unsound, or the inferences unfairly drawn? or"'Bo'stoiiT Because Chicago cannot but grow and fatten on these railroads, is their impor- tance in the least diminished to Boston and New York? I trow not. And if it can be made to appear — which is my object, and it is really the truth — that the Their inter- i'^^ercsts of the great cities of the East — yes, of all New York and New England — est in Chi- are identified with ours, and that they must insure to us prosperity if they would cago. prosper themselves to the largest extent, surely no friend to Chicago need desire more. Our prosperity is upon a firm tbundation, for we may calculate with cer- tainty upon the speedy construction of the Galena and Chicago railroad, and of the T ** 10IO whole line to Alton. Letters 1848 joM^Tand Though nearly the whole series could be appropriately quoted, 'mquirer. ^pacc must not be taken. In 1848 another series was published sitn- Past, Present and Future of Chicago Investments. 31 iiltaneously in the Boston Mining Journal and Railroad Gazette, •and in the New York Courier and Enquirer. Tliis was the intro- duction : — TJiiilrodds are being made the ofTective means tn unite the extremes of our wide K.-uiroads a spread country. Tliey are literally being made the iron bands l)y which States '""."^ "f separated by thousands of miles, are to be bound together in indissoluble Union. """°"- As each link is added to the great chain, the patriot and philanUiroj^ist must re- joice, and do willi his might what he can for its extension, till it shall ere long be tiisteiied in all directions over this vast Kepublic. And fnrtlier, the great commercial cities And railroads yield a power which has irr.n arms become indispensable to their highest prosperity. As iron arms, thej' use them encircliug to encircle and draw to themselves distant trade, and connnendable rivalry is *""'"• growing up among Atlantic cities, as to which shall reach soonest and farthest into the richer regions. VVitli all of them tlie almost boundless and inexhaustible West, together with '''''." ^*'"***^® the Souliiwost, is the chief prize for which they struggle. And to the successful '""'*'■ competitor ii will prove a prize for which scarcely no etibrts could have been too great, ll ensures the ascendancy of that over all other cities in the Union ; and another half century makes it one of the most important, — the first, perhaps the second or third, city in the world. As it is our business that is sought, it might be expected Western men would Views of have their own views as to the manner in which it might be secured, and it is my ^^'*^^*"'"° "'^o hope to give in two or three short articles, the opinions prevalent in this region. They may be controverted, but I will guarantee it shall only be by those whose interests are opposed to New York and Boston. First, however, let me allude to the entire unity with which New York and n.y. and Boston may co-operate in getting to themselves the business of the West and the Boston toco- Southwest. There should be — there can be — no competition between them, till oi'«''»t«— the Western terminus of the New York and Erie Railroad is reached. If true to _to draw tlieir separate intereds they cannot do otherwise thanjyull tocjetJier to draw business on Xinsim-aa to to the Lakes. lakes. The roads considered were, first : The Illinois Central, which isKoadscon- made better than was anticipated, m that it does not deflect to Springfiekl, and also in takin<^ off the Chicago branch way south at Central— Ceiitralia : second, the Alton and Springfield, which, instead of— .A.itonto stopping at Springfield, by intersecting the Central, was continued " ^^'^ on to Cliicago : third, the Buffalo and Mississippi, (Lake Shore and s?iore and Rock Island) with its extension to Council Bluffs, and on to theomaha— Pacific: and fourth, the Galena, with these remarks : — — Gaieua. Railroads will probably reach no further westward than the Missouri, for a con- p,,cific road siderable time, but it is wiihiu the bounds of possibility that one will be built in poasiijie. time clear to the Pacific. It is, I say, among the joossibles ; and as the construction of one to Council Bluffs, would almost ensure the continuation of it whenever the attempt shall be made, either by government or iudividuhls, to build one to Ore- gon, it is surely worth a stnmg etibrt on the part of the Atlantic cities to build the line to the Missouri; which, with no business or object beyond, otters sufficient p^t oj,^ then inducement within itself, as it gives directly to New York and Boston the business to Omaha, of a country tldrteen hundred miles in extent. If those cities will but second the efforts of the West, and obtain a little aid for those roads from Congress, which can be given with positive pecuniary advantage to government, they will surely see them all finished very soon ; and who can put bounds to the growth of cities sustained and built up by the unlimited — illimitable — trade of the great Valley of the West. I have now presented fonr lines of railroads in the West, for the consideration geifinterest of the Eastern public, and particularly for their members of Congress. Some may mies. be disposed to jeer at the whole matter, and think that they can " see far enough into a millstone " to discover that the writer seeks probably quite as much the j.^j.j t^ i^^ advantage of Chicago as of the East, in urging for help to build these long roads, benefited. as I am not disposed to deny that they are each and all to benefit Chicago, and ■*veii as freely acknowledge it is for that very reason I am at the trouble of preparing these ^*^*' 32 Art folloics Ntiture — Chicago more lioads than, any Rival. N. Y. and N. Knj?. to f:ft tniile thru' Chicago. Views not visionary. Results of 15 years — — what for 15 to come? With aid of Cougr ess will reach Coun- cil Bluffs iu 16 years. Predictions of 20 yeais verified. Bight Btriuj struck. Kesults at- tained by 1861. Chicago roitds built by foreign Capitalists. Other cities loaded with debt for their few. ChicttKo has Inure roads than all her rivaU — papers. But does tliat affect the soundness of the views, as the East is regarded, or theconchisions to which thev h-ad? Because Ciiicago is profited, is a tittle of the advantage to otliers diminisheci? Has not that whole region, as well as Chicao-o, a deep^a vital interest in the building of each and all these roads? Yes" it is because Chicago is backed up by the influence and power of that great and strong portion of the Jnion, that we are so contident of its future growth. New York and New England, if true to themselves, will secure a good part of the trade of the Missi.ssippi Valley, and they mud gd it through Chicago. They may study and tigure about it as they please, and will come to no other conclusion ; and therefore I say unhesitatingly, that their public men, their members of Congress, if they neglect or refuse to render these roads all reasonable countenance and support, do not discharge their whole duty to their constituents. A very impor- tant part is left undone. Some may consider the project visionary — that all these roads in the wilds of the West cannot be built in a quarter or even half a century. In reply I would merely remark, that iu October of 1832, I left my New Knglaud home and came here to live. The Mohawk and Hudson Railroad, which I believe was the first built in the country, had then just been finished, and we went over it by horse power, sixteen miles, in about two hours and a half. See how much has been accomplished since that time in railroad and steamboat enterprises. A journey which then took me nearly three iceelcs I can now perform during the season of navigation mfour days and a half, and within fifteen months it can be done in less than three days. It fifteen years past have accomplished so much, what will fifteen years to come do ? Considering the experience acquired in railroads within the past few years, the increased ability of the country both to build and to sustain them, and the greater demand for them for quick travel and transportation ; and it is difficult to say where railroads will be terminated fifteen years hence. I am, at all events, willing to stake my credit for foresight on the prediction, that with reasonable aid, which Congress may and ought to render to these roads, they shall all be built within that time, and the one to Council Bluffs, also. More space must not be taken, though it is quite satisfactory to look over views nearly twenty years old, and observe their full ac- complishment and more, and on the routes anticipated. Had Congress aided, would not more than five years have been saved ? May it not be possible, that the continued reiteration of the joint interests of eastern capitalists with those of Chicago — for it was truly tlie string to harp on, and was pretty continuously played till 1850 — had some influence to bring about the result argued for, and in which Chicago abundantly rejoices ? The results had been so well attained in 1861, that iu the circular it was said in continuation of the remarks, p. 26: No Tax for Railroad Indebtedness. — These roads have been mostly built for us by strangers. Parties not interested in Chicago have furnished nearly tlic whole of tlie hundred and fifty millions of dollars spent in their construction, either because tile roads themselves were desirable, or as feeders to Eastern roads. Nothing could more perfectly demonstrate this to be the natural centre of the West. Witli trifling effort and no liability on our part, have their forty-five hundred miles been stretched in all directions. Except the Galena, the pioneer road, little has been a.sked of us in their entire construction, but permission to reach the city; while St. Louis, Milwaukee, Detroit, and other Western cities, are weighed down with intiebtedness to get the few they have, and their States have also been compelled to issue many millions of bonds to aid them. There is much satisfaction in the complete fulfilment of my prediction to this effect, made thirteen years ago, above quoted. Though Chicago has many more miles of road than all the cities united, that have been thought her rivals, she owes not a dollar on account of them ; and the seven per cent, of gross earnings, perpetually accruing to Illinois from the Central Uiiilroiid, will about defray the expenses of the State government, making taxation very light. This exemption from state and city tax on account of railways, is a more important consideration in favor of Chicago investments than other cities will now admit, but which will in a few years be domoiistrated. Past, Present and Future of Chicago Investments. 33 So notorious is tlie fact tliat we liave done iiotliiiiLr, that the linan- '"'"• ^■"'" ■ ■- ' (jiiiitcH II wri- cial editor of the Cliicaii^o Times treats the matter facetiouslv : — t.rir..iii Some person writing from Omaha to the Cincinnati Commereial, indulges in tlie following: iue leeeui uuiuiiiuuoii oi a rauroaa irom UMicago lo l^maha — a hnk tiOD miles Tnuir'turnpd ing— gives an instructive instance of how enlerpriKe can reverse th(! current of [>•""' S'Lou- •ade. Wt. Louis formerly monopolized the trade of tlils (Mly and section, xia the '" ^''''^"''"' [issouri river. Now Cliicago is autocrat of tlie situation. Uuiaha eats Chicaco "The recent completion of a railroad from Chicago to Omaha— a link GOO miles TmOr. turned long 1: trade. Missouri iivei. j-xow v,iin;;igo la auLocrai oi me suuaiion. uuialia eats Ulucago groceries, wears Chicago dry goods, builds with Chicago lumber, and leads Chicago newspapers. " The ancient store boxes in the cellar have ' St. Louis' stenciled on them ; those 8t. Louis' on the pavement, 'Cliicago.' St. Louis might have retained the trade l»y building "''^■""'"K*^^ a railroad not as long as that from Omaha to Chicago; but it failed to aclpromptiv, and has now but the feeblest hold on the trade of Nebraska and western Iowa. It is veiy impressive to hear St. Louis talk about its magnificent geogra|)hical bless- ings, its many thousand miles of tributary navigable rtvers, but it sJiould know by this time that steamboats cannot compete with locomotives. It has lost a trade — hard to r- here of several millions ])er annum ; a trade that tardy energy cannot recover." cover This correspondent, while he probably places a proper estimate; upon the value p.,. ,„ ■,. of this railroad in a commercial point of view, and the advantages which it gives nJn,!"' '" Chicago, betrays a shocking ignorance of the intluences and causes which led to roads— the completion of the railroads to which he alluded, and the general quality of the article known among outsiders as "Chicago enterprise." Chicago did not build this railroad ; we very much doubt whether a half dozen business men can be found in the city who contributed one single penny towards its construction, or thought it worth while to give encouragement to the enterprise when it was merely a rail- road in prospect. Chicago has built none of her railroads. * * * And this is not a new thing, confined to remote railroad connections. The same thing has existed here always. At no time has Chicago contributed anything ""^^^"^ towards the construction of railroads, not even a penny to the railroads which im- mediately centre here. Other men have constructed the railroad.s, and our business •^'^"'•' '"''° men have been content to grow rich upon the general prosperity which these j-^ji. i'"'!*"*"^™- roads have created. The railroads have created the city, not the city the railroads, and Chicago to-day has no creative powers to expend in this direction. There have been a few men in Chicago who have made railroads their business, and have given their time and their capital to their construction, but as to business men generally lending them any encouragement or assistance, everybody knows better. ***** The other day one of the "Wisconsin railroads, operated in the Milwaukee inter- Noaidfora est, attempted to shut off Chicago from the trade of Minnesota, by refusing lo road to Min- transport freight destined for Chicago, upon the same terms as freight destined for "esota— Milwaukee, and our business men were called upon to buy the bonds of a new road north from Madison, which would re-open to Chicago the trade of Minnesota. The amount realized was contemptible. Not long since delegates from Kansas City endeavored to induce the bu.siness _j,or for men of Chicago to lend money, on the best possible security, to construct a short Kansas and line from Kansas City to Cameron, a trifling link, which would open to Chicago Canit-ron the trade of western Kansas, Missouri and New Mexico. But the Kansas City'^"* " gentlemen, despite their eloquence and zeal, left Chicago with less money in their pockets than when they entered it. Chicago build railroads ! Nonsense ! We have permitted others to build them gj^^, permits sometimes, provided they would make Cliicago a terminal point, and give us all romls to the benefits resulting from their construction, without expense or trouble. It is come in. doubtful whether we will give onr permission much longer. * * Oiir rivals themselves have for years perceived the truth, though j^j^.^i^^pe vainly seeking for satisfactory reasons, because of their ntnvilling- [,'','( '/Jf,'!,'; ness to admit that the city of the lakes had advantages over the eity "jg","J)Jt" of the rivers. A slip, of which the source and date are unknown, the latter part being lost, but which was probably cut in 1801, be- ^^^ ^^^ cause it was mainly from the St. Louis Democrat, says : issi. 34 Art Follows Xuture — Chicago more Hoads than any Rival. Queen of the Tlie Citi/ that Worships a B iter. —In Satunlay's issue we publislu-d an art';. rivers i'^«n« from the Brunswick (Mo.) Central City, showing that the tide of commerce of t; "^'•fViitr"^ Grand River Vallev of ^[issouri is iiow tending towards Chicago, and that m. ''*'" "" Loiiis is fiist losing "the trade of its own State. Below will be found an artid. from the Missouri"i)( wofm^ verifying tlie statements therein made, and revealiiii: a decline in the trade and commerce of St. Louis which few people dreamed of: .V... Pern. " Yesterdav, we published a table in our commercial columns, which must ha>v aamitsthe furnished our merchants, or rather the entire body of our citizens, with food lir """"'— trrave retlection— we had almost said, cause for alarm. "We refer to the tabula statement of the receipts of produ<'e by river and rail in this city for the curr. ' t —figures and preceding vear. In the article of" flour there is, it appears, a falling oft' th- given. ^.^^.^^. compared with last vear up to the same date, (4th of October), of more tiiaii "200.000 barrels. The de"crease in wheat exceeds 400.000 bushels; and in oats nearly the same enornKuis depreciation is experienced. Still, comparing both years" for the same period, we find a falling off in hemp to the extent of 6,510 bales, and in wliiskv of 17,090 barrels. Cause for "This showing is calculated to inspire grave concern in all — while it calls for the alarm. serious deliberation of our capitalists and business men. "Whatever may be its causes, (and we believe that they are neither occult nor remote,) no one can refuse to recognize in the ligures we have quoted the register of the startling and rapid decline'of a most important branch of our commerce. It may be said they only show an eddy in the current, an ebb in tlie sea of our prosperity, but to assume tlie correctness of any such hypothesis, would, it seems to us, be fatuitous in the vicUm of il-,.xtreme. St. Louis lias been the victim of illusion long enough, and the sooner lusiou. gjj^^ awakes to a sense of her real position, the sooner will she redeem the past, improve the present, and forecast the future. Chi. trade '• j^ contrast to the state of things here, we find a marvelous augmentation in lucreusiug. ^j^^^ receipts of produce in Chicago tins year — or, more correctly speaking, of the article which is the great staple i^ that city — compared with last year. The quan- titv of wheat and flour received there last month was little less than double the quantity received in the same month of the preceding year, and exceeded by 500,000"bushels, (expressing the flour in wheat measure) the quantity received in September, 1857 — a year which was distinguished liy abundant harvests, and in which nnprccedented quantities of grain souglit the Chicago mart. * * * X.Y. and " Without enlarging furtlier on the foregoing topics, we will say that they are Boston in fraught with solemn warnings to the people of St. Louis, and especially to the mer- coiiipetition cantile and manufacturing classes who govern its aflairs. The fact can no longer iI,'\hrougu"" ''e concealed that Xew York and Boston have steadily come into competition with ciiicago. St. Louis, and with no mean success, for the commerce of the Missouri river coun- try, ^[uch of the produce which found its way to market solely by that river, is Wall street n»''w transported overland to the East; and we learn from undoubted authority plans ad- th.at a system of railroad extension is projected liy the capitalists of Wall street, verse. which will narrow the commercial territorv of St. Louis to a very limited compass indeed, unless these enterprises are encountered on our part with" energy and Avis- dom. Treason " Some weeks ago, we adverted to the sinister feeling manifested in St. Joseph, home^ (whieli city is at present the frontier fortress of Xew York and Boston cupidity), in connection with the proposition for extending the Pacific Railroad to Kansas City, and we remarked that Missouri was virtually dismembered, in a commercial membe'rwl '''^'"*'-'' by the Hannibal and St. Joseph Railroad. "The statement is but too true. The figures prove it. One of our local contemporaries made the remark a text for a display of generosity at our expense and in favi-ir of the interests which con- trol that Railroad, and which are undoubtedly antagonistic to the interests of St. Louis." * * * True about ^^ sh^W See tliiit the defection of the Ilimnibal and St. Joseph lian. and Jo. roads. iian.aod st.j.Qj^^j jg fnUy established, and that it is not more in the interest of "New York and Boston" than of a city a little nearer. But, lest that article be thought antiqtiated and valueless, an extract is taken from the Missouri HepubUcan. of the twentv-fifth of Xovember last, Mo. Rep., ,..,,. . . ^ . . . *, , , •25th Novem- sliowing Cliicago IS quitc a favorite city with somebody : — ber, '67. Chicago — St. Louis — The Bridge. — Again and again the question recurs : How is cw"< utBt • '^ ^''***^ Chicago outstrips St. Louis in^acquiring'the means whereby her business St. lI" " "^ ^'^'^ prosperity are increased ? That she does so^caunot be denied. That by means T*ast, Present and Patare of CIucckjo Investments. 3o of l)er railroads ;uk1 otlx-r means (irtniiieportation, and lier other acquired faeiliiies "•-" ""«'^'- ■: of doii)i,r ))usiiu!.ss, she has drawn to lierj-elf a ^^real proportion of thi: trade of ii,t. "yihwwt. Northwest in the large items of grain, cattle and hogs, besides many minor articles, is ajjparcnt to all. How did she get these facilities? Have her people greater enterprise than ours? wi.o h.ip<, They do not appear to have gieater industry or greater economy Ihau we have. '-''''^e"' They have not greater natural advantages or acquired cajjilal, yet whi-rever any- n„„,|v„„. thing is to be; done for the good of Ciiicago, somebody is lound to do it; wiietiier i.i(j...i, no'' to build a railroad or an elevator, or a ealllepen, or a bridge, or to prevent oliiers cuijiiai— building them for the advantage of some oilier place, there Chicago is, to do or to _ hinder the doing, as may be for her interest ; and with her sliarp, shrewd, active BuppUed!'^ men, always fully alive and wide-awake, usually accomplishing lier desires. Keen, sharji-sighted.and longsighted, quick and bold to the verge of audacity, persistent, and the censorious say unscrupuhius, they rush on, rejecting doubts and conquer- ing difficulties, to triumi)hant success and prosperity. Even just now, liere in our midst, she is tliought to have her emissaries, and they of her most wily, seeking her advancement by hindering our progress. * * * Now, does not this Chicago arrangement indicate to some extent the dinerencc DiflTorcnt between the management of St. Louis and Chicago? In Chicago it is recognized I'-inngeni^nt that whatever benefits one branch of trade or business benefits all, and all are dis- [.".j^'' J^-*""* posed to assist each and every enterprise, at least to the extent of well-wishing ; "^"* ' •whilst in St. Louis it frequently happens that, when useful improvemenis are pro- posed, they are discouraged by open opposition or callous inditference, or sneering contempt of the ability of the proposers and of the soundness of their plans, or a selfish jealousy lest somebody should derive some peculiar advantage from the improvement. * * * * * Too much credit by fur is accorded us for our own wit and energy, Too mnch whicli they usually deem preferable to acknowledging tlie truth. Aschic^o— we have seen, it is the wisdom of New York and New^ England capi- talists, who have so Avell discerned the natural advantages which ChicasTO offers to promote their own interests, which has wrouirht thetoN.v. aud . . . N.Kng. results. When the same congruity is equally apparent in St. Louis, she will not be so neglected. Not only St. Louis, however, discovers,, •^ , , •' ' Kansas sees the magic power, though denying its cause, but even in that great t^" truth- State to the west of her, the same ideas prevail, except that the Kansas editor supposes all is really done by Chicago. Says a_2^^„^ recent Lawrence Tribune : — TnUuM. St. Louis and Chicago. — The St. Louis Democrat, in a very sensible article re- Cf>nfirin8 St. cently, animadverts in strong terms against the apathy of the business men and ■'^'s ■^"'• capitalists of tliat city, in regard to their railroad interests. In reviewing its rail- road s}"steni, the Democrat saj'S : " From this review of roads now in existence, it appears that St. Louis has un- gt Loujg interrupted railroad communication with eighteen counties in tliis State, and none miiroads at all in any other Stale. "Whh the bridges at St. Louis and St. Charles, it ■will '■''''c'' 3«_ have direct' connection with Central Illinois, and with eight other counties in this *^''"° '^* State. By the transfer at Macon, we reach ten other counties — thirty-six in all. By the transfer at Ivansas City, we reach part of Kansas. And this, at present, is "the railroad system of St. Louis. Is it strange that our merchants find business dull ? "Chicago already has unbroken connection with sixty-nine counties in that chicaKo an State, with the railroads of Wisconsin, Indiana, 3Iichigan, ilinnesota, Iowa, Ne- the west, braska, and, as soon as the bridge at Quincy is completed, will have unbroken con- nection with the most populous half of Missouri." This truthful statement not only clearly shows the present position of St. Loui.s, ^^^^ tells of but tells unmistakably of the future. It shows that unless more energy, and life, the future, and spirit, are exhibited than heretofore, instead of being the metropolis of the West, it will degenerate into a third or fourth-rate city, clipped of its power and strength by its own folly. Chicstgo is extending her lines of railroads to us, fur- Chicago nishing money to build our own lines, advertising her business throughout the i'^esexteud- Statc, and offering other inducements that may prove irresistible in the course of '"S- 36 Art Follows Nature — Chicago more Roach than any Rival. time IsSt Louisdoins^anvthing? * * * * Chicago builds her Inindrecls of miles of railroad, not oiilv building up the places with which she comes in com- municiition but getting back cent per cent on the investment, and if St. Louis Resultssnre. pj^^j^^^^ .,( [\[^, comparatively insignilicant costs of such undertakings as this, specu- lation as to whicii will gain the trade of the West is entirely unnecessary— the question being as easily answered now as a hundred years hence. Art follows nature. Policy to continue. Solomon followed. Is it not quite evident that Art has only followed Nature's lead? If not it will become more and more so, nntil St. Louis herself shall confess — she even does already, as we shall see still more — tliat the Queen of the Lakes has the mastery of the Queen of the Rivers, because Art, operating with Capital, has truly followed Nature's lead. And wdth vigor strengthening year after year, the necessity continues for pursuing the same wise policy. Here again most truly shall it be said, " The thing that hath been, it is that which shall be ; and that whicli is done, is that whicli shall be done ; and there is no new thing under the sun." Beyond a question, — The Focal Point of the Great West is Fixed Immovably by OVER Seven Thousand Five Hundred of its Eleven Thousand Miles of Railway, Centering at Chicago. What might have been doubted in some minds in 1861, Avith 4,500 miles of railroads, is fully established in 1867 by 7,500 miles, — * 15 Trunk Lines, and 45 Railroads, Centering in Chicago, with 20 Branches, more or less Tributary. Bailways centering in '1 1. *Chicago, Milwaukee and LaCrosee yunks 2S5 60 90 '194 216 85 47 242 75 33 Br'ch's '"96 27 "73 181 "Ti 388 Tr Miles brought forward *llannibal and St. Joseph unks 3,718 206 45 80 45 325 33 Br'ch'S 388 Chicago t.ihi trunks, 2,211 Milwaukee to Portage City Watertown to Sun Prairie 2.*>Iilwaukee and Prairie du Cbien... ♦McGregor to St. Paul *St. Paul and Pacific ♦Atchison and Pike's Peak branches. ♦Pacific, K. D St. Joseph to Savannah 15 163 3. *Chicago and Northwestern 53 Yates City to Lewiston 9. ♦Chicago, Alton and St Louis Jacksonville and Bloomington 10. ♦Ills. Cent. (Chicago to Cairo) Centralia to Freeport St. L. and Vincennes to Seymour St. L. & T. H. to Indianapolis.... Keokuk to Lafayette, G't West. Peoria to Logansport 11. ♦Louisville. New Albany and Chi.. '28O 179 365 275 "296 30 Kenosha to Rockford Escanaha to Marquette 4. *Clii. and Nor. West, (to Freeport).. *llls. Cent. (Freeport to Dunleith).. *Dubuque and Sioux City Farley to Cellar Rapids 75 121 68 143 56" 32 48 108 356 525 182 160 50 "253 262 287 172 Fox River Valley 5.*Chi. and N. W. (.June, to Clinton)., ♦^linton to Omaha 132 Jeffersonville to Lafayette 172 45 Lawrence to Indianapolis 12. ♦Chi. and Gt. Eastern to Cincinnati "294 90 6. *Cliicago and Rock Island ♦Pacific to DesMoines Wilton to Washington Coal Valley 75 13. ♦Pitteburg and Fort Wayne 463 244 143 47 71 210 130 100 3,718 Elkhorn to Toledo Laporte to Plymouth Peoria to Pekin and Virginia 7.*Chi. and Quincy (to Burlington)... 30 45 284 ■,254 8. Chi. B. and Q. (from Galesburg)... Miles carried forward Total tributary miles 2,211 * Some roads styled branches in the previous list, are here reckoned as trunk lines. The Fox River Valley, for instance, and the Madisou, are as valuable as the same number of miles on the Northwestern main line. So at the end of the Hannibal and St. Joseph, are several extending west that will be long direct ex- l'"*"- Also, the cross lines south styled branches, are extended as far east as Indianapolis, and they tensioDB. might with propriety be extended farther. The direct extensions from Chicago are marked with an What aro trunk lines — Past, Present and Future of Chicago Investments. 37 To claim these as Cliicai^o roads, it is not necessary that they con-!'"'"', »''"'« , ^ •' •' biiBiufiin not duct to US their whole business. Tlu' Milwaukee and La Cro^sse, Ibr '^''''"'»<'- example, gives much business to INliluaukee, yet more to Chicago, not only by the 3Iil\vaukee road, but also by the Noith \v(_-stern. So the Alton and St. Louis gives much business to those places, yet more to Chicago than to both of them. The only point of dispute siioiii.i croM about the list is whether the Great Western, and the other tlireer^eku.K-d? south of it, east and west, should be included. For reasons hereaf- ter given, it is doubtful whetlier even the Vincennes and Terre Haute roads are of as much benefit to St. Louis as to Chicago; and certain it is that of the wholesale business on them, Chicago alr(!ady does a large share, and steadily increases her proportion. If four opposition lines cross ours, Chicago, too, has four crossing them, each of which takes some of the business which has come upon them to reach Chicago. A little from each fed into each of the four to ^„ . y Chicago gets Chicago, gives in the aggregate more than any other one city de- T''" ^"■"''**' rives from them. They may, therefore, well be included aso"*'*^"^- branches ; and if Chicago is to be the manufacturing and commer- cial centre which the main trunks seem to insure, those styled branches will become more and more Chicago roads. We should also take into account the — Other Railways West of the Toledo and Cincinnati Road, and North of the Ohio River. Shcboygau and Foud du Lac 20 Miltou to Brookfleid 48 North Missouri (to Macon) 170 Pacific (St. Louis to Leavenworth) 309 Southwest Pacific 89 St. Louis and Iron Mountain 87 Seymour to Cincinnati 87 Miles carried forward 810 Miles brought forward 810 Other rail- Indianapolis to Piqua 115 ways in Indianapolis to Sidney 119 northwest. Lafayette to Toledo 203 Detroit to (Jrand Haven 189 Adrian to Saginaw 110 Total 1,646 Ot even these 1,500 miles, Chicago gets considerable business, GiveChicago T-iii 1 n 1 I'll t 1 • seme l"l8i and Will have more and more irom taein, besides the gradual in-ness— crease farther and farther into Ohio, and to the south and south- — will more. west, which is inevitable, unless the railway system of the West can be changed. We have, then, this — Total of Railroads in tJie Northioest. Miles. Trunk Lines tributary to Chicago 7.2.')4 Total roads Branch Lines tributary to Chicago 2,211 iu northwest Chicago Trunk Lines and Brandies 9,465 other Lines paying some tribute 1,646 Total Railroads West of Toledo and Cincinnati Road, and North of the Ohio 11,011 But, to make the calculation satisfactory to the investigator most i.ges miles • 1 ^ r~n • • ^ ii 1 -1 ^ i /. deducted jealous of Chicago, we suppose nothing comes trom the other 1,540 oomchi- miles, and abate nineteen hundred sixty-Jive miles from the Chicago '^^''''^ roads proper, claiming 07ily seven thousand Jive hundred of the eleven asterisk; and except the Atchison and Pike's Peak, ami St. .loseph lo Leavenworth, (No. 8.) they are all direct continuations. The road from Escanaba to Marquette, it is true, lacks the intermediate con- nection with the main line at Fort Howard. Yet for its length it is the most valuable of our trunk lineSj for it brings the iron ore that is to make Chicago one of the chief cities in iron manufactures. 38 Focal Point fixed at Chicago by 7,500 miles Eaihcay. —leaves thousaiKl, wliicli still leaves this city nearly two-thirds of all the roads twu-thirds Jf i'yj, tJie, N'oHhioest. Is not Chicago now the focal point? And what possibility is there of a change, in view of the extent to which her trunk lines have already been carried to all points of the compass, pof»XV" except those from east to north, where we have what is still better lli.ui as many more railways, in Michigan's deep crystal bed, as Ave sliall see. Let us ascertain the — Length of Fifteen Contimious Trunk Lines from Chicago. . Miles. Coutiiiuoiis I Chicago. Milwaukee and La Crosse, to Chatfield in Minnesota 335 lines Iroui .j JliUvankee and Prairie du Chien, to Lake Minuetonka in Minnesota 494 Cuieago. 3 Chicago and Noitliwestern, to Fort Howard 242 4. Chicago and Northwi'stern and Illinois Central, to Dubuque and Iowa Falls 332 5. Chicago and Nurthwistcrn. to Clinton, Omaha, and the Rocky Mountains 974 6. Chicago, Hock Island and Pacific, to Des Moines 342 7. Chicago, Unrlington and Missouri, to Chariton 340 8. Chicago, Quincy, Ilannihal and St. Joseph, Cameron and Kansas, and Pacific 676 9. Chicago, Alton and St. Louis 280 10. Illinois Central, Chiiago to Cairo 362 11. Louisville, New Albany and Chicago 290 12. Chicago and Great Eastern, to Cincinnati 294 13. Pittsburgh and Fort Wayne , 46S 14. Michigan Southern 244 15. Michigan Central 284 Total 5,960 Where the Now, if already one single city of the West, feeble in capital, noth- pouerto i]i' rivalry on Northern lakes or Western tributaries. During that long period, hire held it liad tlie opportunity and i)ower of so fortifying and improving its condition and hsrpoBiiion. position, as to render all allempts to sap its trade and reduce it to a sabordinate Past, Present and Future of Chicayo Investments. 39 commercial point, simply impossible. It licM a midway location between the pro- lific cereal sections of tile North and the cotton and suirar lands of the gulf States, and had the ciieai)est transporlalion liicilities that nature or art can allbrd. In the exchange of commodities between these diverse agricultural sections, 8t. Louis, g,,„ ^^ for she is the favored centre alluded to, grew rich suul jiowerful. hilie doubled her rich mid population almost every year, and increased her wealth and busineys resources in I'oweiiuJ. the same ratio. Then was heard IVom one, end of the country to the other the grandest prophesies in relation to the destiny of this rising metropolis. * The demands of population reciuired other connnereial centres, and these soon New sitt-H in began their development. Not so favorably located, the new points were com- competiiion. peljed to put forth extra efforts to overcome surrounding and obstinate diflicullies. li \\,\i&8 \\{;ciiii&-AYy io elevate a site tea fed or more to give proper drainage, tiiat feat was accomplished; if water transportation was not accessible, the surrounding covmivy,far and near, was penetrated with railrixuls to (jut/ier in the richest pro- ^J,'^""*' ''"'^ ducts, and costly structures were erected to give to trade the economy and dis- patch so requisite for successful comi)etition. With no natural advantages or en- dowments beyond those of an ordinary character, rivals sprang uj) whose l)usi- ness, in some cases, already overtops that of this favored and lauded emporiiun. The trutli is, St. Louis is too highly endowed. * * * Shipping g^ j^ too points and sections on the Ujiper Mississippi, formerly tributary to this market, Ko'od'to do ask every now and then for aid to bring about a re union, but there((uest is hardly "'Otiiiue. heeded. Our railroads are not as yet completed to any paying termini, and from present appearances years must elapse before several of them, and those holding, too, the control of the country through which they are too pass, will reach their destination. We are so admirably located — so advantageously situated — that no eflbrt seems necessary to avoid a disaster or to seek a good result. The plains' trade naturally belongs to this market, it is very true, too naturally piuins trade perhaps ; but what are the facts? A city three hundred miles north of us is con- Eone to tending successfully for that undeveloped region, and is rapidly making con nee- ^^"^"fi"" tions that will nullify our advantageous position. A paper jjublished in Law- rence, the Journal, on the 14tli inst., gives the mail agent for Kansas and New Mexico to understand, "that by sending the mails for Kansas by Quincy instead ^.^y^°g of St. Louis, they will arrive some twelve hours earlier than they do now." We are obliged to go via Chicago to reach certain prominent points on the i\Iissouri river. And so it goes ; our citizens are tickled with the hair of flattery, while Scepter de- others are realizing the marrow of profit, and are satisfied with the di'eam of pro- P^rm^K- gress and power, suggested by eligible local position, while contending parties, strengthened by the necessity of exertion, are grasping the sceptre. During the ^"conveni- winler months this market is dependent upon the Illinois Central for the outlet louIs." to the South ; and yet the chance has been presented for years to obtain a com- munication of our own with that portion of the country. Why has not the Iron Mountain road been extended? Connections with Iowa are indispensably requi- site ; but with the best paying bonds oflered anywhere for the purpose, and the brightest prospects for abundant freights, the extensions have not been made. A Chariton correspondent of the Republican, November 28,ciiiiriton writing in commendation of tlie St. Louis, Chillicothe and Omaha road, pertinently inquires: — Pray tell us why it is that Chicago can always find money to build railroads, why does St. Louis not at all? Here we are endeavoring to open up a rich country to St. Chi. got mo- Louis, and give her the trade of the Northwest, and we are left to struggle 'i'""<-'. J^J^-^-.^S^-^jy If it were to reach Chicago, it would be a difierent story. The merchants of St. Louis can save millions by assisting us now. Mr. Henry Cobb, too, writes for the Republican over his own 5,^. cobbof name, November 25, 1867, who seems to understand the community ^.^jV^s^J^e of interest between Chicago and the East, but represents Chicago a'^''"^It^t",\ j,_ Delilah, instead of the Queen she is, and candidly acknowledging that the sagacity of Eastern capitalists has effected the results so damaging to St. Louis: — Cht. aDeit- But alas ! St. Louis, that used to be a Samson in strength, and a ruling master of 'jjjjjlhe'""" the commercial domain from the Allegheny to the Rocky JMountains— St. Louis, g'.'J.'^son, corrupted by the impolitic politicians — can one saj' statesmen? of Missouri — St. st. L. 40 Focal Foint fixed at Chicago by 7,500 miles Railway. Louis sinking under the consumin 2; draughts and heavy burdens of capitalists, has fallen' a sleei))' victim into tlie lap of the artful Delilah that is cunningly watching in the garden city on Lake Michiiian. (jlnea"-o, the tool of the Philistines in tlie East who were jealous of the strength wpp»S the of St. L'oiiis; Chicago, the Delilah, has been furnished with money by the lords means. of Eastern capital for shaving St. Louis of his strength, in cutting ofl" by means of iron railways, tiie trade on liis rivers in which his strength lay, and delivering him a seduced captive into the hands of the enemy. What St L ^'"'' '*"'y '* '^^ trade of the upper Mississippi river, from St Paul to Hannibal, has "lost." ' in .Missouri, cut ofl" from St. Louis by Chicago, but also tlie trade of the jNlissouri river, from St. Joseph to Omalia, and even the Rocky Mountains; not only is the Even Pitts- trade of the Lower "Mississippi, in winter, cut off" by the same hand, using the IIU- burgh trade nois Central Railway; but even the trade of the Ohio river at Pittsburgh is this coiiR'svia day being clipped by" the Fort Wayne and Chicago Railway; as tlie previously Ciiicago. mentioned thousand tons of iron, bought iu the Allegheny Mountains of Pennsyl- vania, to be laid down on the extension of the road in the iron mountain region ot Missouri, could not be brought by the Ohio River, nor by the Panhandle, by the Cincinnati or Terre Haute routes, which have heretofore been considered the chan- nels of trade between St. Louis and tlie East ; but the whole train of more than 100 cars, bringing these loads of iron from Pittsburgh to St. Louis, could find no other way of reaching their destination, except in being permitted to (•ome by way of Chicago; and by the gracious favor of the Fort Wayne and Chicago road, St. Louis, in a few days, will be allowed to receive this iron — an additional evidence of humiliation. Bridges over r^^^^ ciucago Capitalists are bridging the Mississippi river at Quincy, and even Missouri the JMissouri river at Kansas City, and propose to draw ofl" the trade of not only our rivers. Missouri Pacific Road, but also of the Southwest, even daringly striking at the centre of our State through Boonevdle and Sedalia, to and be3'ond Springfield; Threatened and, were it not for the sagacity and liberality of ]\Ir. Thomas Allen, in giving loss of even ;§;jr)0,OUO, besides a proportion of the $;375,000 bonus, tor the Cairo and Fulton road trade"'"' "^ Missouri, which is of no use to him, which he did not want, and which, in its original aim, was more hostile to St. Louis than the Hannibal and St. Joe foreign movement, — were it not for this prudent sacrifice, the Chicago interests might be now extending this road from Cairo, through Little Rock, to Fulton on Red river, to draw the trade of central Arkansas and Texas, thrcmgh Cairo, over the Illinois Central road; thus finally cutting ofl" the trade of St. Louis from every side. 5, r • Then miglit it be said to St. Louis, " The Philistines be upon thee, Samson!" and fetters. St. Louis might wake up and shake himself, but find that his strength was gone, that he was bound by the enemy in "fetters " stronger than " brass." Further tes- Further testimony of this sort comes hereafter. It is sufficient imuny. ]iere to invite the reader's attention to a railway map, to consider Present sys- souie self-evident points. Had a master mind, in the outset of rail- biy supplies Way building in the West, planned the system solely for the accom- "^^"modation of the conntry traversed, he could scarcely have improved upon what has actually been done. Very few farmers in Indiana, Illinois, or Wisconsin, are over ten miles from a railroad or naviga- San.e doing ^^^ watcr, and more than one-half are within five miles. To continue M^fbisJippi. ^^^^ system as devised, will do the same for the States west of the Mississii)pi. Who can improve that ? Had concen- ^^"j ^^^ ^^^^'^ master mind, with wise forethought and proper regard 'ouKht,iame^"°'' penuanencv of the railroad interest, planned the entire system plan pursued ^^.^]j Jii-ect reference to concentration of the business of the entire West at one centre, very little would any of the lines have been changed from their present location, and most of them not at all. Kachroad Yet instead of one mind pursuing one object, either to accomrao- has BOU|;ht , . i. n j 7 its own in- date the country or to build up a city; every one of these railways have labored to accomplish their own individual, selfish objects. Past, Present and Future of Chicago Investments. 41 These rival, soulless corporations, each iiitenl upon proniolini,' its own particular advantage, or that of its connecting lines, one and the same interest, have actually been led, in spite of their strong ~f;;;',',',"j' competition, to do precisely what the wisest mastermind of tiie jf 1;';;;^ '•"''- world would have planned to promote the highest i)uhlic good. Is not this a strong indication — nay, is it not proof positive and ah so- '^ ''"'"' lute — that there is a natural focal point, and that it surely has lieeii '''"'"i""^' ^ found ? If not, the success of the plan whicli the revenues of the roads, so immense in the beginning, that the Galena, the pioneer uuiiro«j road, watered its stock repeatedly, yet constantly increasing, speak Zr.jg'iV a word — and that a word which needs no watering with superfluous'''""'^- language— in the following table : — The Gross Earnings of the Chief Trunk Lines of Chicago for Ten Years— IQQl^ $60,000,000. 185S. 1S59. 1860. 1861. 1862. C. & Alton Railway..? 871,715.00 $ 732,917.00 $ 938.641.20 $ l,098,4fri.80 $ 1,226,000,83 15 trunk C. B. AQuiucy 1,850,.3.39.33 1,288,891,00 1,383,957.05 1,732,084.69 2,246,084!l7 ''I'l'S, cnrn- C. Rock I. & Pacific. 1,407,845.72 889,300.05 l,r93,933.77 1,164,018.21 1,054*701.40 '"'^'V*'^* Mich. Suuthern 2,309,487.30 2,714,848.00 2,019,424.96 2,075^459.08 2[25oi517.91 ~"^^^~ Mich. Cential 2,428,75752 1,8-38,129.67 1,832,944.86 2,058,052.61 2,361,'241.42 Great Eastern 320,825.93 331,024.48 Illinois Central 1,976,578.52 2,114,448.98 2,721,590.94 2.899,612.64 3,445,'826.88 C.&N. Western Total $10,844,723.39 §9,578,538.30 19,990,493.38 $11,348,518.05 512,914,400.09 1863. 1864. 1865. 1S66. 1867. C. & A. Railway $1,673,706.60 $2,770,483.96 $3,840,091.82 18 695,152.86 $3,850,000.00 C.B. &Q 3,037,372.54 4,039,922,81 5,581,859.22 6,175,553.35 6,083,138.05 ' ^^^^'^^' O.K. I. APHcific 1,529,141.02 2,143,874.78 3,359,390.80 3,154,236.68 3,574.033.71 Mich. Southern 2,813,831.40 3,384,294.23 4,289,465.73 4,686,445.02 4,673,192.86 Mich. Central 2,946,560.55 3,434,548.63 4,145.419.57 4,446,490.61 4,325,490.51 Great Eastern 528,364.15 850,495.49 1,112,867.12 1,317,102.11 1,287,500.00 Illinois Central 4,571,028.38 6,329,447.20 7,181,208.37 6,646,741.47 7,100,000.00 C. i -i because capi- ^]^g -W^^.i^t of Avluch wc shall liavo lurtner evidence; and not only till rules. ' . Ill Til because the system is exactly what the country traversed and to be traversed M^ants ; but also, because the capital invested, and the capitalists who are to do the further investing requisite, will have the present system maintained and expanded, is the focal point ini- wiierethe movable, if, under these circumstances 9,500 of tlie 11,000 miles of ?haugc? western railway have been given in perpetual lease-hold to Chicago, whence shall come the influence and wealth to work any essential change? With a clean field before them, they would be strong men Change im- to do ail cqual work; but with the whole field occupied, and what is pobBi e. ^^^^ occupied, certain to extend present lines ; with the whole wealth and influence of the country from New York north virtually inter- ested in preventing innovations, and even that south, best served by keeping things as they are; is it not a truth certain as anything Chicago the gau be in the future, that the focal point in the great "West is fixed im- movably by over seven thousand five hundred of its eleven thousand miles of ralway centering at Chicago? Of the westward lines, however, those to the Pacific merit further consideration. Thk Pacific Railways in Progress — tueir Effects. N r Times. ^''^■^^ the New York Times Dec. 4th : — Pacific load From the Pacific in Fifteoi Days. — We are assured by the Directors of tho finished iu Union Pacific Railroad that the railway from tlie Missouri to the Pacific will be 1870. completed in 1870, so that in three years from this date the time from New-York to San Francisco, will be less than a week. It is hard to realize that so great a distance may be accomplished in so short a time; but the results thus far attained by the Union Pacific Railroad Company are such as to inspire strong confidence in the fulfillment of its promises. Thus we find that the road is now in complete order and active operation for 525 miles west from Omaha; and the practical bene- fit to be derived from this fact will be well illustrated to-day or to-morrow by the receipt of foreign mails whicii left San Francisco only fourteen days ago. When the time usually occupied in tlie transit of mails and passengers from that city to this is considered, tlie immense advantages oftered by this railway route are ap- parent to every business man. This topic The moderation exhibited in past opinions, which the reader now not hi-reto- . . fore couaid- admits, liowevcr extravagaut they secined in the year of utterance, ered— . ,. . would have precluded calculation ten years ago of business by the Pa- cific road. But now one or more will certainly and speedily be fin- — phouidbo if^licd; and although still lioldiiig to the opinion expressed in 1858, now. p^ 24^ that the benefits are national rather than special, this paper would be quite incomplete were it not shown tliat " no single city will be more benefited by connections Avith the Pacific coast than will this." ^Tiatistho And what is that trade ? We need not adopt the chimerical ideas trade? publicly and privately expressed both East and West, that the traffic of the Atlantic States and even of Europe must chiefly employ tliis route, to make it an object abundantly sufficient to excite strong contest. For the seaboard, and still less for Europe, the saving in Past, Present and Future of Chlcaqo Investments. 43 Importance lie ect. time, in which interest is the princiinvl item, can never iustHV tlie ^'"'■''••nboard . . r. • , .1 . ,i,„l Kurous extra cost ot carriage except upon the most valuable articles. iJut ""t '"""y travel over it, even from Europe, will be immense, benefiting especially the chief cities on the route. The country, too, west ot',^^,,_. ,j^^ Lake Erie, may as advantageously receive its supplies direct from ^^^"t- the Pacific as from the Atlantic. By this trade alone the city that should obtain the chief distribution, would attain high commercial importance. The trade of the Orient, from time immemorial, hasTn„]oof enriched the cities which could command it. We need not specu- ^'■''"'' "''''• bite as to wliether it can be secured for P^urope, or even for the sea- board. The trade of the Mississippi Valley alone, is that for which we should calculate, and who can name its limits? Mere carria<'-e is not the object; breaking bulk and distribution yields the revenues. A sober view of it was taken by the London Dally Tde(jraph, and ^^^ ^^■^ copied into the San Francisco Pulletin : It is nearly a year since we called attention to a gigantic public work now in progress in America, the effects of which on our own conmieree, and on that ofon'im the world it is difficult to over-estimate. On the future of tiie United States tlie la-.yec consequences of its completion are far beyond human foresight. This great work . is the railway connecting the Atlantic and the Paeitic oceans, across the entire continent of America on its widest line, spanning such rivers as tlie Ohio, tlie Mississippi, and the Missouri, and climbing over such ranges as the Rocky iloun- tains in the interior of the continent, and the Sierra Nevada or snow-cajiped peaks that border the Pacific ocean at an average distance of about 100 miles from ^ the seaboard. Of this vast work, the portion that joins the Atlaniic States to tlie Mo"''ri?er in western territories as far as the Missouri river had been completed by the private i«63. enterprise of the people in the year 18()8. But from that river to San Franf;is(;o, the distance of 1890 miles to be traversed, passed through a country still uuin- habitea save by the trappers, the hunters and the Indian tribes. * * The broad results are fascinating. The magnificent perspective of a line of new ExtnuaKHnt great States stretching across the continent — of a commercial stream diverting tiie expectatroua. trade ot the world from its accustomed channels — withdrawing the silks, teas and spices of the East from the usual track — sending them straight across tiie Pachic to San Francisco, thence by this railway to New York, from whicli they will be distributed to Europe in half the time now required for their transit — and the fab- ulous accumulation of wealth to be gathered from the new and vast connnerce — all this inflames the excitable American, flatters his national vanity, and he already enjoys in anticipation the spectacle of his country enthroned as mistress of the commerce of the world. We do not share in the belief of extravagant gains so confidently expected ; but the visions of wealth and grandeur to flow from this and kindred enterprises in the United States are far from being baseless. It can Results to be hardly be doubted that a few years will siiow marvelous clianges in the great immense. West, where already the population is increasing five-fold in every twenty years! The centre of power in the States will be displaced, their commercial policy ■will no longer be controlled by Eastern manufacturers, a considerable efiect will be produced on European commerce with the Indies, and various other important consequences might be suggested. We may be sure, too, that causes so great will produce ettects in a variety of unexpected ways that no liumau being can conjec- ture in advance. * * * * The JSfevj York Comynercial and Financial Chronicle also says : — c/Irw!.^"'"' The. New Route to the Pacific. — The rapid progress in the construction of the Pacific Railroad, and the prospect of its completion fjcfore the close of ISTO, raises Pacific rail- the important question as to its probable effect upon the future commerce of the op^thr*^ " country. First of all, it is patent that this new highway to the Pacific must open west. up a vast extent of territory valuable in the precious metals and in agricultural resources. As in the case of all our pioneer roads, it is to be anticiiiated that pop- ulation will rapidly locate along its route, and especially in those parts which oJBer 44 The Facific Eaihoays in Progress— their Effects. Increase the temptation of rich mineral deposits. Colorado, Nevada and Idaho are already miuiug. contributing an aggregate suppl}' of treasure nearly equal to th(! product of Cali- fornia; but the development of their resources is being to a large extent held in abeyance until the new road atlbrds them the facilities of cheaper labor and safLr transportation to the Atlantic. Following the mining population there must be an accession of agriculturists and traders, whose wants will have to be su{)plied from the interior. One of the first results to be anticipated fiom the road, there- fore, must be tlie opening of a vast traffic wnth the rich country between Omaha Citv and Salt Lake City ; which will, at the same time, give a new stimulus to the trade of the country, and redound to the advantage of the road. Pacific trade. Next conies the opening of direct railroad connection with the great port of the Pacific. Alreadj we have a trade by steamers and sailing vessels svitli San Fran- cisco, covering botii ways 400,000 tons of freight annually, while the number of passengers by ocean and overland is estimated at 150,000 per annum. When the time of the journey is reduced to six days, the travel between the Pacific coast and the Eastern States will naturally be largely increased. Eastern merchandise will then be in a position to compete on more favorable terms in the California markets with the importations from other ccjuntries, and much of the staple manufactures now supplied by England may then be furnished by the factories of New England' However iniiJortant the Pacific trade, it is by no means cliief ; but To develop i .... the west is as above intimated, tlie occupation of tlie o-reat interior plain, and first object. ' *■ . •^ . \ the resulting business, and close connection with the Pacific States, are more wortliy of consideration. These are the motives, or ought to liave been, which led Congress to make its liberal grants for the Omaha route, and branches from Sioux City, Atchison and Kansas. Not only have grants been made of United States bonds, but they are made a second lien, the respective companies being authorized to borrow an equal amount upon the road and its lands; and liberal One road in- land grants are also made. And one road and branches being of BUfficient, n ^ ^ • • • i • in small account lor the objects in view, as the experiment shall prove successful, we may expect other roads to be built in the same way. chic-i o T^he contest for this new and important business is mainly between wants gj_ Louis and Chicago : though Omaha, as the termination of the more. o ? o ? first through line, comes into consideration with many. Omaha being due west from Chicago, it would seem for the interest of both to have the single road, w'hicli would give so large advantages over —no mo- St. Louis. Yet that is not the case. A forced monopoly by one route accords not with the genius of Chicago, and she would invite the largest competition ; not only because the country needs and will have various roads for its development, but because she is so abun- dantly assured of her own impregnable position as the natural centre of the entire plain between the AUeghanies and the Pocky Mountains. With two or more routes, Omaha loses its ai)parent advantage; and Trade must it is Only apparent as against Chicago. If this city possess the como here. i i i • i • • i V c ^ • -, natural advantages which it is the endeavor oi this paper to estab- lisli, being in truth the focal and distributing point of the Great West, could the Pacific trade be stopped at Omaha for distribution? So much of it must at all events come here that it would draw^ largely on the balance; and the three competing routes we shall have from Omaha direct, via Burlington, Rock Island, and Clinton, before the I^ast, Present and Future of Cldcago Investments. 46 line is open to the Pacific, insures the delivery of the l)Usiness to us at the lowest posible cost. Of the northern route, from St. Paul, the New York Tribune o^^^yvn- December 21.st, remarks: — The Northern Panjxc Briihnnj. — Wliilc the Central Pari fie and Union T'suMficxorthcrn Raih'oacl (companies are imsliins; on their roads, l)otii I'mni Ihe eastern and western nMit.- irom points of departnre, witli aniazin.i,' energy and sneeess, Ihe IS'ortliern Company has ^'' ^''*"'~ as j'ct done Utile more than enlighten tiie coinitry on the comparative advantaj^es of its route over any other. The reason is i)iain. The former lias a large Gov- ernment subsidy, a loan of United States credit, while the latter has only a sirnijlo land-grant. These roads lie at all points nearly six hnnilred miles apart, and for local trade, could never be rivals. If there be any jealousy between tliem, it is— Ims the because the Northern road, on account of its shorter distances and easier graile.s, '"i*""'*ee. must eventually be the great highway of international connnerce between Europe and Asia, and between Asia and our Atlantic seaboard. IJut we do not propose to discuss the relative prospects of the roads from any point of view. The vast Importance of either to the solid and permanent growtii of the Union, to its com- mercial prosperity and its defensive strength, i.s beyond any possible estimate. In its impor- the midst of tlie "general satisfaction which hails tiie rapid constr\iction olllie one, tance. we simjdy desire to call attention to the grand resources wdnch tiie other is likely to command — to the stupendous empire in extent and in natural wealth which it is destined to develop. In the success of the latter enterprise New York and New N- V. and N. England have a deep interest, worthy of their most practical consideration. The ^"^j.'"**"^" commercial supremacy of the City of New York can never, of course, be disturbed, but it may be enhanced; and it seems perfectly evident that, should the trade of Asia and the gnat Northwest be poured into the lakes which wash the northern boundary of the State, whatever is broken in bulk, or ilistributed to the Atlantic States, wHU be drawn ofl" to the advantage of this metropolis. * * From a newspaper slip the following statement concerning other roads aided by Congress, is condensed : — The Sioux City and Pacific, has a grant of $16,000 per mile, to itSgj^y^Pity intersection with the Union Pacific at Fremont. This being a con- »°*^^'*<='^'=- tinuation of the Dubuque and Sioux City Road, open 143 miles to Iowa Falls, (about half the distance to Sioux City,) supplies a route competing Avith Omaha, giving Chicago a fourth line from the main Pacific road. The Union Pacific, finished from Omaha to the Rocky Mountains, rnion Pa. has received therefor $16,000 per mile. For 150 miles across the" *"" mountains she receives $48,000 ; and for 78 miles, to the junction with the Central, $32,000 per mile. The Central Pacific, receives for the first 7 miles from Sacramento, cen,rai $16,000 per mile, and for 150 miles, across the Sierra Nevada,^*''"*'" $48,000 ; thence to its junction with the Omaha line, 544 miles, $32,000 per mile. It is probably now finished 150 miles, to Virginia City, across the Sien-a Nevada, the heaviest part of the work, from whence it can now be rapidly pushed forward. The Central Branch, Union Pacific, (Atchison and Pike's Peak,) jfJf^X. has $16,000 per mile, and is already built 80 mil.es from Atchison. '^^'>-^- This was also to connect with the Omaha road, making another tap, though being southerly it favors St. Louis. But with the change made in the route, next to be noticed, this may run to Denver. A 46 The Pacific Baihcays in JProf/ress — their Effects. Atcliison writer. Plan for Atcbisoa road. tin. Pacific K. D. Santa Fe Writer. Change of route. Another line to San Fran- cisco. Di faculties small. Coal and water. Two rentes surveyed. Make rails In New Mexico. Congress to aid. correspondent of the St. Louis Republican^ writing from Atchison November 21st, says: — "What you call the Atchison and Pike's t*eak Railroad, is now the " Central Branch ot the Union Pacific Railroad," and is not only completed eighty miles west from Atchison, witli two daily trains running over it, but is nearly completed one hundred miles, with worli progressing rapid!}' beyond that point. This road traverses the best country west of the Missouri river, and at this early day is doing a very heav}' business and daily increasing, not a dollar of which goes to St. Louis for want of a connection with the ]Missouri Pacilic Railroad ; but all crosses the i\Iissouri river at Atchison, and on to Cliicago over the Hannibal and St. Joseph Railroad. The Central Branch does nut turn north eighty miles west ot Atchison, as 3'ou suppose, but runs out nearly due west for one hundred miles, and then bears northwest, and will connect with the Union Pacific from Omaha, at Fort Kearne}', or fifty miles west on the 100th degree of longitude. And from Atchison to the point of intersection the distance will not exceed two hundred and sixty miles ; and the universal opinion of tliose best acquainted with the country is, that as soon as completed, the Central Branch will be the main line of travel across the continent. The ZFnion Pacific, Eastern Division, lias a grant of $16,000 per mile for 385 miles, where at the lOOtli meridian it was to connect witli the Omaha line. It is built 325 miles, and being rapidly pushed; but the route has been changed by tlie Company. Of numerous extracts upon the subject, it is best set forth by a correspondent of tlie Sati Francisco Bulletin, writing from Santa Fe, October 4th, 1867 : — Your readers throughout California will undoubtedly be hiterested to know of the progress being made by the engineering parties of the Union Pacific Railway Company, Eastern Division, The railway of this Company will be completed in a few weeks to Pond Creek, a distance from the Missouri river of 385 miles, and where the Government subsidy ends. Instead of extending this road in a north- westerly course to connect with the road from Omaha via Salt Lake, as was origi- nally intended, the Company have decided to make of it an independent trunk line to San Francisco. In order to do this it is the intention of the Company to run from Pond Creek in a southwesterly direction, into and through that portion of New Mexico lying east of the Rio Grande, to that stream ; thence by either the Gila route or the 35lh parallel, through to California and your city. The ditHculties on that portion of the proposed route east of the Rio Grande were considered by many, before the engineering parties went over it, as almost unsurmonntable. These difficulties are proven by the survey to have been greatly exaggerated; instead of high and unbroken mountains, with passes presenting barriers impassable, the scientific parties engaged in the survey have found tliat the mountains are detached in their character; that the altitude of the passes is small ; that there are long extents of fertile valleys and level mesas; that there is abundance of coal and sufficient wood and water ; and that no serious obstacles exist, so tar, on the line of the survey. Tiiere are also several most excellent crossings on the Rio Grande on the contemplated route — the banks being of rock and the channel confined to a narrow space. From the Rio Grande westward, as I have before remarked, two routes are to be surveyed : one by the valley of the Gila, the other via the 35th parallel ; and which- ever route maybe finally selected, of this fact there can be no question, viz: that the Colorado of the West will be crossed at a point far enough south to permit iron and other materials being brought up that stream, thus materially conducing to the early completion of the road. In New Mexico it will probably be the policy of the Company to erect iron works, so that iron rails may be turned out for this part of the line. What is needed now is that Congress may be induced to grant tlie same aid to this route tliat it has already granted to the Northern. This grant will probal)ly be eflected during the coming session of Congress, and to secure it let California join with New Mexico, Arizona, and Colorado, in urging it. For this soutliern route one advantage can certainly be claimed over any other — that of freedom from snows and severe cold. I would not disparage the north- ern route, nor the wonderful energy displayed by its builders, but whatever may be said in regard to it, there can be no question but that two through routes are I^ast, Present and Future of Chicago Investments. 47 needed. Before either road can be c<)nij>k'ted botli will be insuflieicntto carry the ""('■ '■■■'n.is trade of the eoiiiitry. The line from Omaha by (Salt Lake cannot develop llie vast """«'^<^- territory of the United States lyinj,^ upon this one. Tliis line would ^ive an outlet to say 50(M)()() people residinir ni Southern Kansas and CJolorado, New iMexico, C'xmtry Arizona, Soutliern and Middle Calilornia, Northern and Western Texas, and liie """'"''■ rich States of Durango, Chihualnia, and Sonora, and would at once develop the vast pastoral, mineral and ai;rieuitural resources of the territory named. Let Calltornia shalce hands witii New ^Mexico in this m"aiter, and assist in making patent to Congress and the people the necessity of carrying through this great enterprise. The San Francisco Bulletin, of November 4tli, also says: — buImZ"*' The engineers of the Kansas Pacific Railroad are vigorously pushing their snr- Kangag roaU. veys for the extension from Fort Riley, across New Mexico, to California. The road is nearly built to a point 385 miles westward from Leavenwortii and Kansas City, and it is intended to lay the results of the new surveys before Congress at its next session, witii a request for the same aid in bonds and lands which h:is beeu accorded the ])ortion already constructed, and which is allowed the Union and Central Pacitic roads. The surveys will extend to both San Diego and San Fran- No contest ci.sco. Gen. Palmer, the Treasurer of the Company, in a recent address to the «'"' *J»"«ha people of New Mexico, declared that he had no contest with the road from Oma- *""'"'• ha,_to San Francisco, "except to reach the western ocean before them." lie believes that there is a local want fn* a road on the southern route, and that "before either road can be finished, both will be insufficient to carry tiie trade of the country, and second tracks will be required to be begun on each." Gen. uoute a-asi- Wright, the chief engineer of the Kansas Pacific Company, speaks favorably of ihebie. route through New Mexico, and says that " no material obstacles will intervene between the survey and the building of the road." Gen. Palmer speaks confidently of its completion through the Territory inside of three years. We must allow consideral)le for the exaggeration natural at the inception of such Moderation, enterprises, but it is probable the Kansas Pacific Railroad Company means busi- ness. Whether Congress will consent to subsidize it is doubtful. If "the enterprise is based on local needs and resources, as contended, it ought to rely on tiio.se. Congress has done enough in giving bonds to one great central railvva}' across 'he (^j,,,^,^^. ^^ continent. It cannot give bonds to the Southern Pacific without according them i„iii Jus uwn to the Northern Pacilic wliich is just as eager an applicant ; and if it grants both, rua?»« July 12th the editor alluded to him as a well-informed man: — Pitu.Gcu. It is a notable fact that all the active business men here hail from Chica/ro, or somewhere on that social and commercial line. Many of the stores are brandies ■*■" ''"Biness of commercial houses in that city. The forwarding and commission meroliants, cuca^'o— who handle the Denver and Santa Fe trades, are Chicago men ; and the wagons, reapers, mowers, threshers, shovels, spades, hoes, cooking-stoves, and everytiiing pertaining to a farmer's outfit — and there are more of these things here than I— ondgoods. ever saw in any town of its size — bear the same im])ress, and are furnished by Chicago, or by New York or New Englmd through Cliicago. Tliis I like to see'; Chicago en- it proves that already Chicago, which has not yet a perfect connection l)y rail with trenching— this road, is entrenching itself strongly and firmly in this matchless garden of the continent. It is through this avenue, and this only, that that city, and the great ^JiHilm*^'* commercial cities of which it is the outpost, can reach the centre of Colorado, and territories, the still more remote Territories of New Mexico and Arizona ; and I am persuaded that it is destined to be their best route to California. At present that trade is carried over the Chicago, Burhngton and Quincy Rail- _ road (the best road in Illinois) to Quincy; thence across the Mississippi to tlie ro'ilto." '' Hannibal and St. Joseph road, which begins on the opposite bank of the river, and runs to St. Joseph, on the Missouri. Thence it goes hj rail to Weston, six miles below Leavenworth. From Weston to Leavenworth it is carried b}'' steam- ers. At Leavenworth it meets one branch of the Union Pacific Koad. In a short time a branch road will be completed from Cameron (about fifty miles east of St. Joseph) to the east bank of the Missouri, opposite Leavenworth ; and a bridge ^.^'"dg^o across the river to that city is the last remaining link required to complete tiie Chicago, long and direct chain between Chicago and the Union Pacific Railway of Kansas. A branch road from Cameron to Kansas City is also in progress of construction, and another bridge Is to be built across the Missouri at that point, which is the main terminus of the Union Pacific. Thus two distinct Unes will unite the cities 52 The Pacific Fudhcays in Progress— Their Effects. of the lakes, and through them all the railroad lines in and north of Pennsyl- vania, with this great continental thoroughfere. They are now building a brido;e over the ^Mississippi at Quincy. So, when all that is now in rapid progress sh.Til be completed, cars may be run from any of the cities of the Atlantic coast to the Pacific without breaking bulk. Before five years more shall have rolled round, that which lately seemed but an enthusiast's dream will be sober verity, an accom- plished fact. I have said tliat I was pleased to see the energy of Chicago in grasping this prize. It is eminently commendable, and if the cities along the other great line of the country's commerce, beginning at Philadelphia and ending at St. Louis — allow themselves to be outstripped, it is their own fault. The magnitude of the trade on this road astonishes even those who are building it. Its revenue during the month of May was over $105,000, or at the rate of *1 ,750,000 a year. A double track will be needed through the valley of the Kan- sas long before the far-distant goal will be reached. j. c. P. S. — In justice to our State, I must State the fact that all the rails and all the locomotives on this road are of Pennsylvania manufacture. conflict\^^th — The conflict with St. Louis for western business will be also considered. Considered when we compare the rivalry of the three chief cities of the West. To prepare further for this, it must be remembered that Clucago not only has her railways, but her canal and lakes. Let us look at — Bridge Mo. river. No breaking bulk. Northern route vs. southern. Trade largo. Canalto Ills. The ILLINOIS K^D MiCHIGA:N- CaNAL TO THE ILLINOIS RiVER ITS rivers'^^' POSSIBLE CONTINUATION TO RoCK IsLAND ON THE MISSISSIPPI. Viewsi86i. Remarks of 1848 were quoted p. 23. The circular of 1861 had the followinsf : — Canal im- portant. Corn and lumber. Shallovr-cnt. Deep-cut. Improve Ills, river. Ills, river good for navigation. Deep-cut di-girablo for health of Cbicttgo, Such has been the increase of railroads, that the canal, which was a great national work when completed in 1848, is now almost overlooked. Its value, however, for all heavy transportation, is shown in the statement that of 15,212,394 bushels of corn received here last year, [1860] 4,326,944 bushels came by canal ; and of 225,000,000 feet of Inmber distributed — lath, shingles and timber not in- cluded — nearly 46,000,000 were by canal ; and of sugar, molasses, etc , large quantities came by canal, and little by rail. The transportation of coal is here- after noticed. The original plan of the canal was to feed it from Lake Michigan, and much of the heaviest work was done accordingly. But in the embarrassments of the State it was deemed best to put it in operation with the least possible cost, and consequent^ the summit-level was raised eight feet above the lake. The deep-cut would not affect boating on the canal itself, it being now six feet deep, and allowing the use of boats of even more draft than can ordinarily run on the Illinois river. But canal boats are loaded at various points on the river, and also on the Mississippi, and towed bj' steaml)oats to La Salle, the foot of the canal, which saves transliipment at St. Louis and other places, and it is desirable to se- cure a constant stage of water in the Illinois equal to the canal. By lowering the summit-level, and feeding from the lake, it is supposed this can be done at a cost of about $1,500,000, and without creating too strong a current, which would be moderate except in a drouth. The canal is a substantial work, and steam tugs as well as horses are used for towing. The Illinois is even now a more reliable stream for navigation than the Ohio, or Upper Jlississippi, or Missouri, but would be much improved by this sure sup- ply in mid-summer, and the pure water of the lake would much augment its healthiness. When Chicago becomes very populous, it will also be desirable to have this constant flow of lake water for miles through the heart of the city, which the deep-cut will give, and as the canal and its lands yield good revenues, the city or State, or both, will probably in a few years make the change. The Legislature, at its recent session, passed resolutions directing surveys and esti- mates of the work, not only of the canal, but for improving the navigation of the Illinois river. Past, Present and Future of Chicago Livestnients. 53 This is the shortest and l)est route to form a steamboat communication between This sliort- the waters of the Lakes and of the Gulf of ]\[exico, and it is wiliiin the bounds fron^aU eg of possibility, if not probability, that Congress may itself tinish the work on even to rivera. a larger scale than is now planned. It is very important to the whole country. The city of Chicago has taken in hand the canal enlargement, and city eniarg- already let the contracts, which are in progress. It will cost the '"'^ '''""' ' city nothing ultimately, the tolls having already reduced the canal debt to about $600,000. The corn received by canal in 1861 was 11,735,043 bu.; 1862,^,:];^j''^y 11,585,749; 1863,10,067,081; in 1864,4,310,864; in 1865,8,639,108;'=''°''^- in 1866, 9,575,569; and in 1867, 6,553,257. Lumber was shipped, _i„niber exclusive of shingles, siding, dressed flooring, etc., in 1861, 41,521,- ^'"p^*"'" 790 ft; in 1862, 55,658,586 ft.; in 1863, 55,655,475 ; in 1864, 52,842,- 972; in 1865,77,794,095; in 1866, 67,951,954; in 1867, 73,029,473 feet. The total receipts are given p. 60. It is also proposed to continue the canal almost due west from Kxtcndcni to •■^ -"^ , . . , Kock Ibland. LaSalle to Rock Island, which will no doubt be done in time, to the great benefit of the whole Upper Mississippi region as well as Chi- cago. For while river navigation has relatively seen its best days, Rj^er stm as will be hereafter considered, yet for bulky articles, as lumber, ""p°"*"'- corn, etc., water will always be largely used where it can be ; and even if produce can be marketed cheaper by shipping it down the interest ot Mississippi, it will be directly for the interest of Chicago that it goes "^^s*" that way. The commercial and manufacturing city of the West, would have all articles taken from and gotten to the farmers at the least possible cost to them. Iler prosperity will be ^Jari/>a6■s^i '^^'i'^^^ thl^armers. the farmers, whoever may make the trifling pittance in a tranship- ment of produce. Having these unexampled facilities to gather the productions of with these the West, what is she to do with them ? Her powers of con sump- ^^o^.'eTs,"^ tion, and her distributing facilities to the eastward, then, are quite as trltate*? '^'^' essential as those considered; and in this respect also, Chicago will not be found wanting. Let us first examine — p. es.) Five Rival Rail w^ ays Eastward. 6 roads east. Even in raih-oads to the East, no other city is our equal. The Mich. Cent. Michigan Central and its connections ; the Michigan Southern and Mich. Sou. its connections ; the Pittsburg and Fort Wayne and its connections ; Pitts.and the Great Eastern and its connections ; and also the Lafayette, Indi-*"^^' anapolis and Central route through Ohio to Baltimore, — are all tive, "'• ^''**- particularly the first four, strong competitors for the business here Central, centering, insuring expediuon, and care, and the lowest possible rates, in the transit of both freights and passengers to and from the vari- rious seaboard cities. The one to Baltimore is yet to be shortened, by a straight line Bai*- i^as ad- •J ' 1 .J vantage — (now building) from Fiqua to Columbus, and thence to Parkersburg, 54 Five Rival Railioays Eastioard. Seaboard rivalry. affording the shortest route possible from Chicago to the ocean, and one which in a few years will be a strong competitor with all the -Phiiftdei- others. The Philadelphia route has advantage next.; and so many phiauext. j,j^(,i.,jiediate and nearly parallel roads are already constructed, and More roads, yet morc to be constructed, that two or three rival lines will be opened to Philadelphia and Baltimore as well as New York and Boston ; which the work of consolidation of short lines just com- mencing, will greatly expedite. Norfolk, Ta., Norfolk, also, is about equi-distant with New York ; and, with the toiiuprove. ^j^j^^jg^ ^hat wiU be made in Virginia by the removal of slavery, that city may yet be made to equal the expectations of Washington and Jefferson. One of tlie first movements in that direction Avill be a railroad connection with the chief city of the lakes and of the inte- rior, if there be such an one. The same reasons which have influenced the caj^ital of New York and north in favor of Chicago, have hitherto operated upon Philadel- phia and south to favor Cincinnati and St. Louis. With no outspo- ken declaration of antagonism, a deep, irresistible under-curt-ent of interest has led each section on the seaboard to extend its lines to draw western business. This for yeai-s has been perfectly understood, and a St. Louisian writing from New York to the Missouri Republican^ about the Omaha and St. Louis Road, says : If a shorter and better road can be bad from (Jmaha to St. Louis, than can be found between Omaha and Chicago, then St. Louis will, with equal means, and equal capacity, command the trade. With a crooked, badly graded, and poorly built road, St. Louis will stand but a poor chance to win in the lively competition which Chicago will wage for the trade which will concentrate at Omaha. The best road or none. A poor road will be but an aggravation ; it will excite hopes only to disappoint them. A. few words as to who should take the laboring oar. And here I fear to offend. No matter what interest is suggested, other interests will feel slighted. But when lighting, not for profit but for life, a community must put in the lead those who have it in their power to command success. The ]Missouri Pacific Railroad Company possesses that power. St. Louis is the natural terminus, on the Mississippi river, of the Philadelphia, Pittsburg, Colum- bus, and Terre Haute line of railroads; also of the Baltimore and Cincinnati line of roads. A road from Omaha to St. Louis brings business to a point from which it cannot easily be taken away from Philadelphia and Baltimore. But if the busi- ness of Omalia is taken to Chicago, then Baltimore and Philadelphia will be brouglit into a direct comiietition, of the severest kind, with the New York and Boston roads to obtain that business. I know of no other interest than the Pacific Company, and its potential Eastern connections, which has the financial capacity and the pecuniary inducement to build that road in a short period of time. That Company and its Eastern connec- tions have large engagements, and may be loth to undertake a new enterprise. But tlieir directories have men of large comprehension, and they thoroughly com- pndicnd tlie greatness of the stakes involved. I think if the people of St. Louis strongly urge the enterprise upon them, they will respond as men like them have always resjionded — generoudy. If they undertake it they will build it. The road would have a superb "local business ; it would be of the very first order in amount and value, the lands being fertile and well watered. To St. Louis it is of extreme importance, for by its means St. Louis would be made the nearest and most accessible large city to the eastern terminus of the main road to California, and the intermediate States and Territories. Writer in Mo. Hep. St. Louis wants straight road to Omalia. Who to build. Mo. Pacific Co. Phila. and Bnltimore iuterest. That Co. able — — perhaps loth. Good local trade. St. L. uvareat. Past^ Present and Future of Chicago Investments. 66 Who Avill move first in this matter? Not to build it is to surrender tiie Califor- Hiuipcr nia and Mountain business to Chicago without a slruirirle. '''■'"" ^'''• Tlic Baltimore, Philadelphia, Pittsbur-r, CinoinnalT,'and tiieir connecting roads, Cmtmi as I said in my former article, will be benefited if the trade of Omaha is brought Hii.-« with to St. Louis, and injured if it is carried to Chicago ; for tiie New York and lio.slon **'•''• ''K'il"Ht roads cannot successfully compete in St. Louis with those of Pliiladelpliia and ^''''^"B"- Baltimore, but can in a place so far north as Chicago. A barrel of Hour fmm Chicago to New York would not be likely to be carried by the way of Haltimorc ; from St. Louis the Baltimore road can carry the barrel t() New York for less money than can the Erie road. Therefore, IJaltimore, Piiiladdphia, l-'ittsburgh _,,,„, .„ j and most especially Cincinnati, and every railroad in Soulheni Ohio, Indiana, and to Omaha.' Illinois, are deeply interested in the construction of a railroad ix'tween St. Louis and Omaha, that will have better grades and curvature, and be 100 mif-ksshoutku than the best and shortest road between Omaha and C!liicago. And if properly appealed to, they will certainly aid in building such a railroad. The slxjrtest line is as important to them as it is to St. Louis. Nor will these railroad companies care anymore than I do icho l)uilds it. What no matter they want, is to have the trade brought to St. Louis, where they can successfully who builds, compete for it. Unless the Omaha trade comes to St. Louis, Cincinnati roails cannot obtain one ounce of that freight, other than "chance" lots sent to fill some special order. Let St. Louis concentrate her strength on the St. Louis and Omaha railroad ; gt. L.'g vital and see to it that it is not made to run to the right nor to the left, to accommodate poiut- some influential officer or some flourishing village, but make it as short and level, and as curveless as possible — guard this point, for in competition it is vital. But, iu order to whip out Chicago thoroughly, at least in Missouri, let the ]\Iis- t„ ^-h,- souri Pacific company make an arrangement with the railroad company now Chicago—" building a railroad from St. Joseph to Omaha, by which, forever, close connections of trains, and exchanges of freights and passengers will be secured to both parties _a new on mutually advantageous terms. This done, let the Pacific Railroad proceed to road from organize a company to build from St. Joseph, through Plattsburg, Richmond, ^t- Joe- Lexington, and Boouville, a branch to its railroad at a point not distant from Jefferson City. Such a branch road will not interfere with the Brunswick and Omaha road, but _nii,g u^ would thoroughly dispose of the Chicago road, now running from St. Joseph by n„d'st. Joe°' the way of Quiucy to Chicago. Chi. road. The greatness of the trade of the roads running east from St. Louis will also be assured if the aforenamed Missouri roads are finished before trade has been shifted, ant'i-st."L.*" and been moulded and ^^toZ to ply in large, strong, and smooth anti-St. Louis grooves, grooves; once diverted to deep adverse channels, St. Louis will find it nearly or quite impossible to recover her trade. Those Eastern roads, those cities of Phila- delphia, Baltimore, Cincinnati, have as deep an interest, and their destinies will be East equally proporlionably as much influenced, in the making or not making of a successful '-"""cwued. connection with Omaha, as St. Louis itself Clearly, St. Louis interests are their interests. But do they clearly understand this? Have they, in the turmoil of ig this un- business, studied this connection of their interests with ours? Have our writers lierstood? and speakers and railroad directors and business men and lot owners improved opportunities to explain these interests to Eastern friends ? Observe how this writer incidentally adniits the significant fact ^''^jj^. of the severe competition from Chicago which St. Louis has to meet^gj,\2ed'!"' right in her own State, and the defection of the Hannibal and St. Joseph road. But the time is rapidly passing away w^hen such con- siderations are to aifect even Baltimore, much less Philadelphia. ""^,1? Such narrow s to end. The last annual report of the Pittsburgh and Fort Wayne Railroad' c„, „ . Pitts, and says : — Ft. w. Rep. The extension of the line of road across Iowa to the IMissouri river at Council T^ade thro' Bluffs, opposite Omaha, has just been accomplished, and will this spring be Chi. from worked in connection with the Northwestern Railway Company, of Illinois, as a Pacific, single line from Chicago to the eastern terminus of the Union Pacific Railway, a length of four hundred and ninety-six miles. The opening of this line cannot be regarded in any other light than that of a marked epoch in the history of the city of Chicago, and must have great influence iu assisting to make that city one of the 56 Five Rival Railioays Eastward. Build np largest inland on the continent. As your road is one of the great arteries of that Chicago. gjj^,^ jjg quickened Ufe-blood must give new strength and growth to your interests. Acquiesce in It was one thing to labor to mould a system in their own interest; settled. but it is quite another to work against a system tlioroughly estab- lished. Without a doubt, they would like to draw the trade of the Take trade ^^.^.gj through cities in their interest; but as we shall see, p. 76, the in its iiHtu- '-' ...-,, raichauueis. one nearest retires from the contest, and it is quite evident the other Avill also. Philadelphia and Baltimore will not work against the current. As the St. Louis editor says, p. 27, "Trade, like water, runs in the direction of the least resistance. Nobody ever succeeded lUeobjTjt^.' in making it run up hill." The business of Cincinnati and of St. Louis, however, is not the object, but that of the Great West; and as that shall centre more and more at Chicago, they will extend more and more facilities, and the advantage they have in distance will be Ati. ports iiiore and more felt. So that without doubt competition between compete to _ ^ '■ reach Chi. ^he Atlantic ports, will insure increase of facilities eastward, keeping N.Y. andN. pf^ce with increase westward. Strength of capital having lain with liiiu;. made ^ .010^ Cbi. focal New York and NewEno-land, and the stronsr natural current of busi- point. . ness lake-ward having favored them, they have made the focal point as advantageous to themselves as 2^ossible ; and now they have still the strong competition of shorter lines to encounter against Phila- ftruug.'"'°° delphia and Baltimore and Norfolk. Nor is the competition to be slight, did it rest on merely the present roads. The lines to New York may for a time be consolidated, though the State Legislators will doubtless discover the public interest, and with the aid of courts State rights prevent an operation so preiudicial to the public good. But Penn- ourdeleuder^ . ^ .,, , , , . . sylvania and Maryland will look out lor their interests, as the doc- trine of State rights comes to be rightly understood and practiced ; and they will never become permanently subservient to New York control. National Union upon the basis of State Sovereignty, is our solid foundation ; and rival gigantic corporations, with the interests and rights of State Sovereignty to back them, will prevent the Great West from being subjected to the power of New York money. New York Siucc tliis jiapcr was completed, or nearly so, the following article World. mthiiJSFew York TFoWcHias come to hand, dated Jan. 1st, 1868: — takTnfro'nr Edit (uul West— The PoH of New York. — Mr. Cunard, in his recent letter to a Bu.stou— Boston merchant said : —reasons— " During this last autumn, when we have been sending an average of 2500 tons of freiglit every week, or 10,000 tons per month in our ships from this port, we have been unable to get 500 or 600 tons once a fortnight iu Boston at one half of tlie freight we were getting here, and that was not considered sufficient induce- ment, as shippers in Boston complain at paying 203 per ton, wlien we were asking 40s or 50s." N. Y. chief This is the whole case in a nut-shell. New York has become the great exporting exporter, as well as importing port of tlie Atlantic coast of North America. Our pre- eminence as an exporter is maintained not only by the shipment of merchandise BuBinegs ag- that naturally seeks a market here, but by shipments to us from all directions— gregatea. fp^n^ Canada, from the Southern States, fi-om the West Indies, and from Mexico- fur the sole purpose of shipments hence to markets with which they have no Past^ Present and Future of Chicago Investments. 5 7 direct communication. Being so thoroughly established, we apprehend that Bos- ton, as well as other ports which have sullcred an eclipse, wUl liud u stem chase a very lon^^ and unpromising one. The foundation of the commercial greatness of New York was laid when the j;ri« cnnai Erie Canal was built. Her progress has been j^romoted by the neglect of Boston mado N. Y. to complete her railroad communications with the West. Having allowed her opportunity to depart from her, Boston must be content to pass into coiu|)arative insignlticance, to become to New York what Hull or Uristol is to Liverpool. The fact that ISew York maintains almost entirely tlic foremost position in the N. Y.tobac- tobacco trade, which the late war gave her, is signitieant of the dilllculty of turn- comurket. ing trade from its accustomed channels .so long as suitable facilities are ailbrdcd for its transaction. New Orleans, once pre-eminent as a tobacco market, now ranks —n. Orlouug as such below Richmond, and the intiuence of New York in the cotton market is greater than that of New Orleans. But New York stands in great need of improving her railroad communica- N. y. noeda tions with the Great West. We can no longer depend upon the Erie Canal to ■""''"■"""I* bring our supplies of breadstuils. Heretofore the railroads having a terminus at ^""'' the seaboard have not attempted to bring much beside Hour in barrels. Lust spring the Erieroad brought us some corn, and is now doing something in that line ^^^^^ '^'■°- But the aggregate is far below the requirements of the market or the capacity of the road. It has been demonstrated at Chicago and IMihvaukee, what railroads can do in the transportation of grain in bulk. What the Kock Island liailrnad, and the Northwestern Bailroad can do at Chicago, the Erie Kailroatl and the Hud- son River Railroad can do at New York; and what they can do, they should do at no freight once. The usual amount of shipping could not now tind remunerative employ- for ships, ment here, because of the deticient supply of western products, with which the ^ West is overflowing. New York has a formidable rival in Baltimore. She drew a strong ri^ai good deal of business from us last winter by her supplj' of corn received by rail, to N. Y. And should the James River be brought in direct connection with the Ohio, Nor- folk may assume great importance as a shipping port. What railroads can do in the transportation of merchandise is demonstrated also Cotton by by the arrangement to ship cotton to New York from Cairo by rail, [and vin """*'• Chicago] instead of by the usual route of the Mississippi River and the sea. With a close money market, and rapid fluctuations in prices, a few day's gain in time may be of paramount importance to an operator in cotton. We are receiving a few hundred bushels of corn daily from Tennessee over the Hudson River Road. Why not thousands instead of hundreds ? To return to Boston. The letter to Mr. Cunard details at some length the com- Boston in- pletion of numerous railroad connections with the West, and the establishment of ^y^"^^"B rates for through freight over them, which promise to be very advantageous to her, uncs— ° although a little too late for the preservation of her steamer communication with Europe, they have already brought many advantages. They have made Boston a great flour market, partly at the expense of New York. In this branch of business we have remained nearly stationary, while Boston has doubled in a lew years. — advanta- The rate of freight from Chicago is but a trifle more than to New York — in fact ges over scarcely more than frorc New York to Boston ; while in storage, insurance, and ^" cost of handling, she has us at a disadvantage. The same is true, to some extent, of the provision trade. The West and New England Imve been benefited by the system ot through freights at the expense of New York, and the fact demands attention. The admission of the severe competition New Yoi-k must meet from Competition , ,, , . . ,. . T • p 11 1 1 T niuat be met ports south ot her, is judicious. It is lolly to shut one s eyes ana rest content with narrow superficial views, in this broad laud, where estimates of the futm-e, and plans to control the business, sliould be made upon the same scale of grandeur which laid out the rivers^ lakes, prairies, and mountains, with their natural products, mineral and agricultural. By rail, Baltimore always has, and always must Advantage have the advantage, for distance gives it. The Chicago Times, pre-°*^*^*- seuts the current rates :— 58 Five nival Hallways Eastward. Railroad rates. New York . . Boston Philadelphia. Albany Montreal . . . . Buflalo 2d 4th class class $1.50 85 1.60 90 1.40 80 1.40 80 1.54 84 80 45 Flour per bbl. $1.70 1.80 l.GU l.O'j 1.68 90 Providence. Worcester.. Cleveland. . Baltimore. . Cincinnati.. Pittsburgh. 2d 4th class class $1.60 90 1.60 90 61 30 1.40 80 60 30 85 45 Flour per bbl. 14.80 1.80 60 1.60 60 90 Improve- meut iu niilwtiy trausporta- tioa. N. Y.canal- Another route — — the lakes. Lake Mich- drew the railways. Improvements, too, in railway transportation, will steadily increase the advantage even to Norfolk ; and this must be an influential con- sideration in calculating the future. Had New York only railways, her chances would be slender, for " the foundation of the commercial greatness of New York was laid when the Erie canal was built ;" and if her statesmen are wise, they will deepen that solid foundation by — should be deepening and widening her canals, corresponding to the increase of the business of the West. It is indispensable to her; and even with it she will not long control the foreign trade Irom the West. For we are yet to have another and main outlet for western produce. Far better than more railroad competition, we have an independent route, the powerful regulator of even all these railways, and by which more business is transacted, and will always be transacted, than by all six of the roads, that is — The Lake Route to the East akd Europe. Michigan's billowy bosom drew to her all these iron-handed wooers. Because Chicago was the western extremity of this chain of inland seas, which afford ample room for the commerce of the world, and which have such a powerful stretch into the very Jieart of the continent, and reaching far enough south to supply a port in about the middle of the temperate zone, and in its very richest .region, — because it is at the point of natural connection of the Valley of the Great Lakes with the Valley of the Great Rivers, — did Chicago receive her first impetus. As long as the rivers run and the billows roll, must these moving and yet immovable causes be poten- tial in her advancement. The lakes drew hither the railroads, and the railroads abundantly reciprocate, pouring upon their consorts a stream of commerce "which has already reached fabulous figures, although the land tributary is yet in the infancy of settlement. Says Mr. Parton iu the Atlantic Monthly:* — ">.:. % •- ; ,% i\ -\,-.. ir»'»-'^ *Mr. Parton's article in the Atlantic Monthly for March, 1867, is eminently worthy of consideration, especially in connection with his other articles upon inland cities. That upon Chicago is fair, judicious and moderate, and exhibits such careful investigation of the subject, and accuracy of statement, that no doubt those of the other cities are equally so. They have not been read for lack of time, and have n^t even been seen, but judging from this, I am fully confident they will confirm this argument. At all events, they bring togeth«ra vast amount of information, practical and important, throwing much light upon this subject. It is very necessary for this whole nation to understand whether there be the central city which Chicago is affirmed to be ; and our capitalists and Wise men should examine carefully such articles as Mr. Parton's. Uaving no acquaintance with him, the opinion is not given for his benefit, but Natural con- nection of lakes and rivers. Lakes and railways re- ciprocate. Mr. Parton. Importance of Mr. Par- ton's arti- cles. I^ast, Present and Future of Chicago Investmeyits. 69 In some parts of the country railroads have temporarily diminished the impor- Kniironds t;ince of water communication. This is not the case with the (treat Lakes, nor 'I'l'i/J^-*"^^ '"^ with Chicago's lion's share of their commerce. It is hut yesterday that Astor'sciiicugo. single schooner of forty tons, was the only vessel known "to the Chicago Kiver except Indian canoes. Chicago is now more than the Marseilles of our Mediterra- nean, though Marseilles was a place of note twenty-four hundred years ago. Water and railway carriers, and theii- ensineer.s, liave ardently R-'iiwiynnd •' ' o > J vviit.r both contended that each was superior to the other. Their jnistake lies in '"'li-peuHu- not admitting that each has its advantages for some uses, and disad- vantages for others. Both are required as neither ever could have been before ; for wdiat was ancient commerce compared with modern, and how great and rapid are the chancres even in these our years'?^'"""'"''® Only 35 years ago, upon first visiting New York, ray father showed ="■""«"■<=«• nie the enormous ship Henry Clay, of some 800 or 900 tons burthen ! We are yet only in the infancy of improvements in commercial intercourse; and he Avho supposes they will be confined to railways, wator not to expects a supplanting of Nature's highways, and of their union Ijy puuu'd. canals, in Avhich he will pi-obably be disappointed. The Buffalo nuff. Oom. Commercial Advertiser^ a trustworthy authority upon such subjects,^''"' remarks : — Railroads are a great boon to the country. An exclusive freight railway, with Railways double tracks, can doubtless do much more than one of mixed passenger and'freight important- traffic ; but we think no sane man would for a moment claim that it would have more practical capacity for through traffic than all the five great through railway lines now in operation, and the Erie Canal. There is no method of transportation —water yet known so cheap as that by water. The average price of lake freights on wheat more so. from Chicago to Butfalo, (distance 1,000 miles,) for the ten years from 1857 to 18G7, inclusive, has been only 8 99-lOOth cents per bushel, which is a fraction less than cost com-" • $3 per ton. This includes the profit of the carrier, and is three mills per ton per pared— mile. The average cost of freight on wheat from Buffalo to New York, by the Erie Canal and the Hudson River, including State tolls and profit of carrier, has been only 15 55-lOOth cents per bushel, equal to $4.62i^ per ton, making the aver- age freight per ton, from Chicago to New York, for a period often years, ^T.OfjJ/^. The verified reports of the New York Central Railroad from 1853 to 1859, a period ~'""^ '■''''■ of six years — before we had a depreciated currency — show the actual average cost *''^' to that company to be one cent four mills and 49-lOOths of a mill per ton \)cv mile. Since that period the cost has been much greater. The distance from New York to Chicago by rail via the Hudson River Railroad, New York Central and South Shore Railroads, is 988 miles. At the above average cost of rail transportation per prom q^\_ t<, ton per mile on the Central, the cost per ton from Chicago to New York would N. Y. be $14.31 6-lOths, or $6.65 1-lOth more per ton than the average cost by the lakes, canal and the Hudson River, including profits of carrier and State tolls. This dif- saviDgby ference on the present annual eastward through movement of about 5,000,000 tons water, would make a saving of $36,580,500, taking the rail freiglits at actual cost, and with the profits of the railway companies added, more than $60,000,000 annually. In December last the ship David Crockett arrived at Philadelphia in ninety-four g.^^ Yran. u. days from San Francisco, with a cargo of wheat on which the freight was fifty- puiia. eight cents per bushel. At the same time the tariti" rate on wheat from Chicago to Philadelphia by rail, was fifty-one cents per bushel. The ship sailed 17,000 miles, and the rairdistance is less than 1,000 miles. This result shows the superior advantage in cheapness of water transportation over tliat of rail. for that of the reader. The articles would be largely quoted, were they not so thoroughly digested that Need to they need to be read entire ; and the hiass of information gathered from various sources, in only these know if few days, precludes these long articles. The reader misjudges my views anfl arguments if because Chicago ^g^t^li" is to be the greatest city, St. Louis, Cincinnati, Pittsburg, Buffalo, Cleveland, Detroit, Milwaukee, St. Paul, Omaha, and Kansas City, etc., are not to be great cities. This Valley of the Mississippi and the Other cities Valley of the Lakes, must make many large cities, all of which will be more or less tributary to Chicago, ^isoiogrow. for she is their centre. We therefore would not decry other cities, while giving CJiicago its due prominence 00 The Lake Route to the East and Europe. Vessels large. Canal en- largement. Water car- riage never to be super- seded. Lake trade. The vessels now being built for the grain trade on the lakes are nearly all of larire class, carrying from 40,000 to 88,000 bushels of grain. It was only last week thai one of our "large-class lake steamers arrived at this port from Chicago with ;i cargo of 8,000 bushels of grain and 300 barrels of flour. These large-class vessils wilfsoou take the place of the smaller ones now in use, when the lake freight will be diminished. The enlargement of the locks on the Erie Canal to a capacity in pass boats of six hundred tons, in connection with the large-class vessels on tlie lakes, v.-ould diminish the cost of transportation from Chicago to New York to an average of about $5 per ton ! This would save to the producer and consumer ^100,000.000 annually, in tlie item of transportation alone, being the difll-reuce between cost of water and all-rail transportation. These facts should convince every reflecting mind that a large bulkof the com- modities moving from the interior to the seaboard market will for all time to come go by the great chain of lakes and inland river in connection with artificial chan- nels ; and it should also satisfy every one that the canals will have a longer day in the future than in the past, and that water transportation can never be superseded by that of rail for heavy commodities. To give some idea of the "business already done by the hakes, the following statements are compiled from the Board of Trade reports of— Sliipiiients of Chief Articles from CMcatjO by Lake for 6 years. Sliipnients, lS6J-'b7. Articles. 1862. 1863. 1864. 1665. 1866. 1867. Wheat, bushels.. . 13,466,325 10,646,052 9,983,567 6,502,575 5,827,846 8,490,187 Corn, " 30,345,425 24,749,400 11,993,475 24,321,600 31,257,855 19,940,173 Barley, " 341,450 617,595 173,425 114,300 988,240 2,171,176 Oats, "■ 2,470,745 5,696,875 12,098,000 8,719,900 7,395,113 9,745,205 Eye, 849,650 572,850 774,950 780,500 1,029,629 863,318 Flour, barrels 1,146,118 1,207,343 1,034,793 646,356 481,491 630,367 Beef, " 22,345 80,613 91,131 24,874 12,923 30,893 Pork, " 111,892 202,630 106,835 60,852 26,661 35,337 Green Hides, No. 60,649 75,992 186,066 129,338 63,839 86,453 Dry Hides, 50,017 31,918 7,798 Receipts of Gldef Articles at Chicago by Lake for 6 yea/rs. Receipts, lb(ii-'67. Articles. Fignres not realized. BaJlway amounts. Lumber, m ft Shingles, m Lath, m Coal, tons Hardware, pkgs. Nails, kegs Fish, bbls Salt, bbls Salt, bags Salt, tons 1861. 335,668 79,296 33,567 168,879 390,475 1803. 295,270 131,255 23,880 195,099 604,916 278,789 13,047 1863. 393,800 153,435 41,665 244,624 100,241 56,729 775,057 179,183 7,017 1864. 479,335 131,320 63,795 251,038 102,162 49,426 85,611 675,649 30,404 78" 1865. 1866. 614,030 676,336 193,330 197,169 63,555 118,405 388,771 378,731 188,904 196,693 31,766 30,042 94,809 101,206 609,884 493,409 133,933 2,381 5,558 2,915 1867, 807,635 234,818 145,615 390,438 157,653 53,441 86,741 460,943 15,000 2,230 Of such figures we get very inadequate conceptions in a table. What number of railroads would be requisite to bring in eight hun- dred and seven niillions, six hundred and thirty -Jive thousand feet of Inmber ; and shingles, lath, timber, etc., to match? Of grain, too, the dependence for transit east, corn especially, is mainly on the lakes. Of wheat, against above figures, tlie railways carried, in 1866, 4,218,599 bu.; and of corn, 1,570,120 bu. Their accounts being made up for the Board of Trade to Marcli 31, statements for 1867, Past, Present mid Future of Chicago Investments. — '68, are not yet to be had. To do this bushiess, the Cliicago Tri- ^we presents the following statements of — Arrivals and Tonnage of Vessels and Steamboats at Chicago foi- 6 years. 61 Am. vessels from Am. ports. Am. vessels fr. foreign ports. Foreign vessels fr. foreign ports. Aggregate of arrivals. o o o <1 o CO <1 a B B P 0=5 o 1802. . . . 1863. . , . 1864. . . . 1865.... 1866. . . . 1867.... 6,805 8,215 8,611 9,743 10,767 12,074 1,697,688 1,988,680 2,021,418 1,934,674 2,116,511 2,541,416 393 255 187 185 102 46 169,358 116,346 104,620 103,172 77,049 14,887 319 228 140 184 215 110 61,646 67,585 46,822 69,013 64,967 29,269 7,417 8,678 8,938 10,112 11,081 12,283 1,931.692 2,172,611 2,172S(i6 2,10(),s.-)0 2,258.527 2,588,572 Tonnage ar- rived 1802-'07. That table gives the totals of arrivals and tonnage arrived. The following pi'esents the — Number of Lake Vessels and Tonnage engaged in Chicago trade for 10 years. Years. No. vessels. Tonnage. Years. No.vessels. Tonnage. 1858 1,548 1,511 1,576 1,585 1,730 400,301 892,783 391,220 389,611 454,893 1863 1,869 648 964 991 1,09, 470,034 202,304 228 215 1859 1864 I860 1865 1861 1866 51,077 ■ 69 981 1862 1867 No. vessels arrived 18oS-'67. Hon. W. B. Scates, Collector of the Port gives this statement of — Number, Classes and Oioners of Vessels entered in tlie Port of Chicago during 1867. Class of vessels. Steamers.. . Propellers . . Tugs Barks Barges Brigs Schooners . . Scows Sloops Canal boats. Total 637 Owned in Cliicago. No. Ton'age 13 33 41 4 15 257 37 2 227 3,181 6,020 977 13,899 1,934 3,500 43,908 2,934 16 19,784 96,153 Owned in other distri'ts of the U. S No. Ton'age 74 14 90 1 2i 395 31 628 2,190 51,05'; 910 28,155 314 5,504 85,648 2,748 176,521 Foreign vessels. No. Ton'age 26 22 58 2,859 "8,308 574 5,350J 17,091 13: Aggregate. Class of ves- sels arrivtii 1867. No. 10 95 47 157 5 38 674 68 227 Tonnage. 5,371 59,931 1,887 50,362 2,248 9,578 134,906 5,682 16 19,784 289,765 Space could be profitably occupied with extracts from reports of ^*'P"^*^ <>*" the Topographical Bureau to Congress, relative to harbor improve- valuable. ments, which are prepared with great Dare, and should be well studied to obtain adequate conception of the commerce of these inland seas. But this document is swelling to undue proportions, and very much material important to the subject must be omitted. 62 The Lake Route to the East and Europe. Lake com- Eveii before our war, the lake commerce largely exceeded in value the ceecu'foreign total of foreign. Nor is that foreign commerce to be restricted to the seaboard. Direct trade with Euroj^e, already begun from the Ocean trade lakcs in a Small way, will assume giant proportions when vessels can m^ZT' pass of 1,000 to 1,500 tons. With propellers of that size, exporting and importing between all foreign countries and the lakes will be St. Lawrence profitable. Nor will the requisite improvements of the St. Lawrence J.ro''v"ed"" be long delayed; for Great Britain has too direct and important an interest in promoting intercourse with the West, which consumes so largely of her productions, and will pay her with the cheapest food she can buy. Severance from the chief provision and grain market of the world, the port she most wants to reach advantageously, will Tt Niagarl not long be continued. Nor will the United States much longer de- lay the construction of the canal around Niagara Falls. Distance Distance too, is to be shortened by a steamboat canal from Geor- c^ada. gian Bay to Lake Simcoe and Lake Ontario, saving some 500 miles around through Lake Erie. The Ottawa River also is to be improved, shortening still more. A Canadian, who has the latter in charge, in- formed me last winter, at Boston, that the capital was provided and Boston in- that the improvement would at oucc be prosecuted. Whatever lack of capital there may be. New England, especially Boston, will supply. Had she these improved connections with the West, the Cunard line would not have been lost for want of flour and grain. Pro oilers Propellcrs also are rapidly superseding sail vessels ; and when the superseding gimple invention shall be made, as it will be, to save caloric for sails. i ' Steam, instead of wasting the larger half of it by the draft from furnace to atmosphere, the saving, not only in cost of fuel, but in Shipments Storage room for freight, will be very great. But with present ma- toTur*i)pe chinery, when propellers of 1,000 to 1,500 tons can load at Chicago, ^^^''^' and carry to Europe for a trifle more than from New York, saving at least three-fourths of the cost to the latter — a project which the interests of Europe and America combine to accomjilish — how long will New York hold the position she now does as the exporter of l^roduce and the importer for the Mississippi and Lake Valleys ? Conjunction The main currents of business, especially of the cereal producing of rivers and i • lakes. States, are West to East. For this the lakes and rivers are chiefly valuable, and for this they are to be used conjointly. Their natural City'sand aiid artificial poiut of conjunctioii is Chicago. What this city wants in"o'rS'' ^^ precisely what the country about her wants, — that lakes and rivers should be able to counteract the monopolizing tendency of railways. These soulless corporations, left to themselves, would combine to the oppression of the public. It would, therefore, be desirable for both city and country, that the rivers should be equal to the lakes ; for the Great West demands every possible facility for its transactions. identical. Past, Present and Future of Chicago Investments. 63 Yet with no disparagement to the immense highways with which ^'''''■»f" 1*0 Nature's God has blessed the West, and which are to be one of the ""''"■^i'"- strongest means of its development and progress, their use in the main is evidently to be in conjunction with railways bringing to them grain from the interior, to be borne by river and canal to the lakes. And who can estimate the extent of that commerce which the River corn- Father of Waters and its tributaries will liither bear? His feet menBo.""" planted in the Gulf of Mexico, his head reaching far into the North, —though not quite above these lakes,— his right avm taking hold of the Alleghanies, his left of tlie Rocky Mountains ; what will be the limits of the agricultural products which he is annually to bear onward to their markets? When these millions upon millions of acres in the Mississippi Valley, which the plow has never touched, chieOy to shall yield their abundant crops, what three points will receive as"'"'"''® much as that one with which he most easily connects upon the lakes?* ♦Since the above was in type, the report of Maj. Gen. J. H. Wilson, and Mr. William Gooding, Civil Qovt. report Engineer, of a survey pursuant to a law of Congress " to prepare plans and estimates for a system of upon enl.arg- navigation, by way of the Illinois River, between the Mississippi and Lake Michigan, adapted to mili- '"6 canal, tary, naval, and commercial purposes," has come to hand. By a thorough examination by three sur- veying parties of the Kankakee, Illinois and Des Plaines, and Fox River routes, — " The question of a connection through this channel with Lake Michigan, for an improvement of Question large capacity, has been definitely settled. * * * settled. " No fact can be better established than that the system of navigation between the Mississippi and „ Lake Michigan, by the way of the Illinois River, should be adapted to the steamboats and barges em g,ijt river ployed in the navigatior of the Mississippi and its principal tributaries, and not to ocean and lake boats. vessels, except such as are required for the defence of our lake commerce and cities. In other words, tp, <• ». the produce of the West, on its way to Eastern markets, must be transferred to a different class of ves- Chicago. eels as soon as it reaches the lakes ; and hence, in determining the dimensions of the canal, it will be amply sufficient for all practicable purposes to arrange it lor the navigation of the largest class of river steamboats. * * * " For a canal and river improvement of a capacity sufficient to pass such gunboats as required, and river steamers of 800 to 1,000 tons burden, from the Mississippi to Lake Michigan, no other route, in i,gg* our judgment, can be compared with that by the Illinois River, and the Illinois and Michigan Canal. It follows the course of what was unquestionably once the great outlet of the lakes toward the Gulf of Mexico, and through which it is only now practicable to again turn their waters in that direction, natural con- On all other routes proposed there is a considerable ascent from the lakes to the summit, involving the nection — necessity of an additional amount of lockage, and of providing an additional amount of water from sources much less reliable than that inexhaustible reservoir, Lake Michigan. "The Desplaiues River rises in the State of Wisconsin, and runs nearly due south parallel with the Tr-n+pr lake shore, and generally not more than eight or ten miles from it, until it reaches a point about thir- channel teen miles, in a southwest direction, from the mouth of Chicago River. Here is a slight depression, a thro' from BQile or more in width, extending across from the Desplaines to the South Branch of Chicago River, riyer through which a part of the waters of the former river, in time of floods, flows into the lake. In this depression is what was once known as Portage Lake (as designated on the old maps of the country), but now better known as Mud Lake, a succession of shallow ponds on the same level, connected with each other and with the Desplaines River, and extending about six miles towards Chicago River. This was the portage, or carrying place, between the waters of the lakes and the Mississippi made memor- ^^^^{J^ able by the early French voyageurs, and so well known to fur traders. But Portage, or Mud Lake, has ageura. ceased to exist, the shallow ponds having been drained, and the impassable swamps rendered valuable land. " There can be no doubt that through this depression there was once an outlet from the lakes to the Mississippi, which was closed by the recession of the waters of the lakes. Even now, at the present i^t of tho stage of Lake Michigan, its surface is only between eight and nine feet below tnis summit. The Des- lakes, plaines River, from the depression described, changes its course and runs in nearly a southwest direc- tion until it forms a junction with the Kankakee. Tho river itself, except in floods, ia very shallow, 64 The Lake Route to the East and Europe. Rivera not Therefore we have no occasion to detract from the importance of the rivers. Yet while they, with their canals, must bring to this port iintold amounts of all the chief staples, the railways will doubt- Reifttiveiy , briiio" as much more. So that it becomes an important truth in deteriorate — i-^^^ i^mi^ "^ i considering whether the Queen City of the West is to be upon lake or river, that while lake navigation has this positive certainty of in- crease, that of the rivers relatively deteriorates. Not that commerce is to forsake them, especially down the streams. It is to be im- beiiig often reduced in dry seasons to a mere brook, discharging less than 1,000 cubic feet of water per minute. But tlie valley averages a mile wide, and is terminated on both sides by well marked terraoea which become higher and higher as they approacli the Illinois. " Evidence at every step presents itself that the water, when this was the great outlet of the lakes, extended from blutf to bluff. « * * 7 feet depth " It has been asserted that it is nnnecessary to provide for a navigable depth of seven feet in the lUi- required. nois River, when the Mississippi River itself below the mouth of the Illinois, has at times a less depth than this. Wo have fully considered this objection, urged mainly against the improvement by locks and dams, and for the following reasons think it should be disregarded: 1. Miss, has .ij There is usually but a short period during the season of navigation when there is not a depth of "■ water of six or seven feet in the Mississippi below the mouth of the Illinois, and frequently the Missis- sippi, being high from melting snows about its source, or that of the Missouri, affords good navigation for the largest boats when the Illinois is scarcely navigable at all. 2. 5Iiss. to "2. We entertain no doubt that the depth of water in the Mississippi, from the mouth of the Illinois be improved. ^^ ^^^^^ ^^ ^^^^ 0\\w^ can be materially increased during the dry season by a judicious sj-stem of improve ment. The interests of commerce and navigation now require and must necessarily compel the com- mencement of such an improvement before the lapse of many years. Military ne- " S. It is manifestly necessary to secure a depth of at least seven feet, which shall be always availabJe-, wssities— j^- (.j^j^ artificial navigation should ever be required for " military and naval purposes," and we deem it — commer- sound policy to secure this depth of water for commercial purposes, if it can be done without a dispro cial. portionate increase of cost. It is a well-known fact that, vessels of every class are propelled at much greater speed and economy in deep, than is possible in shallow water. 4 7 ft cost "'^- The depth of seven feet through three hundred and twenty-two miles of navigation, traversing but little one of the most productive countries in the world, can be secured beyond any contingency by the plan more than 4 proposed, at a cost slightly, if any. In excess of what it must cost to make an open channel navigation only four feet deep. When it is considered that it is by no means certain that the latter is practicable at any cost, and that the former would be at least three times is valuable for all purposes, there remains but little room to doubt which plan should be adopted. « « » "There is probably no river in the United States of a length equal to the Illinois from La Salle to ita f T n * '"'' mouth — 222 miles — which would have its width and current so little affected by a succession of dams to the which would deepen the water for the whole distance on this river. The aggregate fall is only 28 62-100 ^ork — feet, or an average of about one and a half inches to the mile. The river is, in fact, a natural canal, — ft natural tut the depth of the water is not quite sufficient for a good navigation without checking the current by placing barriers across it. These barriers or dams will not make dead-water anywhere in the channel of the river, but merely diminish the velocity of the current, and that to such a moderate extent as to be hardly perceptible to the casual observer. * * * p , . " Canal Connecting Rock and Illinois Rivers. — The importance of the improvement which we have sur- ilock Island, veyed and estimated is greatly enhanced by the fact that surveys have demonstrated the entire practi- cability of a canal from the Illinois River at or near the mouth of the Bureau, to the Mississippi at or near Rock Island. The length of the canal would be about sixty-four miles, and it would be supplied Cost with water by a navigable feeder, thirty-eight miles in length, from Rock River at Dixon. For a canal $4,600,000. gixty feet wide and six feet deep, the cost together with that of the feeder, has been estimated at 54,000,000, and it would probably exceed that sum, whilst it would secure a cheap and direct navigation Cnoico of jq jjje jakes, and a choice of markets to all the country drained by the Upper Mississippi and its tributaries." The above exhibits with due authority the point urged, that this is the natural route to connect lako former and river navigation. The cost to pass vessels of seven feet draft and of 1,000 tons is estimated at views COD- A firmed. $18,217,242. When we consider the importance of such a communication between the lakes and gulf in the event of a foreign war, and the advantages to commerce in time of peace, who can doubt that ere long the work will bo done, together with the canal to Rock Island f And as the Engineers observe, the river and canal boats will not navigate the lakes. There must be transhipment at Chicago. And Rcsalts. when a like improvement shall bo made to the ocean, who can estimate the commerce at this junction of mighty rivers and great lakes, and long railways 1 Past, Present and Future of Chioago Investments. 65 mensely greater than anytliing now known ; and only relatively will— ^'i"!'_'^_c88 they diminish, because that of the railways must be so multiplied by'"'="«e- part of the agricultural products and by most of the other trade. Easily and cheaj^ly can steamers tow down barges laden with theconrseof bulky, heavy articles of agriculture. Some barges go to the extreme *"'^"' South, for ere long the old system of cotton and sugar raising will be somo goes restored, without slavery, and the Upper Mississippi States will supply^"" ~ them with food. Some also goes there for export, and the more _to benefit thus marketed the better for Chicago; for it will be to the gain of ^''''^*^°' the farmers upon whose prosperity her own is securely based. The freights thus lost will hardly be missed by her in the vastly greater amount of produce borne to her by the barges. From the Upper misu. to T.T- • . • T •,, T 1 1 , .T , Rock Island. Mississippi they will come down to the canal tliat will be cotistructed at Rock Island, and thence to the lakes. Till then they will go, Avith others from the Missouri, to the Illinois River, and thence to Chi-Mo. viaiiis. cago. As we shall see, this has been and must continue to be the course of trade. So that we have no occasion for jealousy of river commerce. Chicago depends not upon mere carrying or tranship-ciiicagode- 11 1 n in 1840 should >j;^'^^|j'"<» in 1880 require seven figures for its enumeration. Nor shall we doubt this as we study the causes operating in the ]»ast, and ascertain No doubt. the certainty of their multiplying power in the future. Nor is the difference perceptible only to disinterested foreign ob- fftrtios near servers; for the most powerful rivals are conscious of the irresistible »<•'« causes. influences working against them. The direct admissions of the solid men of St. Louis against themselves, of which we have had some specimens, cannot be countervailed. At a meeting of the Board of Trade, held on the 1st of November last, at which the Detnocrat ^oXii^mQu. says " there was a good attendance of the solid business men of the city," Mr. Fagin spoke, and with more honesty than Avisdom, Mr. Fngin'a presented jjoints of difierence so fairly that the whole is quoted, to-'''"''''' ' gether with responsible endorsement: — Mr. Fagin said there were gentlemen present much more competent to discuss North wharf this matter than himself, but he was prepared to say that it was a matter of vital ""proye- importauee to St. Louis that such a measure should be adopted, lie felt it was }"J^"' '"'P"''" one of the most important subjects that had come before the City Council in the history of St. Louis. I look (continued Sir. Fagin) on the commerce of St. Louis Commerce as being in a languishing condition — perishing for the want of a more vigorous languiBhes— prosecution of the railroad system which will connect us with the great Northwest- _connect ern country. Really, in regard to this matter, I have seen nothing of very late witUN.w. occuirence that has struck my mind so forcibly as being of so much importance to St. Louisas the condemnation of the North wharf— connected as it is with the ^^.'|^'."|,^1'"° extension of the North Missouri railroad and the erection of elevators. I am not in the habit, as this community know, of making public speeches in reference to these matters. I can only say that I am interested, in common with every man in „ , , St. Louis, in seeing the commerce of St. Louis increased. I know very well that cr'e'ishig^or from the want of more intimate relations and the completion of a railroad system waut of rail west of the Mississippi, our trade has decreased for years. ^^i'^- Fifteen years ago most of the cereals of the Mississippi Valley were shipped to grain trade this point, and the receipts were vastly larger than they are now, and unless we lost, immediately connect with the northwestern country by means of the North Mis- souri railroad, this trade will be permanently diverted from us. I look upon that jj^^th Mo. road as being more vitally important to the immediate prosperity of St. Louis than road of any other railroad. By the extension of that road we are put in connection with chief impor- a highly cultivated country. By the extension of this road into Iowa we connect, '"'"='*• as you are aw^are, with every road running from Chicago to the w'est, and it is connect vitally important that we connect with those roads, with a view of drawing the with Chi. trade in this direction, and at the same time inaugurate a system of railroaJs on ''*^'"^'*' this side of the river, which will make us independent of the railroad system on Roads west the east side of the Mississippi. It is of vital importance to St. Louis that this of Miss. connection be made at the earliest day. The money expended on the eastern side Louif-i ^'" of the river was not expended to promote the interests of St. Louis, but rather to detract trade from St. Louis, as may be seen by an examination into the tarifl" rates —east side from the East to the West. '"j"""*^ ^«'^- Chicago has decidedly the advantage in this matter of discrimination because of chi.advan- her raikoad influence. Groceries, and such articles, demanded by the Western tages in rail- country, can be brought to Chicago, and sold and delivered over local roads, at a ^'O' Juflu- less rate than you can bring them here. Unless we awake to a realizing sense of our positioD, we shall very soon be en- chi. circum- tirely circumvented by these railroads running in the interest of Chicago, and we vents her. shall have but a very small portion of country tributary to St. Louis. We are now inaugurating a state of things, which, if properly carried out, will result to our St. L.'s benefit— such as the bridge across the river, the "^improvement of the rapids, etc. Pg"°pe°ate But these enterprises must be vigorously prosecuted. Some of you gentlemen will perhaps remember the condition of Louisville many years ago, when she came to a p^uge fatal dead stand-still ; and you must remember that a pause in the progress of a city like to St. L. 6 8 The Difference hetv;een Chicago and other Western Centres. Men to take rare of tUemselTCS. Wait no longer for Mis8. river. East, capital hflpa Clii. 2 railways to help St. L. Pride In St. Louia. Receipts of grain 3,000,000— — 15 years ago 8 000,000 Wharf most important thing of 20 years. One eleva- tor! to com- pete with Chicago. Tip hats to Chicago. St. L. to do something — — not regain in 25 yeara. Hrm. Eras- tus Wells endorses speech. Former ad- vantages of St. Louis — — ^present of Chicago. Inqnirv as to cauHes in Mo. 1/em, St. Louis is almost fatal. In twenty-five years of time untold millions may be di- verted, wliieli it will be impossible to recover. We must either move onwaras or decline. If you are prepared to see St. Louis decline, and the trade of St. Louis langui-sh, the sooner you make it known the better, so that some of us can take care of ourselves. Twenty-five years ago Louisville was in a condition similar to St. Louis to-day. She had magnificent ideas about her resources, but by the aid of the river alone she has failed to prosper. As soon, liowever, as she went to work and instituted an artificial system of communication by means of railroads, she be- came a prosperous city. We have sat here year after year waiting for the Missis- sippi to rtoat the wealth of this valley to our doors. It is useless to wait longer. You must remember that Eastern capital, combined Aiith Chicago enterprise, is stretching railroads across the country, bridging the river at various points, and drawing the trade from us. AVith the immediate extension of the North Missouri railroad, and the pushing of tlie Iron Mountain railroad, we have faith to believe that the interests of this cit}' may be materially advanced. i am interested in the prosperity of St. Louis. I take great pride in being a cit- izen of St. Louis, and I desire her future welfare, but I cannot conceal the fact that we are on the decline. Our receipts of grain to-day do not exceed three million bushels. Fifteen years ago they were eight millions. You cannot expect to sell goods, gentlemen, unless you furnish the means of bringing produce to this city. I insist that this measure now before the Common Council is of more importance to St. Louis than anything that has been before them for twentj^ years. If they fail to confirm the award of the jury in the condemnation of the North wharf, the completion of the North Missouri railroad will be of no practical benefit. It will hardly come within five miles of the required point, and you cannot aflbrd to dray produce that distance. We have expended a large amount of money in the erection of an elevator, so that we can compete with Chicago in handling grain by sacks. The old system of handling grain is fatal to the trade — at least fifteen to twenty cents against this town. Every day that we go on 'Change we tip our hats to Chicago. " What is the price of grain in Chicago to-day ?" If we do not get ten cents more here we do not get the full value. I feel that I am not competent to discuss this subject properly, and I would pre- fer to leave it with gentlemen who are more conversant with it. I say there is a necessity for St. Louis to do something. If you do not, rely upon it that trade will be taken away from you which will not be regained in twenty-five years. Hon. Erastus Wells, of the City Council, was next called upon. He said : Mr. President: Being the only member of the Council present, it is proper that I should rise to say a few words. I indorse pretty much all the gentleman has said. I can appreciate somewhat the zeal which he manifests on a subject of this character, a matter in which the people of St. Louis should feel a deep interest. * * * * The difference between the cities is tnily considerable, both as to Avhfit each had and has. St. Louis had wealth, as all these writers acknowledge ; Chicago was poor, dependent wholly upon capital from abroad. St. Louis had tlie entire business west of the Missis- sippi, and most of it east. Thousands of miles of river navigation paid her tribute ; Chicago had only the lakes and her canal. But the business that was hers, is now Chicago's ; and our railroads and lakes are proved far more powerful than her rivers. Though yet small in capital compared with that wealthy city, profits are f:ast accumulating upon the trade taken from her; and confidence in the position, makes our credit fully equal to St. Louis' cash. Under these circimistances it might be expected of keen St. Louisiana to examine causes, and another writer in the Democrat of Nov. 29th, (the article referred to is quoted p. 82,) prosecutes the investi- gation : — Past, Present and Future of Chicarjo Investments. 69 The Needs of St. Louis. — An article in your issue of the 2.^d instant, lieaded -'^'"''■' "/ <». " What St. Louis lias, Wluit She has Lost, and What She N('cds," lias attraetcd ^"""~~ my attention, as it nuist the attention of all -who iiave tiie interest of the city at heart; and while I a,ij;ree with the writer in many tliiiiLrs lie has stated, 1 believe— to knpw be has not touched the main causes whicii have led to llie general de[)ression now sty <^'""'«."'' "^o- universally felt, so little understood and so seldom discussed by liie ])e surrounded us with every facility of becoming the great manufacturing cit}' of the i country, capital and genius in that line shun our city and seek investment else- '' where? The facts stated here cannot be denied. Why do they exist? What is wiiat the the remedy? I know that iu the points I now touch, there are many opinions '^'|"''«*" lias ever hail '^'"""'*- a good name for energy and enterprise. The competition that tliis creates extends onr area, enabling us to draw fnmi other central points that have less dependent territory, and less business facilities ; and as we outstrip town after town in tiie race of progress, we shall compete more and more successfully with our oldest, most powerful rivals, right in their own regions. 3d. No one of the towns named has half the railroad facilities with the interior Superior possessed by this ; and tliough Ixisiuess does not necessarily stop at the end of one ";''i|»'"y railroad, but can be transferred from car to car and fn^m road io road, yet it is au '"*^''''"-''»- important advantage to a city, and to all trading with it, to be able to receive and forward in all directions, and hundreds of miles without a change. 4th. The canal to the Illinois river unites the lake navigation with that of the Canal, whole Mississippi Valley, and by the shortest and best route. 5th. No other city at all equals this in railroad facilities ea.stward, four [now Roads eaat. five] independent and through routes starting from here, creating strong competition. 0th. Chicago is the western extremity of these inland seas, the navigation of noadof ■which is far more valuable than the whole railway system eastward — ^^thau the i^keB. thousands of miles of river navigation of the Great Valley. 7th. The conjunction here of all these means of intercommunication — of rail- Conjunction roads from the interior — of river and canal navigation — of railroails eastward — oi causco— of the lakes and St. Lawrence — is much more powerful to concentrate business and build up a city, than can be brought to bear at any other two or three points in the West, and have centered here the produce trade to such a degree, that Chicago is— results, already "the first primary grain exporting city in the world," and most other branches of business naturally follow the channels of produce. 8th. In manufacturing, which must be the main reliance for the growth of any Mannfao- city to a large size, no western town excels Chicago in any important respect, and '"^es. tew equal it, and in the chief essentials it far surpasses them all, of which further hereafter. 9tb. Health — climate — topography — pure water — are all favorable. Climate, etc. Having no considerable point of inferiority that I can discover, as compared with -^^^ xni^T'- any other western city, these evident and infiuential causes sufficiently account forority. the past, and give ample promise of future progress, and some of them will be more elaborated as we proceed. It is not superiority in one respect, however important, or even in several of Combina- much consequence, but the largest combination of the most powerful influences,'''^"*:''':* that ensures supremacy in a city. No means of advancement can be named, I ''"i"^'''"''"y- think, exceeding in importance any of the above ; and because Chicago has not her superior in the West in a single one of them — because she combines them all in an eminent degree, and fully equal to any other two or three western cities united — has she made the unexampled progress of the past, and must make that of the future. It is worthy of remark, that the growth of cities accords with the Bible maxim : Bii.ieniie, "Whosoever hath, to him shall be given, and he shall have more abundance, hwt Meat. yz:i-2. from him that hath not shall be taken away even that he hath," or — " seemeth ^ , ,. . . , ,, •' ' Luke, 18:8. to have. ' The latter rendering, from Luke, the more learned and precise Rivals wiiter, is here most applicable: for our rivals have '■'■seemed toifa^ have" a good deal of business that somehow has been "taken away " and actually "given" to another that has considerable " "loi'c —have not. abundance." We propose to exhibit a literal fulfilhneut of that Scripture rule, by comparing the three cities that have been gen- erally considered : — The Rivals of the West, Cincinnati, St. Louis and Chicago, "vypstern ' ' rivals. That Chicago would lead every city of the West, has not been superiority considered probable by me, scarcely possible, until within 15 years. pij^f^^^lli°* The above rivals standing at three corners of a triangle, the sides about 280 miles, had each an abundant area to build up the three 74 The Rivals of the West, Cincinnati, St. Louis and Chicago. largest inland cities. Philadelphia is but eighty-two miles from -nor to j^etv York, and Baltimore but 98 from Philadelphia. At first, supe- riority was not claim.ed over Cincinnati, even : not because it wag doubtful, but that friends should not think me more insane than was necessary concerning the future of Chicago. Hence, in the adver- tisement of 1847, p. 8, and in the following from the circular of 1848, Cincinnati was only referred to as an example of what Chicago was to become : — CMcngo Compared icith Cincinnati. — We may also discern the growth of Chicago, from the past history of other Western cities. Cincinnati, for instance, is regarded as the pnxligy of rapid growth ; and so, indeed, it may be, having risen in population from 10,000 to 100,000, in only 23 years. This, too, has been accomplished without any particular advantage of position, the Miami canal having been finished only three years; and after getting out of range of that, there is no reason why a pre- ference should be given to Cincinnati over other river towns, except that she has the start. But take Chicago as a centre, and you may describe a quarter circle of 180 to 200 miles radius, which must be tributary to this market. Goods not actually 1)1 night here, and produce not sold here, must chiefly pass through this place to or from market. If Chicago were to receive not one dollar's worth of business from out of Illinois, it would still have more to depend upon than Cincinnati. But our business from beyond that quarter circle, and from the eastward, will nearly or quite equal that within it. In manufacturing, Cincinnati has no advantage over Chicago. Steam is now considered equal to water power, and bituminous coal, of excellent quality, and in inexhaustible quantity, will be delivered at Chicago, from along the canal, at about §2.50 per ton. Cotton will be brought via the Illinois river and canal at a trifling cost ; and this will be one of the most important wool markets in the country. Pig iron is brought by vessels as ballast, for little or nothing, from the manufactur- ers in Pennsylvania and Ohio ; lead will be brought by railroad, at cheap rates, directly from the mines; and copper from Lake Superior, without trans-shipment. We have excellent ship timber in this vicinity, and pine lumber costs by the cargo S7 to $8 per M. Provisions of all kinds will always be got here at cheap rates, and labor will be as cheap as will be for the advantage of the country. We are not always to transport the raw material to the eastern manufactories, and pro- visions to feed the hands, and then bring back the manufactured goods for con- sumption. A cheaper and better plan will be to make one transportation answer, by bringing machinery and hands here ; and I can see no good reason why manu- facturing of all kinds may not be depended upon as an important element in our prosperity. One more comparison, and I have done with Cincinnati. The total population of Ohio, even as late as 1830, was but 937,903, of which a small portion only was tributary to Cincinnati. That city then contained 24,831, having no railroads or canals connecting it with the interior, few steam boats, no connection with the East, no exports to speak of, and emigration westward was comparatively small and difficult. Yet, under all these disadvantages, the Ohio metropolis has grown \f) its present gigantic size, having, in 1840, a population of 40,338, which is now supposed to be doubled, and it has become the sixth city in the Union. Illinois has now a population of over 800,000, of which more tfuin half must pay more or less tribute to Chicago. Railroads, and steamboats, and canals, which are now just beginning to be felt in their power upon important commercial points, have placed us practically nearer to New York City, the great market of our coun- try, than even Utica was twenty-three years since. We have a prairie country of the easiest tillage and greatest fertili^^^y, with a wefl established business and large exports. Immigration never was so great, and never brought as much capital. The canal and railroads terminating at Chicago, which will speedily be construct- ed, will command, within five years, more business than is even now done at Cin- cinnati. Now if in connection with these important advantages, we consider still farther, the general advancement of the whole country in growth and power, which has been made xince Cincinnati became so prosperous, with the increased facilities of the present day for doing business of all kinds, and the greater ability that Opinions l!>47-'8. Chi. com- pni-ed with Ciuciuuiiti. Centre of 200 miles. Business be- yond. Mannfac- tures. Raw mate- rials gath- ered. Provisions. One trans- portation to answer. Population of Ohio, 900,000— — made Cin. 6th city. IMinois, 800,000— — improve- ments — — natural advan- tages — — growth of ■whole coiintry — Past, Present and Future of Cldcarjo Investments. 75 Illinois posse?SGi3 from this timo to push forward its cliiof commercial emporium — — l5yenrsto considering all tliese points, witli tlie start we alrcad}' have, and is it not reasonable 2o"for'c'*' ^ to expect that tif*;een years to come will accomplish as much for Chicago, as the past twenty have done for Cincinnati? But in 1861 the relative chan2:e had become so marked, that con-Ci">ngo8by IbOl. test with Cincinnati Avas passed, and even St. Louis Avas soon to bo outstripped, and the following tal)le and remarks Avere })resented : — Rank in 1800. Cities. New York Philadelphia. . Brooklyn Baltimore Boston New Orleans. St. Louis Cincinnati. . . . Chica£i;o Population in 1860. 814,277 5(i8,0;J4 278,425 214,037 177,003 170,766 162,179 160,060 109,420 Population in 1850. 515,647 40S,,S()2 96,s;{8 169,054 l;i6,SSl 115,375 77,860 115,435 29,963 Increase. 298,730 159,272 176,587 44,9S3 41,021 54,391 84,319 44,625 79,457 Increase per cent. 58 84 182 27 30 47 108 39 265 liank m Chief cities 1850. oftlieU.S.— 1 2 7 3 4 6 8 5 18 — chanpos in 10 vfiirn. 1850 to '60. The eight largest cities in 1850, are still the same, though relative rank is changed ; but Chicago has jumped from being eigliteentli to be tlie nintli. In 1870 she will not be lower than fifth, probably fourth, having passed Baltimore, and possibly third, having passed Brooklyn. Philadelphia has in so full operation the means relied upon for our prosperity — manufacturing — that it may take till the third or fourth decade- to outstrip her, should no great national changes affect the manufacturing interests of the East ; but before 1900 it will be accomplished. Our rate of increase has been more than double that of any of tlie thirty fm larcjeM citien in the Union, Jersey City and Brooklyn alone excepted, and the latter owes much of its apparent increase to the annexation of Williamsburg. In 1848 I compai-ed the advantages of Chicago with Cincinnati, and from the then wonderful progress of the latter, argued that of the former. The comparison, then considered extravagant, is tame now. Though in 1850 she Avas nearly four times the size of Chicago, yet her numerical increase is only a little over one-half as much. She is next to be passed, and it will soon be done. I then said nothing about St. Louis, it being considered visionary by even most of our own people to suppose we coukl rival her, and it being perliaps doubtful which would take the lead ; and being 300 miles apart, aflorded ample room for two great cities. Between the rival centres of the East, New York and Philadel- phia, is only ninety miles, Baltimore only ninety miles more. Not till within the last six or eight years have I claimed certain superioritv for Chicago. The powerful advantages of St. Louis in greater population, immense wealth, established business, and river navigation of thousands of miles of Avhich she is the centre,' precluded, in the minds of most, the possibility of our excelling. But impossibility, and even improbability, has been removed. Tlie railroad has mcanAvhile been opened all over this region, and river navigation on the uncertain, changing Avaters of the Missouri and tipper Mississippi, has seen its best days. Tlie loaomotive, not the steamboat, is to be the carrier of produce, passengers and merchandise, as well west as east of the Mississippi ; and in tliis Chicago has and must have large and increasing pre-eminence. And besides drawing on her terri- tory west of the Father of waters, we are also fast increasing trade with central Illinois, upon which she has fattened. Her river navigation is henceforth far excelled in value by that of the lakes; and for her greater wealth, which is relatively fast diminishing, we have a full equiva- lent in health and climate, hereafter noticed. In obtaining materials to manufacture, she has no superiority over Chicago, except a trifle on cotton and lead. We can get the best of iron ore from Lake Superior, as cheaply as she can from her Iron Mountain, and in lumber and copper we have the advantage. With the influential aids of immense wealth, greater age and established busi- ness, particularly by steamboats, all of which have operated relatively far stronger in her favor than they can ever again, she has increased since 1850, on a popula- tion of 77,680, only 84,319 ; while we have increased 79,457, on only 29,963. Not- withstanding her important superiority and ]}rcdiye — the general belief that she Chi. the Tm%c. was to be the great city of the "West, she has increased in ten years one hundred and ei"-ht per cent., and Chicago two hundred and sixty-five per cent. If within the first decade of railroads, and while they are being constructed, such direct eflects as these are visible, what is to be expected of the future? Sf. L. to be a I have no desire to disparage St. Louis, and do not. But if one city in the West great city— jg certain to outstrip the rest, it is important to know it, and my reasoning seems lair and conclusive. She will surely grow, perluips to a great size, and though properly is higher there than here, 1 doubt not in both it will prove a good invest- ment. But however large she becomes, the chances are that Chicago, in only ^^itor" twenty to thirty years, wdl be twice her size. Be-ider'to St. Louisians of course deny the possibility of her being excelled. They vainly coi'iiijure endeavor to account for the inequality of growth, and the papers spur their auvaniuges. -wealthy citizeus to effort to preserve their business. But the reader, with map in hand exhibiting the railroad system, may judge for himself whether the ultimate and speedy supremacy of Chicago can b.e questioned. st.L.Dem. Tliis view was strengthened with extracts from the St. Louis Dem- ocrat, mserted p. Ill; and is coimrmed by recent abundant admis- sions. Let us fii'st consider Cincinnati. The JVeio York Evening j'ost. Post, a month or two since remarked: — Ciii. losing In the triangular fight for commercial supremacy between Chicago, St. Louis, ground. ^^^ Cincinnati, the latter seems to be losing ground. The Cincinnati O azette ^ives one good reason for this. It is believed, in imitation of the little burgh of Erie, of peanut notoriety, the city has i)ursiied the foolish policy of refusing to allow the pi'I'nut ^"° wtiion of the railroad lines passing through its limits. With this self-imposed bar- policy, rier to the free passage of through freight and travel, it is not strange that both seek the more direct east and west lines further north, or that Cincinnati begins to find herself in au eddy of the vast traffic which follows the less obstructed channels. EaUroitds The tendency is towards a practical, if not a nominal, consolidation of the great consoiiiia- east and west railroad lines north of the Potomac and tlie Ohio, into two immense tiug. combinations ; one line, including the New York Central and the Erie, the Har- lem, and the Hudson River railroads, extending on each side of Lake Erie, across Jlichigan to Chicago, and tlience to the great routes west, northwest and south. The other line, led by the Pennsylvania Central railroad, extends from Central . ., p. Ohio, through Indiana and Illinois, and competes for the same Western trade. By ^vl( in. ]j^^^i^ tliese lines Cincinnati is practically avoided. Instead of continuing the fool- ish obstructive policy, she ought, by ail means, to encourage the through traffic, and lend her aid to the development of railroad facilities to the States south of her. Tiiisan im- The Post prcscuts the excuse Cincinnatians srive for their relative a^imiry ex- ^ ^ cuse. decline. The city grows, and rapidly ; but they see other cities growing faster, and imagine their own short-sighted policy is the otherrea- cause of their decline. Tlio' Ciiicago certainly has done quite diifer- ^""** ently, yet were this the only difference, relative acquirements and Cin. Gazette, pi'ospects would not be so altered. A correspondent of the Cincinnati Gazette, December 4th, presents facts and reasons most truthfully : — Northwest Business between Cincinnati, Ghicaqo, and tlie Northwest. — There seems to be biisiiuss un-much misapprehension in tlie minds of our community in reference to the impor- itupurtaut. \^.^Y[CQ of the busincss between our city, Chicago, and tlie Northwest, and at the same time too little appreci:ition of that of the immediate West, South, and South- west. From the tenor of anieles which have recently appeared in our daily news- papers, the community might be led to suppose that our business connecticms with the Northwest were of vital importance to the growth of Cincinnati. The writer is quite familiar witli the amount of traffic which reaches Cincinnati from all points, and which is sent from Cincinnati in every direction. He therefore speaks knowingly when he says the business between Cincinnati, Chicago, and the North- west is very much over-estimated by our community. The sum total of the whole is not half ecjual to the amount received from and shipped to Louisville alone. No difference The products of the regions of Chicago and the Northwest are, in the main, the of lirodacis. same as those of our latitude, and their great market is found at the East, and Past, Present and Future of Chicago Investments. 77 their channels to reach their markets are found thronnh the chain of great lakes, i^ineff trade and over their numerous east and west lines of railroads. 11ie country in ^'''it J^-'j','^^|'jj,'|'|^jj direction has been mainly settled by Eastern people, and all their alliuities are with them; and their trade and travel naturally How east and west on lines of comnui- nication far north of Cincinnati. Ninety-hundredths of their merchandise and manufactures are purchased in our Eastern markets, and the remainder is divided between Cleveland, Pittsburgh, Louisville, Cincinnati, etc., both Cdeveland and Pittsburgh having the decided advantage of Cincinnati and Louisville, on account of a longdistance of cheap water rates. During the late rebellion there was quite a large business done, from Chicago to Trade dur- Cincinnati, in tlie way of provisions for our army of the Southwest. The small- »°g "'»'■• ness of crops in our regions very much increased tlie demand at that period. Since the war closed this traffic has dwindlid down to a mere moiety of what it was, and Ave may hereafter only expect it to be of small consequence when our crops in this region fliil us. Formerly Cincinnati was the market for buying and selling by the merchants North trade of most of the towns as far north as Logansport, Fort Wayne, etc.; but since the '"^'• opening of the Indiana Central, the Bellefontaine, the Wabash Valley, the Pitts- burgh, Fort Wayne and Chicago, and other east and west lines, their business is mostly done with Eastern cities. We can now only hope to cominiind a full share xry to keep from the region lying from seventy to one hundred miles north of (Cincinnati. By To'miics. way of illustration, we may safely say that three-fourths, if not more, of the busi- ness of the Chicago and Great Eastern Road now goes east by way of the Belle- tontame and Columbus & Piqua Roads, and via the Atlantic & Great Western, Pennsylvania Central, and Baltimore & Ohio Railroads. In view of the facts already stated, it behooves the business men of our city to g^pj^ g. and cultivate and improve our connections to the South, West, and Southwest. Nos. w. busi- time should be lost in pushing forward to completion the direct road through "«^S8. Kentucky to Louisville, the road to Kuoxville and Chattanooga, and of extending the Ohio and Mississippi broad guage both to Louisville and Evansville. * * Tlie " Queen City of the West" is quite modest in her clsiims of Cin. quite tribute; though no doubt she can "only hope to command a full shave" — and only a share — "from the region lying froni 70 to 100 miles north of Cincinnati." A subsequent statement of the nobbing . . ^ _ _ JO Opinion con- traile of the two cities confirms this opinion. firmed. The above also sustains previous claims for Chicago to railway Chi. trade business, and would justify claims still farther east than Indianapolis. Time was when the business of the Northwest "was the g^^^^^^n '^j^'^j^Cin^ apple in the eye of Cincinnati.* They do well, however, henceforth trade. to devote attention to the South and Southwest. Nor are pi'ospects g ^ ^^^^ there as encouraging as they might be, were it less up-stream work pr^n^i^'us- to draw off what legitimately belongs to Chicago. The Missouri Rejnihlican, of December 19th, thus laughs at Cincinnati, and slaps j/o. J?ep. its own citizens : — The Southern Illinois Bailrond. — We announced, two days ago, a call of the cin. meeting merchants and capitalists of Cincinnati, to meet on Mondsiy, to insure the com- 'ii"jut Cairo pletion of the railroad from Vincennes to Cairo,- and thus transfer to Cincinnati''"'' • the trade of a large section of Southern Illinois. The call was numerously signed. W^e see by the CommercM and the Gazette of Tuesday that the meeting w^as a " failure." " Just eight persons were in attendance." A writer in the Gazette 8 attended. *Visiting Hon. John 0. Wright many years ago, I assured Iiiin that Chicago was not opposed to his j^^^„p road to St. Louis; that a road across Illinois must of course be built, and that it was for our interest to Wright's have it direct to Cincinnati, rather than on the diagonal to Toledo. After considerable conversation, opinion, he said, that as president, he of course had great interest in that road, yet, he " cared very little for it compared with one direct to Chicago. The trade of the great Northwest is what we want." I inquired, " Why, Judge, do you expect to draw it right straight through Chicago?" "We will try for it," said ^^^ j^ he. I replied, " and we will take a strong pull Cincinnati-ward, and see which can pull hardest." hardest. Above is the result candidly, and so soon, acknowledged in the paper he so ably conducted. 78 The Hlvals of the West, Cincinnati, St. Louis and Chicago. savs • " such a show, after the publicity of the call, was to say the least, a joke on our i)o:isted Queeu City. A prize-fight or a foot race would have been better Adrantages. ^lic s:une Writer, after showing that the new route proposed shortens the distance from Cairo to Cincinnati one hundred miles, reraarlis : Cut off St " Besides, it enables us to reacli the JMississippi river at a point where it is always L. ana Chi', navigable, and to "tap" the Mobile and Ohio Road at its very starting point, cuttin"- oil', to a great extent, our present competition with St. Louis and Chicago, for the trade of the Lower Mississippi river, and such as does now, or may hereafter, reach Cairo, by means of railroads from the South, and centering at that point. New route ''Let the solid men of this city see to it, that the necessary amount of money is south. forthcoming, and thus secure to us another mighty feeder — a new route to the South." Same argu- Every argument which the journals of Cincinnati can use to stir up the merchants meiits apply ^f that city to aid such an enterprise is appropriate to ourselves. We need a road to St. L. leading from here, in a southeast direction, to the Illinois Central Railroad to Cairo and ttTPaducah. We have been invited by citizens of Illinois and Kentucky to aid in building such railroad connections with districts of country which have St. L. apa- manifested the strongest predilection to trade with St. Louis. We are sorry to say, tiiy. however, that the following remarks of the Cincinnati Commercial, in speaking of the apathy of Cicinnati merchants and capitalists, are not without application here : No ffforts to " That the road will be an exceedingly important one to Cincinnati, there can get roads. ^^ ^^ doubt, but our capitalists and business men virtually say by their cold, un- civil treatment of every project of the sort, that they want no more roads, and will make no eftbrt to secure the construction of any more that may be controlled in the Business interests of this place. Practically this apathy also says to those merchants who mvu may go ij^ye all their small means invested in business, that they must go to some other elsewhere. ^,1,^^^, jf they desire to extend the area of their trade, and at this word it is reasonable to expect that many will take up their treasures and go elsewhere." Chi. takes TliGse citles need not trouble themselves about Southeastern lUi- ilTiuo°is. ' 'nois. The road from Shawneetown to the Illinois Central, giving us that trade and much from Kentucky, will be built while other cities study about their projects to reach that important region. Triangular Cincinnati, evidently impressed with that notable example of doned.'^'^'^' Midshipman Easy, abandons a triangular contest ; and although St. Louis refuses to acknowledge that she, too, is distanced ; yet evidence of the fact is quite conclusive from admissions against g^ j^,g^j^j. herself already quoted. Her vantage-ground having been lost, diiiicuit. ^YiQ conflict for supremacy, and to recover control of the immense area north and west of her, which she perfectly monopolised, is a ^ „ very difficult task. A speech delivered in St. Louis, 21st October, Gfn. nam- j i ^ ' numd's ijy Gen. J. H. Hammond, President of the St. Louis, Chillicothe and Bpeech. *' Omaha Railroad, before the Mayor, Board of Trade and Union Mer- chants' Exchange, so completely presents the case that space must Omaha ^^ taken for it entire. Of course, the counties traversed, and Omaha wauts roads, j^jjj t^],^ '^yiiole territory west, would favor a diagonal line like this to .„,.„ , St. Louis. Who doubts it? But when built, how much of the traffic Will she use ' _ them? from Omalia a,nd west, except that bound specifically for St. Louis and its immediate vicinity, can be drawn that far south in preference Benefit Chi. ^,0 main lines east and west? And if at all correct in this general more thau _ _ . . St. L. view, will not such a diagonal road give more business to Chicago roads crossing it, than that taken to St. Louis? But let us hear Geu. Hammond : — Past, Present and Future of Cldcago Investments. 79 Gentlemen : I shall endeavor to show you that the road which I represent is, Omaimroad if not the most important claimintr the attention of the citizens of St. Louis, i^' 'i'',',7t' to^s't'^" least eciual to any other. In doinjr this, it is not necessarj^ to decry any oilier luuIb. enterprise, and I confine my comparisons to distances and availability. The great ellbrt of the present day, commercially speaking, is western connec- puc. connec- tions tind routes to the Pacific ocean. Tlie j\lis.sissi]ii)i lias been crossed, the west- tii>iiH Uie ern boundaries of Iowa and ^Missouri reached ; hcnc two routes jircscnt tliemselvcs. "''J'^'-''- The one toward New IMexico and Southern CaHlornia jjresents a I'avorable climate and few physical disadvantages. A vigorous company has this route in Kansas hand and St. Louis has connection with it over the Missouri Pacific to Kansas '"'""-'^■ City. The other route starts from Omaha, Nebraska, and pursuing tiic valley of oniiiha the Platte to-day is in use and carries freight and jiassengers to tlie foot of the ruute. Rocky Mountains, a distance of 402 miles west of tlie IMissouri river. Tiiis road opens a country which is fast filling up with active people and it carries all tiie ['rlj'verbcd ti"ade of Nebraska, Colorado, Montana and Dacotah. Its trade is already immense — being mining and other supplies for the Territories and government freights — and the road pays even now. It receives a bounty from the government of '^"'""^ P^^'^" $10,000 per mile with a grant of land — tor the road already constructed— and has now reached the point where this bounty becomes $:i2,000 per mile. From the other side of the continent the Central Pacific road has pierced the Pacific end Sierra Nevadas, and is already within the Great Desert basin, and is about 700 '" P''^6'"*»- miles from Salt Lake City. I know of my own knowledge, that from ^Vilshoe Valley to Salt Lake City the difficulties are fewer than on the route of the Penn- sylvania Central and Baltimore and Ohio roads, already overcome. The remainder of the route has been declared feasible by competent autlioritv, Finished and I refer you to the engineer's reports. It is declared that tiiis road will be i*"*^- finished to San Francisco in 1870 — only three years hence. The success of the managers of this road so far is an earnest that they will make good their words in the future, and you may rely on it. Those sharp business men would not be Good men. in it if it was not on the books to win. Here then, at Omaha, is the eastern terminus of this great route, and here the strife with strife of St. Louis and her great rival commences. I pray you, citizens of St. Cbi. at Louis, do not shut your eyes to the facts. Do not say peace, when there is sharp, O'uaha. active war. Chicago's lake facilities is the comuiercial equal of your river navi- Lake and gation. Her railroad facilities are immensely superior, and without sugar coating railway fa- let me state what you are all aware of, Chicago has now the best of it, and '^''''^'*-'8- vtnless St. Louis takes hold vigorously she will retain and increase it. Two roads bridging the Mississippi river at Clinton and Davenport cross the Trade now State of Iowa and take all the trade of that State, of Nebraska and the territories ; «'"'.e ^ a road to LaCrosse, and thence to St. Paul, is now completed and diverts from ci^icago— St. Louis the trade of Minnesota. The Hannibal and St. Joseph road, stretching across North Missouri, takes everj^thing north of the Missouri river and west of —from Macon, and from North Kansas and South Nebraska. A branch road from ^'"'""' ^^°^— Cameron to Kansas City, almost completed, [it is finished — see p. 27.] connects Chicago with the Fort Scott and Galveston road and absolutely places our enemy -;-onto in our rear. [So thought the editor of the St. Louis Democrat. See p. 26.] Mer- "^^^^i- chants of St. Louis will you not take the alarm and 'prepare to compete for this Regain it to territory which is now utterly lost to you, and will so remain until you place your- St. Louis. selves in reliable communication with it ? St. Louis is by way of the St. Louis, Chillicothe and Omaha railroad 377 miles Diet, to St. from Omaha, 157 miles less than by any other road. Louis- Chicago is 494 miles from Omaha by way of the Chicago, Iowa and Nebraska _t(, ciji_ railroad, which is her nearest route ; via Davenport, the distance is 510 miles. Thus you see St. Louis is by way of the West Branch of the North Missouri to st. L. 117 Brunswick, and thence up the Grand River Valley, one hundred and seventeen '""''s "«arer. miles nearer to Omaha, and consequently to the Pacific, than Chicago is by her nearest route. Some gentlemen may ask. How about the relative distance from jj^^ j^ jj Y? Omaha to New York, via Chicago and via St. Louis ? I will reach that also, and you will find that while by any other route Chicago has the advantage of one hundred miles or over, by this road, and the Terre Haute and Alton and Indian- apolis connections, St. Louis is in a position at least equal to her rival, while for St. L.'s ad- the trade from the territories and the Pacific seeking Cincinnati, Baltimore and vantage to all the South, St. Louis by this route has it all her own way. ^'°' '^^°' The facts already stated and the advantages in distance, are sufficient reason Local trade why St. Louis shoidd give her energies and money to this enterprise. But in good. 80 The Rivals of the West, Cincinnati, St. Louis and Chicago. Country rich, etc. Good for railroad. Snbscrip- tidiis on line. Iowa ear- nest. Cost of bed. People paj- ball— — St. Louis half. Roads now "out-and-out Chi. routes." St. L. first to be served. Cong, to aid. N. Mo. di- rector in Pac. road. Kans. Pac. not to op- Settle Indi- an diihcul- tio8. Join forces. DiRtanco to N. Y Chi. less 162 miles. St. L. pains 117 niilea. More roduo- tiou. addition to this the local trade of the country through which it runs is well worth the attention of St. Louis business men. j>fo ])ortion of ]\Iissouri is more highly favored than the Grand river valley. The land is all good, it is well timbered, coal is alnuidant ;the climate is whole- some, the latitude being that of Columbus, in Ohio, Indianapolis, Indiana, and Springfield, Illinois ; and a very superior class of emigrants are coming in. Indeed, I do not know of any portion of the State capable of supporting so dense a population. The country from tlie Iowa line to Council Bluffs is equally attractive, and the whole presents an easy — very easy route for a railroad. Indeed the first fifty miles is practically level and presents no obstacles at all. The people are willing and ready to do their best. Livingston county may be relied on for about $300,000, Daviess $100,000, Gentry $150,000, Chariton perhaps $100,000 in city, county and private subscriptions. Unless the St. Joseph people are sharp enoutrh to prevent, Nodaway county will give $150,000. In Iowa, Page county has pledged already $100,000. The other counties have not named their sums, but in Iowa they are far more earnest than in Missouri, and will do quite as much. Wlien the North Missouri West Branch reaches Bi'unswick, there will remain, as the road is now located to suit counties, one hundred ami ninety miles to build. I have been in the habit of estimating the cost of grading and tieing at $10,000 per mile. I am now persuaded that this is the maximum cost, and that it can be done for much less ; but say $10,000. The cost of grading is $1,900,000. The people think they can do this. I do not believe anything of the kind. I do, however, believe that such is their indignation towards the monopoly wiiich now oppresses them, that they can raise in the city, county and private subscriptions, about one half of this amount. This will leave nearly a million of dollars to complete the grading, bridging and tieing of the road. The means to obtain this are, first, the city of St. Louis, which can better aifcu'd to give, donate clear and clean two million dollars than to do without the road. When St. Louis has done this she can with good counte- nance ask the government to extend its aid. The Chicago, Iowa and Nebraska road and the Hannibal and St. Joseph railroad, both out and out Chicago routes to the Pacific, were built by means of government aid in land grants. I know this, because I contributed money and was among the first in the Chicago, Iowa and Nebraska road. The Pacific road from Omaha is being built by the same means. The St. Louis, Chillicothe and Omaha road is the Pacific railroad itself, and I wish to know now, why, Chicago having been served, St. Louis is not entitled to aid also. The congressional iniluence of Iowa, and Nebraska, and the Territories, of Missouri, of Southern Illinois, Indiana, Ohio, Kentucky, Maryland and Penn- sylvania must all go for such a movement, and the managers of the Omaha Pacific road want the southern connection as much as we want them to have it. Already one of the directors of the North Missouri railroad is a director of the Omaha Pacific — James Rollins, I mean. Now then, gentlemen of the Kansas Pacific, tell me why we cannot work together in this tiling ? What possible antagonism is there, that we cannot combine to defeat our common enemy and give commercial supremacy to our metropolis, St. Louis. You, of a right, ought to have government assistance in your noble enterprise. The extension of your road one mile, at a cost to government of $16,000, does more to determine tlie Indian question than $100,000 spent on troops. Our interest lies together, and combined we can and will secure government aid to assure our success. Once graded and tied, a road running through such a coun- try as I have described will easily bear a first mortgage to supply iron stock, and as it is a link in the Pacific road, and has its comiections already established, will be a paying road from the start. The distance from Chicago via Pittsburg is 914 To Philadelphia 824 Via Columbus and Pittsburg, from St. Louis to New York. 1,074 From St. Louis to Philadelphia 998 This gives Chicago an advantage to New York of 163 miles ; to Philadelphia of 174. Via Grand River Valley you gain at once on the distance between New York or Philadelphia and the Pacific 117 miles, leaving only 46 miles on the whole distance from ocean to ocean against St. Louis, and to Baltimore and Washington leaving the advantage with St" Louis. ^yhen the contemplated changes are made on the line of the Terre Haute and Indianapolis route, the distance against St. Louis is reduced to about fi'fteen miles. Past, Present and Future of Chicago Investments. 81 And if you will take hold of this yourselves tlie distance from Brunswick to Omaha can be reduced all of that — because you kciep your air line and do not swerve to county seats for country aid; thus increasing the ditticulties and distance. Here E.inal dis- then, gentlemen, I ofier to you a route by which you are on equal terms as regards *""*;"• the distance between San Francisco and ISew York, and which places you 117 miles, sure, a»d 136 miles if you will make it so, nearer to the Pacific than Chicago is. But you must be up and doing. The Illinois Central company, in the interest of Chicago, has this very week I"* Cent. leased, for thirty years, the Cedar Falls and Minnesota State Line road tlnis aiming '"'''' *"'''• to cut you off on the North Missouri road to St. Paul, and divert by Dubuque the East Minnesota trade to Chicago. You see there is no peace — no compromise. It No peace- is open, fair, active hostility. war. I will obtain every dollar I can on the line of the road in county and city, and gt r. must private subscriptions, in ties, in work, in land. Then, gentlemen, St. Louis nnist litip'' come and help. You have no alternative ; under present arrangements Nortliwest Missouri and Southwest Iowa can not get here. No more caii Nebraska or any- ^,wa cut-off thing west of it. Every effort is being made in the country to get this great route under Chicago am heipChi. control. We are in concert and perfect accord with the directory of the North Missouri. When you help that road, you lielp us; and under the management of ^'''i' N- Mo. the able men who have recently taken hold of it, it will speedily be completed. '"* With the North Missouri to eastern Iowa and Minnesota, the Branch from what a fu- Chillicothe to Des Moines to central Iowa; the West Branch up Grand River tnrc tor Valley, via Chillicothe to Omaha, reaching out still again to Kansas City, and^'-^-' tapping the road up to the Kaw, south to Galveston ; another road at Leaven- worth; another at Atchison, with the Union Pacific reaching through New Mexico to the Gulf of California, what a future there is for St Louis. It is for you to say if this glorious future shall be realized. To realize— Natural advantages have their value, but to realize that value work is reqivred. —work. Do not rely on the Omaha Pacific being unavailable because of snow or any other natural obstacle. The Ohio and Mississippi road is far away south of the Michigan Southern and euBUion't^ Lake Shore roads, and has far less snow to contend with ; but pray tell how do the pkv »» stocks stand to day in the markets of the world ? northern. I tell you, gentlemen, tliat to energy and industry there is no such word as fail-;-?"^'"^' """^ and you must, should St. Louis fulfill her mission and take her place among the ''"'"'*""^'- great cities of tlie earth, be the movers yourselves. Make your city, tlien, tlis emporium of' both tlie Pacific railroads, and those who do ^.*' ^;J;™p<>- it will not only have a niche high in the temple of fame, but strong among the solid ""™ men of the land. —fame high. I thank you for your kind attention. Gen. Hammond is too thoroughly master of his subject, and hasoen.H.'a too fairly presented tl)e many and important considerations, to render '=°"^'=*"®^- comments either necessary or decorous. Instead of taking time for Read it them, let the reader please peruse the speech again, and observe par- *^'""' ticitlarly how well he recognizes, the importance of lake navigation; and also makes it one of his main premises, that the Hannibal and ^•''"- ''"'' -^ ' St. .Toe road St. Joseph road, which was built by and for St. Louis, is an "out- tocuicago. and-out Chicago road, and takes everything north of the Missouri river and west of Macon, from North Kansas and South Nebraska." Of course, then, it takes that east of Macon ; and what in the name mo. foiiy. of reason makes Missourians the simpletons to i-un off all the way north to Chicago, and Nebraskians so sharp as to run off all the way Nebraska south to St. Louis ! A little craniology is wanted in solution. Very ""*'^"'"' ''vigorous" must St. Louis be, under such circumstances, to recover what was hei-'s and is lost. Hon. H. T. Blow, in his inaugnral before quoted, p. 26, exhibits ^^^ „ _ the efforts St. Louis has made, and makes, and the results : — -^'<'«'- —6 82 The RlvaU of the West, Cincinnati, St. Louis and Chicago. New Exch. requirid by St. Louis — — Btudy hurd — — \iise plans Strong court Board of Trade. Though 80 much is done — — noco-pner- atiou as iu Chi. and N.Y. Economy in Chicago— — cheap trade. 5 times her area — — must use her priuci- pic.. Kooni for both cities— — both to grow. Chi. is not reposing, St, L. may be — — action lively — — is being stretched. Mo. Dem. The immense trade of our city, fiist outo^rowing the capacity of our dealers, haa comnelled our most active business men to devote their whole time to the daily oDcratious of the Merchants' and jSIillers' Exchange. In that dense throng, where tlie unceasing ring of business speaks of vast and increasing operations, there is now no longer a place or time for the deliberate consideration of those great interests absolutely requiring to be advanced and adopted— interests which must drag along slowly, unless vitalized with the spirit of sterling euterpri.se and pushed by cooperation which can only be attained where our wisest and most experienced business men can, after examination, submit plans at once attractive to all classes of the community, and satisfactory to those who hold the wealth of this and other lands. It was, therefore, necessary to organize a more deliberate court, it you please, to some extent composed of members of the Exchange, but embracing all the strong intlnences in our midst, having more especially iu charge the great interests to which I have briefly alluded. Hence the St. Louis Board of Trade was established. I cannot pass to the discussion of any industry or enterprise, however, whicli may ere Icing be advanced by your wise action, without stating for your encouragement the fact, that while the Merchant's Exchange haa dignitied trade, advanced the com- mercial position ot the city, and laid the foundation of many a princely fortune, edu- cating our young men up to the highest business standard, and while our commission merchants, millers and manufacturers have evinced an intlividual enterprise and liberality that would enrich any community; there has never been that co-opera- tion with our wealthiest citizens in our great enterprises which would lead to a general advancement of the city and State, such co-operation as there is in Chicago and in New York, where by the united aid of all their individual wealth, enterprise and sagacity, the trade of whole sections of country has been drawn to theu-i by the most rapid and economical system of transportation and travel. ^ * * * * * It is the economical principle now reigning supreme in our beautiful and energetic competitor, Chicago, which enables her to handle wheat for a cent per bushel ; lumber at the lowest possible rate ; receive, pack and distribute her pork and cattle in every direction, and sell merchandise upon a margin which cannot be afforded, except where the extreme of this economic principle prevails. This is the true secret of her success, and this makes her a splendid illustration of rapid develop- ment ; and while we have naturally five times the area that she has to supply, we cau never progress in the same ratio except on the same principles. ]3oth cities are a necessity to the West, and both will grow to wealth and mag- niflcence within a few years that will surprise the most sagacious men of the day ; and their wealth, power, position and advancement in everything which contributes to the elevation and happiness of a peoj^le, will come from an honorable compe- tition. See to it that we live up to our high privileges, and the result will be that we will continue to increase in w^ealth, and expand our limits long after our beau- tiful rival will be considered as finished, perhaps, like Venice, reposing grandly and lazily on the bosom of her Adriatic. The statistics of trade, rather indicate that the Queen of the Lakes is not yet "reposing grandly and hizily," but that the Queen of the Rivers may be, her business largely retrograding. Yet for one in repose there is considerable threshing and kicking, of which the "beautiful rival" comes in for her full share. St. Louis, recum- bent upon her dignity Avliile well employing her muscle, ai)pear8 quite well to apprehend that she lies on no bed of roses. Being found a little short for the tall work undertaken of grasping the Northwest, instead of dallying with a Delilah, he — changing sex to follow St. Louis fancy, — finds himself in the grasp of a Procrustes upon a stretcher of iron rails, Avhich instead of bringing him to the required height, remorselessly pulls off one after another of his limbs of trade. In proof of this, the 3fissouri Democrat of 23d Novem- ber, presents the following: — jPast^ Present and Future of Chicago Investments. 83 What St. Lovis Has, What slie Jias Lost, and What nlie Nce.dx. — That business St. L. wanta in St. Louis is not wli.at every well-wisher could desire, is evident from tlie daily """'^'''""K" complaints heard on the, street and in evi-ry business circle, and tiie reasons for the decline in business are as varied as the persons utterini;- thfui. Some say it is— various because we have an old foii;y set of business men and ca])ilalists, and that in con- "I"'"'"""— sequence we have not the railroad connections we should have, and others charge it entirely upon the merchants, and claim they do not jnit forth the necessary eftorts to sell their wares, and that our commission merchants charge too high commissions, etc., while the merchants in turn throw the blame upon the landlords for charging too high rents, and so the blame is shifted from one shoulder to another, and nothing is done to bring about a better state of things; and it is for This trial to this reason I have chosen the above heading, viz: What tSt. Louis has, what s/i^ Huct-rtain has lost, and what she needs. truiii. St. Louis has the natural location to become the largest city in the "West, if not Nntiir»i in the United States ; and by natural location I mean her natural facilities for the location- reception and disbursion of values raised or manufactured in and around her, and her facilities for manuflicturing in metals are superior to any other, (not excepting ^,j^,J„^u- Pittsburgh,) from tlie fact that the material (viz: the coal and ore,) are almost factmes. lying side by side, and that in inexhaustible quantities. St. Louis has more real capital than any city in the West, and that capital is in St. L. rich— the hands of careful, far-seeing, yet energetic business men. —men good- Now we come to what St. Louis has lost. She has lost to an alarming extent what is her grain trade, for instead of its having increased from eight millions of^ushels '""t— per year to thirty millions, which would be no more than her proportion of the _ natural increase of the country, in the last ten years it has fallen off from eight trfdc— millions to three millions ; and who does not know that where the farmer sells his grain he buys his goods ; hence if the dry goods, grocery, and other kinds of busi- — marchan- ness have not fallen off in proportion to the grain trade, it is only to be wondered at. St. Louis has lost, and must continue to lose until a different national policy is South to be Sursued toward the South, an extensive lucrative Southern trade, and outlet for ""'^d. er produce and manufactures, and the fact that she has lost this Southern outlet has depressed her market for grain; which taken together with the fact that ci)i. tnps all Cliicago has tapped at every possible point north and west of us our grain arouud— supplies, and offers cheaper facilities by handling the same in bulk and by elevator, _geiia and by less commissions than we offer, is telling heavily upon the commerce and cheaper, prosperity of St. Louis. Now we come to what she needs; and here is a wide field, for the question could What St. L. most readily be answered by saying, what does she not need ? And yet what slie"*'"''®- needs is all around her, and only requires developing. With the extensive coal- Evorything fields and mountains of iron ore at our door, it is evident the future destiny and — mauufac- greatness of St. Louis lies in her becoming a nuauifacturing city, and everything "'^***' should be done by our capitalists and others to foster that class of industry, and if locations or other facilities are wanted to cause them to spring into existence no barrier should be placed in the way. Again, our railroads should be pusiied to completion, and when we look at the pugh rail- mapit would be difficult to select which of our railroads should be pushed with roads, the greatest vigor ; but there is no contesting the fact that the North Missouri anu Iron Mountain railroads are pre-eminentlj' important — the first, because it passes through a thickly settled and productive country, and because it traverses across jj jjp g„tg every road leading into Chicago, and it cannot fail to draw much of the trade and off Chi. commerce of that section of country to St. Louis ; while the Iron Mountain rail- road, on the other hand, should be finished not only to Columbus, so as to secure an ^^^^ Mount, outlet in the winter months, but should have a branch to Memphis, for as the case wanted, now stands, we have lost a large portion of the Arkansas and White river trade, for the reason that passengers can go from Memphis to Louisville in seventeen hours, while it takes ticenty-seven to come to St. Louis. Again, everything should be done/ to cheapen transportation by railroad, as well Prevent ratl- as river; and by railroad we mean to see to it that combinations are not formed to wayoinbi- the injury of St. Louis and in favor of other and rival cities, and which we have °''^"'"* reason to believe has been done ; and, so as to cheapen rates by river, every infiu- ence should be brought to bear by the city fiithers, the Chamber of Commerce, the Board of Trade, and every other organization, upon the general government, to _i,„proye push to an early com])letion the work at the two Rapids, the Balize, and to remove river, such other obstructions as impede or endanger navigation. To join without dis- _^p,jj.,^g tiuction of party in recommending to Congress to reduce or repeal the cotton tax, cotton tax- 84 The Rivals of the West, Cincinnati, St. Louis and Chicago. and to repair the levees on the lower Mississippi, for until these are done the plantations of the South must remain a desert waste ; and until the South recup- erates St Louis must stagger, if she does not foil. Concert of action is needed. Crimination and recrimination will do no good. We are laboring under a combin- ti^no"cir- ation of circumstances which it requires only that we should see, and which, by cDrastaDcea united action, we can remedy; and then St. Louis will attain that high position, '^''*™®' commercially, which destiny points out for her. These views " Wliiit St. Louis lias, what she has lost, and what she needs," are important. ^^^,^j^ topics it behooves her to consider, in aid of which these hum- ble etforts may somewhat assist. What are her chances of recovery of what she has lost ? This able advocate, while vaunting her Rivers neg- "natural location," nearly forgets the rivers, and judiciously calls lected. attention to railroad lines which St. Louis wants, and to those which Chicago already has. Now this Avriter mistakes his cue. If St. They St. L.'s Louis possess any superiority of " natural location," it is due to the babis— gxQixt rivers, a glorious work of nature, upon which she is very cen- trally located. This has ever been the string harped upon, which —here con- -,^7^8 passcd ovcr in considering the Differences between Chicago and other Western Centres, having its more appropriate place in compar- ing relative advantages of Chicago with the only city that has the least show of rivalry. St. L. has no I deny point blank that St. Louis has a " natural location" entitling eat\oii!"'*^ her to any precedence. The " natural facilities for the disbursion of values," to which this sensible writer at once brings ttie high-sound- ing phrase of " natural location" we have already considered, in comparing water and railway facilities; and that other impoi-tant point of " facilities for manufacturing in metals," will have exaini- if she had, nation hereafter. If she have this "natural location," and it be also Ta'^pUaiand true — that "St. Louis has more real capital than any city in the energy eflec- ^ygg^^ j^j^^j ^hat Capital is in the hands of careful, far-seeing, yet en- ergetic business men ;" how happens it, then, that in the very next line the writer says with italics — "Now we come to what St. Louis has lost f"* The truth is, St. Louis has no " natural location " supe- other cities rior to a dozcu others; and I am willing to stake my credit for sound J"^^o'^^"t upon the prediction, that within thirty years there will be at least three cities in the west fully her equals, or certain soon to pass her. Were it not for the rivalry of Kansas, Leavenworth and —Kansas, Lawrcncc, one of these at the Big Bend of tlie Missouri would take the lead, and will as it is, if it can largely outgrow its close neighbors. Cairo was Wliat was there in the site of St. Louis that a half century ago '"'""■'■''"-■" would have indicated her present power? The confluence of the Ohio, from whence the Mississippi has its best navigation, — highest in summer, least ice in winter — would seem to have been a far more -also Alton. promising po.sition. Next to that, Alton near the Missouri and Illi- nois rivers, possessed important advantages. Besides, Martin's history of Louisiana says St. Genevieve had 949 inhabitants in 1799, Past, Present and J^uture of Chicago Investments. 85 St. Louis 925, and Cape Girardeau 521. "VVlio could liave given any reason then for St. Louis' superiority ? She luid actually retrograded, for in 1788 she had 1197. Never had she the least promise of great- St. l. ha.i ness, — until gradually, and with no ap[iarent cause, the fur trade '^'^ '^°*''''' there concentrated, giving her wealth. JVIaking money in these Fur trade practical days monopolises the idea of wealth, and is rather more"" one of those inventions man has sought out, than a gift of nature. So, too, the animals which wore the furs, probably did it according to nature, unless they belonged to that non-descrii)t "race of This not nar humans" we are soon to read about; but would that classify the trade among natural sciences? Then with the rapid growth of steamboats, she marched on to her prodigious increase. Nature, is it? Had she relied altogether upon the nature of her snorters, and AisoBteam- never used any of that art in their improvement which made them famous, — the equal of which will never again be seen on the Missis- nature? sippi, — would she then have achieved her greatness, or had it thrust upon her by the rude hand of nature ? A St. Louisian writing to the Springfield (Mass.) Pepublican, while st.L.'s ideas he adopts the phrase of "natural hub of the continent," goes on to (Mass.) iJ(j>. show conclusively that nature has nothing to do with it, and that railroads " are obviously the cause of this new and grand impulse :" There must be some veritable centralization of forces at this natural liub of the Natural hub continent, to cause tliis upheaval in value. Speculation has not done it. Tliat of the couti- race of humans that build paper cities, air houses and castles, and figure up an °'"'*" immense business to astonish the commercial world, on fictitious warehouse re- _n race or ceipts, do not live in St. Louis. It is even true of our people that tlicy proceed humans— entirely upon the old-fashioned cause and efi'ect. Tliere is here a confluence of interests ah'eady vast, and now wonderfully accumulating. Whence tlie titie sets in towards tliis gr<'at center of trade, one can liardly know williout following out all the avenues that lead to and from the city. Tlie rivers are the same old fogies Riversold they ever were — perhaps a little older and dryer — now higli, and then, and just "^ *** now, in fact, incontinently lower — a periodical botheration to trade. Old Missis- sippi is a highly respectable stream of water, but after giving St. Louis a good j^'fulns^st'^ start, came near ruining her with false hopes. As those J'oung F. F. V.'s used to Louis, rely upon their ancestry to carry tliem througli life, our people relied upon the " Father of Waters " till their neiglil)ors liad laid rails all over the West, tapping the natural sources of tlieir trade. But railroads have dragged tlicir slow lengtli fon,'"^"*^' along in Missouri, and they are obviously the cause of tliis new and grand impul.se. * * * But railroad investments tliey regard at best as " roundabout." —they caune The benefits come back not so often in dividends on the identical investment as in pr^^'g'fss. tlie enhancement of comnn^rce and general values, and that might not prove equal glow lo to tliem to tlie amount they risk. Hence, little help is obtained at home, and I build ihom am told that reliance is entirely upon Eastern capital. This ought not to be, but is nevertlieless. Our sister city, Chicago, is more venturesome. If their money chi. around, comes back to tliem around Robin Hood's barn, it is all the same to them, and hence Chieago lias stretched outlier iron arms in every direction, contributing {;°.^°"'"-'"* largely of home capital, diverting much trade that would naturally tend to St. Louis. But St. Louis lives and grows magnificently, nathless Chicago. St. L. grows If the chivalrous Mr. Hood — his renown we have heard clear here, chi. respocts 1 , 1 f 1 ■ f c^ -T • J. *^''- Hood. and now that we learn ot his patronage or St. Louts, so near to us, we shall be duly respectful — if the famous Mr. Hood have his barn ill St. Louis, as this writer reasonably implies, Avhat else could be expected of a youthfid sjirig like Chicago, rendering due deference 86 The Rivals of the West, St. Louis, Cincinnati and Chicago. to antiquated fame, than to go around it? Would the dave-devil st.L.shrewd j^^^^.g ^^j, „q right through it ! As a St. Louisian, lie knows the delight it would give Chicago to get around St. Louis, and this sagacious method is adopted to inform us that our movements are understood. Chi.tiys to Precisely as he says, and for the very object, we have done our best thafirni to accomplish our purpose, without even hearing about that novel " race of humans," or that the barn was there. Exertions may now be increased that we know their distinguished patron to be him of the -success J"oad — is it not roads we are after? and according to present appear- probabie. auccs, wc shall soon have a strong cordon of iron bands completely surrounding her for the protection of that barn, and terribly fierce iron horses rushing hither and thither to keep out intruders, who might, by mistake put Mr. Hood himself in limbo. i8 the barn a '^oY is this writer Icss sensible upon another important point. work ot ,. 1 1 1 • , 1 • • 1 nature? Most assuredly "that race of humans that build paper cities and don't live in St. Louis," could never have mustered courage to aid in putting Mr. Hood's barn there, or any other such work of art; and it would not be called a work of nature, could it? And then " the rivers being the same old fogies they always were," and " after giving Rivers not St. Louis a eood start, [having come] near ruining her with fixlse hopes," certainly they are not to be counted upon. Then losing the rivers, which are admitted to be nature's means, as the cause of her whoproTi- wonderful attainments, it becomes a profound subject of inquii*y what nature?'* soi't of "a racc of humaus" that must be, which actually produces works of nature. For theTe is no mistake that she is "the natural hub of the continent"; and removing rivers, what else of ordinary "natural location" remains to St. Louis? St. L. truBts One would imagine that by this time St. Louis would have learned old-fashion- . ^ i i /. i • i eus palaces, The solemn temples, the great ghlbe itself, Yea, all wliich it inherit, shall dissolve; And, like this insubstantial pageant faded, Leave not a rack behind. We are such stuff As dreams are made of, and our little life Is rounded with a sleep. Nor is this writer's correctness questioned in attributing her con-^^-a'vf tinned and rapid increase to railways instead ol rivers, jr^w '""'''' ^'■^" railroads as she has compared wath Chicago, they are a powerful adjunct to her wealth, and afford the only sound reason for her present rapid progress. Are not they a work of some " race of humans "Are they of instead of nature?" ""'""'' If rivers have lost their powder, wdiat then remains of St. Louis' ^J'lt'RSt boasted claims to " natural location "? That she has a central locality lodtiuu"'* in regard to the immense business of the gigantic rivers of the \yest, is certain. But is every central position necessarily one of great natural advantages? and for what natural advantages was she chosen chief port of the rivers? Is she more central than Cairo or Cape centraiuy Girardeau, or St. Genevieve, or Alton would be? For one hundred "''^'''"*''- and fifty miles, on either side of the Mississippi, points at least equal in "naturallocation" and centrality, could have been fixed upon, some superior. St. Louis has vaunted her central position, and the unwitting public dncMve'th^ have lost sight of the self-evident truth, that she is only central geo- ^"'''''^' graphically; and that, too, of the entire Union, not of the Northwest, which, as we shall see, is her main dependence, and rightly so. Trade does not regard geographical lines or rules, except as compelled Geogmphi- by impolitic exercise of power. When the genius of our compound notwrg^'' system of governments shall be apprehended, and trade be left to follow the unerring laws of nature, be assured it as certainly rolls on feck its to the great central fountain, as that the rivers flow into the sea ; and that centre will not be one of mere geography. The truth is, the Queen of the Rivers has obtained her ascendancy under false colors.* She has no "natural location," or the magic j^*,v,g,.""j'g'^ * Just in time, the Missouri Democrat, of January 15th, remarks:— Mn. Dan. N. " The New York Ecaiing Mail in speaking of the three rival cities of the West, St. Louis, Cincinnati Y. Mail. and Chicago, says: — " It is fair to say tliat Chi'^ago is generally ahead in the grand total, though she has little enough to (ii(.t,„n _ Bpare, for her rivals are close upon her heels. Cliicago claims that in several respects she has iliverted trade which would uatundly go to St. Louis. General prediction, however, favors St. Louis as the great inland metropolis when the Pacific Railroad peoples the far West." Tes; " general prediction" is about the only general St. Lonis is able to muster into its service. One °"'y gPne- of their sensible citizens touches them (p. 39,) upon their folly in being '' tickled witli the hair of flat- tery, while others are realizing the marrow of profit." But what will satisfy such a dullard as this editor of the Mail f Is it not enough " that Chicago is generally ahead in the grand total," when the Chicago's immense superiority of both the late rivals is taken iuto the account, together with the short period in ''"P'*l g'^*" which they have been outstripped? "General prediction is the right leader for such editors, but a, sensible man of business wants something of more substance in his calculations. These wind-bags need pricking, and ■popular notions correcting, about a question so important to the country as this, whether there be a gounine natural and artificial centre of trade, and where it is. 88 The Rivals of the West, Cincinnati, St. Louis and Chicago. wand of art in its first waving could not have dissipated her supplies, or rather sent them in torrents to her rival. She can be no " natural hub of the continent," or her felloes could not have so fallen from her spokes, and become fastened by other spokes into another hub where they are bound to stick, because it is natural. To leave the flights of fancy upon which she has sailed in her o-lory, and come down to homely but patent business truths, it is un- deniable that the unimportant circumstance of the fur trade gathering thither, not nature in the least, caused her remarkable advancement. The aggregation of capital, and the immense business of steamboats, have alone made her Queen of the Rivers. Sagaciously she has availed herself of these adjuncts; and while nature did nothing for her, except what has been done for scores of other places above and below her, art, and especially money, has wrought wonders in her favor. Were not nature so entirely adverse, her energy and wealth would make rivalry a hard task. As Queen of the Rivers she attained her power ; and were rivers to maintain their relative importance in commerce, her prospects would brighten. But as before observed, the rivers have relatively seen their best days; and for a moment casting out of sight the marvelous changes wrought by railways, let us look at the sure decadence of what has been St. Louis' main dependence. The rivers have drawn their supplies from an unbroken wilderness. Rain and snow fjxlling upon mountain and plain, percolated the soil, and in springs and rivulets and rivers, have aftbrded a pretty constant supply to the main streams; though even in years past, a hot sum- mer brought low water. But as a country is settled, the surface is quickly dried by evaporation; and surplus water, instead of gradually soaking into the earth, is borne oiF at once by drainage. The eflect of this is seen in the Ohio river,* and Cincinnati's unfortunate pre- dicament, the Chicago jT^imes thus presents : — The inhabitants of Cincinnati seem to be in a state of mind bordering on dis- traction, in consequence of a phenomenon of nature which is not uncommon in that vicinity. Tlie phenomenon is one that results from the application of heat to water. In common language, it is known as evaporation. The rapidity of the process depends on tlie degree of heat. By the application of a high degree of heat, a large quantity of water may be evai»oraled in a short time. A moderate degree of heat, continued for a long time will produce the same result. The result winch aflflicts Cincinnati was produced by the application of a slow heat to the Ohio river. The river is dried up. Navigation thereon has ceased. Cincinnati is short of coals. Cold weather is coming. The price of coals is going up, up. The river persistently declines to go up. Cincinnati is alarmed. The situation of Cincinnati is one of semi-annual occurrence. In winter the Ohio river Ireezes up; in summer, it dries up. The result in either case is the same ; navigation stops. Prediction at * 0^" thirty years ago in Pittsburgh, the natives were amazed to heer that Chicago was bound- PjVgg"''^'* '°/""*''''<'^ ''<■'■• These same reasons among others, I then gave; and they are more certain of realiz. alien npon the JMibbiSBippi for reasons given in the text. Felloes do not stick. For Tradt started St. L. — and capital and oteam- tx*at iQtioriizc art slic luust revolutiouizc the influences of art and nature, by introducing or nature. i x- . . . unknown lorces, or she must fail in her pretensions even more sig- nally in the future than in the past? As the editor of the Missouri PaM, Present and Future of Chioago Investments. 91 Democrat remarked, (p. 27), "Trade, like water, moves in the direc- ''''■"'''*''"''„ ' \i /' ' ' wilier lion t tion of the least resistance. Nobody has ever succeeded in making ""uu up Uiii. it run up hill;" and he goes on to confess the disadvantages pertaining even to the Kansas trade, finding consolation in tapping Chicago trade on the Omaha line. So every one of tlieir advocates presents inefrect.iai difficulties whicli must be overcome ; yet each trusts more to indefinite ['lopuBcd. expectations than to any well devised plan to remedy their evils. Hope on, hope ever, is a noble maxim, but had they Hercules to give them a lift — and they have not — they must help themselves. The C/dcago Times, with genuine disinterestedness, advises them to the A" eff''<'t.'T« "^ ' ^ _ ' lino of tVii. only possible means of tapping Chicago trade effectually, and " taking 'J'^"^- it in the direction of the least resistance" : — St. Louis, in the state of Missouri, is painfully agitated by another discovery St. L. fears concerning Chicago. It is that "tiie bridge at Kansas City, and the Canii-ron i-uil- gl's'Tnidi^""* " road, are now being rajjidly pushed." And the unsatisfactory conclusion to wliicli the pushing process leads the St. Louis mind is that: "Witliin one year Chicago will have direct connection, without the break of ^^.jl.^""" bulk, with that branch of the Pacific railroad which is mostly owned in St. Louis, tchile St. Louis will not ! Freight from Denver via that route, to come to this city, must change cars at Kansas City, but may go to Chicago witliout change of cars."~"'' ' "** ' This is the latest phase which the Chicago horror has assumed in St. Louis. Of Romcdios course the dilapidated newspaper concerns in that ancient borough have a remedy various, to suggest; in the present instance they have three remedies. One is to change the guage of the railroad between St. Louis and Kansas City, so that it Avill corre- spond with the Union Pacific gauge. This, it is said with some liesitation, " ought to be done." Another is, to complete the west branch of the Nortli IVlissouri ruad to Kansas City, "so that cars may run over that route, without change, to St. Louis." This remedy, it is thought, is more feasible and would be better than the other. But the third remedy is the one in which the originating abiUty of St. Louis ^",'i_*"^'"^'" genius excels itself. It is thus confidently stated : "But tiiere is also one other way to meet this latest manoeuvre of our rival. —fcip Chi. Chicago taps the St. Louis branch of the Pacific railroad at Kansas City. Very j,""^^'^'^'-^^' well, then let St. Louis tap the Chicago branch at Omaha !" With due deference to the superior genius of St. Louis, one is constrained to ask, Better to tap Why n(5t tap the " Chicago braneli " at Chicago '? The distance between Chicago "•■ Chi.— and St. Louis is considerably less than between Omaha and St. Louis. ]\Iort'over, Chicago is a far more important commercial point than Omaha, and enjoys the superior advantage of having railway connections with every portion of the west. By tapping the Pacific railway at Chicago, would not St. Louis also tap all other— t'^P the Chicago railways at the same time, and draw all the commerce of the west, which" '" " *'^" ®' now centres in Chicago, to the antique town of St. Louis? If the tapping process at Chicago would not have this effect in the fullest degree, it would have it in a degree relatively as great as it would at Omaha. Did no other causes operate upon this pretentious " natural [j[|^r"nVturai location," than this one of nature herself in impairing river naviga- "^'""'"S"-'*- tion, — the only natural advantage she has possessed, and that only in company with many other sites, — even then must the Queen of the Rivers have succumbed to the Queen of the Lakes. God has not put man on this theatre of toil and struggle, that he, either individually or collectively, should live in idle enjoyment; but we are to be " f^^'^i- ^J^'"k.** gent in business, fervent in spirit, serving the Lord ;" and no man will be "fervent in spirit," who is not "diligent in business" according to his ability. Time was, undoubtedly, as these citizens honestly acknowledge, that St. Louis, with her wealth, and strong connections, could have pushed a system of improvements, which, with the many 92 The Rivals of the West, Cincinnati, St. Louis and Chicago. and stronff natural advantages of Chicago, it would have been difficult goneiurever. to overcome. But tliat day has gone by forever, and she will have to take a quite subordinate position, willingly or unwillingly. Anaffli-ma- Tliis important question, however, of where the chief city of the il^m^ative West is to be — and if of the West, of the continent also — has not wins ^"'''''j^^pj.^iy ^ negative but an affirmative side. St. Louis' disadvantages and relative decline are no cause of Chicago's progress, but its direct eflect. Nor could these remarkably diverse results be witnessed, without positive and powerful causes. The same honest considera- tion of them, which I trust the negative has had, will probably afford reasonable evidence that there is a " natural location," which, with There is a ^'^^ ^^^ ^^ ^^'*'' ^"*^ ^^^' ^'^^^'^^^^ blcssiugs of Providencc, must as natural iiuiJ- surcly be the "natural hub of the continent," as that the continent stands. Chi. central. Look at the map, and observe how near the centre Lake Michigan lies, between tlie Atlantic and tiie Rocky Mountains, and from the British boundary to the southern line of Missouri. Geography is of little account, it is true, and therefore is it first named, though with St. Louis it is the alpha and omega. No doubt a city might be made L'vkenotto morc central to the whole Union, could she take the lakes another ^"^ ^"^ ' Inindred miles south. That, however, being difficult, what place south of Chicago is able to take advantage of this one point of de- ficiency, even as relating to the entire Union ? If none, Mahomet must go to the mountain, watery though it be and rather flat. chi.centreof As bcforc remarked, however, mere geographical ceutrality is of E.'' corner— trifling Consideration. Chicago, though in the northeast corner of a State stretching 365 miles south, 160 miles west, and only 45 miles north, is yet the most central city in the State, it being easier for its every county to reach her than any other. So, too, every county in —centre foi'iowahas more easy access to this lake port, 138 miles from its eastern edo'e, than to any other place. Such centrality has significance and power in regard to commerce and manufactures, operating so eflect- ually that, as Ave have seen, cut-offs are of no account; and we not only draw trade from close around St. Louis herself, but take nearly the whole of it from Southern Illinois, which she monopolized; and Nature too ^1^^ prlzc sccured is made doubly sure, because not only art but nature ceutiaiity. hcrself conjoius to create this Ci'utrality. Lakechaia— Nature, uot art, stretched out this unequaled chain of crystal waters, over a thousand miles long, from the ocean ; and here she wedded lakes with rivers. Right here close to Chicago, and on land which our children will see within the corporate limits of the city, the waters stalled on their opposite courses; part for the St. Law- rence and the Atlantic Ocean, part for the Father of Waters and the Past, Present and Future of Chicarjo Investments. 93 Gulf of Mexico.* The union of the Valley of the Lakes with the -""'"•"''tb Valley of the Rivers, truly Nature's glorious handiwork, man with genuine art has strengthened by the Illinois and Michigan canal, soon to be perfected by enlargement, permitting any boats to reach the lakes that navigate the rivers. It is therefore no illegitimate assump- tion of supremacy, that tlie Queen of the Lakes should also become ^'"'f''"''' Queen of the Rivers. "What, therefore, God hath joined together, Q'''«'n ''i^R-- let not man put asunder." Observe, too, how nearly every writer quoted — manv more are ^*- ^' '"'"'"• omitted — and all in the interest of St. Louis, not merely concedes the"*""^'- diminished importance of the rivers in which her strength lay, but actually argues from it as a main premise, the indispensable necessity of creating more railways, the strongest means art has yet devised for the advancement of cities. Have the construction -and results of jur«he?.' '"' railways been herein-before unfairly considered ? And if she be already so injured by one of the chief lines in her own State, what now to magic influences will change this her poison into nutritious food ?'^'"^°^"' If the first few years have despoiled her of grain-trade and jobbino- business, as we shall see, and from the regions where she had the whole of them, how are railway influences to work against their nature to favor her? Year by year, will she suffer more and more from "flank movements," till her flanks shall have shrunk to what she can grasp in her digits. The Chicago Times, in reply to a St. Louis paper, generously ^'"- ^■"^• admitting that Chicago could become a Philadelphia while St. Louis was to be the New York of the West, pithily observes : — St. Louis is a hundred years old. Chicago is thirty. St. Louis attained her^.*- i'«noi'i greatest prosperity upon the " river trade," when tiiere were no railways to divert "'""^"*^~ that trade from its unnatural outlet in the Gulf of Mexico to its natuial outlet on the Atlantic. Chicago is the growth of railwaj's and railway commerce, united -^lii. •i ""uil- to the inter-ocean commerce of the great lakes. Chicago is tlie half-way house on ''"^ '^"^" the great commercial thoroughfare across the continent. St. Louis is a way-stati(m on a side-track. All the railways St. Louis has helped to build, that have not bankrupted their g^ ^ not on bnililers, have contributed more to the growth of Chicago than they liave to commercial the growth of St. Louis. The reason is, that commerce moves around the globe pitraiiei. on lines of latitude, and not on lines of longitude. St. Louis is not on the com- mercial parallel. If Chicago has attained in thirty years the greatness that it took St. Louis a when St. L. century to attain, how long, at the same rate of relative progress, will it take St. y MnTt'chi^' Louis to become the New York to the Chicago Philadelphia? Phi'ia. While St. Louis laments the construction of even the Hannibal and ['o's^^l*^'^® St. .Joe Railroad, within her own boundaries, we rejoice in it, for the last report of the Chicago, Burlington and Quincy Railroad gives _.^^j._j^gg ^^ the following amounts of through freight: From Quincy to Chicago, cw. in 1866, 10,566 tons; in 1867, 9,332, a decrease of 1,234 tons. From * My friend, Mr. Gurdon S. Hubbard, thaiilc God still living here, passed with loaded boats frequently wotyral oas- from 181S to 1826, from the south branch of the Chicago River through the Saginaska Swamp in high sage Iroiii . water into the Des Plaines and Illinois River. The confirmatory extracts (p. 63,j from General Wilson's '"•'"^ '" river, report, were incorporated after this was iu the printer's hands. 94 The Rivals of the West, Cincinnati, St. Louis and Chicago. c.B.andQ. jyoints beyoncl Quincy/in 1866, 8,754 tons; in 1867, 19,195, an in- ''""*' crease of 10,441 tons. From Chicago to Quincy, 1866, 28,896 tons; in 1867, 35,165, an increase of 6,169 tons. To points beyond Quincy, in 1866, 32,230 tons; in 1867, 47,761, an increase of 15,531 tons. Tlie same report shows also the direction of trade from Iowa, which frlmTowa. ^as equally St. Louis' domain with Missouri : From Burlington to Chicago, in 1866, 12,271 tons; in 1867, 10,954, a decrease of 1,317 tons. From points beyond Burlington, in 1866, 29,921 tons; in 1867, 34,428, an increase of 4,507 tons. Local trade Tliesc figures, it is true, are small compared with local freights ^'^^'' along the line, which to Chicago in 1866 were 432,572 tons ; in 1867, 519,359, an increase of 87,787 tons. And from Chicago, in 1866, 239,365 tons; and in 1867, 264,110 tons, an increase of 24,735 tons. Tobeeqnai Such wiU bo the figures in a few years west of the Mississippi, as '*■ ^y^,\\ ;^g east, when the country shall have become equally settled, and bridges now building afibrd uninterrupted communication. St. L.'s trou- ^(_ present St. Louis is much exercised, not only about the North blejiljout ^ .... bridge. Missouri Railroad, but concerning the bridge over the Mississippi. Tlie latter, too, interests Chicago, and one of our enterprising bridge- builders, Mr. Boomer, obtained of the Illinois Legislature a charter for a bridge at St. Louis. The bridges building at Quincy, Burlington and other crossing places — the St. Louisian names them, (p. 13) — an- swer very Avell for North Missouri and on west. Still, there is a rich Chi wants it. and extensive region ofi" southwest of St. Louis, that is best accom- modated with a Chicago connection directly through our sister city, if it can be done without hitting that barn. But for some reason or ^^'''•°PP°" other, they seem to think that if Chicago builds it, it becomes a Chi- cago bridge, and they are fighting it with might and main. Will 1)0 built A bridge will be built there, however, and though jocosely treated, St. Louis will find it no joke. Were it the only bridge, that would give her consequence ; but it will be one of half a dozen or more, and the direct eifect of each one is to facilitate business with the East. Will aid St. To the country adjacent in Illinois, which naturally trades with hei-, and which we acknowledge she has, it will be an advantage, and therefore aid her ; and it will help to keep the country due West and Southwest, which, Avithout a bridge, would surely forsake her. But --yft poor as when couiited upon as a chief means of St. Loui.s' growtli, she may rcuLuce. be disappointed. Most probably that one bridge of hers, will bear On i. wants iiiore busiuess to Chicago, than to St. Louis, and of the lialf-dozen ozen. Qj. myj.g^ each one northward becomes more and more a Chicngo bridge. Contest for Yet about this very region in Illinois, which has been conceded territory jo i close to st.L. to her, — tor we are quite as desirous that she should grow as any other of a dozen cities that are to help Chicago to her superiority over the whole of them, — of the Morgan, Jersey and Madison region, Past, Present and Future of Chicago Investments. 95 which has probably given St. Louis as mu(!h trade as any throe counties, the last report of the Ohiciago and Alton Railroad Company cand Av..road • ug consideration. Let tliem remember the proposed Pike county road the most (ian^-erous to her interests vet agitated, and the certainty of its being built, and th'it ''loo on the bank of the river opposite the present location of the JSorth Missouri' road • and also remember that the trade of a county as rich m every re=;ource as this is, will be souiiht after, and will flow into the hands of the city that throws out the greatest inducements in the way of roads, etc. Sitnationof -po Understand the force of this it slioiild be remembered, that Clay ciiiyCo. ^j^mjiy ig almost due Avest of St, Louis, on the north bank of the Missouri river, a little east of its great bend from its course south to Cameronand ^,^gj.^ r^y^^ Camcron and Kausas road runs through Clay county on the west side, which is a Chicago road, as we have seen. This north and soutli Missouri Valley Railroad is expected to accomplish great A.uiemma. thiiigs for St. Louis. But shc isin a dilemma. If she run her road to the Missouri along its banks, as she might be expected to do, tlie business of Clay county Avill not seek it across a Chicago road. And if she cross the Cameron road, what becomes of business west of it ? Pike County The Pike county route has not before been heard of. It starts ro.iteanew j^^^^^^ ^j^^ Mississippi some 50 or 60 miles north of St. Louis, running due west, crossing the Missouri about 50 miles west of Jefferson City, —proper for making almost an air line to Kansas. Quite a proper line is it for the Chicago. '""^ route traversed, and for Chicago; and thougli prospective, will be built before many of the roads St. Louis has upon her list of hopes. Contest for For busiuess south and southwest of Missouri to the Gulf, there MSo^iirL ■ °*^ will be some contest. If the wealth of St. Louis be largely nsed to buy up roads and let them lie idle rather than work in their natural channel, that for a time may prevent business seeking the lakes; but Avill ii therefore go to St. Louis? Mr. Cobb felicitates himself and Mr.Aiien's St. Louis, upou the " Sagacity and liberality of Mr. Thomas Allen, in cai'ro'anV^ giving $350,000, besides a proportion of the $375,000 bonu3 for the Fulton road. Q.^^y^ ^^^^ Fultou road of Missouri, which is of no use to him, which he did not want, and which, in its original aim, was more hostile to St. Louis than the Hannibal and St. Joe foreign movement," — read the entire quotation again, (p. 40). If friend Allen can find no better use for his wealth than that, he had better come to Chicago. What A villainous a villaiiious scheme he nipped in the bud, if it really were a more niijpcd. rascally trick than that "Hamilton and St. Joe" affair! But the Illinois Central has power and inclination, and will find ways and means to afford southeastern Missouri and Arkansas and Texas an avenue to the lakes as well as to St. Louis, creating fair competition for that important trade. Did not St. Louis fear to meet it, would their solid men wu-ite such letters as tliat over their own names ? Difficult to To control every avenue, however, between the reG:ion soutinvest coutri)! eve- . . ry lino to of St. Louis and the lakes, will be somewhat difficult. The Illinois Central Railway will attend faithfully to Chicago interests thither- wards, though another competing route for St. Louis, and nearly as advantageous for Chicago, is opened from Little Rock, in Arkansas, PiUit, Present and Future of Chicago Investmeiits. 99 via the Louisville and Chicago road. Even witli the advantage of possessing Mr. Hood's barn, considerable knowledge of the tricks of the trade, will be requisite for St. Louis to hold that directly south bouMi of hor. of her. But " flank movements " Avest are most feared and with aini)le cause, ,^,'^'u^.'""^*'' The Missouri Democrat, ([>. 2G), alluded to the Cameron and Kansas ^^^pron and road, for Avhich aid could not be gotten in Chicago, and probably for ^"""'** ■'"'"^• the very gootl reason that the Hannibal and St. Joe interest could and would take care of Chicago's interest there.* While poverty cip^nno^ has hitherto prevented much aid to railways, capital has been and is'^'"'*' ^'''^'"''^• rapidly accumulating, and unless her past record sliall be falsified, and her nature essentially changed, she will do considerable hence- forth to advance her own interests. This should be done, of course, where it will do most in her favor; and she evidently agrees with St. Louis in estimating "flank movements." The Missouri Republican,, (p. 27), speaks of a road from Kansas toward Galveston being under contract and partly graded ; and the papers announce the completion of 30 miles of road from Lawrence to Ottawa, part of the Galveston amiuTivts- road, which is already connected with Chicago by the road to imji["30 Leavenworth and St. Joe. ""''^^^' Now it happens that we have an instance right in hand, of the'^'"","^^'" '•■'■__ ^ ' work. way Chicago capital is to be used. This Lawrence and Galveston road has been taken in hand exclusively by two wealthy Cliicngo citizens. Mr. "William Sturgis is President of the Company, and its presideu^^ chief and efficient promoter, who is backed up by one of our million- _„ capitalist aires, who refuses positively to allow his name to be used in this con-"'^^'"'"' nection.f The two have spent about a quarter of a million each in building and thoroughly equipinug the first 30 miles south, which has 30 miles built been in active use to Ottawa since 1st January. My friend assures * That was a mistake. Our citizens took $100,000 of bonds, and would have taken more had it been . . . , A mistake, necesbarv. I relied upon what the editor said without due inquiry, and do not care to alter the text. ■j- The circumstances of the case, however, justify me in taking the liberty with a friend of over thirty- jj^ p p. \f_ five years, to say that it is Mr. P. F. VV. Peck. I was not aware that Chicago men were interested in this Peck the road, until after the above was written, about completing thirty miles; when hearing that Mr. Peck had capitalist, invested lieavily, and Mr. Sturgis being at that time in Ivansas, I went to Mr. P. for information, which he cheerfully suppliad, but peremptorily refused that his name should be used. But it is too notable au example of what other millionaires can and should do, to be passed over in silence. Mr Peck is one of about a dozen citizens whose advent antedates my own. He was a young merchant Third build- on liis own account, while I was clerk for my father. In February or March, 183", I aided to raise the '"^ '" frameof his store. The first frame building was Mr. Robert A. Kinzie s store, on the West Side: Mr. George W. Dole's store, south-east corner of Dearborn and South Water streets, was second; and Mr. Peck's third. Previous buildings were of logs. The first brick building was erected in 1833, on or near First brick. the corner of North Water and State streets, the brick so poorly burned that they crumbled away. The next was Mr. Henian Bond's dwelling, erected I think in 1834, where the post office now is. The third was Mr. Guidon S. Hubbard's store, on the southwest corner of La Salle and South Water streets, erected in 1835, which for several years loomed up, the most conspicuous object from the piaries for many miles. Rev. Jeremiah Porter had organized the first Presbyterian Church of all the Northwest, (except that First Presb a of the excellent Father Kent at Galena,) on the 2Gth of June, 1833, with 25 members, 16 of them belong- vjr P's loft. ing to thefort, where services were held until Mr. Peck's loft was habitable; when, without plastering, the front part «as used as our church, and the rear, separated by a curtain, was the sleeping apartment of 100 The Rivals of the West, Cincinnati, St. Louis and Chicago. Sure to go on tj Chi. me tliat under the competent direction of Mr. Sturgis, and also of Major Henning, Vice President, and Col. Vliet, Engineer, it shall be built through to the State line, the end of their charter, within this year, if he and Mr. Sturgis have to furnish tlie entire capital, $2,000,000. Nothing can prevent this, if life be spared, but f\ictious opposition on the part of counties traversed, which the strong friend- ship and liberal aid by county bonds which they have offered to induce to the enterprise, and the large interest they have in its most speedy leomiies from gQ,)str action, forbid should be apprehended. I am told 180 miles Giil¥c»toa iu , , . -, , . • Ml u n»B- from Galveston are already in use, and the intervening space will be tilled by the time St. Louis shall have tilled the gaps in her lines in her own State. Small trade Only a little traffic is expected from that distance ; yet if there be any where in the Great Valley of the lakes and rivers one chief com- mercial and mannfacturing city of easy access, all sections from the Gulf around to the Rocky Mountains, will pay it more or less tribute. Texas to be Evcn Tcxas rccognizcs the importance of railway connection with connected. Qi^j^j^g^)^ though there also the opinion prevails that St. Louis is "the nousUmTd. metropolis of the Mississippi Valley." Says the Houston (Texas) Telegraph : — Growth of St. Louis and Texas. — The growth of St. Louis is one of the marvels of America. St. L. Thirty years ago it was a town of 6000 inhabitants ; to-day it has a population of 229,000. It lias increased nearly 100,t)00 in the last ten years. And it is now marching forward with giant strides to metropolitan wealth and power. It is not only the metropolis of Missouri, one of the richest States in the Union, but it is Metropolis the metropolis of tlio Mississippi Valley. And as the Mississippi Valley is rapidly •iMiBs. Vai. ijggoming the heart of tlie Union, St. Louis bids fair at no distant day to be the central city of the United States. Tlie Mississippi river above St. Liniis is navi- gable for 800 miles, and below it for l,o45 miles ; while the Missouri river is navigable jj.^^g jj QQQ above it for 3,000 miles. Altogether St. Louis has navigation for 11,000 miles. miles. ' This puts her iu communication by water with every town within a rich valley of 1.200,000 square miles, capable of sustaining a population f)f 200,000,000. When the Great Pacific Railroad is completed, which will not be very long, and St. Louis IS in communication with New York on the east, and San Francisco on the west — the first 1,000 miles distant, and the secimd 2,800 — there is no calculating the St. L. and c. rapidity of her growth. St. Louis and Chicago are rivaling each other in the race rivals. to overtake New York and Philadelphin, and these grand cities of the West will sooner approximate these great cities of tlie East than is generally imagined. Railroad communicaticm with St. Louis and Chicago will make the fortune of Messrs. Peek and Porter, and the latter's study, until he erected his study on Lake street, about No. 150. There, too, we gathered the little urchins, mostly French and hiilf-breeds, in the Sunday School. Oldest build- New comers ought to look with reverence on that oldest building of the city, still standing on the ing in 1 . south-east corner of South Water and La Salle ntreets, a humble monument to tlie early endeavors to plant religious institutions, where they now so abound, in this city of a quarter-million. How I would like to pursue the ^uiiject, and speak of the excellent Methodist, Baptist, and Episcopal co-laborers in unity. this holy work. There was no denominational division. We met in each other's cliurches, as most con- venient; and the christian unity and love with which God started this embryo city has been one ol its most influential means of advancement. But I must stop this. M P. ck *^'^' ^'"^^' ^'"' ^"' •* small amount of real estate compared with mine in 1836, has had the good sense wealthy. '" •'■ave otlior business aloLe, keep his lots, and judiciously invest his income. I am poor, and he has put a (luarter-million into this road, to be quadrupled if necessary. Nor is he the only millioraire that liona'ir"" to ^''" '""' "'''' ^'" "^^'^^^ '" "'"*"' enterprises. Let them be doing in these few remaining years, that follow his wliich will tell on the future of this city, more than ten-fold what the same expenditure of effort and example. money can do only ten years hencn. Wo want Pecks enough of this sort to make up bushels, and what amounts will the grand-sons have to measure. I*ast, Preseyit and Future of Chicago Investments. 101 Houston and Galveston, and every energy of the State of Texas should be pvit fi>rth ThoHP rou- to complete this comnumieation as soon as possiblt;. Not only will it make our'""''"""'"'' cities great and wealthy, but it will enrich the entire State. Wiu-n the people of tiie Texill-'" East, North, and Nortliwest, as also the Middle and Western States, can jxiur down into Texas by railroad, instead of goina; round by New Orleans, and crossing the Gulf, the revolution that will take i)lace in trade and tiie increase of population are beyond our present calculation. Tlie completion of liiis railroad comnuinicalion, and the railroad communication with New Orleans, are the two great objects to be— tofiUup accomplislied before Texas will till up with population like tlie Noiihwestern lik« N. w. States have done. "The Mississippi Valley is rapidly becoming the lieart of the f'f,;«^;l!:r Union." Has it not, tliougli, been proved a non seqicitur, tliat there- ,';',"'',','.',krst. fore "St. Louis bids lair at no distant day to be the central city of ''•'"'• the United States"? Geographically slie is quite central of both Union and Valley; yet is it not quite significant that trade of the Valley itself, wliich slie ought first to hold, is fast riuming away irom her? is actually rushing, not to a point in that valley at all, but to the head of the lake valley ? Where is the Mississippi Valley? Is . *^ N. W Its not its chief part that Northwest, which their every writer concedes c'i't-'"i'»rt 11 111 CIT- Til lv> . '""' '" '**'"• lias been already lost to St. Louis, and by herculean enorts in railway building can alone be regained ? What she is to the Mississippi Vallev, she is to the rest of the Union, and nothing more. The Mis- Mississippi ** , . . .00 head. sissippi itself is only an indefinite viaduct, without head or tail, of which the lower part has incomparably the greatest value, and within ten years will actually do more business with Chicago than with St. Louis. Had it a head, somewhat could be predicated upon that im- portant advantage. But with an indefinite number of heads, and jjp,,p„pj;jg they mere springs of supply like the sources of trade, Avhich a city of '"'^'''>"''«' any pretensions must have innumerably ; and the very best advantage it has or can afford being a site somewhere near the centre of the Mississippi Valley, or within 150 miles of it, and upon either bank; that would hardly be accepted as sufticiently definite to be made a main premise in an argument as to either natural or artificial advantages. On the other hand, Chicago is not like every important inland city, Chi. athend located upon a long river or chain of lakes, with rivals above and below; but she occupies the sole seat of supremacy, at the farthest extremity of lake naviffatiun; a site so prominent to far-sighted men , _^ -.TT-'^ ^-l^• • 1 • 1 1 • o Clinton pro- long gone, thatDe Witt Clinton pointed it out as among the chief 'li'ttii its , importance. 01 the country. As the invest! <>:ation procuresses, it will become yet more apparent, Contre of Re- that if there is to be one central city to accommodate the entire Re- tiiat head, public, and be so recognized, it cannot be upon any river, but must be here at the head of lake navigation. At all events, if St. Louis is to have that honor, she has quite a little job on hand, which will test the powers of her "race of humans": notliing less than to I'evolu-^'nfi;*"^^®'" tionize art and nature. "Old-fashioned cause and eftect," which °'""''®~ probably includes nature, having signally failed to sustain St. Louis' 102 Tlie Rivals of the West, Cincinnati, St. Louis and Chicago. pretensions, notwithstanding linn faitli in them; notliing remains bnt merely that her extraordinary "race of liumans" should supersede the miserable rivers, with something of nature that will become more -ai»oart. subservieut to their Queen. Also, those false-hearted things of art, both new and old-fashioned, having forsworn allegiance to her majesty of the Rivers, and railways and canals all through the west, eon- temniiio- lier gracious sway and pationage; that same extraordinary "race of humans" will of course invent some new art to over-ride oi-dinary humans who dare to intrude upon the River Monarch in her march to greatness. For such a " race of hmnans " are too wise to Easier to in- waste their powers, however infinite; and invention or creation of than "Tcor- new mcans is easier than correction of those incorrigible old offenders, rect old for-^^^j,^^ seem determined both naturally and artfully to work in favor of Chicago. Thattbeneg- That, howevcr, is rather the Aveak side of the case, as it proves nothing positively. Who can tell what may not be done by an extra- ordinary " race of humans who [don't] build paper cities and air castles," bnt who have him of the road for a patron, and do live in and about Mr. Hood's barn ! So that while treating the negative side treated!"'^ of the case with that awfully tremendous solemn solemnity which befits it, the affirmative also had its appropriate consideration. Not that wo are suj)posed to have answered the many salient points — nimble leapers are they verily over both facts and reason; — for this pai)er is designed for men who have observation and judgment of their own. Nor did it appear expedient to belabor with too serious consideration some of the more preposterous claims. However it may be as to the nega- Affirmative ^^^'^i ^^ ^^'^^ probably be conceded that nine affirmative points are has 9 points. j.ya^gQjjably established, which let us glance at in reverse order : — 1. Weakest 1st. (l4.) Chicinnati. St. Louls and Chicago, the chief Hivals. — beats the . . . Btrougtst. "Whereas both the first and second cities largely led the third only 20 years since; the weakest in wealth, population, business and prestige^ lias made herself mistress of the eniire Northwest, with no possi- bility of her dethronement except by creating new forces in nature, or by inventing an entirely new application of the old forces which have wrought the results. Yet this had been shown to be reasonably probable in considering the ])revious topic: — 2. comwna- 2d. (13.) l^hc Difference between Chicago and other Wester7i tioDofcaus- ^ ^ir ,■ ^ ■ , • i ' -i i , es. Centres. — \\ elound it was not one or two causes Avhich produced the results but a remarkable combination, never before witnessed, and never to be again witnessed; because the habitable globe has no other such site, either occupied or unoccupied. Also, the more effective difterences were so obvious, that we found them frankly acknowledged by those who suppose themselves rivals. Chief of these differences was Chicago's unequaled position at the head of jPast, Present and Future of Chicago Investmentn. 103 lake navigation, wliieh liad been j)revious]y considered under tlic topic — 3d (12). The Lake Route to the East and Europe. — Not only''- ^-''t'e ; ' , ^ '' route. does this cliain of lakes afford tlie grandest inland navigation of the world, but the lakes are so peculiarly located as to compel 500 to GOO miles north and south, and e.\ten" t« be . ■■ ' ' a rival. is idle bombast to assume even to be a rival in the race with her who is already crowned Queen, not only of the Lake Valley, but of the entire Northwest. The five topics preceding these nine, are not so pei-tinent to this^'*^''' p"'"'* , , oiaittcd. that they need consideration here; though another — Public Improve- ments anticqoated 20 arid 10 years ago as a Basis — would not be impertinent as to the natural position of Chicago. To say tliat ^'"'"'"T'""''' ' i .-? J imtiiral or imi)royements confidently predicted years in advance of their i)i-o-'^""''i ■'"' ^ .11./ 1 liiivu been Becution, and that the very lines foreseen which are now chief, were v«-''^''=^«<^- not natural, would accord more credit for prescience than I claim. The idea has been to present somewhat in their order, the operating O'l'iary in- _ _ » ftiifiii:es con- causes essential to the growth of the chief city of the Northwest, siJuruJ- according to the natural configuration of the country, and present stage of inventions in art and science, leaving extraordinary influences and eflects for their believers to claim and develop. AVas not the ^?"*** *'■'*?' i ed to effects. result fairly, naturally, logically deduced, that by and from these causes, Chicago must be the great city of the Northwest? And '^''*"'*' *''ao- . o ./ ed to causes. now having taken that result and hastily traced back its operating causes, have we fomid any point disregarded, or over-estimated, or unfiirly presented, which would destroy the result, or weaken or break the catenation ? Nor will it be denied, that if there be forces either in nature orst. l toin- art capable of supplanting all or any one of these considered, they forces, must be wholly a new invention if not creation. Nor should that possibility militate a whit against this argument; for the Northeast would still have the same interest in centering trade here, and would Use those new means for our advancement precisely as they have the old. Nor would any body who knows Chica^,,„ig manufacturing city or cities. While from man's nature he is jealous officii otii- Qf ]jii5 neighbor, and Blanche, Tray and Sweetheart will bark aud snarl —more of ^^ t,he city that attains superiority; yet as against other States and the outBiUers. ^yorld outside, they will be a unit to do whatever their own chief jarkfonviiie euiporium requires for its advancement. The Jacksonville (Ills.) juuniai. Journal, sensibly observes : — Ciii. Ht homo Chicago at Home and Abroad. — Every citizen of Illinois, when he is outside the bud uijroad. liinits of the [Stale, finds it difficult to invent adjectives sufficient to express liis Pos^, Present and Future of Chicago Investments. 109 admiration of Cliioajro, and cannot be earnest enonirli in his endeavors to make every one else tliink and sjjeak coneeniing it just as lie docs. He talks of it as the greatest, i)lae(;i)n tlie Western conlineiit — the centre around liiinoiHun ■whieh all creation revolves — the great hub, in comparison with which all such hnhs ''.''"'""■J '' as Jjoston are too insignificant to be njcntioned— the favored spot npon this nniiidane " '""" ' sphere on which the sun slimes more brightly, and with a more life-giving influence, than upon the connn()n-i)lace localities winch surrouml this great //r plitx vltra. Indeed, from their injpassioued descriptions, it migiit well be considered, by the uninitiated, that Chicago was a second Garden of Eden on earth, but tiie mnnient that person returns within the limits of the Slate, in common with his fellow- citi/A'iis, he hurls at Chicago analhemas both loud and deep, realizing, if we may tiimjier with the quotation, that a city may not be without honor save in its own immediate vicinity. What aru the causes of all the ill-feeling which exists against Chicago, we do not why jcaion* propose to discuss; probably the many scamps and rascals who hail from there, ""''""«• and go through the country cheating people, have given to Chicago, in the minds of some persons, an unenviable reputation; but aside from these things there are Chi.t.xamplB many points in the history of Chicago which it would be well for oilier smaller worthy, cities to make note of, and to benefit by. Among the more prominent of these points is the fact that very little of the ready money which is possessed by men in Chicago is ever salted down in some tattered stockingdeg, and hid away beneath the bricks of the fire-place, or in the innermost recesses of some closet. What Cidcago does not eat and put on her back, and over her head in the shape of a roof, He activUy she expends in extending her business, in building stores and warehouses — and in making permanent and elegant public iniprovemenls. No sooner is money made than il is invested — no sooner does the interest come pouring in than it is sent out in such a shape tiiat it will insure success in still greater business transactions. Thus Chicago grows, and thus her citizens have made her famous. Chicago fairly TimaChi. springs up in a night, like the fairy palace of Alladin — and rushes on niosts™""- breathlessly in the race for supremacy — while her rivals, contenting themselves with the tliought that what is slow will probably be sure, are content to plod othcTs plod, along and be outstripped by the youngest contestant of them all. Nothing venture, nothing have, is a maxim which Chicago has remembered — Dosnmo- and a great many other places entirely forgotten. A great many of the capitalists thing. of Jacksonville seem never to have learned this lesson, or at any rate are slow in putting it in practice with the means which are at their disposal. Jacksonville 's ^^^^^ ^, -j^^j a rich city, so strangers say, as they ride around her streets, and we do not doubt the truth of the assertion ; but when we look around, we see but very little of it, comparatively, being used in the extension of the business of the city. Chicago ^hi. entcr- is right in matters of enterprise, and numbers among its citizens some of the salt prise— of the earth. Jack.sonville boasts considerable ot the latter conunodity — but with the former she is not inconvenienced, bt. Louis would never have been overtaken _b(>j^tH gj.L. by Chicago if her citizens had been '"off ihe same block" as those of Chicago. Money makes the mare go, but not money hid away in a strong box. This influence of tiie State alone, with none other, would insure i='t;it<'«t"cr»- ' ' ate larno many large cities in these immense areas of 60,000 to 150,000 square cities- miles; for the chief motive power is to be railway corporations, to which legislatures give direction. This, it is true, might work ad- versely to any one central city of the West, and no doubt would, did not the general interests of every State require that all needful facili-_yetTnn8t ties should be afforded, and trade be allowed to find its natural cluin- {"''yj^J,™'}® nels with individuals and with States. Our prosperity rests more than ^'^"""'-■'''• we are aware upon free inter-State trade, secured by our unequaled Constitutional compact; the sacredness of which we shall learn to appreciate. It secures equal commercial privileges in all the States to all citizens, whereby such an outrage as " the Camden and xVmboy " Cam. & Am. will erelong be righted; and in virtue of State sovereignty, too, state because sister Commonwealths have the sacred word of New Jersey '""^'"'''*'" ^" pledged to equality of rights. 110 The Rivals of the West, Ciacinnati, St. Louis and Chicago. Were Union Should our Heaveii-ordained system of Governments be overthrown, broken Clii. t ci ci • Mould grow- ^v'hich no one will fear when he understands htate sovereignty, even then the laws of trade would secure great pre-eminence to the com- mercial emporium of the Northwest, With State Sovereignty, how- ever, to insure the erection of many important cities throughout the m7(IvoK'd ° Wt'st ; and witli National Union to prevent improper restrictions, ""*^' and leave trade a free course in its natural and artificial channels, we possess all opportunities that any reasonable man could desire. TheWesta While neighboring States will be jealous of Illinois, as the Tribes of Israel were of Juilah when their King was chosen from the lion- taibe; yet no section of our country will be more of a unit than that —proud of between the Allegheny and the Rocky Mountains ; and proud ot itoQuetu. ^jjg-jj. Qtxeen, as against every rival, no reasonable service will be withheld to promote her prosperity. And we want no special favors Chi. anduis. only as merited. So that under our system of free Governments, if State 'motto. Chicago be the natural centre of trade, no earthly power can prevent the currents hither flowing; and, therefore, will she be the last city, and Illinois the last State, to permit any change in our system to impair her motto, " State Sovereignty, National Union." Ti.isanex- So wc might pursuc cvcry general consideration as we have the ample of Ken- o I j o eriii couside- special, and if any one be less favorable for Chicago than for any rations. ^ ' *' ... , Other city, I am unfortunate in its non-discovery. Surely none have been perceived, and I think none can be, which are directly adverse. hiR 3 of t'liTg It would seem, therefore, that as upon the nine special and essential l^'j]^'^^"''^.-^!^','; considerations, neither St. Louis nor any other site occupied or unoc- cupied can possiby claim any three of them, and that Chicago possesses the whole in full measure; she has and can have no rival, as she marches onward to her destiny, the emporium of the Northwest, and . as such the artificial hub of the contiiunit. TTiis renders Thus far consideration has been mainly restricted to the Northwest. coutiucut. To be tlie emporium of that region would be ample ; yet, as just remarked, that being secured, Chicago as certainly becomes the hub of the continent. Nor will even that proposition seem doubtful upon fair consideration of the premises. In this age of telegraph and rail- way, we must calculate and operate with their power and speey using condition is depencent more upon the use of the rights we have, than ou the >*« powers, acquisition of rights supposed to be withheld. "This picture is not drawn from prejudice towards one, nor favor towards the Opinion hon- other section of our common country. It is only to be deplored that the facts est. exist Avhich make the contrast so glaring. 112 The Northxoest is the Pn'ze-^Its Extent and Resources. St. L., no liopo — — but in se- curing ihat trade. What i8 Rivalry for itiu lt>57. St. L., npeils to know the truth. Iowa trade guue to chi. Reiiaon for divoioiou. Other trade icwt. V/liPnce coiiies trade 1 St. L'8. reli- uuco. More unsafe in future Uiaii putit. N. W. roads wanted — — none built. Ilan. & St. Joe road Beeks its own iutoreHt. North roads diflicult. " In view of the truth which every intelligent man must acknowledge, what hope is there for the Juture greiitness of Ht. Lnui.s, in commerce, in manufactures, in o-ood government, in pernuuient wealth and substantial happiness, but in the cul- tivation of the most intimate and friendly relations with all sections, and particu- larly that portion of the country that can throw into our lap tlie very trade slie must secure in oi-der to maintain her position .?" " Commerce of St. Louis. — In pursuing this subject we must remark prelimi- narily that the Northwest, embracing Illinois, Wisconsin, Iowa, Minnesota, North Missouri, Kansas and Nebraska, the largest grain growing region in the nation, was paralyzed by successive failures of crops, dating back as fiir as 1856 and com- ing up to 1859. * * Then [1857] commenced the struggle between the two great rivals — St. Louis and Chicago— for the trade of the Northwest. Chicago was crippled, but St. Louis had thrown away her advantage, and now we tii^t hear that old customers of St. Li>uis are making their purcliases in Chicago, on terms denied them here, and of course the products of the country followed the merchants. " * * Now this comparison between the action of St. Louis and Chicago may be distastelid to our merchants, but it is only drawn to show the utter nonsense of expecting to achieve commercial supremacy over an enterprising rival by 'a do- nothmg policy, even with all the natural advantages in our favor. 'Men learn wisdom by the woes they sutler,' and it certainly occurs to us that St. Louis should rejoice to have her blunders exhibited in contrast with the success of those who have profited by her mistakes. St. Louis ought to have the inmiense trade of the Upper Mississippi Valley, but inaction won't secure it. The immense and grow- ing trade of Iowa, for instance, whicli used to flow naturally to this jioint, has been driven away by repulsion, and forced across the country by hundreds of miles of expensive land travel to Chicago, where, in reaching the point of transhipment it has to cross the great natural highway that would bear it cheaply to St. Louis. Now there is a reason for this diversion, and it seems to us tliat if St. Louis does not hunt out that reason, and energetically apply herself to the restoration of that trade, that she is sadly wanting in those directing powers which will secure commercial suc- cess. " The same with the trade of Western Illinois, Wisconsin, all of Minnesota, and Nortli Missouri. The vast and accumulating wealtii of these regions could be deposited in St. Louis much easier than it can be taken to Chicago ; and why is it not done? That's the question. We may talk about our Southern trade, and quarrel over the everlasting nigger; but where does the pork, beef, beans, wheat, corn, oats, hay, horses, mules, butter, eggs and poultry, that we consume here or semi South, come from ? Uo they not come from those sections of the country we have named ? And without tliese would not our Southern trade be barren of profits? What steamer could prosecute a successful trade, freighted but equal faeililies of transit, except *''"'"'"*"'■ for the inconsiderable proportion .i,^oing to the extreme South, what are to be the inducements to draw that business away to the South to reach St. Louis, rather than take the direct routes eastward ? I make only one further extract : ^f"- Dem. " Commerce of St. Louis — Comparative Receipts and Shipments North and South. — Tradf north When we hear talk of the great balance of trade in our favor from one .section "'"' """'*'• over another, we are irresistibly led to compare statistical rcwmls of such tact.s so as to enlighten the public mind and ])revent the incnn.siderate statements of pre- judiced persons from being taken as law, to the damage of commerce. " The following are the receipts of all articles of Southern production at this Hecpipts market for the year 1800, which do not vary much from those of the previous """'*'■ year: Weight — tons. Sugar, hhds 47,637 23,818 bbls 7,857 1)82 " boxes 13,755 200 Molasses, bbls 54,055 12,850 " kegs 10,471 523 Rice, tierces 7,078 2,300 Weight — tons. Coffee, not grown in the South, but brought prin- cipally by way of New Orleans— sacks 109,427 3,551 Total receipts by river and rail. . .44,224 "The receipts of wheat, corn, rye, barley and oats for 1860, were as follows : Receipts nortli. Bushels. Wheat 3,555,875 Corn 3,516,808 Oats 2,364,212 Rye 158,994 Weight — tons 106,676 100,470 41,373 4,451 Bushels. Barley 291,130 Total 9,886,979 Weight — tons. 10,065 263,035 "Here we have twohundred and sixty -three thousand and thirty-jiM tons of freight, 2<>5i035 tona nineteen-twentieths of which came from the North by way of the river, against forty four thoits uid two hundred and twenty four tons coming from the South. We do not claim that these figures are correct to a fraction, liut they will be found '*^>--^ ^''"^ sufficiently so on examination to show the immense disparity between the shipping"""' '' tonnage from the two sections of country that contribute to our commerce. But this slight exhiliit is only a tithe of what we shall be able to show as we pursue the subject. The immense trade inj.hay, pork, flour, butter, cheese, lard, wood, ottier items lumber, etc., wiiich nearly all come from the great North- West, will demonstrate *'^''''^- the folly of cutting off the fountain of trade, by quarreling with the bone and muscle from which it flows. We shall show in our next, that the manufacturing Depentlence interest of St. Louis is mainly indebted to the free North, for the very aliment that "fst. L. man- sustains it, and to fight away that region of country because they don't see lit to " '"^ ^^''^' adopt our notions in their domestic relations, is simply to quarrel with our own bread and butter. "But above all the trade of the mighty North-West should be sought after. Miptity N. The golden harvest should be garnered in St. Louis. Its railroads should becentred w. trade tn here. The enterprise of her people should be encouraged by throwing around it*'" sougiu. the powerful ligaments of commerce, and the whole country attracted to us by fair treatment, and the immunities of good neighborhood." As indicative of the present tendency of business, please compare Uie following ciu ceipts at Chicago of the articles above given as received at St. Louis : ", " receipts Slime arti- cles. 1860. 1859. Wheat 14,277,083 8,060,766 Corn 15,212,394 5,401,870 Oats 1,698,889 1,757,696 Rye 318,976 231,514 1860. 1859. Barley 617,619 652,696 Total 32,124,961 16,104,542 The difference in amount at the two cities, may speak for itself, but please notice no ioorease that the Democrat says receipts at St. Louis " for the year 1860 do not vary much at St. L.— from those of the previous year," whereas at Chicago the aggregate increase is about _(,^^■^ one hundred per cent. The canal, which connects the two cities by water, and 00,000 250,000 250,000 280,000 0,900,000 out N.W. 5,000' 1,-),0(I() 5,000 15,000 5,000 5,000 300,000 150,000 3,000,000 300,000 7,000,000 The West, 20,000 50,000 7,000,000 New N w That is Chicago territory which transacts more business here than at any other city. New York has been and still is the emporium of the continent, for all sections have more dealings with her than with any other city. Philadelphia, Baltimore, and Boston, heavy ceii'trcs of business as they are, are her tributaries. Not lor several years can Chicago stand in that relation to the chief cities of the West, because New York will still be their emporium. For that reason, and that only, the whole West cannot be now claimed as Chicago's territory. The time must come, as we shall see, when the West will have far more traffic with itself than with the seaboard; and then, unless this argument be fallacious, Chicago will be its emporium. It is difficult to realize that six hundred thousand square miles can really become tributary to one city. Yet to that must be added five hundred thousand more of the Territories already sure to us. What is Chi. territorj- ? N. Y. empo- rium of vholo coun- try. Why Chi. is not yet em- porium of the West. Area difficult to realize. IIG The Northtoest is the Prize — Its Extent and Resources. and another iive hundred thousand that must, follow the lead of the Small per ' ceur. yet in rest. Tlie rapidity of settlement, and the small per cent, yet cultivated farms. . . ^ . of such an area, are important items. The United States census supplies the following information : — Farms of N. Lands of Nortltwest in Farms, 1850 and 1800, and not in Farms. W. 1850— —I860. Land not in faruig. Total area. Old N. W. New N. W. States and Farms, per Censns, 1850. Farms, per Census, 1800. Not in Farms. Total acres m Territories. Inipr'd. lUnimpr'd Inipr'd. Unimpr'd out. Ohio 9,851,493 1 8,140,000 l,929,110l 2,454,780 5,046,543; 7,740,879 5,039,545 0.997.807 12,025,394 7.840.747 5,104,819 28,904,086 5,249,408 14,547,211 29,017,773 50,728,032 25,158,893 23,138,390 51,341,000 39,980,781 25,570,960 Michigan Indiana 3,470,290 8,242,183 13,096,374 3,740,107 550,250 3,792,792 6,246,871 405,4(i8 118,789 3,554,538 8,146,109 7,815,015 4,147,420 2,155,718 0,277,115 13,737,939 1,372,932 512,425 35,995,520 21,037,760 IHinois 35,459,200 Wisconsin Minnesota Iowa 1,045,499 5,035 824,082 2,938,425 1,931,159 23,840 1,911,382 6,794,245 34,51 i,;n;() 53,44U,0U0 35,228,800 Missouri Kansas 43,123,200 53,120,000 Nebraska. . 40,512,000 Old Northwest. . Dakota 20,080,322 30,000,158 52,306,58 ! 2,115 55,500,558 24,333 273,831,053 97,573,552 378,004,800 97,000,000 Montana . . 92,010,040 36,382,080 Colorado . . . 68,144,000 Present Nortliwest 092,747,520 79,048,000 83,712,000 New Mexico. . . . Arizona 106,201 124,370 149,274 1,205,035 78,233,091 TItah 16,333 30,510 77,219 12,092 70,054,089 70,144,000 Idaho 58,190,000 The. West 20,802,800 30,100,944 52,535,192 50,859,218 519,692,385 984,447,520 The West. not'ou^nfth What brings land into the list oi far 7ns, and what renders them undtr fence, i'mjjroved, is not explained that I have seen. But it certainly means something less than putting land into grain or tame grass, for Illinois in 1860 had not a fifth, probably not a sixth in that condition, and this estimates over one-third improved. Possibly a third may have been under fence, though not very probably; and if so, it is a much greater proportion than any State north or west of her has. Of the region now tributary, which has already made Chicago the chief Notiarrein pi'ovision and grain market of the world, not one acre in five, probably 5 yet plowed j^^^ onc in eight has yet been ploughed. The estimate in 1861 having been too moderate, a mere comparison with the present would render the latter extravagant, it not being possible to have doubled area and population in seven years. But while more might then have been claimed, trade had not settled down with that firmness in new channels to render it prudent to claim what fiJms"*^""" ^^ seemed to have acquired. Seven years more of results, year by year assuring continuance of the same with accelerating ratio, will justify above figures with every disinterested, considerate judge. The present population of the Northwest no doubt exceeds 11,000,000. Ohio not yet -r»*'iii • i t . claimed. JJesiring to make these estimates moderate, leaving room for future Est. of 1861 moderate. I'ast, Present and Future of Chicago Investments. 117 , increase, nothiiit llie mountains and the agricultural products of the plains will be bnmght loour doors on the exlunsiou of the D. and S. C. R. to the Missouri river." With this Si MIX City road. SteamboHts to connect. honeflts to Uoutuua. UtT trade t luubt. U'lhuqUf. lUraia. Uountaiii triuie Ur(;e. Cnine to Du tui^ue. Past, Present and Future of Chicago Investments. liy view of the active interest being slicnvn by Cliicago fiipibil in sc-euring to ns com- chi eeoka memal advantages, and the apalliy shown by St. Louis, we cannot 'licli) but be impressed with tlie conviction that 8t. Louis lias " h)st iicr grip," us cnunerce S'-^rogrets like water, will travel in the lowest channel and seek an outlet where there exists Tra.io like the least impediments. This branch road Irom Chicasro to Siou.x City is now wuic-r. completed to Onawa, some 30 miles below, and half of the iiilerveuiu"- ilislance i.s graded, being a gap of but fifteen miles of grading and tiiirty miles of Track-luyiipr to be completed between now and spring, iind the bridging of the Floyd jus"t below Sioux City. If St. Louis is determined to "shake us," re^uni° I'o'it^s hy Denver to the Denver Pacitic Raih-oad. Maj. Johnson and Gen. Hughes responded for the Denver movement, and their views are embodied and endorsed Denver Sews |jy jj,g ^Y^.^^^y^ of the 14th, as follows : " Our city has been long enongli deluded by promises and hopes. If we expect anything we must go to work ourselves. This we have doni-, and this we propose to continue to do. When a half milliou of bonds are voted, and a road graded and tied from Denver toCheyenne, or some point on the Union Pacitic railroad, we shall then have some reliable assurance of Sorry to em- j^ raihvav Connection. If this action" embarrasses the eastern division we are l'^oTI very sorry, but we cannot help it. The Denver Pacitic must go on. We assure Governor Carney and Judge Usher, that we have the warmest sentiments of Will wel- friondsliip for their road, for Leavenworth and St. Louis. We reciprocate tlieir '^'""''""^°'~ expressions and will extend a liearty welcome to tlieir road when it comes. More —aid tlieiii. tliaii this, they shall have substantial aid when we can aftord to give it. But wlieu tht-y attack tiie Denver Pacitic road, our own enterprise, and present diplomatic lmveTiI!-ir icasoiis wiiy we should not vote bonds, they must expect no response, but only a own road, firmer adhesion to the position Denver has taken. We will enter into any agree- ment lliey wish, save one, and that is to abandon the Denver Pacific railway. If to obtaiii'this is the object of their visit, we predict tliat it will be a failure, and so it should be." to^iieiT "'^'* Chicago has now attained a position that she can do something for her own protection, and for the extension of her commerce and manu- factures. Although every influence hitherto favorable, especially that of the conjoined interest of eastern capitalists, must operate Anencour- continuously and with multiplying power; it will not prove a slight Hast. stimulant to continue tlie same course, that their judicious aid in the ])ast will henceforth enable Chicago to be an energetic, liberal con- tributoi to means promoting joint interests, chief of which will be to extend tlie railway system exactly as it has been established. Who -'ikies'w^eBt-'^*^" doubt that this sure policy, continues nearly every one of the seven Chicago lines west of the Mississippi, and perhaps two or three inter- MouiIuum i"ediate ones, onward to and into the Rocky Mountains within ten andbejond. y^-ars, luost of them within five ? Nothing beyond is calculated upon, though several will go to the Pacific, for it will suftice that they reach into the mountains to secure to us the entire area above listed, and we leave a little for future additions. i"T'Juh' Can competing lines be established ? They can and will compete with each other to obtain the business and deliver it at Chicago. That will be the only serious competition, for should long diagonal roads be constructed, they would only be feeders to the trunks. "fflcuu?'"'' ^Vlience sliall funds come to build roads enough to interfere with these powerful spokes of the Chicago hub? Starting from this natural and artificial centre, the long lines diverge, and quite evenly, iiiileii th to St. Past, Present and Future of Chicago Investments. 121 taking in the entire region from Mexico to the IJritisli Possessions. ]>eing itself considerably souih of tlie centre of latitude of tlie Nortliwest, what possible influences can be generated to draw thisdnfwuuJo trade away off from its natural and direct route eastward, loO miles 1^," south to St. Louis, upon the very verge of the Northwest ? She will '"'"'"• have part of the Kansas trade, but less and less from eacli line north. As before remarked, competition on the southern road from Kansas, comp-tiiion begins at least even-handed; and what forces will there operate in"' '^''"'^" her favor, which failed in her own State? She will display more wisdom and ability than she has yet done, if she can draw lier part of the far-west trade through Kansas, or the chief city that will there g/','"' ^^ arise. Competition directly in her rear will afford ample employment without seeking it so far from home. Were the west bank of the Missouri the shore of a lake, what a site would Kansas City be ! ^"^ ^°*"^" But St. Louis can take no advantage of Kansas' deficiencies, for she is still more deficient.* * The Great Bend ot the Missouri, affording a site more nearly approaching that which Lake Micliigar Great bend affords than anything else in nature, and creating a centre which art will mirely regard ; it in natural ".' *•'"'"'»■'' that we should have a sympathy with the embryo city there, which, within 20 years, will count ita hundreds of thousands ; and we would like to have it determined wnether it shall be Kansas City, Leavenworth, Lawrence or some other. Since pp. 99 and 100 were stereotyped, a private letter, written by Col. Vliet. Engineer of the Leavenworth, Lawrence and Galveston Railroad, to a friend to acquaint Col. Vliet's him with the advantages, present and prospective, of that road, was lent me for perusal, and I have ,'. i'!"] ^ ^"" obtained permission to make some extracts, exhibiting at once the undeveloped resources to be devel- road, oped in the Southwest; and also the important fact that already they look to Chicago for their market. Three-fourths of the immense herds of cattle that Kansas and the Indian Territory are annually to export, will come to the Chicago stock yards. Says Col. Vliet : — "In natural and undeveloped resources, the country along the proposed route of the L. L. &. G. R. R. Route degi- preseuts a most inviting field in that part lying within the State of Kansas; the extreme fertility of the '''''''*'• soil, and its adaptation to the production of all the grains and fruits of the temperate zone, and Products especially of wheat and wine are acknowleged by all acquainted with the country, are fast becoming proverbial. The mildness of the climate, the gently undulating surface, and the facilities for grazing ^''''' will render it eminentlj' favorable for stock and wool growing. "Having become well acquainted with the country from Lawrence to Humboldt, lean testify from per- Personal sonal knowledge that it has not been over-rated. It will not suffer in comparison with the richest portions "o* ^ S • of Illinois or Iowa. As a whole, it is perhaps not as well adapted to the growinij of corn as some portions of those States, though the bottoms are unsurpassed in this particular, but will equal or surpass them in the production of wheat, fruit, stock and wool. I have recently returned Irom a trip across the Osage lands from Humboldt, south, to the State line. The great fertility of the Neosho Valley »nd its *^'*'*=® '''"^*' large supply of timber are widely known and appreciated, and are unquestionable. But my route led me over the uplands, between the Neosho and Verdigris. Here I was agreeably surprised. With the exception of occasional small isolated ridges, the lands are less undulating than those to the north of them, and more fertile, rivalling in this respect the bottom lands themselves. My course was mostly over prairie, on the divide between the waters of these two streams. * * * "The rotite, along the line proposed, is exceptionally singular. No parallel route of equal practiea- Q„)y practi- bility exists on either side of it, except in its immediate neighborhood. To the east of it the Ozark cable route. Mountains of Missouri, and the mountainous regions of Western Arkansas, interposean effectual barrier to any practicable route short of the meri lian of Little Rock — over I.'jO miles to the east. To the west, the country rises r-ipidly. The valleys of the numerous large streams have generally, an east and west direction, and are separated by high ridges which would lie directly across any parallel route on that side. "The country about the junction of the Canadian and the Grand (or Neosho) Rivers with the Arkansas A focal point seems to be a focal point, toward which large streams now from nearly all directions, having a common outlet through the Arkansas to the eastward. Here, the Neosho (or Grand) and Verdigris come in from more than 100 miles to the northward, interposing a valley between the mountain ranges on the cast and The route the ridges to the west, which is unexceptional as a railroad route and in which our lino will be laid. '"'' ri^ilroad. 122 The Northwest is the Prize— Its Exte^it and Resources. Chi. to seek ChicafTo, with every other city tliat has ability to combine the two best trade. ^^^.^^^ i„^ercsts of civilizatioii, commerce aiul manufactures, if she be wise, will give special attention to those States who will be her best customers in both. Therefore will time, means and effort be given KockyMts. as necessary, to secure the traffic of the Rocky Mountains. Double superior. ^jj^ population elsewhere in the West, will not supply a trade equally valuable with that of the mines. Mining will be their business, except to raise their grain and potatoes. Buying almost everything thiufer*"^^ and beino- free livers, they Avill soon employ a set of traders who will make it a specialty, adapting themselves to the necessities and Trade caoriccs of their customers. For the reason that it is a peculiar trade, it is inclined to aggregation, seeking those WMio understand it, Numerous ^jj^i stickiiiiT to tlicm. Eacli 50 to 100 miles, the entire breadth from liut* to Cbi. o . • , 1 , 1 Mexico to the British line, will have a railway, branch or trunk, direct to Chicago. Probably no city intermediate will liave more than tliree, and two of them short branches. Must not the trade of those cities, as well as of tlie mining region in their rear concentrate Focal point. at Chicago? What city west would have a greater, or even a tenth, of that which the focal point of the mining region would gather? 464,000 miles Tliat million miles listed above as the Northwest, does not include more — __ , Kew Mexico, 124,450 miles; Arizona, 130,000; Utah, 109,600; and . Idaho, some 100,000 miles, an aggregate of 464,050 square miles to — Clii. turn- ' ' ■> OS o 1 1 '"^o- be added in a very few years as also Chicago territoiy, without reckoning Nevada and the Pacific States, whose trade will seek niul^s mhiiii ' ^■^''*-'^3' their own cities. Excluding them, about one million square territory, julhis of tlic richcst mining region of the world will have numerous Emporium yailroads to it and throuo-h it, all leading to one city. Were she not will take O ' » J trade. x\\e acknowledged emporium of the Northwest, what city could The Poteau coming into the Arkansas from the soutli, and the mountain fork of Little Run running in precisely the opposite direction from the Poteau to tlio Red River, would furnish almost exact continu- ation of the valley of the Neosho or the Verdijjris, and only interrupted by the neck or ridge at the Sanf Bois sources of the Poteau and Mountain Fork, connecting the Sans Bois Mountnins of the Indian Territory with the mountain ranges of Southern Arkansas. How formidable an obstacle this neck or ridge may prove to be is unknown ; but a tlight detour will carry us up the valley of the Canadian to the west of the Sans Bois Mounfains in the direction ef Preston. On this line the Engineers, on the preliminary survey for the Pijciflc Railroad, near the 35th Parallel, report the summit between the Canadian and doonv^v— ''■•''*'''■'' °^ "'^ ^'^'' Ri'^'w «s only fifty feet above the former stream. Through this natural door-way will be built, and must forever remain, the Grand Avenue which shall furnish the great Empire west of the Mississippi its best communication with the markets of the world, and unite Texas and Mexico with ■* " '• Kansas, Nebraska, Colorado, Arkansas, Missouri, Iowa, and through Chicago with the regions about the lakes. It will be, perhaps more than any other road in the country, a grand trunk road ; for while the . topography of the country is such as to promote the construction of several very important branches — tlon.*"'^^ '" "'""""'ix't'iig route is practicable, except almost right alotg side of it. Should this road first occupy the ground, it will be poorly managed, indeed, if it does not timely make such 'additions to its accommodations as lo always hold undivided possession. Railroads " At Lawrence, the L. L. & G. R. R. will, by means of the railroads already completed or immediately built to Chi. to be built, luve direct and unbroken access to all the markets of the country. It leads towards Chicago, and in that direction the attention of the people along this line is strongly directed. * * Ot. Am. De«- "The 'Great American Desert' is already an admitted fiction of the past; and the rapid settlement of crt a fiction, the ricli valleys along, and in the immediate vicinity, of the U. P. R. R., as its construction progresses, Ib demonstrating that the country is not without value in an agricultural point of view. Yet, the fact reraaiDB that Western Kansas and Eastern Colorado are not particularly attractive for farming purposes. Past, Present and Future of Chicago Invest^nents. 123 compete with her for the mining trade ? But with that advantage, and with special efforts surely to be made to secure it, wliat city ciiu rival her successfully ? She uill get and hold that far easier than from much intervening territory. What sort of ligures, too, will be it. vastnoss requisite to compute such a trade from such an area? What other city of the West would not be satisfied to take Cliicago's chances for that alone? Mining is yet prosecuted in the crudest manner. Science and Mining t« improved machinery will probably augment its proHts more than any ""'""'"" other branch of industry, spt'culative as it is. Railways, too, are lo carry very much of the streams of settlement through and over the agricultural lands to the eastward of the mountains, except directly on their routes. It is only 20 years since the first <'old was (liscoviTcd '^"'>' -" y'" „ .. . . -, 111 ^ ^'^ ' BilJCe KOld m Caliiornia, and see Avhat has been already done, almost without*"*'"**'"'''*^ railways. They have far more efficiency in developing a minin^ tlian an agricultural region; and who can doubt that the present decade will accomplish twice-over what two have done, a four-fold increase ? It was ray design here to present extracts exhibiting the wealth Mining of this mining region, but their accumulation renders it impossible to L'^uSt?" do the subject justice, and the last coming to hand must suffice. A corrrespondent of the Chicago Bepublican, for whom the editor cor.cftij?,,, strongly vouches, and whose letter bespeaks close observation and moderation, writes Jan. 1st, from Wyoming, soon to be a Territory set off from Dakota, and that region through which the Omaha railroad is being built : — The principal value of this region will consist in its grazing advantages. It will be peculiarly adapted Good for cat- to wool-growing; but will hardly be able to compete in the raising of cattle, horses, and mules with the "''' """^ she^P milder climate further South. ***** "On the other hand, the L. L., & Q. R. R., as alreadv shown, has its course in its whole extent through This route a country unsurpassed iu agricultural resources, which will furnish, from the beginning, a large, perraa- ^"P®'""*'^* nent and constantly increasing local business. It is destined to supply a vast region, now destitute, with two essential articles of lumber and coal; a region wanting only these to become equally eligible and valuable with any other in^tho same latitude. It opens to the whole North and East of our country its most valuable avenue to the great beef growing region from which they must soon draw their prin- B^f ' '■Pgl"U. cipal supply. On its completion to the Gulf, it will furnish a through route of unequalled advantages to not less than four States of the Union. Striking the Gulf at an angle where its coast treads almost indirect extension of this route, it reaches at Galveston, and will traverse, by an entension already projected, and which will be built almost or quite as soon as the L. L. & G. R. R. can be completed, the — continu- extensive sugar country lying along the Gulf coast from Galveston to the Rio Grande and beyond, the '""■"• only source within the Union from which the deficit in sugar for home consumption, over and above gy„,jr ren-ion the productive ciiijacity of Louisiana, can be made up. Pursuing its almost undeviating course, tlie route which we initiate at Lawrence will cross the Rio Grande, and, passing through the City of Mexico, T" , „ '^'."1'' ,;,,!:,, and Pucinc. will compete at Acupulco for the trade of the Indies over a route some hundreds of miles shorter, much cheaper, and every way better than any practicable route from Lawrence or Chicago to San Francisco. "This is no chimera. The Eastern cities, and St. Louis, Cincinnati, Cairo, Memphis, Vicksburg and Xo chimera. New Orleans will equally require the route from Galveston by way of the City of Mexico to form a luuch needed connection with the coast of the South Pacific. Every mile of the way is teeming with tlio richest productions of the earth. Already the opposing currents of emigration coming from' the East Emitrration and th3 West are eddying among the mountains of Idaho, Montana, Nevada, Utah and Colorado t*^ ' " «" • There is no outlet except to the South. Thitherward ' manifest destiny' points the way, and the L. L. & G. R. R. may be the pioneer enterprise which shall give the initial impulse and derive the principal profit arising from the transportation connected with the movement." * * 124 The Korthxoest is the Prize — Its Extent and Eesources. Clddisoov erit« iu Wjr omiog. Cereso lodf Its richnesij, MiuM openi'd. EsHinato moderute. loO leads. Good yield. New dincoveries. Field nnknown. Improves with devel- opment. Tarious miDeraU. Natnnil ad- ViiDUtges. Pacific rail- road. Co:tl and iron. 10,000 miles or coal. The first discover}'- was made upon Willow Creek, a tributary of the Sweet Water, fourteen miles northwest of Pacitic Springs, and ten miles north of the old South Pass telegraph station. One of the party, Henry S. Redell, Esq., riding along, leisurely, one day upon his horse, discovered a white boulder lying upon the side of the hill nearby, which attracted his attention by its unusual appear- ance, and which, upon cxiunination, he found to be literally covered with gold. After he had satisfied hiin.-elf tliat his eyes were not deceiving him, and the excite- ' ment of the moment, naturally caused by so rich a discovery, had subsided, he began the search for the source from whence this boulder must have had its birth, and within a few moments he was richly rewarded by the tliscovery of the f;unous Cereso Lode. Out of this mine men have made as high as $180 per day ■ with a hand mortar. Four tons of quartz hauled to Springville, Utah Ter., yielded $28,000 — 80 report says, and I have no reason to doubt it. At present the com- pau}' are paying §200 per ton to have the rock hauled five hundred miles to be crushed, willi a result of from §2.000 to $4,000 i)er ton. In three or four cases rock has been pounded in a hand mortar which yielded $10 to the pound of ore. Here follows a marvelous list of mine? so soon opened, although the first was only discovered in June last, and the writer continues: — I have given you a fair average of the mines thus far found in this rich mineral section, al)out wh eh so much lias been said, so many strange stories told, and where so many wild rumors have had their cn-igin. But after all not overestimated. Some one hundred and hfty leads have been located, all within a small circle of some six by fifteen milfS, while the great mineral belt in which the mines are found extends from Fremont's Peak smith to the junction of the Grand and Green Rivers, a distance of some 31)0 miles, and in widtli from 30 to 60 miles. Only the small portion above referred to above has been prospected, and that even onl}^ run over. Three gulclies have been discovered which prospect from three to thirty cents to the pan, with from three to nine feet of pay — no stripping and plenty of water. In the Cereso Gulch, they averaged during the fall $30 per day to the hand. Reliable reports which have just reached us, bring the tidings that a very rich gulch has just been struck some 20 miles east of the South Pass, on Wind river waters. The gulch is reported as live miles in length ; pay, nine feet, and that all the way down, with i)lenty of water, and good for from an ounce to $30 per daj^ to the hand. Rich diggings are also reported as just discovered at Devil's Gate, on the Sweetwater, where gold has been found for years, but never before in paying quantities. The best prospects (;ver obtained in all this region, until within the last few weeks, were found in the Great Basin of the Sandy's and Sweetwater. Near the base of Fremont's Peak, in tiie new Pacific District, prospects are good that very rich placer mines will be discovered during the spring and early in the summer. As l)ut very little jn-ospecting, has, as yet, been done, we know but little of what these hills and valleys contain. * # * All of these, and the many other mines, upon which more or less work is being done, all grow richer as they are developed. Four mining districts have been organized, viz: Shoshonee, California, Mill, and Pacific. Three cities are already laid out— South Pass, in the Shoshonee District; Hamilton, in the California District; and Pacific City, in tlie Pacific District. About six hundred men and .six women now occujiy this section, so wonderfully rich in gold, silver, copper, iron, coal, coal oil, and mineral springs, not to speak of the magnificent and fertile valleys of Wind river, the Pass Agi'les, Sweetwater and Green rivers (Valley of the Lakes), which for fertility of soil, grandness of scenery, salubrity of climate, as well as in point of location, near tlie great thoroughfare across the ccmtiuent, the Pacific railroad ; then again for tind)er and water, and last but not least, their mineral wealth and home market — all combine to make this the spot which never was and never will be surpassed in this country or in the world. The Pacific railroad will pass within fifteen miles of the mines, and be completed as far as this l)oint by the 1st of August, thisyear. The telegraph is within nine miles, aud will be compleled to the towns as .soon as the weather will permit. * * * In passing from Cheyenne to the mines, we cross the great coal and iron belts, which extend from the western base of the Big Horn mountains westerly to Green river, and thence to Salt Lake, ami southerly to Mexico. This entire region abounds in veins of coal from 5 to 11 feet in thickness, and of a superior ((uality, resembling cannel coal, now bituminous, having the hardness of anthracites coal, resimitjling it in appearance, and ranking next to it. There is probably not less than 10,000 sciuaro miles of this lignite formation, and that, too, in a region of Cf)unlry where there is a great scarcity of wood, and also where are found positive evidences of as fine iron mines as any in the world. Immense deposits of iron are Past, Present and Future of Chiraiv mountains nf it in llu' Irnn Mountain ranp«- iron In tact, so tar as outwanl indicatioiiH can hv taken as prool". tlicrf Ih not Ii-kh dian """" an area of 100 miles s(iiiare, covered witli lieds oC ricli iron ..re. W.nt ..f tlie*fBii,„r we find a silver belt, rich in tlie precious metal so Car as has »)een tested The extent of this silver secticm is not known, onlv that indications show an extent of leads about ten to twelve miles in leni^'lii bv 'three in width. Sp.-cinienn of Hilv.r ore trom this seciKm, woikcd in Nevada, li.ive \i\\v\\ wonderful r.Milts. Hut this 'Wi' ■■ n.^. section, like all of this i^rand mineral ni,non, is as vet almost entirely unknown West of this Sliver belt we tind the Swe.lwaler ^^olti' miiics, rich and exlen-ive Provisions of all kinds are already scarce, and will be more .so l)erore •.prlntr fr..,ui..n.. Flour, $20 per 100 lbs., and none to be had. Pork, Ihv; beef. :»(lc ; bacon %\ ; tea "' ■ '''^• f); coilee, Toe; potatoes, p.); butler, %!l ; cheese, ."iiic ; a.\es.!>;ti ; picks. ♦T.r.d'; kIiixh,' $1 per pane; boots, i;15(,r24; nail.s, !?1 per 11.. Lumber, ijslOl); shinf,'ies, 'jlO No tools, powder, fuse, or anythinij; else with which to work tlie mines. There are but two little slK.ps or sort of stores in all this rei,'lon. e'lMihini;. l.lnnkelM etc arc about four times as high as at Salt Lake ("iiv, and there double the price of almost any other western city. The trade has be"eii thus far with Salt Lake ("jiv. Trm.lr lo but with the opening ot spring it will turn eastward toward the railroad, when'**"" ''^•* Cheyenne, Omaha, and Chicago, will each secure tluir share, providing their- ^.,.ii„ u, business men use proper exertions, and not like Chic.ii,'o in the past, allow St. ciii<««". Louis to take three and a halt millions of dollars in gokl of her tra• which machinery will be transported hither, and put into place when once on the ground, these mines are more valuable than any other ever discovered in the country, and second to none in the world. A year fnmi to-day o(),()U0 people will be foun'd |'<'.'»''P«'P>«' on the very spot where, in July last, forly-tive Indians held the reins of govern- ""*'*'• ment in their own hands. But their day has j)assed, and with the coming sj)ring there will be a grand rush for this new "49" of the l^)cky Mountains. Let every one come prepared with provisions, clothing, and tools to last them until the middle of July. Those coming from the West a^id Northwest-must get iheiroiittit of horses, provisions, etc., at Salt Lake City. Montana and Idaho must outfit at home, while those of the East have the choice of Cheyenne or the terminus of the rail- road, which will probably be some seventy miles west of there, and within 110 miles of the mines. Horses and mules will lind no trouble in reaching the mines after the tirst of May; before that it may be doubtful. There arc line chances |j''""'* ''"*" here for business men — live, energetic, straiglitft)rward, accommodating men — wlio i^jj'jlir^ can see beyond the present penny to dollars in the future. I have seen no j.lace as yet, in all the mountain legion, for drones or men who wish to make a fortune -""t drones without hard labor; no place for outlaws; too many vigilanters for them. I-'HW l,^ rylpj_ and order prevail, and the people are determined that such shall be the luture. I would not advise any man, young or old, to rush to the mines, but look tlie Ac* matter over carefully and candidly, and then decide. Large niigirets are not picked '"■"" *■"' >'• up on every hillside, or in every valley, but on the contrary, liard, earnest ctl'or's here as elsewhere only will be "successful. It is true that fortunes are and will be made here in a single hour by some, but this is generally if not always the result ah dcppnH.^ of the most persistent efibrt, while others are a'lways poor and always will be, "'"'^'"■t. perhaps always ought to be. * * * When we look at Nevada, Idaho, Montana, and even poor Utah— not to speak Oth^r mlnre of California and Oregon— and see what they are, situated so far away from «"" ''"•»*">• "America," or in other words, their base of supplies, what must we ex|.ect fi-..m this new and rich mineral region, over which already the inm lior.se begins to j.^^^^.^.^^^ prance, after having carried or drawn his heavy load to the only door of the niines* ^j,'„, Cheyenne, born on the 2d day of last August, and today boastin-rof H,(Ml(» inhab- ci.ojrDno itants, is but the index of v/hat is to be. W hen August next shall have come, the ''^O- railroad then within sight of these cities on the «;immit ; just think, ;f7 hours from Chicago, via the Northwestern and Union Pacific railroads, and you lind yourself upon the summit of the Rocky M(mntains, in the reunoiis of gold, silver, copper. All -..rt. of iron, coal, coal oil, and in the tinest agricultural region of the entire W est. as well ' '"•"' • as in the land of the elk, deer, anteloi)e, bullalo, and the delicious mountain trout and where sunrise and sunset scenes, the old mountain storms, the magniticeiit Grand landscapes, put Bierstadt's tamous "Storm in the Pvocky Mountains" and " -^ n •^••'"•O • Semite Valley " in the shade. Will our business men and capitalists then lake their 12G The Mrthwest is the Prize— Its Extent and Resources. A Conntrr as families to Saratoga, Nahant and Long Branch to spend the weary heat of Hummer? GoamadJit. j (jjjyjj ngt. Let them try one trip where they can see a country as God made it, where they can see the perfection of workmanship, and the charms of the fatal social air of fashionable watering places will lose their charms. Let men be Keep Cool, careful. Excitement will run high. Fortunes will be made and lost in a day. Some will win, others lose. Many will praise while others will condemn the country. Let every man be cool and deliberate ; think well before he acts, but if Beinearnesthe decides to cast his lot in this "new Northwest," do it with a will, and then in the end he will be sure of success. Conflrmar Confirmatory of this statement concerning this new mining region of *'""■ the Sweetwater, — and who can say that in a million square miles many such A letter from will not be discovcrcd, perhaps even surpassing this ? — an extract is taken cfty. * * from the San Francisco Bulletin, January 18th : — Sweetwater The Sweetwater Mines. — We are permitted, says the Virginia City Enterprise, j!j.'°^^- J""- to make the following extract from a letter received by a gentleman in this city, prUe. from a friend in Salt Lake City. The letter is dated January 2, 1868. "I wrote you a few days ago about the Sweetwater mines, and told you what I knew and thought of them at that time. Since then I have seen several letters from there, and have talked with some men from the mines — and they are to be believed. New dlBcov- There are discoveries being made every day, and such as will throw everything in eries. the shade that has been found in the last seven years. It is hard to believe, but it is so. They have also enough rock in sight to run two or three such mills as the Gould & Curry, for years, and of that character that men are now making from $5 Rich placers, to $20 per day, pounding it out ip common iron mortars. They have also discov- ered placer mines that will pay well and give employment to 20,000 men, and are still finding more. Within 25 miles of the mines is one of the finest valleys in the world. In this valley at the present time, they have green grass nearly knee deep. Towns grow- There are at this time, about 600 men in tlie mines and valley. South Pass City is iiig. growing fast; it contains two stores, a carpenter shop, blacksmith shop, etc., but nary whisky mill. If I were fixed, I would go there immediately, and get a small stock of goods from St. Louis and rush it in ahead of all others. With $2,000 I 15,000 bv 1st could make $10,000 next summer. There will be at the least calculation, 15,000 men July- in the mines by the 1st of July next. We receive letters here (in Salt Lake City) from New York, t)hio, Wisconsin and many other States, inquiring about the Sweetwater mines, and all say that there are many persons in the East that think of coming to the mines in the Spring, but first wish to know something of their Turn ont character. Now, my honest opinion is, that the Sweetwater mines will turn out well. ^eJi'. If half the above is true, the new mines are the "biggest thing out," Who Good for pro- says there is no place left for our prospectors ? They will find a perfect paradise epectors. j^ ^j^g Sweetwater country for at least two years. Kxtent of The cxteut of mineral wealth we can know little of, spread over a wtalUi uu- .... .J . known. million square miles. JNor is it confined to precious metals, as they are styled, but the more precious ones of coal, iron, etc., abound. Withal, rich valleys for agriculture furnish a home supply of the main articles of food at large profits. So that while extent of wealth is wholly unknown, it is Cucanaiied. wcU ascertained that its equal exists not on the eastern continent, at all events. re'Sii'it'wiu ^or such a country, with such resources, all needed facilities should and be afforded. ^[\\ be afforded. The probability of building speedily several lines through to the Pacific with Congressional aid, has been considered ; and since these ?<^d"j^^d.'^^^^^ ^^'^^^ in type, the Cincinnati Railroad Record, of January 23, comes to hand, containing so just and sound an argument, that space must be taken for parts : — Past^ Present and Future of Chicago Investments. 127 Government Lands for Railroads. — We observed with regret, that in the late Q"vt. lands political canvass in Ohio, some of the Democratic orators pronounced against any for raiirottJA. more grants to railroads. We have not observed this in other parts of the couniry, and v?e may safely assume that it will not be a popular doctrine with that parly. In our opinion, it ought not to be so. Nothing is more certain, than two facts, that great lines of commercial intercourse create far greater tvealth tlian tiiey ever cost ; They create and what is of equal importance, furnishes emploi/ment to tens of thouHan°°- lands for the construction of Railroads in its unsettled territories. But there are considerations higher than that ; there is the consideration, which — andhlgbcr is so often spoken of, and so often pressed, and which every year presses harder, "I'Ji'cts. that of opening up great commercial routes across the continent. But it is quite evident that no one road will do. Just take up the map and look at the vast Immense country, from the Straits of Fuca to the Gulf of California! Now, if this country j.'^'^;;^*^/^ were connected with all the trading points of the interior, running into San Fran- cisco as they do into New York, it might do ; but it neither is so, nor can be for a great length of time. AVe want, and must have, three great Pacific Roads ; one on Must hivo the route from Mackinaw to Puget's Sound; another from the Mississippi (it may ^J^j;'^^r^_s be the Kansas branch) to the Colorado ; and the third now making, the Union Pacific. These views are judicious: but while three routes to the Pacific may Yet more to •" I TJ 1 AT Kocky Mts. answer, we must and will have five to seven or more to the Kocky .>Joun- tains. Whatever old fogies may say about the absurdity of opening such an area to settlement, with a breadth of hundreds of miles this side vacant, it will be done. Members of Congress who will not take a broad, statesman- m. cs must like view, and legislate wisely for the whole Republic, and its most rapid '^"*'""''*"'y 128 The Xorthicest is the Prize — Its Extent and Resources. development, will be speedily left at home, until a majority in Congress will understand the will of the sovereign people. Such a land-proprietor as T'd wne7^ t^"'^'^<^ Sam, must employ means commensurate to dispose of his wild lands. La doftt '^^^ Waxhi}iff(07i Chronicle gives this interesting summary of a report I JifP'Tt. ]^.^ye been unable to obtain for this paper : — Hon. J. S. The Future of our Country. — Hon. Joseph S. Wilson, Commissioner of the Wilson, General Land Office, has submitted his annual report to the Secretary of the Interior The report consists of five hundred and seventy-six pages of manuscript, besides a special accompanying document of over one hundred pages. In the regular report the statement is made that about 7,000,000 acres of public lands have been disposed of during the past year. There is yet the immense amount of 1,400,000,000 1.400,000,000 acres of public land, including the newly acquired Russian Territory. Bcres public The report is made up to the 15th day of October, which ends the fiscal year. hind. There are thirty maps fully descriptive of the States and Territories, together with the most elegant and carefully prepared map of the world that has ever been gotten up in any country, accompanying the report. Points con- The special paper inclosed with the report is one of the most interesting, sidered. instructive and valuable documents that has ever been gotten up in this country. It fully ehiborates upon the mineral wealth of the United States ; its gold and silver Minerals. products, the same in comparison with the rest of the world ; the quantity of gold, silver and other precious metals ; the quantities now in existence in this country and in the world, and by this means showing the comparative wealth of this Pttcilic slope, country. The paper speaks in detail of the great Pacific slope — 1,000 miles long and U80 miles wide, with an area of over 831,000 square miles, or about 5,000,000,- 000 of acres — sufiicient to inhabit 100,000,000 of people. The great wealth and increase of this country and its future prospects are thoroughly treated upon. The —railways, great Pacific railways are fully explained, and the tide of the Atlantic and Pacific shown. Trade of The trade of the Indies, of China, of Japan, of all the Eastern World must flow East— jjjtQ jjjjg country, and through this country to the rest of the world. To San — toN. Y. Francisco, and thence to New York, all the precious metals of the Eastern World will find their markets for the world. Mr. Wilson shows how we are now three Ahead of thousand miles ahead of England in our routes to Cliina, Japan and the Indies. "'''• He shows in full the necessary division of the trade to this country, and its effects on our public lands on the Pacific slope and in the Mississippi Valley. He gives on the map of the world, every rail road line completed or in contemplation in this ^■'*?-'''"''rMd country. He speaks in detail of the various Pacific railroads, announces the im- '"portant fact that by October, 1870, the main road will be finished, and the grea^. bteam horse will carry us from New York to San Francisco direct. Eailroads— He says there are now 37,000 miles of completed railroad in this country, which, since their commencement, is at the rate of 1,000 miles a year. He further says that there are in course of construction 17,860 miles of railroad. For these —aids by roads completed, and for those in contemplation, the government has donated over C«uKre«8. 184,800,000 acres of land, and to the Pacific roads over 24,000 [?] acres of land. He speaks in detail of the immense increase of the wealth of the country by the war- ranted advance in public lands bordering on all these roads. Mr. Wilson's treatise Domestic on our domestic and foreign trade, in these papers, is .invaluable to our commercial tradeSojjoo,- world. He der.u.nstrates that our present domestic trade is over $5,000,000,000. .' ■ J'*' shows conclusively that we are bound to absorb the immense trade of wmi Sail ?"'■"/'''■" ""-^ i^astern Asia, byway of San Francisco and New York. He gives Fr,.nei..fco f"'' ^^''uls about the Suez Canal ; shows how England has been acquiring immense and N. y. wealth from Indian possessions— her present income being over £78,000,000 in tarifls for the last year just from that source ; shows how we are 3,879 miles nearer Advanfagpg to Melbourne, Australia, than England or France; tells us all about China and of wau-r. Japan, and our increasing trade with those countries; gives the names of all the cities tor trade, and how the shipments are made to San Francisco, then to New iork, and then to Europe, and through our own country; gives an interesting account of the trip of the steamer Colorado from San Francisco to Japan in twenty- Beven days, and her return in three weeks, laden with rich freight. The same trip irom London or Paris would take sixty days each way. Rapidity of travel, Mr. Wilson contends, will draw the travel and the trade. The teas and silks of China Past^ Present and Future of Chicago Investments. 123 and Japan must come through us to the rest of the worM. The trade was worth ■"■" Kd this $260,000,000 last year to our European neighbors. AVe '11 get this trade. It is "■■"'"• rapidly coming to us. Mr. Wilson's learned and instructive digest of the trade of the world since the Anci.nt time of Alexander the Great up to the present time is altogether tlie best written "•';'•"''»- article on the subject we have ever had the pleasure of perusing. Jlis description""'"' " of our great country, its railroads, rivers, canals, and other internal iinprovemi nis ; aIs.. .mr his full description of the Pacific slope, with its 100,000,000 acres of undisposed country, public lands, and its great Pacific railways, is a State paper which every man in this country, desirous of being informed of our true national greatness and pros- perity and prospects of the future, will eagerly seek for. Mr. Wilson reports that there is room enough on the Pacific slope for torty new States. He thinks that by To Imvo loo the commencement of the next century we will be a united country of one humlred Ptatcn l.y States, with the control of all the great treasure shipments of the world. He says ^'^^^~ this country has commenced her grand imperial course, with the control of tlie Eastern trade in her power, and that the immigration and natural growtli of the country will place us at over one hundred millions of people by the year 1900. He— 1 00,000,000 speaks of the civilizing influence of our great democratic institutions, and their l"'°i''"'- effect upon the rest of the world. Mr. Wilson has been a long time preparing this elaborate paper, with the accom- xhorouK'h panying map of the world, which has also been so well prepared. lie has consulted reBeurcli. over one thousand different volumes, been in constant correspcmdcnce with the principal officers of the European Governments who could give him information on the various subjects of which he treats, received much information and data from Much aid. the State Department, and our Ministers and Consuls throughout, the world ; has had the assistance of the surveyors and mineralogists of our Interior Department, and now lays before the people, through the Secretary of the Interior, one of the Vnlnable most valiuible public documents this country has ever received from any of its document, public officers. In preparing this paper, the facts outside of the General Land Office matter have Vuiueof been detailed by Mr. Wilson, so as to show the value and influence of our public I»nils iie- lands, and their great wealth throughout this country for years to come. We hope ^*'"I'*"'>- to see the report and accompanying manuscripts printed by order of Congress and freely distributed throughout our country. With the power of the entire railway systera east of the Mississippi to Menns to .. fixT'i/^ • \. \. secure trade urge requisite hberahty oa the part 01 the JNational (jovernment ; with that being liberality well inaugurated by judicious grants; with the whole public inciting to rapid railway extension ; with strong competition between these gigantic corporations of the East to extend their Hues into this mining region, really the ultinij, thule to most of them ; and with the certainty that she is the centre of that million miles, Chicago will make her arrangements -ciiipr©- ' " ... pnres to re- to receive that trade ; and thousands who wish to engage in it, will locate ceive it. at Chicago as the place to get it. With that energy and enterprise for Enerfc.y ^10 o./ J. ^ given to it. which she has credit, will not her merchants and manufacturers, and railway interests, together with the power behind the throne, be very sure to make whatever effort and sacrifice the invaluable prize may render needful ? That their eyes are fixed upon it is evident from the previous article from the Journal^ and here is another from the Chicago Republican : — -m. ittp. Chicago and the Territories.— Theve, is a very prevalent belief among Chicago resi- ci.i. and dents that the Garden City is so weighty, and under such tremendous headway, that Territories, it will run itself. This is true, if the distance to which the city will run itself be Headway limited. An immense fly-wheel, driven at a high rate of speed, will, if nicely "^ong. —17 130 The Northcest is (he Prize — Its Extent and Resources. -yet fly- balanced, continue in motion for a very long time. Chicago, being immense and wheel may ^^n balanced, will likewise run a very long lime. But if the propelling power * ; ^^''^' taken from the wheel, it will, in time, stop ; the same is true of Chicago. Chicago, without the building of another mile of railroad, or the lifting of the St'be^* finger of anybody to extend its business or connections, would keep in motion louder than any other city, under similar circumstances, in the United States. To — likeSt. L. sit still, and allow the machine to run itself, would be to imitate St. Louis. Pos- sessed of a good deal of water power, that city has been under the impression that How trade it needed no effort. It had, for three-quarters of a century, no rival, and hence it comes to Chi. jjgygj. appreciated the necessity of exertion. It waited for trade, and growth, and wealth; and they came. To-day they are still wailing for trade, and growth, and wealth; and they are coming — to Chicago. Now what we want in Chicago, is not to fall into the belief that our wonderful ^rweiu^rate. prosperity will always continue so prodigious without being urged or assisted. We can sit entirely still and grow faster than the most enterprising city, outside of Chicago, in the country ; but this is not sufficient. We must keep up our present high rate of progress, and, to secure this result, effort is necessary. Chi. to ex- With the return of business, Chicago ought to be extending its connections tend her through every territory in the West. The Union Pacific railroad, is of course, a '"**■ Chicago railroad, and Chicago will reap all its benefits. We shall get all its trade, if we do nothing ; we can do more than this by a little effort. We can keep in advance of the building of the road, and secure all the streams which may be Keep in ad- induced to run into it. Whenever a construction train advances three miles, it v.ince. should find a Chicago agent there, waiting to send an order to Chicago. We Riverbranch should be ready to run branches from the main line up and down every valley, till ®°- we have taken in Denver and the gold mining regions of Colorado, the rich deposits and heavy trade of Montana, and the silver mines and other valuables of A little effort Nevada. A very little effort is all that is needed to give Chicago exclusive control "ureg all. ^f every square inch of territory west of the Mississippi and Missouri rivers Beyond the Missouri river lies a country the richest in all the world. There is scarcely a known fruit, or wine, or mineral, or fur that it does not produce. Chicago must be made the reservoir into which the Pacific streams of this domain must pour their golden wealth. How these things must be brought about, any one knows. Nature, position, have accomplished already three-fourths of the task. There remains to Chicago to build here and there a branch railroad, and to establish at every point its agents. i^obecove"^ '^^^^ great Northwest, of such diversified and abundant resources, both agricultural and mineral, is beyond doubt the prize coveted by every section J and what sort of a people would they be who were indifferent to its posses- 6houid" hale ^'^" ^ Would it be unnatural, however, to give it to a city within its own »t- limits, could one be found sufficiently central and accessible ? Has not com- merce natural laws, vibrating toward its centre as does the needle to the Trade obeys pole ? What obeys laws if trade does not ? Is forced trade reliable or pro- fitable? Nor does distance impair effects; so there be but one centre, as there is but one positive pole. The nether is of no account in either. 26 Engiandg. Although the 1,500,000 square miles, would make twenty-six such countries 7 Frances, as England and Wales, and seven of France; and although London is em- porium of the former, -and Paris so completely of the latter that she rules No centre i -r< • • r J oi''n'w""'* Empire; yet neither has as many spokes in its wheel of commerce, as has the Great West in its hub. N. w.aMeto That the Northwest has its centre, and that not of mere o-eoGrraphy, we build up iu , ,, • •/. G o r J> euiporium. Shall ascertain, if we yet have not, and we shall learn the power of internal commerce to build up great cities. What other section is able to impart eminence to its commercial and manufacturing emporium, should the Great Northwest fail ? Although certain as the rising and setting of the sun, that Past, Present and Future of Chicago Tnvsfnicnfx. 131 of this 1,500,000 miles, Chicago is to be the centre, inado so both by iiatiiir and art, without power in any ordinary '-race of liiunaiis" to work a chan"e ; i'''i"P«:t . , '' • ■ ' (iimcult to yet the magnitude of prospect renders realization difficult. li' in the judg- "-tHiizo. ment of more moderate citizens, the vision is too grand I'or accomplishment, too chimerical for earnest thought, — in sliort, too much like St. Louis' "general prediction" — let us come down to a plain mattor-of-i'act view, that — a modcrnto estimate. 600,000 SQUARK Miles of arable Land and Water coursks, UNE-oid n. we»t , eOU.OUO Sq. QUALED IN Advantages natural and acquired, rapidly settling mucs. WITH THE BEST OF MeN, MUST GIVE UNEXAMPLED GROWTir TO THEIR Emporium. Adding less than 15,000 miles for the Pacific railway west of Nebraska, Tiii« a!i«'<"i.v , '' Kf-cureil \>y and the above statement only includes the area already directly bound to '•"iiromJs. Chicago by these 11,000 miles of iron bands; of which over two-thirds, as we have seeu, are specially Chicago roads; and every mile more or less beneficial. From Ohio to Kansas and Nebraska, with the country interme- diate, has been styled the Northwest. Yet with this cuttiug down, the areaoid N. West ... a 1 p^iijj, j^ ^ would give ten kinodoms like England and Wales, and two and three-ouarters Kiigiiuid-s. ^ » » ' ^ i% France's. 01 in-ance. Of the abundant testimony concerning the unequaled natural advantages Testimony of this area, we choose that which is most likely to be disinterested, because it. outside the region. Where shall one find an inquiring, capable, honest mind within the bounds of this Republic, who is not interested, deeply interested, ^?^^^^j;y^''^y in the development, prosperity and relating facts of the Great Northwest? From a report of the Board of Trade of BuflFalo in 18G3, copied into that Repon J^//- standard work, Hunt's Merchants 3Iagazine^ the following is extracted : — of ^'''«'«- In 1800, in all the territory west of New York and Pennsylvania and Northwest PnpuiatiuD of the Ohio River, there were no considerable settlements, except in Ohio, which l*'^'>— was then territory containing a population of only 45,365. There was, by the cen- sus of 1800, in the lake basin, a population of 9,474,358, against 4,100,425 in 1840, -isflo, '-iO,- und 6,080,609 in 1850. ''^■ The cereal product of the lake basin States was, in 1840, 267,265,877 bush.; in Cereals of 1850, 434,862,061 bush.; in 1860, 079,031,559 bush.; in 1862, (estimated) 900,000,000. ^•"''•' '""""• In 1840 the surplus cereals moved to the seaboard out of the lake basin was about Surplus 1S40 6,000,000 of bushels, against 145,000,900 bushels in 1862. -^^-■ The Erie Canal and the Mississippi iliver were, from 1825 to 1838, the only ave- Avenues nues of transportation for the products of the West to the seaboard. The surplus i^H- cereal products exported from those States bordering on Lake Erie, including fluiir estimated as wheat, were all included in the receipts at Buffalo, which receipts in I.^^ ,l^««.^J.• 1836 were only 1,239,357 bushels. The first grain received at Buffalo from Lake Michigan was in 1836, being a small istiiniin cargo of 3,000 bushels of wheat from Grand Haven, Michigan, by the br^g John from^.Mich. Kinzie, R. C Bristol, Master. The first grain received at Buffalo, from Chicago, was a small cargo of 1,678 bushels of wheat, shipped by Newberry & Dole, ot Chicago, Oct. 8, 1839, on the brig Oceola, Francis P. Billings, Master, and con- -ci.ic. 1S39 signed to Kingman & Durfee, Black Rock, now North Buffalo. In the year 1802, the surplus cereals exported from Lake Michigan, were from Surplus 18C2 Chicago, 67,676,741 bushels, from Milwaukee, 18,723,000 bushels. Other ports (estimated) 10,000,000 bushels, making a total of 80,399,741 bushels. Such are the changes of less than twenty-five years. With such results he ore Changes 2u us, what may we reasonably expect will be the increase of the next^ succeeding .>':ir^^- ^^^^ twenty-five years, when all the circumstances are so much more favorable than were ..;, , 132 Tlic Old N'orthoest,— 600,000 Square MUes ahmdij S'ceurcd. those of twenty-five years ago? The States bordering and tributary to the lakes, taken from forest and prairie and turned into farms. During this decade the popu- lation had increased 3,393,749, being 55 8-10 percent, or an annual increase of over 'The annual increase in the population of the whole of the United States, since cp-^e?u*''"'l71tU has been three per cent, and a fraction. By this rule which has proved cor- rnion. rect through seven decades, applied to the remaining portion of this century, the ljO.OOO,OO0inpypjjj.^,j^^jj ^^,jll jjg upward of one hundred millions in 1900. Half to be in If this fertile region of the country shall continue to increase in population, at lake and riv- the same rate per cent, for the remaining portion of the century, that it has during er valleis. ^^^ ^^^^^ decade, more than half of the population of the United States in the year 1900 will be in the valleys of the lakes and the Mississippi. Increase of The progress in internal improvements in these northwestern States, shows int. improve- stupendous results. There were twenty-eight miles of railway in 1840, 1,354 in ments. 1850, 11,782 miles in 1860. In 1830 these States had no artificial canals. In 1860 there were completed and in operation 1,556 miles of canals, besides nearly one thousand miles of slack-water navigation, answering all the purpose of canals. 3 divisions— Within the present limits of the United States and Territories there are three rac, Rivers millions of square miles, which may be geographically divided as follows : Pacific *"•}. ':'^'''' , slope 750,000 square miles, Mississippi and lake valleys, 1,350,000 square miles, Atl. iduif. Atlantic and gulf slopes, 900,000 square miles. This great middle division of 1,350,000 square miles, embracing nearly one-half Middle 1 360-^^^ national domain, is drained by the Mississippi and its tributaries, and the Great ouOsq.m. Lakes; the waters of the former finding an outlet in the Gulf of Mexico, and the latter in the Gulf of St. Lawrence, through the River St. Lawrence, extending through 20 degrees of latitude and 30 degrees of longitude. Mineral This vast area of country abounds with extensive deposits of iron, coal, copper, Wealth. lead, gold, silver, and quicksilver the coal being always near the iron deposits, and the quicksilver near those of gold and silver; the former being necessary for the manufacture of the iron, and the latter for economizing the gathering of the more precious metals. Ri'.h arable The rich alluvial soil of the Lake and Mississippi Valleys, will make the richest laad. and most productive agricultural district in the world. By the year 1900, the fifty Division of millions of people inhabiting these valleys, dividing their labor between agriculture, Lauor. manufactures and trade, promoted and advanced by the productive wealth of the gold arid silver mines of the Pacific slope, will, from necessity, give life and vigor to a domestic commerce that will be equal to that of all Europe, and from which will result a more extended foreign commerce than has ever been the lot of any nation to enjoy. No country There is no country on earth that has so many natural advantages for a large and equal. extended internal trade, or can be so easily made available by artificial aids, as the great West and North-west. * * * * Cansls com- These connecting links [canals from lakes to rivers] in the great internal water peted. highway being completed; the proposed improvement of the Canadian canals will, St. Lawrence wl^en accomplished, extend an arm of the sea from the Gulf of St. Lawrence into und .Mi>g. the heart of the great West, while from the Sunny South comes another arm from Lake arms, ^he Gulf of Mexico. Also Va. Between these two great water highways is a projected canal from the Ohio river, route. through Virginia to the ocean ; besides the Pennsylvania canals, and the canal system of New York, with its trunk line, the Erie and Oswego. New York need Pt.Law.route never very much fear this Southern arm of the ocean, but the Northern arm has strongest, power now, and when the plans and purposes of the Canadian Provinces shall have been carried out, there will be such an augmented power as to sweep onward to the ocean, via the St. Lawrence, nearly all the vast prospective commerce, the infancy of which has been shared by the Empire State. ftli^ro* ^"' ^^ ^^^^ succinct statement, two points will be specially observed ; rapid growth. increase, and small proportion of land yet under cultivation. The census of 1870 will no doubt exhibit quite as favorable results to the Northwest in Past, Present and Future of Chicago Invcatmnits. 133 relation to growth, notwithstandiug the war, which not only with(h-cw hun- dreds of thousands from the plow, but enlisted those spirited, active men, who would mostly have come into the West. But the census of 1880 will i^i'^owiii exhibit far greater relative changes, rendering certain tlie predieti(»n altove, '"'if "i'^' that "more than half the population of the United States, in the year liJOO iuti'>n.' will be in the valleys of the lakes and the Mississippi." Ten years to come 10 Years will give this region double the increase of railways of the past ten, and whjh. mostly direct extensions of Chicago lines west of the Mississippi. As before remarked, the gigantic corporations from the eastward will have fierce rivalry Rivalry of in extending present lines and creating new feeders in the prolific West; and with the mining business as a rich object of attainment, will open new lines through the present wilderness to be at once converted into farms and towns. Of the mass of information gathered about the progress of the "West, only Propross of a little can be given. Nor does the point need amplification. AVlio is known, ignorant of the growth of the Northwest ? Beginning in the South, the Governor of Missouri says in his Message: — onv.nf no. Thirty- six months have not yet passed since that epoch, from which our prosperity ProcroRs dates. An intelligent, energetic, liberty-loving immigration has come from older '*""^''" ^'"'• free States and from foreign nations, and has materially aided to rcpeople the places made waste by war. AVe have invited and cordially welcome free labor; the churches have been repaired and filled with worshippers. On the prairies, in the Reli^'inn ro- forests, and along the rivers, spires have risen, making new temples and new altars guHlc-d— erected and dedicated to our God. The increase of educational facilities is one of the surest proofs of our progress. Four thousand eight hundred and forty schools —ami ediiciv- are now filled with over two hundred thousand children. The University is being """• crowded with students, and has taken rank with the first colleges in the nation. The Capital State School Fund has more than doubled ; cities, towns and counties have in many instances trebled their population; the exchanges resound with Great pros- voices of active men, the steamboats and long trains of cars are bearing our pro- P'-nty. ductions to markets. The prairies, forests, hills and valleys, are being everywhere beautified with new-made homes. Capital, by millions, has come to us, and manu- Access of factories have arisen, and are vocal with busy industry. The mines are re-opened •""-•a""- and new and valuable discoveries of ore have been made. Two hundred and forty miles of railroad have been built without thereby increasing the State indebtedness ; two hundred and ninety-two miles are in process of construction, and eight hundred and twenty miles more are projected. The debt of the State has been reduced about $11,000,000. Our population has Debt reduc- increased to at least one million five hundred thousand, and taxable property has "< ■ been augmented in value by importations and by additions consequent on our p(,,,„|a,j,,n general prosperity to $4,554,808,895. Our credit as a State has not only been increased, restored, but raised to a standard higher than it has ever reached since the recep- tion of the internal improvement debt. With these fruits of a loyal and progres- <;,,,n,n.y ..nr Bive rule before us, we may well be strengthened in our attachment to the principles P'^'JI^'^j'"'^^ by which these wonders of transtormation have been wrought and made firm in our P" resolve to push forward to new victories, fraught with new and greater blessings, until we have laid sure and steadfast the foundation upon which we mav safely rest the future of our State. g^^, of Kan- sas. Says the Governor of Kansas in his Message : — The immigration to the State since January, 18G7, has comprised not less than 50000 fift/ thous.and persons, and with a reasonable appropriation, might have been je^.urs increased to one hundred thousand. No State in the Union offers greater lU'H'ce- ments to the immigrant than Kansas; with 80,000 square miles of fertile soil, well 134 The Old Nbrfhicesf, — 600,000 Square Miles already Secured. Unsurpassed adapted to the production of all kinds of grain, fruit, etc., with a a mild, genial adviiutii^'es. (.]iij,ate as desirable as one could wish, with an abundance of the best quality of tinibfi-, water, stone, marble, coal gypsum, salt, and almost every other natural advantao-e, there is no reason why Kansas, with a proper effort should not receive a large proportion of the vast immigration westward. As to the extreme North, extracts are made from an article in Hunt's Jf-rcM. Mag. jj,,,.cJia tit's Maf/azine, of Nov. 1865 : — Rapid growth. In 1865 250,000. Newer States grow fastest. F;icilitie3 greater. One day work ot 30. Minnesota was erected into a Territory of the Union in 1849, with a population of 4,049 souls. Here it becomes a political community and takes its statistical start. Eight years later, when preparing to take its place in the sisterhood of States, a census was taken, whicli showed that its population had increased to 150,037. In the meanwhile the assessed valuation of real and personal property had risen from $514,936 to $35,000,000. Thus, in less than ten years, had arisen from the wilderness, a State equaling in population more than one sovereignty of Europe, the structure of a thousand years. This same State contains now (1865,) not less than 250,000 inhabitants, and possesses a taxable valuation of not less than $50,000,000. It took Ohio, Indiana and Michigan, each, thirty-five years from their foundation to reach the same status. Illinois gains the same point in twenty-five years, Wis- consin, Iowa and Minnesota had each 250,000 fifteen years after being erected into separate Territories. It would appear from this that the further we progress into the wilderness the greater and more rapid the influx of population. This, however, may be explained by the greater facilities now enjoyed than those vouchsafed to the immigrants of an earlier date. They had to break theuntrod wilderness, unmarked by even ordinary roads, while the immigrant of to-day reaches his destination by railroad and steam navigation. So mucli for facilities, and as to time, the work of thirty days is now compressed into a single day. Other elements have also favored later times, — adverse policy has driven to our shores millions of foreigners, refugees from tyranny and starvation, and the vast increase of population in the older States has compelled the young and able to seek new homes in the West. It is not won- derful, then, that the extreme portion should receive this foreign and domestic overflow, which, passing the older settlements, seeks new fields on which to expend its forces. The progress of Minnesota since it became a State, in population, land occupation, and wealth, is shown in the following table : Progress of Miuu. Progress of Minnesota in Population and Property. Fiscal Yea?-. Population. Land — Acres. Beat Estate. Pers'l Prop'ty Total. Frotnl858- 1858 155,000 163.000 172,022 190,000 215,000 230,000 250,000 5,182,309 5,957,645 6,404,491 7,171,559 7,274,318 7,580,161 8,026,285 $34,533,144 28,349,116 32,021,913 34,066,830 24,791,888 25,100,198 33,111,956 $7,313,634 7,227,176 4,629,907 5.914,683 5,040.831 6,5(50,570 8,500,000 $44,846,778 35,576,392 36,758,4f^« 39 981 513 1859 1800 1861 18(32 '?9 88"' 719 1863 Q1 i\ai\ 7ft« -18M. 18(54 41,611,956 Irn-Riiiarity The above valuation is for taxation. The apparent falling off from the valuation explainuU. of 1858 is caused by change in the assessment laws. The depression in 1862 and 18(53 is tlie result of Indian hostilities in those years, which temporarily disorgan- izL'd tlie fiontier counties, which, though appearing in the land column, are absent tor valuation. 'i he shipments of wheat exhibit the rapidity of growth, which are taken m.Dtm. (>j.,jjjj jIj^. Missouri Democrat, Jau. 1st : — Past, Present and Future of Chicago Investments. 135 Wheat Shqyped from Points in Minnesota for 1867.— The following table gives a^viu-atof comparative exhibit of the exports of wheat from Winona for a scries of°years *'"'"• ^"*"'- commencing with 1859 : — "' Bush. 1859 130,000 .1860 405,000 1861 993,133 Year. Bush. 1862 1,203,161 1863 l,251,cS;)U 1864 1,854,795 Year. -, , Fri)m \Vi- Bush uoua. 1865 2,543,146 1866 8,256.482 1867 2,348,759 From despatches sent by reliable persons, we compile the following table of •^'''«'' PO'i^t* shipments from other important points: — Ports. Bush. Red Wing 628.535 Hastings 536,000 Lake City 342,622 Ports. Bush. La Crescent 15,200 Pickwick 36,000 Wabasha 333,704 Minneiskee 205,000 Mendota (East) 60,897 Total ■ ■ 2,157,958 Add Winona 2,348,759 Ports. Bush. Grand Total* 4,506,717 The census exhibits the great strides which the States mainly tributary' Rap'dstrides to Chicago are making, compared with the rest of the Union, in corn and wheat. Corn and Wheat Raised in Five States, as per U. S. Census. States. Com— 1860. 1850. 1840. Wheat— ISGO. 1850. Indiana Illinois 71,588,919 115,174,777 7,517,300 42,410,686 72,892,157 52,964,363 57,646,984 1,988,979 8,656,799 36,214,537 28,155,887 22,634,211 16,848,267 23,837,023 15,637,458 8,449,403 4,227,586 6,214,458 9,414,575 4,286,131 Iowa 1,406,241 17,332,524 1,530,581 Missouri 2,981,652 Total U. S... 309,583,839 838,792,740 157,471,662 592,071,104 69,526,863 317,531,875 69,019,737 173,104,924 24,427,397 100,485,944 Increase of whi-at anil . corn. —1840— 'CO. It will be noticed that these five States produced in 1840 about one-fifth in P'"'JP''^^''°« corn, in 1850 about one-fourth, and in 1860 over one-third the entire crop of the Union. In 1850 they produced about one-fourth of the wheat, and ^ .-,_ T>,. . /'/'i • ii TT • • — of Illinois. in 1860 nearly forty per cent. In 18o0 Illinois was fifth in the Union, in *The financial editor of the Chicago Republican, just returned from a long visit to Slinuosota, saj a ^^^ ^^^^ their exports of wheat were about 6,000,000, of which 4,500,000 came to Chicago, despite Milwaukee s„ys 6,000,- endeavors to shorten its transit to the Lake. 136 The Old Northwest — 600,000 Square 31iles Ahead 1/ Secured. wheat ; and first in 1860. In 18i0, she was seventh in corn, in 1850 third, and in 1860 first, producing about one-seventh of the entire Union. General Que uiaj travel over the entire Northwest, and wherever he stops to of'setuel-r enquire — and if he stop long enough to hear a word, he is sure of the infor- mation — that all things considered, that is the very best site that can be found. Usually quite well informed about the country, they admit that that location is advantageous for such a reason, and that for some other ; but considering every advantage, this is the choice of all ; and reasons are as Reasons plenty as blackberries. Nor are their reasons baseless; and hence the ^°°^' universal satisfaction which every man has all over this 600,000, — this 1,000,000, — this 1,600,000 square miles, that he is in the very garden-spot of creation. Has the N. For such a land we are endeavoring to ascertain whether it has a business centre, and where it is ; and under the nest topic, we shall have quite good evidence that as to commerce the centre has been found, and is already well established; and the topic succeeding will exhibit like results as to manu- influence of facturcs. But thcsB pursuits depend almost entirely upon the well ordering "^''"~ of government. Political influences should therefor have equal considera- — equal with t'^u with physical. They have not, however, for the very abundant reason physics. ^.j^j^j. ^g ourselves have had no knowledge of the fundamental principles whereby our compound system of State and Federal Grovernments is operated. j„^^j.j,jjpg jjf Ignorant ourselves of the very basis upon which our grand superstructure principles— pests, — a Federal arch spanning a continent from ocean to ocean, and stretch- ing from torrid to frigid zone, — how could we show foreigners its strength and beauty ? Indoctrinated with heresies in the very origin of our Grovern- — its cause. •' jo ments; * no old and sound text-books reprinted to inform ns concerning prin- ciples of political science, in the application of which the excellence of our Govt, not system consists, and overwhelmed with a flood of errors ; very little has the superiority and beneficence of our Grovernments been employed to bring immigrants from less favored nations. Ignorance Imperfectly as we ourselves have understood the relations and obligations war. ^i" ^j,gg ^^^ independent States in National Union,— so imperfectly that igno- rance at the bottom, and passion to inflame, generated a conflagration unex- ampled in civil wars — it could not be expected that foreigners would take the Foreigners ^^^^ ^^ developing essential diff"erences in forms of Government, displaying 'lay' ul-il"" t'^'^iJ' 0^" vast inferiority. Therefore, the chief operative influence hitherto in bringing settlers, has been the natural advantages of the country; nor lias that been a weak inducement. The U. S. census gives the following u^ures : — will not I'l in infVri ority If true, iin- * ^"^'"^ 'mwilling to make such a charge as this without offering some evidence that it is not baseless, purtant! "" Appcmlix is added to consider in short this and kindred topics; which, if true, it will be admitted must have very great inlluence upon this question of immigration. Pa^t, Present and Future of Clucarjo Investments. 137 Total annual Immigration from 1841 to 1860. Anniiul iiii- uiigrutioti. 1841 80,289 1842 104,565 1843 52,496 1846 154,416 1847 284,968 1848 226,572 1844 78,615 1849 297,024 1845 114,371 1 1850 869,980 1851 379,466 1852 371,608 1.S58 3(;8,645 1854 427,833 1855 200,877 1856. 1857. 1 K58. 1 859. 1850. ...200,436 -1841-'00. ...251.306 ...123,126 ...121,2.H2 ...153,640 Total, 20 years 4,811,465 Total from 1820 to 1840 750.949 From 1820— '40. Total immigrants for 40 years 5,062,414 Totul 40 yearrt. As approximating the immigration since 1860, we can compare with the above those of New York as given by the New York Journal of Commerce : — k. y. Jour. Com. Immigrants arriving annually at New York, from 1848 to 1867 Imniijrratinn ill N. Y. 1848 —■67. 1848 189,176 1849 220,791 1850 212,603 1851 289,601 1852. 1853 284,945 1854 319,223 1855 136,323 1856 142,342 .300,99211857 183,773 1858 78,589 1859 79,322 1860 105,162 1861 65,529 1862 76,306 1863 156,844 1864 225,916 1865 196,347 1866 233,398 1867 242,371 Last year Germany sent 117,591, Ireland 66,134, England 33,712, Scot- From eeverai land 6,815, Sweden 4843, etc., nor are we without accessions from con- states, tiguous territory. One of our papers gives the following item : — Emigration from the Canadian Dominion to the United States has been so large Ciinadian im- within the past few months that the Canadian authorities manifest signs of alarm, ""oi""""— In the Legislative Assembly, at Quebec, on Thursday last, notice of a motion was given that the Committee on Emigration be instructed "to inquire into the primary """''^"■'^^*''*- cause of the emigration of citizens from the Province of Quebec to the United States, and that necessary means be taken to prevent the same." The tide, it will be observed, largely fluctuates. But if war retarded, its results will accelerate immigration. Who can doubt that causes hitherto so eifective will operate with increasing power ? Almost every immigrant draws others ; and now to natural advantages of rich, cheap land, are to be added the increasing facilities of intercourse; and far above them will political considerations have power. No confidence has hitherto been possessed in the stability of our institutions ; so that not only superiority has been ignored, but no calculation could be based upon perpetuity. Those who have con- sidered the subject, as few have, were satisfied in the belief that such a people as we were known to be, would have some sort of tolerable government. But our war has demonstrated the strength of our National Union, as well as the inherent power of a government of the people, proving it stronge.>^t right where De Tocqueville pronounced it weakest. Now being compelled, in order to reconstruct our shattered but not destroyed Union, to thoroughly study into the principles of State Sovereignty, it will be seen that a like danger can never arise in future ; for we have been taught a lesson that will Immi^atiOD to increase. One draws others. Cnnfiilenco in our iusti- tutiuus. PtrenRfh of fiovt. (li'iuon- struteii. State Sover- eignity to be upprebended 13S The Old XurtJaoest — 600,000 Square Miles Already Secured. ^ l-,sf for -ill time aud coufidence uubouuded will be inspired iu the perpetuity strong. ^^. ^^^j. institutions. The South we hope will receive more settlers than hitherto, for a large e^"»- cotton product gives strength to the entire country, while it makes a larger demand upon the Northwest for bread-stuffs and meats, and a draft upon the Benefit other ""^ 'i ,,, i^i j.i ixr i. seciious. j;^gt; f^^i- manufactures, which compels them also to draw upon the West. Yet the West as hitherto is to have the chief part of foreigners, so that the haTepoiiticai f^jgj iucreasiug political power of the Northwest, is an important item in these ^"""^ calculations. She has never had justice done her, not even by New Eng- land, * which ought to be foremost upon every occasion in her offspring's cause when ri<'ht and just. But power will soon be ours; so effectively, that one Ros onsibi- trembles at the fearful responsibility inevitably to devolve upon us, to the weal Vie#ri86i or wo^ of the entire Republic. The following topic was considered in 1861 : — Increasing ^ Census Returns of Illinois, Iowa and Wisconsin. — The recent United States Census power of N. ^.^^^ valuable indications toucliiuo; this subject of Western investments. Since 1850, Illinois has increased 860,487 — more than any other State; Iowa, 482,704; Loss of other ^j^j Wisconsin, 470,490. Thei/ have gained ten Members of Congress, while all the other sections. ^^^^_ Slates have gained only nine, and the old States have lost twenty-four, which indicates fairly and clearly the relative changes in the Union now progressing. Same to con- Probably in 1870, these three States will again have proved the largest gainers, tiuue. and in the same order, for they are still i'ent men there, and an adroit movement of Hon. George Ashmuu, saved our bill, fricDdly. which Uia colleague would have been glad to kill. Past, Present and Future of Chivago Investments. 139 always impressed with the superiority of the settlers, and often is the remark made concerning them,— "No wonder the West crows so fast." Ill enterprise, intelligence, activity, energy, they are unsurpassed, sehlom er,uaU-d. Truvr-i .ivc ^ly long connection with the Prairie Farmer, and extensive aciuainluiice, enuhle me knowltHlgo. to speak uuderstandingly on this point. Immigrants also have greater wenltli than formerly. Capital being liberally rewarded as well as labor, more and n.ore wealthy settlers come in as the advantages of the West are made known The character of American imiuigrants cannot be improved. For twenty B.-st mou to thirty years, the most active, enterprising, intelligent, liberal-minded men '""'° *""'" of the East, have been pouring into the West. This is what gives the West a uniform character for energy and progress, excelling all other sec- For-i^ im- tions, as is universally acknowledged.* But foreign immigration can and '"'»'''''""°- will be changed immensely for the better. Not that we refuse a welcome to the poorest or most ignorant, so that they come with a strong hand and honest heart. We want them, and shall have tens where w-e have had units. ■*" weicom- But this land of ours offers inducements to men of character, in the superi- ority of its political institutions, quite equal to its physical advantages. We Hiniicr diui. have not used this influence as it should have been, because unaware our- selves of the truth. Proud of our country, and zealous in our claims to n.-ive not precedence, it has been wholly zeal without knowledge, as I propose to show vanuigeH"! in the Appendix before referred to. When difference between the forms of government shall be demonstrated, and the superiority of our own estab- lished as never having been equaled ; who can doubt that the knowledire Knowledge ^ i- > r of uiir eu- will have an influence upon immigration never before known, especially in perj'"- O'jvt'g the higher circles of society, who can appreciate the importance of this '( B«"ier8. And in large measure it will seek the West. Besides, instead of the African who, in two generations, will have almost Coniiea to ... . come. disappeared, we shall have millions of Coolies ; and the South with that labor, will again produce cotton, rice and sugar, enjoying a prosperity as south to much superior to the past, as the Chinaman is superior to the Negro. They '"''"'''""■ cannot afford to turn their labor to produce food and manufactures. These ~'° ,''*°*^' ^ Noitb. will again be supplied by the North; the latter by the Northeast, until gradually the Northwest shall have attained the ascendant, by its advantages in obtaining raw materials and food, as we shall soon see. *Nearly twenty years ago Dr. M'Guffey, that eflSciont patron of common schools, as well as accom- Pr. M'Gnf- plished Professer of a University, visited Chicago with reference to investments. After spending a few *^^y'j,- '.'I'".''"" ^ . J . , L of Illinois days, he desired to see the country and people, and asked me for letters of introduction along the route gettlere. ^rom Elgin down Fox River, and thence to Alton. Visiting him at the University of Virginia a year or two after, he informed me that on arriving at a village he presented liis letters, and offered to deliver a lecture upon education. Notices were at once posted and inforinatiun circulated, and in the evening he would have a good audience in the church, or school house, or court house. He said that he hail never lectured to such audiences, displaying equal intelligence, energy, and noble character; adding with emphasis, " It is no wonder that Illinois grow^s so fast." Having travelled with my horse and Imggy all over Indiana, Illinois, Wisconsin and Iowa, before the Prairie advent of railways, to interest the farmers in their paper, and make them write for it, I am able to ^'«7"r.TcnowD- Tyre was a great city before Athens and Sparta; and Hiram, its Kin"-, was '^ ' a friend of Solomon's. Said Ezekiel concerning Tyre : — thou ! that art situate at the entry of the sea, EtfJn'fl.xxrU Which art a merchant of the people for many isles, 8,8, tt, la-U. Thus saith the Lord God. The inhabitants of Zidon and Arvad were thy mariners : Thy wise men, Tyrus, that were in thee, were thy pilots. The ancients of Gebal and the wise men thereof were in thee, thy calkers : All the ships of the sea with their mariners were in thee, to occupy thy merchandise. Tarshish was thy merchant by reason of the multitude of all kinds of riches ; With silver, iron, tin, and lead, they traded in thy fairs. Javan, Tubal, and Meshech, they were thy merchants ; They traded the persons of men and vessels of brass in thy market. . They of the house of Togarmah traded in thy fairs With horses and horsemen and mules. The whole of that grand description could be appropriately quoted, for Appropmie this city is also beside this inland sea, and its commercial power is to be the means of drawins; manufactures, and the cause of all its greatness. Its Monhanu 1111 • • J 1 culitiol. merchants will continue to be, as they already are, its princes ; and they will mould its character more than any other class. Let them realize their . 1 TliWr TMiion- responsibilities to Gob and country; remember always that "a just weight Mbinty. and balance are the Lord's;" and constantly " bring all the tithes into thcT.. nive tithe*. Storehouse," * and they will draw down upon themselves and this city, the *Since this article was written it has been my good fortune to hear Rev. Mr. Martin, of Xevacla> It.-v. Mr. present the claims of the mining country, and I cannot forbear sugResting, especially to these liberiil- ^)"^^* J^" minded, sagacious merchants and manufacturers, the propriety of giving largely for a few yearn to establish religious institutions in that region. Truly as that God is Author of Mnlachi's dcclanitionu— what a befitting close to the pn phetic and ushering in of the Gospel Dispensation !— will He bleM tlietn pi^jp^^jj^ j^, who pay Ilim the tithes on the increase which He gives. Who can doubt that if Chicago would speml ^j^^, ,„,„(„. $100,000 in that way— and if she spent five times that, and twico-told all that she now gives to kindred iug regiouB. objects, still the tithes would not be given— yet, if she would spend in that important tleld, whoso commerce is here to converge, $100,000 annually, who doubts that it would be a judicious investment f "If you like the security, down with the dust." U2 Commerce of Chicago compared icith St. Louis, blessings of a covenant-keeping God, averting curses that came upon Tyre for pride and self-confidence; offenses still more rank in Heaven's sight, in Thereby tliis nineteenth century of the Christian era. While we glory in our ^urJ.'"'"'" uncqualed blessings, let it be with heartfelt acknowledgments to the Giver ; and let our acknowledgments be more in dollars, and our words will have more heart and weight. Res onsibie Weighty is this responsibility to God and country, for the improve- fot^ impro^- ment of the unequaled commercial advantages here bestowed. Nature, as vantages, ^g Yxaxe Seen, has made it one of the most prominent cities of the world for trade ; and art has wonderfully manifested its wisdom in following nature's ordinations. No city could possibly have such commercial facilities without Commerce •' i ./ • ■> t i i Riready largo g^ respcctable commerce J and to afford some evidence that art has made no mistake in its endeavors, and that nature's benefactions are not wasted, it will be well to look at some of the statistics. A comparison, too, with St. Louis as far as possible, will serve to show whether the relative decline — not actual, for we hope always to see St. Louis prosperous — does not sustain previous views and declarations. Int. Revenue The auuual rctums to the Commissioner of Internal Revenue, afford a ^JTrHbane. true index to the relative business of American cities. The Chicago Tribune, Relative duties of St. Louis. Jan. 8th, 1868, publishes the following :- Chi whole- sale trade. Wholesale Trade of Chicago.— 1h.Q Report of Special Revenue Cotnmissioner David A. AVells, which appears in our columns this morning, contaiis a table giving the gross returns of sales by wholesale of goods, wares, and merchandise, for the last Tax 1 mill, financial year, in all the chief cities of the Union. A tax of one mill on the dollar is levied on the sales, and by multiplying this tax by 1,000, the total value of the sales at wholesale are accurately arrived at. According to the figures in Mr. Wells' Mr. Wells' report, the business of Chicago stands eighth on the list of American cities — stands errorinmak- even below St. Louis and Cincinnati, and but little above that of San Francisco. ingChi. Sth. 23gj-g^jjjg jjjg^^ ^ gross error existed in the Commissioner's figures, we sent to the Assessor's office for an abstract of the wholesale returns made to that office, and subjoined is the result of the examination. The sales, as reported by Mr. Wells, are as follows: Im-nt'of% ^^^ York. ..$1,976,565,000 Baltimore $307,076,000 chief cities. Philadelphia 616,697,000 New Orleans... 367,591,000 Boston 646,407,000 St. Louis 234,891,000 Cincinnati $180,753,000 Chicago 174,245,000 San Francisco 161,225,000 Chi. only f.,r The return for Chicago is evidently made for but six months, and must be a blun- 6 months. Jer of the copying clerk in Washington who furnished the figures to the Special Commissioner. Here are the amounts returned each month for the year past on which taxes have been paid by our wholesalers : Ueturnn from Dec. 1866— Nov. 1867. Dec. 1866 $22,340,000 April, 1867. Jan. 1867 24,286,000 May, " . Feb. " 25,905,00(1 .June, " . March" 25,718,000 July, " . .$31,024,000 . 37,918,000 . 52,817,000 . 46,764,000 August, 1867. Sept. " . October, " . Nov. " . ..$21,433,000 .. 23,059,000 .. 39,532,000 .. 40,791,000 Total s.ales $391,587,000 Clil. 4th city From these figures it is seen that Chicago stands fourth on the list of American cities in respect to magnitude of business. New Orleans and Baltimore stand Past, Present and Future of Chicago Investments. 143 much higher than we supposed. But. both arc below Chicago. The traile of l^^iiG DlniiniNlied was better in this city than in 18(i7, and,if our monthly returns had begun witli "''"''' ^''''^• July, 186G, instead of December, 18GiJ, the year's business would foot up nioru than four hundred millions: but we give the figures as they were furnished, it being loo late to-night to get them for the last six mouths of 1866. The 3Iissouri Democrat published this, Jan. 16th : — Mo.Dcm The Large Cities. — For some reason or other, the newspapers of Chicago and Cin- Tra.li> of cinnati have not given especial prominence to the following table of stati.stics given in '"''t''' <='"'*• the last report of Special Commissioner Wells. It is a statement of the nggreguie busi- ness transacted in the leading cities of the country, by wholesale and retail dealers in merchandise and liquors, and by auctioneers and merchandise brokers, during the fiscal year ending June 30, 18<)7. The figures are obtained from ofiicial sources, from the returns of taxes on "sales" and "licenses." From this talde it appears •''•p- exceeds that St. Louis exceeds both Chicago, Cincinnati and San Francisco, in the amount of its business. The table is as follows: New York.. ..$1,976,565,000 Philadelphia. 616,697,000 Boston 646,407,000 Baltimore 307,076,000 New Orleans. 367,591,000 St. Louis 234,891,000 Cincinnati ... 180,753,000 Chicago $174,245,000 San Francisco. 161,225,000 Providence 78,904,000 Pittsburg 76,240,000 Louisville 72,949,000 Brooklyn 61,448,000 Milwaukee 58,165,000 Cleveland $56, 11 7,000 20 Cities. Mobile 54,291.000 Buffalo 51.783.100 Detroit 50.471.000 Charleston 36,574.000 Newark 34,396,000 From this table it appears that the business of this city exceeds that of Cincin- St. L. e.xulta. nati over fifty-four millions, and that of Chicago over sixty millions, r.altimore and New Orleans are fourth and fifth on the list, and Boston and Phihidolphia com- ^ ^^ pete very closely for the second place. A single fact like this is a sufficient reply <^'-"-"'^'^"* to all the blowing of our friends in Chicago, for in spite of the rapid growtli and boasted enterprise of that city, and in spite of the reasonable anxiety of St. Louis people not to be out-maneuvered in the work of internal improvements, the fact still j^^_^ '^^ ' stands that St. Louis continues to lead both her rivals. To hear Chicago men talk, one would suppose that Cincinnati was a mere village, but though Cincinnati brags less, it does more business than Chicago with all its boasting. With the fio-ures of the previous year to warn St. Louis, superabundant st. l. should o I •> be cautious. caution was not requisite to prevent hasty use of a statement that our papers had already corrected; which correction could not have been overlooked by St. Louis editors, who give Chicago papers more attention than any others, SJmrp after and are perpetually on the sharp scent after any mistakes of fact or argu- ment. The same day (16th January,) that article appeared in the Democrat, the Chicago Tribune had the following :— ^'''- ^"^■ The Business of the Cities— Important Correction.— y^\^G^^ we published the report Conj^Jion^of of the Hon. D. A Wells, Special Commissioner of the Kevenue, we called attention ^^^^ to what appeared to us an important error in the table exhibiting the aggregate amount of business transacted in the leading commercial cities of the country, llie comparatively low figures placed to the credit of Chicago we were certain were in- correct, and we so stated at the time. It appears that the Commissioner accepted the compilation of the table from a clerk in the Treasury Department as correct but, upon revising the whole report, the errors in that table were discovered, and the statement will appear in the printed volume correctly. In the meantime, we spread before our readers the table as it originally appeared, and as upon revision and correction the facts really exist. It will be seen that there is a very large Change as to change in the figures showing the business of Chicago. In the table as just pub- lished Chicago ranked the eighth in the amount of business, and below Baltimore, 144 Commerce of Cliicago compared with St. Louis. Why New Orleans is larKcr. Was 8th, is St. Louis and Cincinnati, when in point of fact Chicago ranked fifth in the amount 6th. jjC business, and hirgely exceeded the three cities named. The fact that New Or- leans shows' a larger return than Chicago is due to the sales there of the large cotton crop of 1806, with portions of that of I860, at prices ranging from forty to forty- five cents per pound. The sales of New Orleans which will be returned for the fiscal year 1868, will probably fall below one-half of those of 1867, as the price of cotton has fallen to fifteen or sixteen cents per pound. On the other hand, the fine crops of 1867, which are being marketed in Chicago, at high prices, will carry the sales of this city, for the fiscal year ending July 1, 1868, far above those returned for the Boston trade, last fiscal year. The immense returns of Boston are due to the fact that nearly all the raw materials for the manufactures of New England are purchased there, and nearly all the goods and wares made in those six States are sold and handled there. The buying and selling of all New England are done in Boston. Changes in Cincinnati gains by the correction and St. Louis loses. Louisville and Milwau- other Cities, kee gain largely. Buffalo stands ahead of Pittsburg, but her trade consists chiefly of the grain shipped from Chicago, on which her warehouse owners receive a com- mission for removing it from the lake vessels into the canal boats. Tradersinclu The following is the table, as originally published and as officially corrected, showing tiie aggregate amount of the business transacted in the leading commercial cities of the country, by wholesale and retail dealers in merchandise and liquors, and by auctioneers and merchandise brokers, during the fiscal year ending June 30, 1867, as deduced from the returns of taxes on "sales" and "licenses," the tax being one mill on the dollar: — ded in list. Cities. Trade of 20 cities. New York Boston Pliiladtlphia.. New Orleans., Chicago Baltimore Cincinnati St. Louis San Francisco Louisville Correct'Am't. $.3,.313,60S,068 928,173,0110 662.1)97,1100 526,795.000 3-t2,182,0ll0 324.966, 00 213,254,000 213,033,900 151,367,000 116,216,000 As originally published. $1,976,565,000 646.407,000 616,6;<7,000 367,591,000 ! 174,245,0001 8ll7.ll76,0i)0| 180,753,000, 2^4,891,0001 161,225.000 72,949,000 Cities. Milwaukee Providence Buffalo Pittsburg.., Mobile ISrooklyn... Detroit Cleveland.., Charleston. Newark Correct Am't. $110,675,000 9l,S76,000 81,350,000 80.H39,Ono 77,383,000 69,676.000 62,757,000 55.302.000 46,769,000 36,128,000 As originally published. 158,165,000 78,904,000 52.783,000 76,240,000 54,291,000 61,448,000 60,471,000 66,117,000 36,574,000 34,396,000 Is St. Louis malicious 'I A Chi. story. Denies Mr. Wells' re- port. Authority demanded. Chi. pretends to make ci>r- reclioti. Mere blow- ing. No vo\iclicr. One would imagine that St. Louis would avoid further ventilation of this subject, lest she become a stench in the nostrils of other cities, which admire generous emulation and despise malicious misrepresentation. Although her editors had seen that correction of Mr. Wells' first statement, as this article proves, the Missouri Democrat has the eflfrontry to publish the following edi- torial 4th February : — A Chicago Story— K Chicago paper complains that St. Louis people publish as correct the table given by Mr. Wells, the Commissioner of the Revenue, in hia official annual report, showing the business of the cities of the country. From that table it appeared that the aggregate business of St. Louis was much larger than that of Cincinnati, and that of Cincinnati much larger than that of Chicago. The Chicago paper now says, "the fact is as all intelligent readers know that Chicago and Cin- cinnati lead St. Louis." We demand authority for that statement. The table given in the official report referred to cannot be disproved by the mere assertion of any newspaper. A Chicago paper not long ago, came out with a statement that Mr. Wells' figures were erroneous, and giving what it called a corrected table, which differed from tliat of the official report very largely, the figures for New York alone tieing changed several hundred millions. But for this pretended "corrected report" no authority has been given, and it rests as far as we know upon the mere assertion of the news- papers of a city more given to "blowing" than any other in that country. If the fctatement is correct it can be substantiated by official records, and the signature of the proper officers of the government. In that case, it will appear that Mr. Wells IS precisely wliat the whole country now thinks he is not— so gross and careless a Fust, Present and Future of Chicago Investment. 145 bungler as to incorporate statements wildly inaccurate in liis official reports. If, on the contrary, the statement cannot be officially substantiated, lh*-n the report of isir Wells will continue to command general confidence, and the Chicago papers will be hmrcbicJo called upon to tell an admiring public who it was that invented a table to hide the uukeduoBa. nakedness of the Garden City. Let the statement be substantiated or frankly own that it is a mere advertising dodge. Our "beautiful rival" should keep her temper in the contest, for " whom u-tst. Louis the gods would destroy, they first make mad." If we are to judge of her So?."' prospects from her spleen, she must be nearer destruction than we believe, or desire. Her malevolent charges have been treated with due contempt ; that Proper con- article never having been noticed by one of our papers, that I have observed. *"'"'"" But bringing together full information touching the subject, and in form for preservation, it appears judicious to present an official endorsement notwithstanding the offensive demand. Gleneral Mann favors me with the following note : — United States Internal Revenue, Collector's Office, l 1st District, Illinois. I Chicago, Febuary Slst, 1868. J J. S. Wright, Esq. Sir: In reply to your note of this date, making inquiry in relation to the amount of sales returned to this office for the past year, I respectfully submit the following statement taken from the records of this office. This exhibit embraces sales of auc- tioneers, which were omitted in previous report made by one of my Deputies, and published in several of our papers. You will observe that this statement is for the calendar year — hence the discrep- ancy between this and the report of Special Commissioner Wells, who estimates for the fiscal year. Sales in Chicago, \st Dist. of Illinois, for the year ending Dee. 31«<, 1867, upon which the tax of %1, per thousand was paid into this office. Ocn. Mann's oflioiiil Rtato- niont for 1867. January $24,635,520 February 25,987,640 March 25,792,760 April 31,109,870 May $38,837,870 September $23,357,920 Sales. $406,- .June 44,764,090| October..., 40, 176, 380 "*>**^- July 48,115,0901 November 41,174,510 August 21,863, 620l December 40,758,770 Total .-. $406,574,040 Respectfully Yours, 0. L. MANN, Collector. Will that satisfy the Queen of the Rivers ? Quite self-satisfied that s^e ^t^T-^^^^^ij has distanced both ; she finds greatest comfort in that Cincinnati, too, of Chi. should lead Chicago. How hkes she marching down herself to the third place ? However absurd the truth may be in her estimation, by what rule of ethics does she hold us responsible for merely copying the absurdity from a responsible source ? St. Louis beino; Queen of the Rivers, her sex makes her splenetic ; for she want* o ^ ' _ , philosophic Mr. Cobb says, " Alas ! St. Louis, that used to he a Samson in strength : endurauco- Whatever she was, she now must be a feminine to exhibit such weakness. She discredits the Great West, to make up fiices, insinuate shameful conduct, and call bad names in this way. How much better to follow the example of that other city of the West, whose philosophic endurance does honor to the —19 l^Q Commerce of Chicago Compared with St. Louis. -like cin. old Eoman whose name she bears ! The Cincinnati Enquirer generously ^"' ^'^' admits the truth, and wisely endeavors to find reasons for the growing disparity : — We know that the old saying, "Comparisons are odious," pertains very strictly e'uaTio Chi whenever an attempt is made to state the relative position of Cincinnati and Chi- ***" " 'cago ; but fear we can no longer compare, that we can only contrast. Trade sales The list of sales of Chicago merchants, published a few days since, leaves no less. room to doubt that we have a formidable rival in the Illinois giant, which threatens to leave us far behind in the race. It is humiliating, indeed, to think that with all our advantages to enable us to maintain our present position as the greatest com- y-u , mercial city of the West, we may be compelled to yield the palm to our more ^*° enterprising Northern sister. Why is this so? Why, with a better geographical position naturally, and a more extensive field of resources at our command, with almost a half century start, are we to be superseded by a city recently founded, and with not a tithe of our advantages? Press respon- We believe that the press are, to a certain extent, responsible for the general Bible. apathy which exists in regard to our public enterprises, by the constant propensity Old Hunkers to cater to the old hunker element. AVhen go-ahead citizens attempt sojue project rule. for benefiting the city, the Old Hunkers raise a cry about taxes, these newspapers Chi. not 80. echo the cry and the enterprise is speedily killed. It is not so in Chicago — they are wide awake to their interests, and the press and people accord. Chicago j,._ tunnels for two miles under the lake to get pure water for her citizens, while we continue to sip our decoction of Deercreek sewer. While Chicago is on the alert for any rail road connection to increase her trade, and ready with the money to secure it, we are blind to the great advantages of a Southern railroad connection, and allow other places to step in and carry oif the prize. Chi. makes a While Chicago scoops out her prairie mud, and rides the largest lake vessels in harbor— . her manufactured river, Cincinnati allows Millcreek to overflow its banks once in two or three years, and render nearly valueless, hundreds of acres of desirable land almost in the very heart of the city. While Chicago builds wharves and docks — bnilds ^^^ ^^^ shipping, we cannot get our press to favor an appropriation for the con- wharves, struction of our West End wharf, a necessary outlet for the carrying trade of one- third of the city and of five rail roads, whose depots are within one square of that location. Room for all All these cities have plenty of room, and each will be large, nor cease to 3 citisfj. grow for a century, if ever. But while Cincinnati gracefully yields to her fui— fate, being content with what she cannot prevent, St. Louis vents spite and — St. L. malice. Even a calamity like our recent fire, destroying a large block of ''" " " ■ iron fronts and other beautiful buildings, some $3,000,000 of property, is Jfo.fiep. cor. attributed to a desire to sell to insurance companies. The Missouri Eepub- lican publishes the following from a Springfield correspondent : — Sell to In- Much of the business of our metropolis is based on want of capital, or borrowed BuranceCo's. money. When sales are slow, and creditors sharp, there is no alternative but to sell to insurance companies. One considerable portion of the i-ecent great fire is said to be such a sale. Buildings in Chicago are neither more frail nor combusti- Chi. safe ^^^' ^^°^^^f °^ goods no more inflammable, than such buildings or stocks elsewhere, from fire— "^^^ Security of the buildings, the eSiciency of the Fire Department, the vigilance of the Police, and the inexhaustible supply of water from the lake tunnel, have —yet $3 000-^"'°^'*'"^'^ themes on which the press of that city have immeasurably enlarged. 000 burnt. '"Yet, on the first serious check of trade, $3,000,000 of property is destroyed by fire in less than three hours. The alarm of fire is given after some of the buildings fire^puT^out. '^'■^ destroyed, the fire steamers arrived late, the water supply was short. The ■ public mind outside of Chicago, and, as is suggested there also, has hit upon one Inimrancfl solution ; it is hinted in these paragraphs ; Chicago was compelled to sell to some- C<*'s. buy. body, and, as no buyers were in the market, insurance companies were constrained to purchase. Past, Present and Future of Clilcago Investmnita. 147 Truly must a city conceive herself hard pushed in the contest, to publish ^""""1"^"' such base stuff, whether paid for or gratuitous. It was very satisfactory """ to cut the two preceding extracts from the Clwaijo Post, of February 5th, inserted together without a word of comment* under the caption, "Cliicago abroad. The late fire. Chicago and Cincinnati contrasted." Lest our unamiable neighbor,— uneasy in her position at the extremity of Pt.L. wuu one of our spokes, which she imagines a secure hub, — having faith in nothing except her " natural location," should also call for a verification of General Mann's figures, we give a partial statement of returns of leading firms to the Commissioner of Internal Revenue for two years, compiled from lista in Retunm of 2 the Republican and Tribune. The former presented that of last year as ^''*™ int. well as this ; the latter classified them as to business, and here they are rTiiunt. combined. The Tribune prefaced its list : — From partial returns made to the Assessor of Internal Revenue for this district, Retuma of we present the following list, comprising a trifle more than one-half of the firms in '^'.'" |^"™* Chicago whose sales for 1867 exceed half a million of dollars. Scores of the"^^*^^" heaviest firms in the city are not included, as will be observed, their returns not having been made. As the law does not require returns to be made until just before — i«t Mtiy to the 1st of May, it will be impossible to give anything like a complete list until that nmko re- time. The following will serve, however, to illustrate to rival villages the ordinary *"■"""• run of business in Chicago : The Republican remarked: — Republican. The figures show that twenty-one firms transacted a business exceeding two 21 ovi>r million dollars each, and seventy-six exceeding one million dollars, within the year; '->'^'^*""'- while one hundred and seventy-six make returns surpassing half a million. Fifty-nine firms did business in this city in 1866 to the extent of one million BiiRiness dollars and over, and fourteen exceeded two millions. The highest return was that of Field, Palmer & Leiter. We also publish for the purpose of comparisons, the returns of as many of theTwo y«-ar?. firms in question as were published in the Republican of May 21, 1866, for the year 1866. In this latter exhibit, several omissions will be seen. These are caused in several Cnnse of cases by changes in the firms, and in the instance of the live stock brockers doing °™"''"'^° ' business at the Union Stock Yards, from the fact, ihat owing to some mistake, their sales were not included in the regular business returns made for the year 1866. *We, in Chicago, have a good deal to be proud of, and by no means least, is our newspaper press. We J|]'p^^"''° little realize how much we are indebted to our editors, not merely for ability, but for their correct pregg. ' appreciation of the dignity, courtesy and magnanimity which becomes the Queen of the Nortliweet. P. S. A squib of the Times, which throws hard shot when necessary, opportunely indicates tone and CVii. Txmfs temper : — "The Chicago papers are the conduits of the feelings and sentiments of the inhabitants of that "goodly oity."—St. Lmiis paper. , ,.,,.■ r Tirt.n< i,. . A "conduit" is something in the nature of a sewer; but sewers do not perform the function of wnaiua conducting "feelings and sentiments." A "conduit" is. also, a sluiceway, but a sluiceway does not conauit. conduct " feelings and sentiments." A "conduit " is, likewise, a "vessel, canal, or pipe for conducting water or other fluids ; " all of which are different from feelings and sentiments. None of these TariouB definitions of a "conduit" seems to corrorborate the St. Louis assumption, that a "conduit is a tliicago newspaper. The application of the term "conduits" to Chicago newspapers, seems, therefore, to be a misnomer, since they are conceded to be vehicles of feelings and sentiments But, as the newspaper concerns in St. Louis are chiefly employed in conducting " water or other fluid," it might not be improper to call them " con<'rits." U3 Commerce of Chicago Compared with St. Louis. Chicago Trade. — Sales of some of the Leading Houses for 1866 and 1867. Dry Goods oud Clothing DRY GOODS AND CLOTHING. Grocers. Hardware. I'jiiitB and OiU. Firms. Field, Leiter 4 Co Farwell, J. V. & Co Tattle, Th'inipson & Wetmore.... Boss Si U'jssifie Sliay, J. B. & Co Fisk, D. B. & Co Beardslov, C. & Co Wills. Uregs & Brown Frank & Meyr Hamlin, F. N King, Kell.gg & Co Bowen, Whitman & Winslow — Kichiirds, Crumbiingh & Sliaw. Carson, I'irie & Co Fiske. Kirthmd & Co King, George W. & Co. Wa.ls\vorth, P. & Co , Ilimt, Barbour & Hale Keith Brothers Clement, Oilman k Co Kohu, II. A. A Bro DeForrest & Co Hill, D. & Suns 1866 ,220.967 i,94-i,328 583.010 863,958 5511,174 614,728 252,822 266,716 829,539 ;,458,876 79.S800 691. 6H 390,523 946,468 804,552 ,012,605 562 542 319,650 1867. 9,071,-597 7,109,714 558,4^8 551,U2 .Hi,543 589,517 516,899 693,182 1,0-24,000 901,283 892,979 2,422.50 602O011 733,996 615 321 636,250 5(i6,5ti2 1.667,946 1,5.50,762 639,920 794,000 5:2,6110 581,000 COMMISSION MERCHANTS. Doane, J. W. k Co Cook, G. C. & Co Reiil, .Murd.ick k Fisher Hindsdale, Siblev k Endicott., Hoyt, Wra. M. & Co Sprague & Warner Flanders, George W. & Co Norton k Co Beckwith, C. H Day, Allen & Co Peck, Clarence I Shores, Stilev & Co Taylor & Wright Thompson, II. M Stearns & Co Gray, Phelps & Co Durant, Bros. & Powers Swing, Brigiis & Co Knowles, Clove.? k Co Barrett, Cossi-tt & Co Stearns, Forsyth & Co McKindley, Gilchrist k Co Whitaker, Harmon & Co Corbin, C. R. & Co , ,957,615 ,589,469 ,250,397 ,362 399 689,483 720,000 ,523,000 888,659 862,200 ,363,272 666,740 ,569,687 766,546 149,622 ,324,281 848,589 590,614 497,1 50 347,872 861,617 819,130 ,13;i,390 507,617 2,605,493 1.H.S2.474 1,37.\423 1,368,897 1,122,483 l,0n2,20i> 2,335,01 >0 938,076 937,214 1,95-3,712 1,829,826 618,444 1,668,425 9i4,950 l,fi9S,9«4 1,405,089 780,518 828.706 527.598 663,624 845,815 840,1 8 1,498,35S 727,387 HARDWARF,. Hale, Ayer k Co Hibb.ird, S[x-ncer A Co Sturgis, F. & Co Blair, William & Co..,. Jones k Laughlin Markley, Ailing k Co.. Hall, Kimbark k Co.... 1.521.814 1,183,387 851,584 1,111,410 805,'i41 664,&42 980,858 .33'<,529 ,4ns,'-94 947. .584 ,047,852 770.473 609,.325 981,900 CommiBsion. COMMISSION MERCHANTS. Hoard, Bro. k Co Ash, I. N. k Co Walbridge, Watkins & Co.. Hobbs, J. B. ft Co Wo.Mlrnff. W. M McCormick, C. H. k Co I'ul-lfcr k Magee McDonald A Trego 2,105 570 669,910 924,039 793.600 531,800 1,167,200 1.165.430 1,155,24' 832,354 831 ,660 9.58.14' 1,0.56,140 1,240,466 1,684 640 Firms. Armour, H. 0. &Co Hunger, Wheeler & Co.. Hastings, L. R lliggins, L. & D Erwiu, D W. & Co Morse, Albert & Co Gregg & Hughes Oulton & Sprague Dow, Quirk k Co Eichold, A. & Co Burton, Horace Underwood k Co .\Iunn, Norton & Co Maitland & Scranton Hutchinson, B. P. & Co Lyon, J. B lUunsey Bros k Co Culver & Co Pickering, A. H. k Son Nelson, Murry k Co Phillips k Bros Kelly, David Priestly, Howard Peters, A. A. k Co GoodyoMr, C. B Davis, Pope k Co Robbins, E. V Bacon, Eniiis & Co., (8 months,).. Blair, Densmore k Co Dole, J. M. k uo ireen, Harley Howe, G. M. & Co Randolph, Charles & Co Wright & Beebe Hamilt(m & Mitchell Gilbert & Field Shiek, Wagner & Co Uoyington, Foster k Co Baldwin, Stone & Co Cummins k King Nichols, M. S Newhall, G. Jr Sherman, Hall & Lyman Lewis, H. F. & Co , Wright, A. M- & Co Sharp, J. S. & Co Webster k Baxter Reineman, Moses Low, Brother & Co Sturgis, McAllister k Ho Ellis, O'Connor k Co Hall, D. A Rog»-rs, A. A. C. & Co Comstock, C. (agent,) Chapman, .1. & H. C Lawrence, Nixson & Butler Brown. Thomas Jr Colvin, W, H., (7 months,) Burton & Adams Hought-lling, W. D Pettit, Smith k Co Jesup, Kennedy & Co Loomis, J. Mason (6 months,). - Pottle, J. W. & Co Penton, D. H Dhillips & Bros 1860. 2,191.324 1,128,251 2,324,'488 959,250 1,217,683 1,689,680 474,654 2,056,085 3,:85,468 2,000,010 1,468,766 1,758,2;:0 1.419,650 709,835 254.629 319 646 1,450,806 2,209,079 2,247,220 2,237,631 1,64'2,763 1,486,073 632,470 1,040,919 451.674 466,-508 X,6:36,889 561,228 434,299 659,089 552,704 1.267,890 416,621 S-37,H91 216,628 403.0UO 4.35,1.50 1,228,426 50:^093 747,310 284,000 671,967 1 ,472,62 i 257,000 1,^63,630 440,423 931,377 565,074 406,027 362.675 254,629 1867. 2,880,464 2,614,702 1,209.200 2,390,529 1,209,630 1,204.710 l,117.t/26 1.387,097 1,625,940 •717,357 702,871 1,979,703 3,829,670 3,536,310 3,277,796 3,164,310 3,110,859 1,885,600 9 '2.160 910 939 905,1.50 891,910 887,186 1,;31,756 2,488,120 2,444,356 2, 1.35 578 1,356,430 1,473.645 1,4G^ 604 1,441.572 874.960 1,051,756 977,163 9Hs,789 1,812,020 1,795,329 5^5,074 .583,023 581,111 806,119 80-'. ,397 1,230,846 934,424 845,238 52*i,042 1,070,180 586.552 78^,270 531,974 765,tj39 562,518 660,732 575,826 615,083 1,757.3(51 5.38,880 647,490 475,000 454,367 430,481 429,574 421,000 493,885 483,014 905,050 PAINTS AND OILS. Chase, Hanford & Co., Page & Sprague Lewis, Ham & Co 1,070,606 1,1 f'9.218 473,785 6.58,104 730,748 Faaf, Present and Future of Chirajo Investments. 1 ]9 Chicago Trade.— Sales of some oj the Leading Houses for 18C6 and 1S67.— Continued. LIVE STOCK. Conger, L.W , Adams, Jesse Start, John Bentley, George.. Conover. H. II.... Wallwork, John. Keeuan, W. T.... Gregory, A Mallory, H. E.... Adam'', John JD'driJge. Isa-ic..., Adams, George Strader, Jacob Mallory, H. C Conger, R. P Conger, M , Reeves, J. D Waivel, David Waixel, Isaac Adams, E 1S66. 1867. ,016,8.^ ,11 S,."?!! 794,34 ."^45,21 572,r)(j 569,7fi .495, ,1<,I8. 844. ;in8, :,099, ,03!. ,631. ,016, ,051. ,053, 920, 613. 612. 746, Hough, R. M. & 0. S Craj^iu & Co Kreigh. D. & Co Kent, A. E. & Co Tobey & Booth Culbertson, Blair & Co.. Burt, Hutchinson & Co., Reid & Sherwin 667,604 1, 244,-510 1,141,765 1,079,700 449,403 787,604 2,960,762 964,671 l,inn.530 576,577 2,721,570|4,277,16n 750,1.1111 750,000 1,250,397 1,334,871 MISCELLANEOUS. Meeker, A. B Ford, B. M. & Co Schwab, McQuade & Smith. Fuller, Finch & Fuller 396,046 1,955,549 HISCELLANSOUS — Con. Live Block. Firma. 1,118,629 517.120 1 516,445 1,790,749 i Allen & Markey , Wrisley A BroN , Smith '& Dwyor, (C monthi) Dake, J. JI Mitchell. J.J Brown, W. F Dawson & Miller Hill, D. & Sou Jackson, S. D Norton, Tuttle &. Co Nichols, Thomas Peck, C. J ', Rogers. II. AV. & Hro Stiles, Goldy & McMahon St John.A II Tliompsop, E.isha Uiuaiiy, Matthews & Co Whitak.r, Harmon & Co Laflin, Butler & Co Uri^rgs, S. C. & Co Lord i Smith Burnhams & Van Schaack .Meats, Bates & Co Western News Company W.B.Kenn & Co, Brown, Thomas Jr Matson, N. & Co Farr, James J Beck & Wirth Holli-ter & Phelps Holt & Balcom Fairbanks. Greenleaf & Co , McDonald, J. D. K , Grant. Buck & Co Reed, J. H. & Co. (7 months) , M'^-se, Loomis & Co , Law, Robert (Agt. for 9 months). Webster & Gage Union Stock Yards & Transit Co. Ryerson, Otto * Co Tolman, Crosby & Co Wesiecker & Co (4 months) Dogget.Bassett & Hills 1866. 1.042,886 ;;or>,4«8 202,V.:6 476,299 827,781 888,059 171,000 l,;'88.3i>0 723,290 4b6,y5" 70ii.r3; 926.524 665,114 448,334 278,759 386,105 685..')77 30fi,6S!t 328,424 311,874 44.5,913 21 4,1 W 393,229 990,781 1867. 1,319 277 720,199 9U.S,9(lO •.i'..2o.-,l K((i..i;tl 6ili!,W(H ."■119,^X3 .1 .370 73!»,972 tti7.9'>2 643.279 5:*U.:!90 l.rnS.O'O 53.S.S78 845.952 512.500 1,49-,:U.8 742.632 5a").«n 573.202 51.3.013 K.'i-l,213 675.476 Packers. .'.95 000 MH,HH*,1(.3 4711.5(11 475,208 460,084 455,:iOO 4.50,514 450,188 jij^pll^ f"-*" ni-ous. 446,089 4:^5.100 42\(m 426,735 415,776 4011.061 840.1.38 The Rejmblican had this editorial : — Our Trade in 1867. — In another part of this issue we give a list of sales by onr leading houses in the several departments of trade for the past year, presenting only those amounts in excess of four hundred thousand dollars. For the sake of comparison we give corresponding statements for the previous year. We readily accept each and both lists as inaccurate and incomplete. The necessity of the cre- ation of such a list is one of the least popular features of our internal revenue sys- tem. Solid merchants are not fond of exhibits of their business, and are not inclined to favor their publication by the press. But as the list is created and a part of the current news, it has in Chicago a present value which even its inaccuracies cannot defeat. It must stand confessed that the errors, corrected, would very largely swell the list in individual and aggregate statements. It would add very many names not given at all. But in the list as it exists we see very much that is suggestive of the growth of our commerce, and its distinctive features during the past year of depres- sion and financial disturbance. There has been in that period an immense accession to the trade and business of Chicago. Our field as a wholesale center has widened and our merchants in a better and more thorough manner have filled it. it is discouracring, indeed, to have handled these immense stocks of goods in the past year with so little profit or perhaps a heavy loss. The market has tended steadily downward, and houses of great prosperity and solidity in former years have seen their business largely increased without other compensation realized than hat they have held and widened their field. And this is the morale of the exhibit, given C^i, Rep. Remarks upon trade list. Imperfect. Still valu- able. Rusiness in- creaai*. Prenent trade hard . 150 Commerce of Chicago Compared with St. Louis. lucrease elsewhere in the list referred to of the extension and development of the business natural. ^f ^^j. city In this there is nothing spasmodic, but steadily cumulative. This increase of trade has sought us on natural and irresistible grounds, which will con- tinue to help its accession, reserving its harvest of advantage for the general revi- Puy by ana ^^^ ^^ mercantile prosperity when values are once more settled. As surely as the latter period is to arrive, so surely is the advantage to follow. Chicago has put forward, year by year, more prominently its claims as a center of trade second only CUi.a centre ^^ ^^^ other in the country, and this it will become, helped by causes to which each season is lending increased force. Map shows The study of the map, with its features of climate and natural resources, its it. routes by water and rail, gives the best of all keys to our destined prominence as a trade center. This is to be the market of the great staples of the Northwest, and for the supply of the Northwest. More than this, we are soon to be one of the Trade of principal stations on the world's greatest route of intercontinental commerce. In Orient. less than five years the trade of the East Indies will Meek this route to the markets of both hemispheres, and this current once established, as old, in its first concep- tion, as the dreamings of Columbus, we shall see iu our mercantile community the best and strongest representatives of the branches of trade thereon dependent. No chimera This is no chimera. It is being soberly discussed and accepted in older cities by veterans in commerce who, not long ago, were gravely deprecatory of undue ambi- Old houses ^^""^ ^'^ °^^ joung city. If there is one thing more marked than another in the gen- coming, eral aspects of the trade of the country, it is this growing conviction, and its early promised fruits in the tendency of old houses on the seaboard, and in cities once our rivals, to make their branch or principal establishments here. It is a fixed fact that notable pioneers of this class are to occupy some of our business palaces now in process of erection or projected. We are at no distant day to find our miles of QoQjnjgyggtQ lumber yards, our immense grain warehouses- and live stock and provision enter- increase, prises, only a portion of the framework of our mercantile undertakings, which will include silks and teas and their kindred merchandise in the hands of original im- porters, giving us a market unsurpassed iu breadth and variety, with marvelous facilities for its handling and delivery to all parts of the country. If any doubt this, let them file away this forecast of our future, which will not grow old among their memoranda, until it is fulfilled to the letter. Unfortunately I have no statistics of St. Louis houses for this last year. Chi. Th-ibuwThe Chicago Tribune made the following preface to its list of 1866-67, annexing names of houses in Cincinnati and St. Louis whose sales exceeded a million : — Comparison .^^f present below a highly important comparative exhibit of the trade of Chicago, •f8t.L. Cincinnati and St. Louis. The subjoined lists give the names of all wholesale Cm. 4 Chi. dealers in the respective cities just mentioned, whose sales for the year May 1, 1860, to May 1, 1867, amounted to one million dollars or upwards. They are copied from the Government revenue records, and, being certified on oath, the contrast wliich they afford — however surprising their comparisons may be to the ast^onished burghers of Cincinnati and St. Louis— cannot be disputed. No rivals. Hereafter, the preeminence of Chicago as the Metropolitan city of the Northwest will be a matter of record. Figures sometimes do lie, but the truth of these must be so indubitable that we suspect we shall hear no more from either of the rival wood-stations on the Ohio and Mississippi, about their aspirations to be reckoned as rivals of Chicago. Milwaukee We omit from this interesting comparison, Milwaukee, because we have not the excepted, space for a list of Chicago re/ail merchants, any one of whose sales exceed the returns of the heaviest wholesale dealer in the village up the Lake. Amt« com- The following figures show that last year in Chicago there were fi,ftij-7itne firms pared. who>,e gales exceeded one viiUion dollars ; in Cincinnati fifiee.n ; and in St. Louis sixteen. nati,/our; and in St. Louis, one Past, Present and Future of Chicago Investments. 151 Cincinnati Houses over $1,000,000, 18GG-7. Cin. honixa over |1;000,- 000. Glenn, Wm. & Sons $2,700,000 Grotenkcmper, H. & Co 2,600,000 Shillito, Jno & Co 2,504.247 Bishop, R. M. & Co 2,405,289 Addy, Hull & Co 1,469,000 Gibson, Daniel & Co 1,395,000 Pearce, Tolle, HoUon & Porter 1,326,855 Moore, Robert A. & Co 1,282^889 Schwab, Peter & Co $1,236,900 McAlpine, Polk & Ilibard 1,191,835 Kiueskopf Bros. & Co 1,1(K),500 SHx, Louis & Co 1,100,100 Gibson, Early & Co 1,069,332 Tweed & Sibley 1,032,800 Lowry, Perrin & Co 1,000,517 St. Louis Houses over $1,000,000, 1866- St. L. bonaea over $1,000,- 000. Lamb & Quinlan $3,127,223 Roe. J. J. & Co 1,841,640 Jameson, Cotting & Co 1,790,039 Ames & Co 1,700,000 Barr, Duncan & Co 1,686,378 Taeger & Co 1,676,354 Weil, J. & Bro 1,384,162 Whittaker, Francis & Sons 1,383,788 Homeyer, H. A. & Co $1,350,000 Benton, W. H. & Co 1,272,557 Bell, H. & Sons 1,243,748 Dodd, Brown & Co 1,203,000 Davis, J. C. & Co 1,200,000 Merriman, J 1,180,000 Green & Co 1,103,221 Underbill & Eaton 1,100,846 The following table from the newspapers is confirmatory, showing the amount of Confirmation sales made in six Western cities in 1867. The figures give the sales of general wholesale dealers, general retail dealers, wholesale liquor dealers, retail liquor dealers, auctioneers, and commercial brokers : . Trade 6 \T. $250,607,830 88,830,968 17,564,980 30,462,920 2,154,930 2,551,100 $342,172,708 PITTSBURGH. $35,859,330 20,307,640 2,113,420 7,404,645 658,240 14,066,320 $114,999,100 84,286,706 29,015,750 24,989,662 6,273,320 8,470,420 $80,409,595 $213,034,958 ^32,145,490 12,371,814 2,995,585 14,308,290 237,210 698,820 $62,757,209 $52,275,800 10,313,010 6,170,865 13,035,820 408,540 96,980 CLEVELAND. $24,032,630 J'holfsa'e, 12 415 972?,:;'^,' , 2,708;33o ivsr"** 13,344,780 Retail do. 377 010 Auctioiiopm. 2,264^160 Com. Broker $81,301,015, $55,142,882 St. Louis kept tlie lead for several years iu jobbing, after losing largely in grain trade, as they admit. No doubt the war aided, as predicted in 1861, (p. 19,) to expedite changes, which were inevitable. Still, the immense increase is a marvel to ourselves. The report of the Board of Trade iu 1860, said :— We present the following valuation of property which has arrived at and departed from our city, with a great deal of reluctance. It has been compiled at the request of many of our business men interested in such statistics. The best judges in such matters pronounce our estimates low. . . f t t The table has been prepared with great care, under the supervision ot J.J. Richards, Esq. In valuing the articles enumerated, the receipts and shipments for each month are valued at the average prices during the month ;— this has been a work requiring much labor, but insures its correctness. tt •. i c . The value of our Imports and Exports in 1858, as reported to the United States Government, by Col. Graham, was $174,896,011,70. We see no reason why the figures presented herewith should fall short of that year, unless Mr. Richards Relative cbaDgeS. Trade Btatls- tico 1860. Fair estfanato FlgTirea siuall. ■^-2 Commerce of Cldcago compared loith St. Louis. Lowvalua- places a lower valuation on property where the value cannot be correctly ascer- tion- tained than was fixed by Col Graham; our commerce in the products of the soil as well as in most other articles of trade in 1860 having greatly exceeded that of 1858. Value of Valuation of Property Received and Forwarded by Lake, Canal and Railroads, in 1860. commerce 1860. Description of Property. Imports. Exports. DescriptionofProperty. Imports. Exports. Imports and Flour.. exports. Wheat Com Oats Rye - Barley Live Stock.. Provisions... Hides Lard Tallow Grass Seed.. Lumber $.3.2S6, 12 579, 7,215, 52.5, 184, 841, 9,349. 1,051, 1,235. 530. 1^, 424. 4,166, ,646.14 ,249.48 ,278.96 547.78 291.10 ,022.14 ,9i6.10 ,780.92 ,730.98 ,759.02 ,153.30 ,264.44 ,340.01 Forward $40,901,990.37 $:i6,679,618.65 S3,3S5, 11,048, 6,781, 295, 94, 153, 5681, 2,349, 1,634, 1,144. 284, 363. 3,462. ,940.20 ,611.53 ,555.74 161.92 606.28 ,342.37 ,207.87 ,2 .'8.88 ,986.54 ,171.93 ,483.00 ,3S3.7S ,988.61 Brought forward.. . . Salt , High Wines Fish Wool Coal Wood Pig Lead. Butter Broom Corn Mill Stuffs, Meal, &c.. VegetalilfeS Other t'roperty Total $97,067,616 ),901,990.37 482,814.59 698,807.50 154,366 .'.0 300,736.80 786,480.O(J 373,819.00 658,9 15.60 188,943.89 161,511.04 40.140.OS 64,450.74 2,274,640.78 $36,675,618.65 327,320.10 733,758.75 22,029.75 293,732.15 122,184.00 "563,523.96 208,300.67 186,315.52 36,501.02 25,966.53 33,574,716.14 $72,713,957.24 Total value of Imports .$97,067,616..S9 Total value of Exports 72,713,9.d7.'»4 Aggregate value of Imports and Exports $169,781,574.13 Remarks, 1861. Jobbing trade. Keeps pace with produce Advantages of Chi. over N. Y. My paper of 1861, liad these observations, now still more applicable : — The Jobbing Trade. — The same report gives amounts as follows : dry goods, $15,000,000; groceries, including sugar refinery, $8,200,000; iron and hardware, $3,650,000; and boots, shoes, clothing, etc., (estimated) $5,000,000. Total, thirty- one millions, eiglit hundred and fifty thousand dollars. The Report says, "Our advantages as a commercial city are equal if not superior to any inland city on the continent." It is a gratifying fact that our jobbing trade is almost four-fifths the amount of all our produce exports, which are about forty millions of the above list, showing that the trade of the country follows the channels of produce and centers here, instead of going chiefly to New York, as is generally supposed. It should do so, for each of these thousands of merchants, scattered all over the West, can step into a car at night and be here in the morning, and replenish his stock, and be home again the next morning. These frequent supplies of fresh goods are always desirable, and economical of interest. Then, too, the saving in expensive trips to New York is an item ; and the Chicago jobber saves something in rent and other expenses over the New Yorker ; and shipping in large quantities, can often save a trifle in transportation and insurance. Also, manufacturers in the East are fast learning their interests. For western supplies, it is a useless expense to pay trans- portation to a sfca-board city, and commission there, which could all be saved and more by shipping directly hither. Besides, a Chicago house, that by railways and telegraph is in constant communication with every town, can know the condition of its customers — watch "lame ducks" and guard against losses — far better than any New York concern, however sharp. now smair* ^^'^8® ^^ ^'^ deemed these figures only eight years ago, they are small now. That Chicago should so soon have become the fifth city in gross com- merce, abundantly substantiates the above reasons ; though I have to confess to having followed the common notion, that other trade follows the channels «i'',Tio.bir ^^ produce. Ilaviug been presented mainly as against New York, the aK.in« St. positions are far more easily sustained as against St. Louis. Ten years ago, Fast, Present and Future of Chicago Investments. 153 when competition really began, she had the whole trade along the Missis- sippi, and west of the Illinois river, and of Central and Southern Illinois. Against her established trade and large capital, the work of the last decade ■has been very severe compared with what it is to be henceforth. True it is, as before remarked, that the war came to our aid, shaking off the hold of both St. Louis and Cincinnati. But time enough has elapsed to show that neither can regain its hold. Having already completely distanced both these old colts, we shall lead a raco ai.emi them a race upon a track of business trying both wind and pocket. St. Louis, to her own shame, boasts of superiority in the latter ; and would feign believe gj j, ,,on8u that our strength lies mainly in the former, in "blowing" up our trade "' ^''''''''''■ statistics. Let her hug delusion to her heart's content. It is her sole reliance. Time, however, will soon be called for the winner by a long misjudging public : and another decade will cause St. Louis herself to acknowl- J^-^""* S'^" *^ '^ _ kuowu. edge her secondary position. Having considered trade in general, let us look at some of the details. The Grain Trade. — The ninth Eeport of the Board of Trade, for the Grain trade, year ending 30th March, 18C7, gives the — Shipments of Flour {reduced to Wheat) and Grain from Chicago, for the past Twenti/- chi. ehip- nine Tears. ism'" *'°*^* Year. 1838 1839 1840 1841 1842 1843 1844 1845 1846 1847 1848 1849 1850 1851 1852 1863 1854 1855 1856 1857 1858 1859 1860 1861 1862 1863 1864-5 1865-6 1866-7 Fl'r. & Wh't. Bushels. 78 3.678 10.000 40,000 586,907 688,907 923,494 1,024,620 1.59r',919 2,136.994 2,286,(1(10 2,192,809 1,3S7,9S9 799,380 941,470 1 ,080,998 2,744,800 7,110,270 9,419,365 10,783,292 10,909,243 10,759,359 15,892,S57 23,855,553 22,50<*,143 18,298,536 10,687,055 15,718,348 21,330,484 Corn, Bushels. Oats. Bushels. Rye. Bushels 67,135 38,892 566-160 65.280 044,848 26,849 252,013 186,054 3.221,317 605,827 2,757,011 2.030,317 2,780,253 1,748.493 6,f'37,s99 3,239,987 7,5.47,678 1,888,533 11,129,(158 1,014,547 6,814,615 316,778 7,493,212 1,498,1.34 4 217,654 1,174,177 13,700,113 1,091,607 24,372,725 1,633,237 29,452,610 3,112,366 24,906,930 9,9o:!,175 12,740.543 16,470,929 25,228,526 10,598.(61 32,953,530 9,664,223 31 ,453 22,872 19,997 127,028 120,'J75 14S,421 92,023 19,051 17,993 127.(108 134,404 1 ,^,6 642 39SS13 871.796 683.946 89S,.'i36 1,022.200 1,489,895 Rarley. Bushels. 17,315 82,162 41,lf3 20,132 590 7,669 486.218 267,449 226,534 .532.195 943,252 c.27.4ol 645,0-9 1,398,528 Total. Bushels. 8,678 10 000 40,000 5S(i.907 68s,9(i7 92:1,494 l,O24,ii20 1,599,619 2,243.201 l,,(Hll,740 2.769,111 1,830,938 4,«46.291 6,873,141 6,112.181 12,932.320 16,i33.7'l0 21 583.221 18,( 32,678 20,085,166 16,771,812 31,108.7.59 50,-l81,S62 56,484,110 54,741,839 47,124,494 63.212,224 66,736,660 Some flour and 4 350 110,976 6,006 70,606 ! 15,900 67,21 K) By C. k N. W. R. R By C, U. Si Q. R. R By C & A R R 56,893 10,815 2,504 iy.><12 21,J50 31,385 86 353,959 692,490 182,727 6>2,588 11,175 Bv C & M R K 26 16,190 180,-312 434,828 820.532 1,020 By C. &Gt. E. R.R By P , Ft. W. & C. R. R By M. C. R. R By M. S. R. R 130,790 127,i'15 124,947 4. ,soy 1.5(1,1 "94 4\S70 02.N72 30,735 Flour in City Mills City Consumptii.n and unacouunteil fur Used by Distillers and 2,179,785 10 341,549 2,262,040 295(104 32,953,530 9,564,223 1,489,895 1,398.628 237,724 1,524,473 703,068 822,788 215,575 11I.2>2 601,242 In store March 31, 1867. 6J,693 477,596 730,182 149,:72 Total 2,498,204 13,376,889 34,479,886 11,818,878 1,816,752 2,149,042 Routes and sliipnunts of praiii fmm Chi. 1866-7. 156 Commerce of Chicago Compared with St. Louis. The following table enables the reader to see and judge for himself of the extent of St. Louis trade ; and we only regret that our statistics are not kept, so as to furnish a parallel : — Receipts of Leading Articles at St. Louis for Twelve Years. S?5 I oot-o iC -w » ^ ?J?3 i -;;§ •"t «'«' t-^'td cc'o o'-^ci : CI icT OC ■<# «£! O CO -** 1-- I f— ^ -T -^ f— C. '" ! 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It scema'""' like magic to compare present facilities with Mr. Dole's horse-power elevator which, with Messrs. Peck's, Wheeler's, AValkor's and ..ihcrs, supj-lied requi- site facilities, till that ingenious spirit, Capt. R. C. liristol, erectc-d in iH-iH Kir,t i.,im.. the first steam elevator. Mr. Wheeler says that down to Jan. lat, 1855, the whole storage room was not over 750,000 bu.shels. So that the total only i<«m.i i... thirteen years ago, was but little over the average of one of seventeen"'"'"""' elevators now, and every one before 1855 has gone out of use. Along the river, and south branch, and lake basin, these huge, sombre m.kI., of piles of 2x6 and 2x12 joisting, laid flat, rise high above surrounding struc- '"""""" tures. Their sides studded with iron plates, which arc heads of large rods to hold against lateral pressure, bespeak the heavy stores they safely hold. Thinking an account of the modus operandi would be interesting, I went for information to the elevator last built by Messrs. Armour, Dole & Co., which n'l" Tcc'e. was certain to have all improvements. An old settler, Mr. IJaker, was in "'" '"'• charge, who began to build in 1854 the elevator of Messrs. Gibbs & Griffin, on a lot leased by me to them. After politely showing me through and explaining the operation, I asked him for the further favor of writing out lu op«niUon what he had spoken, and here you have it : — Chicago has superior advantages in handling and storing grain, not only on AdvanUitei account of steam elevators, but in absence of current, and the even stage of water, ofulie. These are serious inconveniences on the Mississippi, and other large western rivers. Then the wide prairie affords ample yard-room for cars, which the railroads and proprietors of elevators have wisely provided. Few persons, however, even of the old settlers in Chicago, have correct ideas of Sp<'<''1 "f the ease and speed with which grain is handled. This is the modus operatidi of Messrs. ""' '"'*' Armour, Dole & Go's new elevator on the South Branch, running from the C. B. & Q. Railroad. The building is 312 feet long, 84 feet wide, and 130 feet high, machinery driven Bnlldinnnnd by a 400 horse-power engine. It is divided into 150 bins, G5 feet deep, with storage luttcliiurry. capacity of 1,250,000 bushels. The yard will hold 300 or 400 cars. Two switch engines, when in full operation, are required to put in and take out cars. Two j^ cars nn- tracks receive each ten cars, unloaded at once in G to 8 minutes, each car having its limiU-Jin 8 elevator, conveying the grain to its large hopper-scale in the top of the building. minut««; There weighed, it is spouted to the bin appropriated to that kind and quality. To carry grain to the several bins renders the elevation necessary. Allowing 15 i-M),ooo buoh minutes to unload each set of 10 cars, 400 are unloaded in 10 hours, about 140,0(X) '" ^^ ''<"»"• bushels. Shipping facilities equal receiving, there being six elevators for that work, PlilpplnR handling each 300 bushels per hour, or 180,000 bushels in 10 hours. The grain is fi"-ii"i-<- run out of the bins to another set of elevators, which throw into large hoppers at the top of the building, in which it is weighed, and sent down in spouts into the hold of the vessel. The same Company have another elevator on the opposite side ;^no,herKI*- of the slip— for a slip at right angles to the South Branch is cut to lay vessels v«tor. alongside the warehouse — and ten other large elevators and 5 smaller, afford the j .,,„<,„, u.-^ same facilities. Any one of 13 of them, too, will unload a canal boat of 5.000 or of 6,000 bushels, in an hour and a half to two hours ; an aggregate from 05 canal ^l^'J^**""" boats alone of 357,000 bushels in 10 hours. 158 List of Chi. elevators and capacity. Commerce of Chicago Comjmred toith St. Louis. Names of Owners and Capacity of Chicago Elevators. Warehouses. J. E. Buckingham & Co., A J. E. Buckingham & Co., R Flint, Thompson k Co., A Flint, Thompson & Co., B Munu & Scott, City Elevator Munn & Scott, Union Elevator Munn & Scott, North Western Elevator Munn &. Scott, Munn & Scott Armour, Dole* Co., A Armour, Bole & Co., B Hunger & Armour ( Consolidafed into ' Hiram VV heeler < Munger, Wheeler C Co." Galena Elevator y W. H. Lunt, Iowa Elevator 0. Lunt & Uro Finley &. Ballard, Illinois River Elevator Vincent, Nelson & Co Receive from Illinois Central Railroad and Canal Illinois Central Railroad and Canal Chicago & Rock Island Railroad Chicago & Bock Island Railroad Railroads and Canal Chicago & Alton Railroad and Canal Chicago & Alton Railroad and Canal Chicago & Northwestern Railroad & Canal.. Chicago, Burlington & Quincy Railroad Chicago, Burlington & Quincy Railroad Galena & Chicago Union Railroad & Canal Galena & Chicago Union Railroad & Canal Galena & Chicago Union Railroad & Canal Canal Canal Railroads and Canal Railroads and Canal Total Bushels 10,680,000 Capacity. 700.000 700,000 750,000 l,25u,o00 1.2.50,000 700,000 600.000 200,000 1,250,000 850,0(JO 600,000 500,000 600,000 300,000 80.000 200,000 250,000 The St. Louis Elevator. — The day of small things is too recent with ourselves to despise it in our neighbors. Therefore the following is quoted with all due respect from the Secretary's Report to the St. Louis Union Merchant^ Exchange, for Dec. 31st, 18G6 : — The receipts and exports of grain show an increase over 1865. The receipts of grain (and flour reduced to wheat) for 1865, were 17,657,252 bushels; for 1866, 22,279,072 bushels. Exports for 1865, 13,427,052 bushels; for 1866, 18,835,969 bushels. These figures may look small compared with those of some of our neigh- boring cities, but the fact that our city is yet deficient in conveniences for handling grain in bulk, will account for the disparagement. The St. Louis Grain Elevator has demonstrated the fact that grain can be handled in bulk advantageously, and with proper facilities for shipping to New Orleans and transferring at that point in bulk, grain can be delivered at the Eastern cities and foreign ports cheaper, via the Mississippi River, than by any other route. The cost of transporting a bushel of wheat from St. Paul to New York, via St. Louis and New Orleans, with four feet of water on the rapids above Keokuk, and the proper facilities for transferring at the two points named, would be at least twenty cents per bushel less than by any Northern route, and, it is believed, that with a canal around the rapids, the cost would be less. The Mississippi Valley Transportation Company are prepared to handle grain in bulk, and a transfer elevator for New Orleans, built by St. Louis parties is now fast approaching completion, and will be rea-dy by opening of navigation. Efforts are being made to secure facilities for the erection of elevators and ware- houses at East St. Louis that will give our neighbors an opportunity to get their products to market without the expense of sacking and handling. Experience and the success of other cities has clearly demonstrated that in no way can grain be handled so cheaply as in bulk, and if St. Louis would compete for the grain trade of the West and Northwest, her merchants must encourage and facilitate in every possible way, enterprises that look to that end. The bag system must still be retained in a measure, for the interior trade of the States south of us, where grain is not, and perhaps cannot be handled in bulk ; but while we may retain this very important branch of our Shipping demand, wo can, at the same time, look to making the Mississippi the great pathway of the products of the Northwest to foreign markets. In the same Report is a paper in advocacy of St. Louis' extravagant claims Prof. Water- to preeminence, from the pen of " Professor S. Waterhouse, of Washington nouKe. TT • • )i • University, which has this very expressive paragraph : — the" e"!^au,r. '^^^ ^^'^'^^ °^ improvements upon the business of the city, may be illustrated by St. L. Ele- vator. Tradt Re- port. Wheatstatis- tics. Lackofhand- ling facilities Advantages of river route. N. O. Eleva- tor built by StL. Grain to bo bandied in bulk. Some toting, thau Past, Present and Future of Chicago Investments. ■ 159 the operations of our city elevator. The elevator cost $450,000, and has a capacity of 1,250,000 bushels. It is able to handle 100,000 bushels a day. It beean to receive grain in October, 18G5. Before the first of January, IHGG, its receipts amounted to 600,000 bushels, 200,000 of tchich were brought directly from Chicayo Grain can now be shipped, by way of St. Louis and New Orleans, to New York and Europe ten cents a bushel cheaper than it can be carried to the Atlantic by rail. An honest Professor would of course tell the whole truth; hut a sharp ""•"'"ty man of business would hardly have deemed it dishonest to have put in plain •'"emu-"' type the statement that one third of the first receipts of " the St. Louis Ele- vator" came from Chicago. That italicising is truly no malice of mine. A simpleton might wonder why St. Louis, supposed to be so much more power- -»" '-^''"'it ful than Chicago, and competing with her in drawing grain from the same i;'Ndt-nce on primary sources, has to go to her rival for one-third of her wheat. ]3ut a '^^' learned Professor has sagacity to call attention to the never-failin^- source the elevator has to rely upon. But while the Professor would thus honor Chicago, it would seem from the secretary Report that the Secretary is not equally friendly. He remarks under the TrZit. caption, — Wheat. — The receipts of Wheat at this port notwithstanding the light crop of Wlieat re- 1866, which caused a falling off in receipts at other points, have increased, being *^'''''"'''^*'^ 4,410,305 bushels, against 3,452,722 bushels for 1865, an increase of nearly 1,00,000 bushels. The St. Louis Grain Elevator Company, having given the facilities for handling Incroase and spring wheat, of which 96,515 bushels spring and 97,890 bushels fall were in '"" ' elevator. A citv that has been unable to obtain any considerable railways to form st r- pochows even one combination, may solace itself with the avoidance of danger by their absence. But we have become so desperate in that chase around Mr. Hood's barn, and are so involved in combinations, that we have less fear, as cm. dwper- ' _ ate. to their effect in slaughtering poor victims, thau our quiescent sister, who, eschewing railway combinations, is now looking to barge combinations as a dernier resort, as we shall see. Nor are we sharp enough in tricks of the trade to see how the holder of a Chicago warehouse receipt is to be now m ^o slaughtered bv "combinations of railroad or other interest to control herASt. l. i-»- wheat market," which would not victimize the holder of " the St. Louis ele. vator " receipt. Her large milling facilities, which honesty requires should be considered under the topic of manufactures, no doubt enable her to pay 160 Chi. likes a etalile market — Commerce of Chicago Compared with St. Louis. when she is short something above market price. But how long will her lar--e capital suffice for that? Suppose that some month, a week's Chicago receipts were cast upon her market,— and does she not expect to grow at least to that ? — would prices then rule high ? St. Louis and Chicago differ essentially in what constitutes a market's superiority. Stability when other great markets stand; ponderosity, so that the wants of a few millers make no impression ; rise and fall with the markets of New York, and Liverpool, we are proud to say are our charac- teristics, invariable except as means and cost of transportation vary. Nor can our market be moved, without moving other chief markets of our country and world. On the contrary, St. Louis even boasts of an independent market ; one so independent that it vibrates with the necessities or caprices of its millers. What other market knows or cares for the difference ? The difference of opinion, however, concerning a market's essentials, is to be cared for, which, as would be exoacted, corresponds with the difference in figures. One is genuine commerce ; the other a peddling concern. But even for a peddler she must lack in some essential qualities, for if so independent, and able to pay " oftentimes higher than in other markets," why are receipts so small ? Has she already more than she can handle ? We hope so, for if a city 280 miles from Chicago, with the pretensions which St. Louis has had to the trade of the whole Northwest, and with so productive an agricultural region immediately contiguous, cannot show better figures, and a demand for increased fiicilities beyond what "the St. Louis elevator" can supply j it will be lamentable evidence that we err upon the main premise, the great productive power of the Northwest. The trade report gives the — St. L. "BAeyor -^i-momit of Grain Received and Disbursed by the St. Louis Grain Elevator Co., from tor receipts, October 24, 1865, to January 1, 1868. Oot. '65 — ' "^ ' — St. Louis a vibrating one. Tlie differ- ence. St. L. wants Mure than otie Elevator —Jan. '6S. Receipts. Disbursements. Balance Jan 1, 1868. Wheat 1,877,272.35 382,623,35 130,870.17 268,238.15 37,986.31 1,364.04 1,776,254.37 382,623.27 130,289.12 266,655.24 37,986.31 1,364.04 101,017.58 Corn Oats 581.05 Hiirley 1,582.39 Rye Malt 2698355 bn Total bu.shels 2,698,355. 2,595,173. 1 103.182. Another ele- vator — Fortunately, it appears from the Trade Report for 1867, that the subject of increase has consideration : — — at EaBt St. The East St. Louis Elevator Company, organized during the past year, is vigor- ''• ously at work erecting an elevator and warehouse on the east bank of the river, It» benefits, opposite the foot of Pine street. This enterprise is destined to be of great benefit Past, Present and Future of Chlcncjo Investments. 161 to our city in the saving of draynge and ferriage on merchandise destined for re- shipment South, as well as attracting the grain trade of northern, middle and southern Illinois to our city, by ofl'ering facilities for handling in liiilk. That tiiia can be accomplished was demonstrated during the past year, and only failed of suc- cess from the fact that there were no facilities at East St. Louis for unloading tlie cars, which so retarded the business of the railroad companies that shipments in bulk were prohibited. To count in receipts at East St. Louis, in Illinois, is a good deal like our J^t- 1-- in Mo. reckoning those of Milwaukee, in tlie State of Wisconsin, which we are not t.. i.uii'j an yet compelled to do to maintain a respectable lead. But we tru.st that now imr. they are alive to the fact that " toting" days are over, something by the name of St. Louis, either in Illinois or Missouri, will do its part towards maintaiti- iog the reputation of the West, by drawing grain to such an extent as tliat at least one new elevator shall be built annually for some years. And even Biir-o8 thr-n ■^ • . cuinu to Chi. then, when the barge system shall be well introduced, as it speedily will be, she will have to show more commercial energy than hitherto, or five times the number of river barges will come to Chicago that will go to St. Louis. A gigantic trade of 50,000,000 or GO, 000,000 bushels of grain, would of oimr.is 1 1 Tl AT 11-1 • "(.'"'"St course breed speculators, and some dishonest ones, ^Nor would it be surpris- fruud. ing, amidst constant examples of fraud and defalcation in large sums, and with opportunities which this immense warehouse system affords ; that Chi- cago should in this respect also be equal with other cities. Yet the first None yet. instance of that sort in the elevator business is yet to come. Bought and sold according to sample, the seller's grain goes with others to the bin or bins appropriated to that kind and grade ; and the buyer's grain is drawn from these bins according to his contract. The Chief Inspector, Mr. 0. L. Parker, jir. parker. furnishes this account of — Grain Inspection. — All grain arriving by rail or canal is inspected by inspectors grain inspec- appointed by the Chicago Board of Trade. This system, the result of ten years' ex- tion. perience, is believed to be the most perfect of any yet established. Supervised by one chief inspector, the city is divided into six districts, each having an old experienced j^j^ gj^^^^ inspector at its head. All inspections into store are made in cars or on canal boats. The kind of grain aud its grade is marked on a ticket attached to the car door, giv- ing date, name of road, number of car, and inspector's name. These tickets are taken oflFand preserved by the elevator company and the grain stored in bins as these tickets designate, under the supervision of an inspector stationed in the elevator and em- ployed by the Board of Trade. Books of entry are placed in the exchange room every day during 'Change hours, after which, they go to the Chief Inspector's olhce, and the details are copied into large books, accessible at all times. The average weight of wheat is also given, and reasons for grading when necessary. All grain is inspected out of store unless otherwise ordered; the main reason om of store. being to determine whether it comes out in the same condition as it went in. In out inspection a sample is saved and a certificate issued. If the party owning the grain requires, the inspection is made as it runs on board the vessel or cars. This record is also kept in the Chief Inspector's office from returns made by deputies. In case of an error in judgment, or difference of opinion between »°sPfctor an^ ^'^^J owner of grain, it is referredlo a committee of three members of the Uoar.l ot Trade, styled the Inspection Committee, whose decision is final. The full force of inspectors in the busy season of lake navigation, is about thirty- Xo.ofin.poo- five men ; through the winter about twenty-three. The Inspector's office has a c.ib- tors. inet of distinct varieties of wheat, and other grains, from different States, which it Cut.inct of well examined by producers, might be of incalculable advantage to improve seed B»mpie« wheat, aud also benefit the buyer. 162 Course of houeflt lueD. Inspection system. Cordially sustuiued. Some mis- takes. Premature marketing. Grain dry- ing. Mr. Marsh's dryer. Wheat cur- ing. Com curing LoRsee by heating Spoilt for food. Should be bcit«r pre- jiared. Commerce of Chicago compared icith St. Louis. Laws, with governors, are only "a terror to evil doers and a praise of them that do well ;"°and the late Chief Inspector, Mr. T. T. Gurney, remarks in the last Annual Report of the Board of Trade : — The system of warehouse inspection adopted December, 1865, has met with gen- eral and deserved approval. My opinion is, that it cannot be dispensed with, while your board continue to superintend the inspection of grain. It is proper in this connection to state that your inspectors have been cordially sustained by all the parties to this great interest, in no one instance have they or either of them been interfered with while in the discharge of their duties. It is unquestionably true that mistakes in the inspection of grain have occurred, but they have been of a character that could not be avoided, neither can they in the future be avoided unless damaged grain be classed as rejected. "With these unexampled facilities for handling grain, and thorough means of protecting buyer and seller against fraud in quality; yet these very means stimulate endeavors to reach market prematurely, especially in corn. The chief grain market of the country and of the world, would be deficient in discharging its duty to producer and consumer, did it not prepare requi- site facilities for — • Grain Drying. — In transit hither, especially by river and canal, in which grain business will have the largest relative increase, grain is often wet. With proper facilities for drying, the water would do little injury. One of GUI oldest citizens, Mr. Sylvester Marsh, early gave attention to this and obtained several patents for a dryer. A warehouse was built for the purpose in 1860, and worked by Mr. E. K. Hubbard, who used it with great success until burnt in May 1867. In 1865 Messrs. Munn and Scott attached Marsh's dryer to their elevator, which has not been used in consequence of extra fire-risk. But a desideratum so great to all grain dealers would not long be disregarded, even if extra insurance required severance from ele- vators built mainly for storage. Though valuable for wet grain, it also cured wheat too hastily marketed. Much is sent direct to market without sweating in the stack ; and by damp- ness in the bin or vessel, or car, becomes unfit for bread. Nor is saving value of a kiln-dryer in wheat at all equal with what it is in corn. The liability of new corn to heat is generally known. The early volumes of the Prairie Farmer will show the consideration given the subject, and the enhanced value of the corn crop, when corn and corn-meal should be duly prepared for long transit, especially on the ocean. One would suppose that losses in transit to New York, much more to Europe, would have brought into general use a drying process. Corn is little used as food for man compared with what it would be if supplied to house-wifes in proper condition. Ordinary meal becoming speedily stale, it is no wonder that it is little sought in Europe, little even in the land of its origin. One of the most palatable, nutritious, healthy articles of diet in proper condition, and obtained at such small cost ; it is unaccountable that more has not been done to prepare it properly for market. It was therefore very satisfactory to learn upon inquiry, that the National, Past, Present and Future of ChiaKjo Inrrafmr.nfg. 103 one of thp smallest elevators, but with lar<-e facilities to transfer -ruin from y"'^""«. canal to lake craft, belonging to INIessrs. Vincent Nelson, cV; Co., ha.s a grain r-'^grtn dryer attached by Messrs. Murry Nelson, & Co. With nuKJi experience '"''"■'' in grain trade on the lakes and railways, after trying various patents, and corresponding widely with others seeking the same desideratum, they have erected a dryer at large expense under II. H. Beach's patent, whicli is already ""*'"''■" P"'- a complete success. They do not, however, decry Mr. Marsh's but prefer the "^ one chosen. Itdrys 1,500 to 2,000 bushels per hour of new corn so that it will HmuW. keep in any climate, without changing the bright, natural appearance of tlie '""■'"""• gi-ain, and leaving upon it no smell of heat, or acrid, or parched taste, or appear- ance of having been subjected to any mechanical process whatever. This machine is available for wheat, or any grain damp or wet, or in anyway out Any (tmic of condition, and is claimed to be the first to dry and cure grain on a lar-e scale for commercial purposes, having a capacity to dry cargoes without unusual delay. A full account of its operation would be interesting, but space is precious. A tower seventy-five feet high, built of brick and iron, fire proof, receives Mo roiiit'nt!i of Cattle at Chi. from 1862-68. Year. Receipts 11 Tears and Shipments 15 Years, of Cattle at Chicago. Sources of supply. 1852. 1853. 1854. 1855. 1856. 1857. 1858., 1859., Received. 48,524 140,534 111,694 Forw'ded. 77 2,657 11,221 8,253 22,502 25,502 42,638 37.584 Year. Received. I860 177,101 1861 204,579 ,1862 209,655 1863 300 622 1864-5 303 726 1865-6 1866 7 348,928 373 277 * 1867 329,188 Forw'ded. 97,474 124,145 112,745 187,068 262,446 310,444 260.833 * stock Yard Report for the year. To compare sources of supply, the following compilation is made from tte Board of Trade Reports, and for last year from tlie Repiibltcan : — Routes and Receipts of Hogs and Cattle at Chicago for three seasons, from 1st of April 1865-6, 1866-7, and till December 31, 1867. HOGS. CATTLE. Koutes. 1865-6. 1866-7. 1867, Dec. 31. 1865-6. 1866-7. 1867. Dec. 31, Lake 10 194,534 166,250 422.046 403,949 104,949 8,168 14,956 19,470 216 50,182 41,264 92,218 115,887 40,462 543 3,544 686 3,110 816 181 49,099 39,351 77.025 139.291 58 691 143 844 403 87 8,163 C. & R. 1. R. R.... III. Cent., 162,579 151,682 348,258 387,690 110,351 4,977 14,964 6 7 9 4 2 236,959 289,213 407,957 527,839 151,227 7,617 19,939 35.544 41,241 58 882 C. & N. W. R. W... C. B. & Quincy C. & Alton 50,189 119,931 54,143 1,347 1,466 1,056 C. & G. East Mich. Cent Mich. S. & N. Ind. C. & Mil Pitts. Ft. W. & C. Driven into Yards. 6,854 470 8,750 2,703 439 5.500 1,198,832 1,341,656 1,696,748 348,928 373,277 329,194 I'rovirlc adequate facilities. Chi. largest live Ht'«""» '"■""c'' whence it came had a "local habitation and a name" among the cities of I ho continent. At the World's Fair, held in London several years ago, the attention of Queen r..i. iioiif^h'a Victoria and Prince Albert was called to several tierces of beef, from the packing '".•'''''t establishment of the Houghs in Chicago; and they were awarded apremium. Thus ^^ '"'''J"" •'"'''• the produce of the new city began to grow in the estimation of foreign dealers, and an impetus was given to the trade. Steadily advancing, the exports from our bar- iiirrcaso of bor began to look like those of much older cities; and St. Louis and Cincinnati lost '-^'''- trudi-. their laurels — the latter ceasing to be the recognized " porkopolis " of the laud. Reaching out like a young giant, the new commercial port seized ujjon the produce of the prairies of Illinois and the West, and put an embargo upon the growth of older towns, less centrally located. Dealers in live stock soon lelt their old landruarks Denlerscomo in Cincinnati, St. Louis and Louisville, and established themselves in the Garden •"•■■■^• City; the places that had known them knowing them no more, unless it was to hear of their prosperity and increasing wealth. Kailroads sprang into existence, and Railroada. cut the prairies in every direction, while the lakes were vvhitened by the unfurled sails of thousands of vessels; and the great rush of business which now blesses Chicago as a metropolis, was established permanently, upon a basis having for its Basia solid, founiiations millions of acres of productive lands, great natural resources, and untold commercial advantages. On the first of June, of the present year, ground was broken for the new yards. Yanln began The first thing to be done was to drain the land— a work of no small importance. An liuit June, immense box sewer was constructed along Halsted street, to serve as a main dis- charge for the drains and sewers. This structure is half a mjle in length, running Sewcre. north and south, and four feet in the clear. Constructed on the most improved plans, these drains and sewers, underlying the yards in every direction, perform their work in the most admirable manner. The soil is now in gooii condition, and no incouvenieuce will be experienced from wet land or standing water. In this par- ticular the great bovine city will be far ahead of the populous and crowded hunmn city which it adjoins, and of which it is destined to become an important part. The total length of the drains and sewers is about thirty miles. Tiiey have caused ."^o mile« a wonderful transformation in the level, wet land of the prairie, which it has here- draius. tofore been considered impossible to drain. The argument deduced from this is. tlial all the low land surrounding Chicago is valuable for building purposes, and that it can be thoroughly drained, so as to aiford a solid foundation for structures of any Bize. The Foundalion of the Yards.— IhQ tract of land selected as the site of the yards F.mn.lation was now thoroughly drained, and what a short time before was a marshy prairie, of jards. covered with rank grass, appeared dry andfirm, admitting of (he passage of loaded wagons, and the laying of railroad tracks over it. Lines of rails were soon con- structed, leading Irom dilferent railroads, which were to transport the immense amount of lumber required for the construction of the yards, to tlie spot. Large sills of timber were placed upon the ground, across which were laid three-incii I'lanking. joists. Upon this foundation the planking was commence"m.'""*° The paper quoted from speaks of the enhanced value of real estate. Knimnres Without a doubt the Company will actually make more, perhaps twice as much, in the rise upon its land as in profits of the business. That is one of ^,,„t „ ^^ the chief advantages of business here, that the merchant, manufacturer or"^"""^^- operator, who has sagacity to buy his place for business and for his home, will, in that alone, leave a good estate to his children. How foolishly our 170 Business men sliuiild l)UV. Lumber trade. Other mar- kets. Woolner i74,04'; 413.301,818 .501 J592.406 647.145,734 730,057,168 135,87R,('00 131,832,000 I27..;6'i,0(i0 105,927,' ")0 l-25,8u4,ll0l) 7y,366,'(lil 131,2.^.'),()()() 172 364,878 190,1 69,7 ,fi0 310.897,350 400,125,250 79,235,120 80.13it,OiY, 44.559,001) 49,lil2UOU 3f;,601,ii()0 32,6".7,Ollo 23.s8>) IMIil 41,768,000 65 953,900 66,075,100 123,992,400 1857 1858 1859 226,1 \:0,3S9 . 22:),372,:!;0 189,:>76 44o 189.279.079 221,79>,330 21.9,496,579 3 '5,353.678 422,313,2t:6 195,117.700 16>,:()2,52'> 94 421,lf-6 55,7 'i 1,630 102,6.34,447 13S,49;.256 258 3.^1.4-.0 422,339,715 28,236,585 3 .',170,420 31,282,725 1 6,966 6lJ0 30,293,247 ;62 2,010 61,516,.S95 74,265,405 1860 18>;i 1S62 1»63 1864-.5 186.T-6 1866-7 The St. Louis Trade Report has no lumber department, nor does the Annual Review in the St. Louis Journal of Commerce allude to it. The Democrat, January 1st, remarks : — Past, Present and Future of Chicajo Investments. 171 St. Louis is notat present as important a distributing; point for lunibcrassomeof her ^'il'ir cltio» near neigiihors, yet considerable is marketed here, ami jirices at iliis jioini are look.d ''"*^"''' '" for with much eagerness by all the raftsmen in tlie upper country. We Imvc nunirr- ''""'''-•'"■'"^° ous readers among the pineries of the Wisconsin ami Black rivers of Wisconsin, and Minnesota side of the St.. Croix, and awayup in the more northern pinerii's ofihe headwaters of the Mississippi and Otter Tail lake regions of Minnesota, and know- tipixT-MlM ing they will read with interest a statement of the business of the year, we give it as near as possible, without pretending to exactness, as there is no record kept of the receipts by river which can claim the merit of absolute pcrfeclion. X«?n6er.— Receipts by raft have been not far from 40,(«)U,U()t) feet during the year, ^nmnlm Receipts by rail have been too inconsiderable to notice, not amounting to more than luL-tl867. 80,000 feet. Very few changes have taken place in the price of lumber during the year. In May the new cuttings began to be looked for, and as early as the first week sales to arrive of over half a million feet were made at $24 to Sl'iJ, afloat and on the bank. The floods everywhere prevailing at this season did considerable damage to booms and retarded receipts, but rather stiffened prices. The market held up through May, and into June, but before July 20 prices were sotiiewhat depressed, and we note sales of 450,000 feet Chippeway, at $lb to §!'.» afloat. In August the market regained its tone, and $20 in the water, and $2:5 on the bank were paid, with light receipts and good demand. There was an increase in receipts, however, in the next six weeks, and prices declined to $17(>^17 50 afloat for Chip- peway, at which price the market remained steady for the balance of the season. Shitiffles. — Receipts have been very light, approximating 10,000,000 by all routes, shingles Lath. — Receipts were fully 4,000,000 during the year, but the demand was more Lm^ than up to the supply. That is, she received ahoxxt Jive j^er cent, of the Chicago amount of lumber, ■'> pi,i.8iigi,ted waters of the Mississippi to find interested parties, and forget Chicago. For several years our shipments have been only about one-half the receipts, ohi. con- showing consumption of 100,000,000 to 300,000,000. How eouid Chicago""""'""''' grow as she does, had she such a miserable little lumber market ? With neither capital nor time to build of brick to meet pressing demands, it will be a cheaper means to stop her growth for St. Louis to set her Aliens to buy- ^ p,„„ ,^ ing and burning Chicago lumber, instead of buying up adverse railroads. gp^^thT And burning property to make insurance money being peculiarly a Chicago trick, would it not be easy for their sagacious business men to arrange with our lumber dealers to their mutual advantage ? Evidently we arc in a con- dition to need preservation, however it may be with St. Louis, and we will next consider — 172 Chi. Salt re- ceipts 12 yrs. Commerce of Chicago Compared loith St. Louis. Receipts and Shipments of Salt at Chicago, for Twelve Ycafi Years. Keceived, Barrels. Forwarded, Barrels. Years. Received, Forwarded, li.irrels. Barrels. 170.623 184,834 2U(),946 834 997 316,291 255.148 r 107993 '"■ 8:i,60l 90.918 191.279 2.57.847 , 172,963 1861 390,499 f 6i2.0u3 77 >.3 4 [[6-0.346 611,025 496,827 319,140 1862 520,227 1S63 579,694 186V5 483,443 1865-6 444,827 1866-7 452,587 St. L. Salt receipts 12 Receipts of Salt at St. Louis for Twelve Years. Years. Barrels. Sacks. Years. Barrels. Sacks.J 1S67 141,674 1 34,-542 170.814 133.362 89,683 102,538 79,025 88,013 83 221 46,698 56,118 107,508 1861 No record. 86,387 36,083 43.' 63 4-5,665 36,759 No record. 11-66 1860 399,576 1869 328,280 1864 1858 451,275 1863 18.07 308,170 1856 460,806 ) Relative changes in trade. Chi. receipts Wool 12 yrs. The St. Louis Democrat, it will be remembered, stated in 1861, p. 112, tbat the contest with Chicago fairly began in 1857. Then we were ahead even in salt, supposing two sacks equivalent to a barrel, and the last five years we double and triple her. Our consumption in that time, deducting shipments from receipts, equals her gross receipts into less than 100,000 bbls; a two months stock for us, and six for her. Receipts and Shipments of Wool at Chicago, for Twelve Years Year. Received, Pounds. Forw'ded. Pounds, Year. Received. Pounds. Forw'ded. Pounds. 1855 1,94.3,415 1,853,920 1,106,821 1,053,626 918,319 859,248 2,158,462 57-5,908 1,062,781 1,038.674 934,595 839,269 1871 1,184.208 1,523,571 2,831,194 4,304,388 7,639,749 12,200,640 1,360,617 1856 1862 2,101,514 1857 186.3-4 3,435,967 18-58 1864-5 7,554,379 1859. 1865 6 9,923,069 I860 1866 7 12,891,933 St. L. re- ceipts Wool 11 yrs. Receipts of Wool at St. Louis, for Eleven Years. 1867 12,040 pkgs. 1806 9,205 " 1565 10,559 " 1864 8,129 " 1863 6,259 " 1862 6,176 " 1861 2,608 pkgs. 1860 7,696 " 18-59 , .5,121 " 1858 3,671 '" 18.57 2,935 " St. L Trade, report. In the receipts of wool it is impossible to give an estimate as to the number of pounds, as it is received in different kinds of packagres. The exports being entirely in bales, may be averaged at 200 pounds to the bale, making the exports for the three past years in pounds, 2,38.3,600 for 1807, 1,711,400 for 1806, 1,878,800 for 1865. Past, Present and Future of Cliicaijo Iiiveatmcnts ITIt Here, too, we lead her, and more than four-fuld. Are not these items abundantly suffioioiit to establi.-^li the correctness of ''^••"' '••>"• Mr. Wells' report as amended? Aud aUhouirh the reports of Ixith cities "^'"•"'«" have been carefully compared, I can see no one item except rcccijits of lead, and in flour manufactured, in which she is ahead. Doubtless, however, in some articles, as sugar, her trade is largest. I regret not having fjgurcH 20 ou fleurM years ago to exhibit her large supremacy which in only about half that time **"'*■"'• — for railroads had little power till 185(5 or 7, when the contest really began, as they say — has not only been destroyed, but our own established to an almost equal degree. This, it may be repeated, has been done in the veryc„„^t ^^ field which she wholly possessed, and felt herself as secure in holding, a.s that of her own State, or even her own county. With the current thu.H setting hither irresistibly, are our business men likely to oppose'/ A\'ill they not, — •h»ii »• on the other hand, be on the alert to avail themselves of the jir'sti. para- vras smitten with a commercial paralysis. The prostration of business was general l.vzfi. and disastrous. No comparison of claims can be just which ignores the circum stances that, during the rebellion, retarded the commercial growth of St. Louis, yet fostered that of rival cities. Nothing more clearly demonstrates the geopraphical superiority of St. Louis than Govt, action the action of the Government during the war. Notwithstanding the strenuous r"'''\''';<^^°' competition of other cities, our facilities for distribution, and a due regard for its "^^ ' ^' own interests, compelled the Government to make St. Louis the Western base of supplies and transportation. During the rebellion, the transactions of the Govern- ment at this point were very large. That St. Louis should have been made the base of supplies was quite Prevalent n 1 1 • 1 11 absuri'ity natural, because of her contiguity to the seat of war ; though without doubt helps su L it was owing quite as much to the prevalent absurdity we are endeavoring to combat, that she is the natural centre of the Republic. ]jut it happens currents unfortunately for our " beautiful rival " of the rivers, that before the war forl^war. began, as we ,saw pp. Ill — 114, business was altering its currents according to natural laws. It was predicted in 1861, p. 19, "that changes it would have required five years to effect in the ordinary course of events, will now be made in a year or two." Were they not ? But how happens it that these years of peace exhibit receipts of grain at J^^yj^.^*- Chicago in 1865, in round numbers, 45,000,000, at St. Louis, 17,000,000 ;p"elicer in 1866, Chicago 53,000,000, and St. Louis 22,000,000; in 1807, Chictigo 66,000,000, and St. Louis 17,000,000 ? The inference is natural that Chicago must have a superior territory to St. Louis,- from which to draw her supplies, p.^mp area But this has been provided against by the tables exhibiting the same sources. "^^^''^ Directly against fact and reason, the Professor argues or rather asserts :— The National exigencies forced the Government to select the best^ point of distri- St;l.eon.^^^ bution. The choice of the Federal authorities is a conclusive proof of the commercial ^ ;„j,j,„y superiority of St. Louis. .... depot. The conquest of treason has restored to this mart the use of its na ural facilities, p^,^^^ ^o Trade is rapidly regaining its old channels. On its errands of exchange, it visits «t. ;-' advai.. the islands of the sea, traverses the ocean, and explores foreign lands It penetrates t«6e.. every State and Territory in the Mississippi Valley, from Alabama and New Mexico to Minnesota and Montana. It navigates every stream that pours its tributary waters into the Mississippi. 176 Commerce of Chicago Compared with St. Louis. Is that true? If t^ere be any truth in that, why are directly contrary results witnessed ? Does not the Professor know that truth is always consistent with itself? If " trade is rapidly regaining its old channels," the leading business men and papers of St. Louis have a sad method of demonstration, as these pages attest. They will do well to seek instruction from this Professor. But Prof.w. con- notwithstanding the grandiloquence with which the lie is given to all these tradicts him- ^^j^^^. Writers and speakers, the Professor himself goes directly on to say: — ^.fl, ,,. But St. Louis can never realize its splendid possibilities without effort. The trade of St^L."'^ of the vast domain lying ea^t of the Rocky Mountains and south of the Missouri river, is naturally tributary to this mart. St. Louis, by the exercise of forecast nu- J. t. and vigor, can easily control the commerce of 1,000,000 square miles. But there is _^i.energe ^j,ggjj ° jjgp^ of exertion. Chicago is an energetic rival. Its lines of railroad pierce every portion of the Northwest. It draws an immense commerce by its network of railways. The meshes which so closely interlace all the adjacent country gather rich treasures from the tides of commerce. Her rail- Chicago is vigorously extending its lines of road across Iowa to the Missouri roads. river. The completion of these roads will inevitably divert a portion of the Montana trade from this city to Chicago. The energy of an unlineal competitor may usurp the legitimate honors of the imperial heir. St. Louis cannot afford to continue the Trust In na-™a'Sterly inactivity of the old Teijhne. A traditional and passive trust in the efficacy ture not of natural advantages will no longer be a safe policy. St Louis must make exertions safe. equal to its strength and worthy of its opportunities. It must not only form great plans of commercial enterprise, but must execute them with an energy defiant of failure. It must complete its projected railroads to the mountains, and span the must do.* 'Mississippi at St. Louis with abridge whose solidity of masonry shall equal the massiveness of Roman architecture, and whose grandeur shall be commesurate with the future greatness of the Mississippi Valley. The structure whose arches will bear the transit of a continental commerce should vie with the great works of all time, and be a monument to distant ages of the triumph of civil engineering and the material glory of the Great Republic. Why does I^ ^^ naturally tributary to St. Louis, why this indispensable effort ? Is gt^^^j^"''** nature so false to its votary — -and where can a more devout worshipper be found than the Queen of the Rivers ? — as that " the energy of an unlineal competitor may usurp the legitimate honors of the imperial heir ?" Is that a sample of logic or ethics taught in Washington University? Practical ad- ^^^ Considerations of Chicago, give the Professor's thoughts quite a prac- heeded. "^ tical turn. It remains to be seen whether St. Louisians will heed the counsel and do what they may and should to retain trade west and south of them, which otherwise surely comes to Chicago. We, too, want " the structure whose arches will bear the transit of a continental commerce, should vie with the great works of all time ;" for surely as that time and bridge last, it bears other means more to Chicago than to St. Louis. That naturally brings in the subject of ture. the bridge at St. Charles over the Missouri. Then " persfstent" efforts could induce the Government to establish a naval depot at Carondelet. Then THE elevator comes in, quoted p. 156, which introduces the final and sure means of attaining what nature against herself withholds, and art has hither. Barges the to failed to supply. Alas that nature in the domain of the Queen of the ance. Rivers, is so derelict towards her most faithful devotee that barge-trade is the only remedy ! Is that according to art or nature ? The facilities which our elevator affords for the movement of cereals, have given Past, Present and Future of Chicago Investments. 17^ rise to a new system of transportation. Tho Mississippi Valley Transportation >n.-. v«i. Company has been organized for tha conveyance of grain to New Orleans in barges ''"'"'"'"■ ^'• Steam tugs of immense strength have been built for the use of the company.' They carry no freight. They are simply the motive power. They save .lelay t.y It" im-lnew, taking fuel for the round trip. Landing only at tiie large cities, they stop barely '""'"«• long enough to attach a loaded barge. By this sconomy of time and steady move- Mo,|o of vi. ment, they equal the speed of steamboats. The Mohawk made its first trip from crutioQ. St. Louis to New Orleans in six days, with ten barges in tow. The management of the barges is precisely like that of freight cars. The barges are loaded in the absence of the tug. The tug arrives, leaves a train of barges, takes another and proceeds. The tug itself is always at work. It does not lie at the levee while the barges are loading. Its longest stoppage is made for fuel. Steamboats are obliged to remain in port two or three days for the shipment of a, , ^ freight. The heavy expense which this delay, and the necessity for large crews c.'m^urS. involve, is a great objection to the old system of transportation. The service of the steam tug requires but few men, and the cost of running is relatively light. The advantages which are claimed for the barge system are exhibited by the follow- ing table : — Tug and Barges. Steatiibonts. Stoppage at intermediate points 2 hours. 6 hours. „, . " "terminal " 24 " 48 " Uy and co«t. Crew 15j 50 Tonnage 25,000 tons. 1,500 tons. Daily expense $200 $1,000 Original cost , $75,000 $100,000 In addition to the ordinary precautions against fire, the barges have this unmis- Firo rUk«. takable advantage over steamboats : they can be cut adrift from each other, and the fire restricted to the narrowest limits. The greater safety of barges ought to secure for them lower rates of insurance. The barges are very strongly built, and have water-tight compartments for the movement of grain in bulk. The traiispor- chfapi.css. tation of grain from Minnesota to New Orleans, by water costs no more than the freightage from the same point to Chicago. After the erection of a floating eleva- tor at New Orleans, a boat load of grain from St. Paul will not be handled again Freight to N. till it reaches the Crescent City. At that port it will be transferred by steam to the vessel which will convey it to xhpnco to New York or Europe. The possible magnitude of this trade may be inferred from Kuropo. the fact that in 1865 Minnesota alone raised 10,000,000 bushels of wheat. Three quarters of this harvest could have been exported, if facilities of cheap transpor- jijnn. sor tation had offered adequate inducement. In 186G, higher prices, which produced plu«. the same practical result as cheaper freightage, led to^the exportation of 8,000,000 bushels. From the 1st of May to the 25th of December, 1806, the tow boats of this city noTohition- transported 120,000 tons of freight. This new scheme of conveying freight by izeriver barges bids fair to revolutionize the whole carrying trade of our western waters, tiaao. It will materially lessen the expense of heavy transit, and augment Uie commerce of the Mississippi River in proportion to the reduction it effects in the cost of transportation. The improvement which facilitates tho carriage of our cereals 'o market, and makes it more profitable for the farmer to sell his grain than to burn it. ^^^^^^^'^ is a national benefit. This enterprise, which may yet change the channel of cereal transportation, shows what great results a spirit of progressive energy may ac- complish. The mercantile interests of the West imperatively demand the improvement of the Mi«'„«'>l'- Mississippi and its main tributaries. This is a workof such prime and transcendent ""P <^ importance to the commerce of the country, that it challenges the cooperation of the Government. A commercial marine which annually transfers tens of millions of passengers, and cargoes, whose value is hundreds of milhous, ought not to encounter the obstructions which human efi^orts can remove. The yearly io! c> t >» For the accomplishment of an undertaking so vital to its municipal inferes ts, St. |.'^^^- ,;,» ,^_ Louis should exert its mightiest energies. The prize for which conipetition strives is too splendid to be lost by default. The Queen City of the West should not volun- tarily abdicate its commercial sovereignty. j-3 Commerce of Cliicago Compared iclth St. Louis. Europe to If the emigrant merchants of America and Europe, who recognize in the help fuliill geographical position of St. Louis the guarantee of mercantile supremacy, wiT prophecy, ^g^ome citizens of this metropolis, they will aid in bringing to a speedier fulfillment the prophesies of its greatness. The current of western trade must flow through the heart of this valley. .,, ., -m . i .1 •* • wi. St L to keep The march of St. Louis will keep equal step with the West, located as it is, at the pace'witU intersection of the river which traverses zones, and the railway which belts the West. continent, with divergent roads from this centre to the circumference of the country. Growth im- St Louis 'enjoys commercial advantages which must inevitably make it the greatest mense. inland emporium of America. The movement of our vast harvests and the distri- bution of the domestic and foreign merchandize required by the myiiad thousands who will, in the near future, throng this valley, will develope St. Louis to a size proportioned to the vastness of the commerce it will transact. This metropolis will not only be the centre of Western enchanges, but also, if ever the seat of Government is transferred from its present locality, the capitol of the nation. Dniversftl St. Louis, strong with the energies of youthful freedom, and active in the larger friendship, ^nd more genial labors of peace, will greet the merchants of other States and lands with a friendly welcome, afford them the opportunities cf fortune, and honor their services in the achievement of its greatness. Snmiofthe rrv^-f jg i\^q conclusion, and in large measure the substance, of an areu- thearga-, -"^ ' . , '"'"'*• ment supposed to prove the truth of its caption ; at least to be in its favor. Why Missouri is put prominently on the lead, doth not appear. Perhaps it will be influential to bring traitors in the Hannibal and St. Joe region, and others in the " flank movement" region, to their allegiance, and generate a Nature not patriotic Spirit in filling up those gaps. For as " St. Louis is ordained by false! ^'^°^*' the decrees of physical nature tojbecome the great inland metropolis of this continent ; it cannot escape the magnificence of its destiny." Neither Pro- fessor Waterhouse, nor any other good citizen desires to see nature fail in any of its ordinations. Yet, if " greatness is the necessity of its position," Art or na. either nature or art has made a good deal of mistake : or such changes in tare blun- ° / -'k Atl. the Pacific, is the ocean to which Minnesota grain should go. "<'' l''"^- If the experiment now being tried, of transporting grain to Liverpool by way of New Orleans, instead of New York, proves successful, the great bulk of cereals ex- B^go sya- ported from the Mississippi Valley will drift down stream, and from the barges be *'■''" °° loaded into ocean vessels by means of floating elevators. We believe the experi-"'"' ment now being tried by Mr. Merry, of Dunleith, will prove the practicability of Probable the plan, and that a revolution is to be wrought in the transportation of trans-Mis- «"<=<=«**• eissippi grain. Narrow selfishness might make Chicago envious of a project which threatens to break in somewhat upon its grain monopoly ; but this city can afford For Chi. iu- to be generous in sentiment and free from jealousy, and. as a matter of fact, it is. ^<"''-"="-— If the producer can do better by sending his grain down river than across the country to New York, he ought to have the facilities for doing it. Steam is of neces- sity more expensive than water, cars than barges, and if the farmers of the Missis — with the Bippi Valley can command better prices for their products by down river shipments, f*^"""^"' we are glad of it. Every dollar saved in the cost of transportation is so much added to the actual wealth of the country. In a few years the canals and the lakes will enable barges loaded on the banks of Barges via the Mississippi to reach the ocean without breaking bulk. Until then river tran- ''"^ '■''^^^• sportation will, in the event the Merry experiment succeeds, increase rapiilly in importance, and Chicago will indulge no mean envy because the Mississippi does not pour its wealth of water at her feet, the charges of provincial newspapers to the contrary notwithstanding. Eventually, the belt of country rich in mineral and Northern agricultural resources, which extends for a breadth of from six to twelve degrees '','^.','.^''. ''b^-^ across the continent west of the Upper Mississippi and Lake Superior, and embrac- nud-by— " ing Minnesota, Dakota, Montana, Idaho, Oregon, Washington, and north of the in- ternational line, the great valley of the Saskatchewan and British Columbia, will have railway facilities from ocean to ocean ; but all this generation will pass away before that consummation will be reached. In the meanwhile the river on the one —mean- hand, and the system of railways, lakes and canals on the other, will be the grand rjver3"et*c highways of that region. ' 180 Commerce of Chicago Compared loith St. Louis. St. L. ton- nage 1S66. The trade report for 1866, p. 21, has the following:— Tonnage of St. Louis and other Forts as Compiled July 1, 1866. BIVERS m u a m cS o en a> . 9, ^ .2 a ^« en o e3 OS 13 a> • "el . a % Lower Mississippi River Arkansas and White Rivers.... Cumberland and Tenn. Rivers. Upper Mississippi River 55 16 18 44 16 45 71 30 67 25 85 16 18 111 41 45 71 48,345 3,232 3,505 16,560 5,535 11,217 23,232 74,800 5,925 5,925 30,695 10,855 19,800 89,525 $3,970,000 378,000 282,000 1,625,000 488,000 Ohio River 1,088,000 2,545,000 Total 265 122 387 106,626 186,015 10,376,000 Transient barges not reckoned. Barges find favor. To move heavy freights. Compare St, L. and Chi. figures. St. L. De- partures 1867. In the list of barges above only those belonging to the regular packets are included. A great number of transient barges and canal boats arrive by Illinois and Upper Mississippi rivers, which are not registered at our port, and not included in the tonnage. The "barge system" is fast finding favor with our merchants, and will, at no distant day, be the prevailing mode of transporting heavy freights, while the fine packets which now grace our western waters will be run on time for passen- gers and light freight. The Mississippi Valley Transportation Company has, during the past summer, demonstrated the fact, that this is the cheapest mode of moving produce and heavy freights, having since May 1st, carried from this port over 110,000 tons. And when the plan of moving grain in bulk is established, the tow boats and barges will add to the commerce of our city by giving cheap freights and saving an immense amount of expense in the shape of handling, tarpaulins ajid damage. Has not the immensity of St. Louis' river commerce been made an impor- tant item in calculating St. Louis' superiority ? Compare those figures with Chicago lake trade, p. 61. To compare this last year, the following is taken from the Trade Report : — Departures from St. Louis, 1867. DATE. o i O. p< P i o a ■a a a g 3 « M •< a a H d o d s H i pq •a g pq d "3 1 SO' ca fl a H d .a J.'innary February 12 66 81 fU 61 .13 65 61 59 73 59 47 3 30 68 83 87 87 87 102 102 121 95 21 3 5 8 4 6 3 7 3 3 5 4 3 6 5 4 8 3 2 5 2 ""9 23 28 21 18 7 5 4 6 9 "i 4 21 141 255 277 250 217 240 251 241 245 222 88 1 16 S2 102 106 79 60 54 100 146 161 40 22 157 337 379 356 320 300 305 341 891 8S3 128 9,547 41,469 113,719 123,869 113,837 107,830 104,001 109,159 109,103 114,232 105,782 33,772 $ 833 20 3.806 00 7,092 55 7,977 45 8,217 50 6.681 70 6.298 70 7,288 35 6,813 00 7.438 40 7,762 90 5,426 05 2 12 35 28 44 46 40 45 20 28 11 21 53 64 40 86 34 37 27 20 24 4 1 2 2 2 1 " " "i 3 2 3 2 3 May July August September... October November.... December Total 691 1 • «Sfi 311 350 17 5 38 45 13o 5 2,478 947 3,425 1,080,820 175.685 80 1' Past, Present and Future of Chicago Investm-nts. 1^1 That is, her total tonnage is one million, ei(M( Hut can't. bushels of wheat shipped from points above Rock Island, but 1,0(((),00(» caiue southward ; of 318,000 hogs, none come to tliis market. The reason is self-evident. KeoMn, The people wish to trade with us, and are loud in their complaints against railroad ''■'""■>■• monopolies, but are powerless because they have no alternative. St. Louis is ^'"' already a great commercial city, but with these obstacles removed, her resources might be doubled. The question is very simple. Will barges solve this difficulty to the relief )^,'i'„*^,J,'ig'' of St. Louis, and "the people of the Upper Mis.sissippi Valley?" Theyf"'«y' want to give St. Louis the trade ; St. Louis wants them to do it. Here is an argument showing not only how it may be done without violence to nature. Anarjoj- but by due emplovmeut upon its grandest highways, of a most neglected means of art. Who can question either argument or conclusion ? No matter that a Chicago Professor, who should start off with such a heading, and conclude with such a demonstration, would be regarded a butt-ender -<.f bntv blunt as his barges; the St. Louisian, with a grand flourish of nature, and witli the submerging power of a long string of butt-enders, would bury in oblivious waters any futile attempt to question the supremacy of her Majesty of the Rivers. if, when the barge system was not in vogue, grain trade had already p»'-k«J^;'I'« forsaken the river for the lake route, as the whole evidence attesits, how will this new means, rendering still greater facilities to transport grain from any river port directly through to the lakes without a change, benefit St. Louis ? That being a hypothetical question is not suitable for discussion here ; but the Secretary throws light upon the subject in his succeeding and hxst &c. ju,^ru RoDOrt, pp 7 And 8 : — The trade of a country follows the products of its soil, and in proportion as we Trade fol- attract to our market the harvests of the country, manufactor.es. tra.le an-l mer- Ij-;- pr- chandising will increase and prosper. Where the grain is sold there will the gocl- 1S2 Commerce of Chicago Compared with St. Louis. be bougbt which are needed in exchange. Trusting too much to natural advantages, GengrapU- and retarded by the late war St. Louis has not advanced as rapidly as her geopraphical ical position position would seem to have warranted. Hitherto our great market was in the not w-ellsup-g^^jjljgj.jj States, which had given their whole attention to the raising of cotton and ^'^' "* ' sugar, necessitating the importation of breadstuffs. The change in the entire labor system, and the destitution almost universal in the South, has so interfered with the production of the great staples that they have of necessity been small buyers in our market, and have been compelled to raise food to sustain life. It is not South to di'- unlikely that this change in the agricultural condition of the South will continue, pend ou it- g^^^ vvhen her old prosperity has been regained. For while, with proper encourage- ment and a settled plan of labor, the cultivation of cotton and the sugar cane will be adopted as the most profitable, yet it is more than probable that the planters and farmers of the South will hereafter depend more upon themselves for the food St. L. seek they eat. Thus St. Louis will be obliged to seek another market for the products suother which will come to her from the North and West, and must open up other avenues market. ^ ^ ; " of traUe. Fiicilities First, we must have the proper facilities for handling, storing, and shipping requisite. produce cheaply. Next, we must establish, through New Orleans, facilities for exportiug direct to the South American and European States the surplus product of Trade flows the Mississippi Valley. This accomplished, the trade will flow to St. Louis as nituraily to jjj^jm-j^jjy j^g (jjg great river flows to the Gulf. And as trade seeks an outlet south- ■~ ward, the railroad interests west of the Mississippi, so long languishing, will receive new impetus. The great States yet to be established in the far west will of necessity be iu a measure dependent upon some point near the Mississippi, and with proper — ftndforeign energy St. Louis will secure that trade ; for with a direct export trade via New trade. Orleans, furnishing the quickest and cheapest mode of transportation, the products of other countries must naturally come back to us by the same channel, to be dis- tributed throughout the West. Much has been done in the past year towards the accomplishment of these projects. s'tjke'nlff b ^^^ Report goes on to discuss river improvements making and to be made, Pirectora. and thougli the Secretary says nothing about raih'oads, the report of the Directors, p. 13, remarks : — Advei-se cir- The year opened with high values in produce, supported, as it was soon found, begln'iing^^of ^y ^ scarcity almost equivalent to the results of a famine ; and the new crops, year, although more abundant, have been kept away from us much by low v/ater, with a six mouths' protracted drought, and diverted to railroad communications east, neces- sitating with us higher prices than consumers expect to pay in the heart of a great producing region, and especially damaging to our trade with the South, so illy pre- pared by a succession of two poor crops and the condition of their section to be free })uyers. 9^'**'^'^°°" This alteration of our old abundance and activity in trade has drawn the atten- tion of our merchants to examination into the causes, and the year has been very active in conventions and deliberations. Facilities to Commencing with the River Improvement Convention in February, followed by iMir^i about the Senatorial Visits in .June, and the Millers' Convention in July, there has been atfordel, during the past year, much opportunity for strangers to know more par- ticularly of us and our surroundings and resources, and gives me pleasure to say l. Good fcfcling. has caused a light expense to the Chamber, and has resulted in establishing a friendly feeling and cooperation among the cities of the Mississippi Valley, favoring advantageous results in the near future. thdr*l"eir" "^^^ Chamber has also had much attention called to railroads, by visits of parties tiltorai!- connected with the many roads pointing here; and it is gratifying to notice the roadii. universal wish, both North and South, East and West, to make St. Louis the point for their connections, requiring of us but good will and zeal in seconding their eudeavors to be our customers. toSt. L? "enw a'rMh ^'^'^' "^'^^^ "^^^ o^^^Y ^he Northwest and St. Louis friendly, but the whole country waiting to rush into its natural centre, what can be the adverse influences which prevent St. Louis from attaining that destiny which has not ouly been ordained by nature, but which the whole country demands ? Past, Present and Future of Chicago Investments. If all these conventions prove iuoffective to bring art to lulUl its duty to nature, will not the barges, as they make obeisance to the Queen of tlie Rivers with the screaming whistlo, as in long lines they sail past her, or with elegant curve turn bows up-stream to tic up for a while, I'uiai these rea>on- able expectations and desires ? ' " The Secretary argues, that as " the' trade of a country follows the pro- ducts of its soil," it must come to St. Louis. ]Jut docs he not prove too much for a sound argument ? Goes not the trade with ita barges on to New Orleans ? How is that to benefit St. Louis ? The war it will have been observed, is made by the Secretary and Pro fcssor, the cause of decline in grain trade. But the quotations, pp. 111-114 were made expressly to disprove that position from their own papers in 1861. Col. Foster's able Report at the Ship Canal Convention in 18G4 remarks : — 183 8«:. prom tuu much — trndo to N. 0. Tlio war not c«ii»« uf tlocllDo. 0.1. ruter'H Hep. The Committee of the Chicago Board of Trade, in a recent report, say : " In the early settlement of the West, the Mississippi was the only outlet for Ihe products of the country ; but the opening of the New York and Canadian canals, and of not less than five trunk railways between the East and West, has rendered the free navigation of the Mississippi a matter of secondary importance. "The heated waters of a tropical sea, destructive to most of our articles of export; a malarious climate, shunned by every Northerner for at least one-half of the year; and a detour in the voyage of over 3,000 miles in a direct line to the markets of the world; — these considerations have been sufficiently powerful to divert the great flow of animal and vegetable food from the South to the East. Up to 1860, the West found a local market for an inconsiderable portion of her breaa- etutfs and provisions in the South; but, after supplying this local demand, the amount which was exported from New Orleans was insignificant, hardly exceeding two millions of dollars per annum." The annual report of the Secretary of the Treasury, for the year ending August 31, 1860, shows the amount of bread-stuffs and provisions exported to foreign countries from New Orleans and New York respectively, as follows : — Clii. Board rj Tradt. .MU». f,.nii- <|- Y. sa- years has attained as an importing point, as compared with New Orleans, thus (^"'^y]'' '** offering greater inducements to ocean shipping to trade with New York. Fifth. — The rapid growth of the cotton, sugar and tobacco trade at New Orleans, '•>■ "'"%"K to the exclusion of almost every other branch of trade and commerce. l"u.hK-i«. * A glance at the table of receipts of grain at New Orleans during the six years x. i). ro- previous to the blockade of the Mississippi river, as compared with the great move- J;;||J'*^ "^j^ ment of grain during the same period eastward by the Erie canal and the St. Lawrence river, shows clearly the diversion which has taken place in this trade. The entire receipts of grain in New Orleans in 18(iO amounted to only 5,l'.t8.^t27 ^.■•['|^P^™ bushels, while the receipts during the same year at the single port of Chicago, amounted to about fifty million of bushels, while Milwaukee received about ten million. The exportation of grain from New Orleans to foreign countries had also J.'^"'^|','»'»"^ fallen off year by year, till in 1860 the entire amount exported was only 2,18'J bushels of wheat 224,382 bushels of corn, and rye, oats and small grain to the value of $1,943, while during the year 18G0-'61 there were exported from New '^'ork Amu.^o^N^ 23,859,147 bushels of wheat, 9,268,729 bushels of corn, and 2,728,012 barrels of • flour. In the late autumn, winter and early spring, gome four montlis, the heat N;;'^*;';^"^ is not a difficulty ; but then the sources are frozen up. Still, considerable ob.uci«— amounts can be brought by rail to St. Louis, whence the river is usually open, also to Cairo and other ports; and we sincerely wish they could always -hop^^'t^ send abroad far more than they ever will. *" 186 Commerce of Chicago Compared with St. Louis. Chi. Journal. Indicative of the present course of trade, the following is clipped from the Chicago Journal^ March 30th : — E«T)ort Export of Breadstuffs. — The following shows the export of Breadstuffs from the to^Gt'firit. United States to Great Britain and Ireland, from Ist September, 1867, to dates undermentioned . FROM 5 Atl. ports. Xew York, March 18 New Orleans, March 11.. Philadelphia, March 14.., Baltimore, March 14 Boston, March 14 Other ports, latest dates. Total, 1867-8 Total, 1866-7 Increase Total, 1865-6.7. Total, 1864-5 Flour, brls. Wheat, bu. 293,737 253 13,201 5,679 13,324 39,034 4,736,899 36,947 33,889 4,'029,676 8,837,411 2,890,247 365,228 88,226 277,002 5,947,164 1,055,236 1,367,136 112,798 81,839 Corn, bu, 3,910,296 253,148 300,701 397,288 2,302 . 45,917 4,906,652 4,761,052 158,600 5,434,499 61,159 To Conti- nent. To the Continent. New York, March 4 Other points, latest dates.. Total. 1867-8 1866-7 1865-6 1864-5 Flour, brls. Wheat, bu. 37,882 13,245 284,759 81,231 365,990 53,220 71,722 71,722 51,127 2,207 10,962 50,962 Corn, bu. 33,251 38.261 8,261 9,985 9,985 Only pro- duce trade considered. Maxim wron^ that trade follows produce. Other' trade seeks rail- way. How can St. L. get it ? Following up the recent and strongest St. Louis arguments, has led us to consider almost exclusively one branch of trade, that of produce, in which it would seem Chicago has nought to fear. From their stand- point, that other trade follows produce, their line of argument is not surprising ; nor would Chicago fear competition did that maxim hold true. But hereafter that will be shown to be erroneous. Years before the war, as she herself admits, she had largely lost grain-trade, yet held jobbing trade, of which the war, however, loosened her hold. By what means is she to regain it? That, of all branches, seeks the railway ; and with our roads already built, ramifying the territory in every direction upon which she depended, and she m vain struggling to get a few cross lines, — more feeders to Chicago than to St. Louis, — how is she to prevent the disparity in trade statistics, not only from continuing but increasing ? We have before considered results where competition was direct, and the last report of the Chicago & Alton Road having since come to hand, an Past, Present and Future of Chicarjo Investments. 187 extract is taken confirmatory of the expectation expressed in the previous '"'"'' ^"«n report quoted, p.95 : — ' '''" The gross earnings exceed those of the preceding year by $197,708,02 or about incroa»o 5J per cent. The receipts from passenger traffic being $3(j,588,l»2 less, and from ist57. freight traffic $234,297,52 more than in 1800. The increased amount of earnings from freight traffic is mainly due to the accession Froi«iit in- of business from the St. Louis, Jacksonville and Chicago roiuJ since its connection •"•"'••"liieto with your line at Bloomington, on the 23d of September last. Although the two lines 'C'' !\'^t'on. were connected at that date, the remaining three months of the year were occupied viiiJ 4 CbT by the St. Louis, Jacksonville and Chicago Company in constructing sidings iinil station buildings, and in procuring rolling stock necessary for the transaction of its business. The amount of traffic contributed to your line was, therefore, much less ^'"^ >'«■'' f"!' than it would have been, had that Company been fully prepared for business when '™''''"' the connection was made. The amount of your earnings on joint business with that line, received mainly during the last three months of the year, was. exclusive of the 10 per cent, bonus paid to them per contracts dated January 25ih, lbt>4 us follows: On passenger traffic, $40,950,08; on freight traffic, $214,ol4,0o; making an aggregate of $255,464,13. While the cash receipts from passenger traffic on your line are less, tlie number of InrrcMP of passengers carried exceeds that of the preceding year by 14,074; the number in l"""'*'"8e"- 1866 being 516,543; and in 1867, 531,217 ;the increase being in local traffic. The number of local or way passengers carried in 186() being 477,578, and in Loc«l trnvc-i. 1867 494,601, showing an increase of 17,023, or about 3,} per cent. The proportion between the number of way and through passengers being 93 per cent., of the former to 7 per cent., of the latter. The average amount of fare paid by way passengers during the year, is found to be one dollar and seventy-one cents. The increased tonnage of freight in 1867 over 1866, is equal to nearly 18 per cent. Local freight The proportion between through and local freight being 12 4-10 per cent., of the former, to 87 6-10 per cent., of the latter. Every Chicago road westerly and southerly, will increase local traffic in ah locai like manner. Only a small part of the arable land contiguous to any road, to increase, is yet under culture. Morgan and Jersey counties transacted nearly their whole business with St. Louis, being only 30 to 80 miles distant, and we 200 and over. This is wholly changed by opening a branch road through !J!,';";ly'from that rich country, connecting with Chicago by the main line from Alton, at^'- ^-toChL Bloomington. Is that region to be considered exceptional, because in Illinois, and favorable to Chicago ? Then consider tendency in the far West. Nor is the Atchison (Kansas) Free Press, of March 10th, more correct in comparing ^^/liiwi results, than in contrasting operating influences between Chicago and j,,'^", St. Louis : — A Comparison.— There are two great business centres in the West— Chicago and f}^^J^^_ St. Louis. Each of them is extending its arms to draw to its bosom the trade whicli ^^'^ otherwise will fall to its rival. There was a time when St. Louis was the centre s,. i,. i.a.l of all the trade of the West; that was when nearly everything depended upon trad., the trade in furs and the French were the only white inhabitants of the Missjissippi Valley, and the region of the upper lakes. When Cincinnati was but a hamlet gathered around Fort Washington, and but few pioneers from Pennsylvania and Virginia had begun to penetrate the forests of Southern Ohio and Indiana the Fur trade. French had already an occupancy of all the tributaries of the Mississippi and St. Louis was the focus of all their traffic. Merchandise found its way up tha stream from New Orleans, and was at St. Louis exchanged for furs and peltries, ^vhich the vot/offeurs hvoughi in from every valley of the West Long after the AN est was transferred from the French to the Government of the United btates, and em gration had poured its myriads from the Eastern States int^ *^^^^^'f '"•'P\^ ''' '^l!!': Pt- 1>. on it. Louis continued to retain the character it had early formed. Its merchants were dignity., 188 Commerce of Chicago Compared with St. Louis. Clii. rail roads. Merchants. staid, substantial men. The current of their business flowed on as smoothly as the placid waters upon which all their commerce floated. The nervous, far sighted, often reckless Yankee was not there, or if he came he could not unloose the purse strings of those whose wealth was necessary to extend speedily from that point the arms of a railroad system over the West. And so it is, in a great measure, to this day. St.L. strong Chicago had not begun to spring up until long after St. Louis had become opulent ''^[^i^^' i° ^^^ quiet wealth and ease. But shrewd and active merchants at length set their stakes at Chicago. At first they bought grain by the wagon load, and sent it all by schooners down the lakes. Then they commenced the construction of railroads. In all directions they caused them to push their way out over the prairies to bring in the production of the ten thousand farms, opened upon the exhaustless soil of all the States over which the ordinance of 1787 had spread its cegis of freedom. St. Louis merchants clung to the fogyism and the faith of their correspondents away down the Mississippi. Chicago merchants comprehended the most progressive ideas Elevators, of modern commerce; and they sent out their iron rails, and erected their towering castles for the reception of all the grain of the Northwest. Chicago railroads cut Cairo cut off. g( Loujs off on the east, away down to Cairo, long ago; cut across the State of Missouri to the Missouri River, long ago, and penetrated the heart of Iowa, and cut Eoutes West, across Wisconsin to Minnesota. Now they reach across Kansas by two lines — one by the way of Cameron, Kansas City, and the Eastern division. Pacific ; the other by the Central Branch, Pacific, from Atchison. They cross Nebraska by the Pacific Trunk, to the Piocky Mountains. They reach the Territory of Dakota at Sioux City. Aud everywhere these iron arms are being rapidly lengthened out. Chicago merchants bought Nebraska grain two years ago, and paid more for it than would St. Louis merchants, though the latter could bring it to their own mills without change of bulk. And it is not only grain, but the beef and the pork of the Northwest that the Chicago merchants monopolize by their superior enterprise. "We published the other day the statistics of Chicago beef and pork packing. St. Louis can make no such showing. While Chicago has gathered up the produce of the West and marketed it in every Eastern city and in Europe she has kept her exchange accounts even. The grain merchant does not from his sales bring currency from the^East to buy more grain with. He gets a bill of exchange. This is transferred to the Chicago dry goods and grocery merchant. To every point from whence comes grain to the Chicago market, Chicago dry goods and grocery merchants send bills of goods. Every Northwestern town is visited by the Chicago merchant, and orders solicited. Every newspaper in the Northwest teems with inducements offered by Chicago merchants to retail dealers. These inducements are real and they are accepted. The Chicago merchant has his arrangements for shipping complete. His transfers, if any, are made with the utmost facility. Every stream is bridged or is being bridged. Not many months hence Chicago will reach the uttermost confines of every Northwestern State without breaking bulk. Modern St. Louis men are working out a railroad system — but at a slow pace. St. Louis merchants, at the spring rise in the rivers, manifest much spasmodic life, and they sell considerable bills of goods. But the unceasing enterprise, the unfail- ing energy of the Chicago merchant is wanting among the merchants of St. Louis. 2 errors— These views are sound upon every point save two — 1st, that any amount of effort on the part of St. Louis, could have averted her fate ; 2d, that Chicago citizens have built our railways. These lie at the basis of this discussion, as to whether the Northwest has a natural centre, and where it is. Chicago hands have been reached out in all directions, but whence comes the moving power, the soul? Whether the pretension that «' St. Louis is the cf-Dtre of N. commercial centre of North America" be true or not, is a momentous ques- tion upon which the entire business mind of the continent needs to be settled- With becoming seriousness, I trust, it has been considered, despite ridiculous pretensions, inclining to ludicrous treatment. Some points, too, have been iterated and reiterated ; yet do not prevalent impressions justify ? ^\Tien the Nebraska trade. Transferring exchanjre. Chi. enter- prise. St. L. Bpas- modic. — fnnds' uental. I« " St. L commercial fast, Present and Future of CJdcnjo Imrsfmrntg. 189 truth is known, words can be savctl ; ami till known and ncknowletl<'c reiteration IS indispensable. It is quite problematic, however, wlictlier the more effective method be not that of the Chicago 7V/««.-.-, wliioh thus <''i 3'^TO<<■ medicates : — The Troubles of St. Louis. — St. Louis attributes all her failing, Iohsos and troubles 8i. \:» to Chicago. If there were no Chicago, St. Louis would be increaaed ; it would be »»'"u«'l«*. the centre of trade, commerce, piety and civilization. It would Hupjdy ihu world with food and with light, with religion and beer. But Chicago has grown up to CM. inter* <% the windward of St. Louis, Chicago has grown up between St. Louis and ilie sunlight, '■■'•"•• and the venerable old town spends its long winter evenings wlien it is out off fruin all postal or railway and ferryboat communication with the re.«t of the world, in gossip and scandal about its younger, handsomer and dashing sister, Ciiicngo. St. Louis has a "railroad system" running West, which was intended to bring WiHrr.n.u all the trade of Western Missouri, Kansas and the farther West to that city. It so j',',!^''"''^^ ^"^ happens that each of the roads in this "system" has a connection with some other i-ni— road which communicates directly with Chicago. The people of St. Louis, nnnble to understand why jMissourians and Kansasians should go to Chicago to purciiase — ""> toChl. goods, got up a theory that the roads made a discriminatiou in freight in favor of Chicago against St. Louis. Upon this theory the newspapers and the Hoard of Trade have been denouncing the railway ollicers, and accusing them of directing trade from that city to the metropolis upon Lake Michigan. The railroad ofticers Unju«t au- make answer, showing that the discriminations in freight charges are largely against £r!^'"j""" Chicago and in favor of St. Louis, and yet trade has preferred to come to Chicago. The figures of freight charges are thus given : — " During the past season the rates of freight have been as follows: — 1st 2d 3d ithKat-^cm class. class. class, class, pannj. New York to St. Louis $2.42 L90 1.40 l.UO New York to Chicago , 1.88 1.60 1.27 H2 New York to Kansas City 3.19 2.54 1.99 1.48 Chicago to Kansas City 1.30 1.15 97 77 St. Louis to Kansas City 60 50 40 40 Now it readily appears from the above figures that the rates of freight '"^^C"^'' J^,'^|?|"*J^j'* of being in favor of the Chicago merchants are really largely in f:ivor of our St. g, ',*_ Louis people ; for instance, adding the rates from St. Louis to Kansas City to the New York rates we have: First class, $3.02; second class, $2.40; third class, $1.K»; fourth class, $1.40, as the entire from New York on goods purchased in St. Louis, while on the same goods purchased in Chicago the cost of transportation from New York to Kansas City would be : First class, $3.18 ; second class, $2.75 ; third class, $2.24; fourth class, $1.59." ' The reason why trade will pass by St. Louis and come to Chicago is as great a Myiit..ry mystery as ever in St. Louis. The Board of Trade have given up all attempts to ;:',;;>„'^*'" explain it. The Academy of Sciences will investigate it as soon as the absent ^.,,1 ,n„„^ members can fiud a cake of ice upon which they can safely cross the river to their of St. L. native shores. It is also an important consideration that these rapid and immense relative ^'J,',;_'»'«» changes have been accomplished, not only against long-established currents ^^^^ of business, but against large wealth. Prof. Waterhouse remarked :— h;uii Our commerce is aided by ample banking facilities. There are in St. Louis, in 8i. L. l«.k.. addition to more than 20 private banks, 32 incorporated banking institutions, witu an actual capital of $15,000,000. The character of our banks stands deservclly high in the financial world. To boast of superior capital and larger banks, is to glory in her shame, y^r. Says the N. Y. Evening Post, January 18th :— St. Louis versus Ghica^o.-St. Louis having been rather worsted in the recent .^, L. dispute with Chicago as to the relative value and importance of the two cities in • ^r«. 190 Commerce of Chicago Compared with St. Louis. St. L. assorts w 8aperi>.irity river in baolu. She exalts. Chi, needs capital. To prove this oar object. Ko city offers eqniil in- ducemoats. Oar respin- 8ibilitie3 for these advaatages. Inferior races to be cared for. Dr. Chan- ning. Commerce ijoble — — Christian- izing. some of their commercial, political, aaJ social aspects, has now found a feature in hich it thiaks it caa equal its rival. This is in the business of its banks, not the banks, but the financial institutions so called. The regular annual statement of the two cities has been published, and St. Louis finds to its great satisfaction that in the amouut of banking capital in circulation, and in deposits, the banks^of Ciiica'^o are inferior to its own. Seventeen St. Louis banks have a capital of $9,- 'l-ince presented upon this essential point. Notwithstanding our progress, no city of half the size and trade has so little cash capital. Herein to the initiated is the chief wonder at our advancement; and although considerable wealth is being accumulated, yet probably no other city offers equal inducements for capital, either regarding safety or profits. Yet care and skill in choice are quite as requisite here as elsewhere ; perhaps even more important, because of unexampled opportunities. With proper dis- cretion, all sorts of investments may be made, in loans, banks, railway stocks, real estate, or in active business of any kind, with safety at least equal to other cities, and much stronger promise of profits. This very important topic has spun out immoderately. Yet who can forbear to consider, that, with these unexampled commercial advantages, responsibilities of Chicago merchants are correspondingly multiplied to GoD and country. Let us realize these responsibilities, and employ all these advantages now in these early years of development, so that while our sons shall bless their fathers, each succeeding generation shall thrice bless us, and the Father of our spirits who moved us to the work. Considering the lofty responsibility of a merchant-prince of Chicago, not merely to the poor Indian and Negro, who will soon have disappeared, but to the Mongolian, which is next to feel Caucasian power, as in fulfilment of Paul's prediction at Athens, and in possessing our GrOD-given right of dominion, we go on to occupy the whole earth ; nothing could be a more fit conclusion of this, and appropriate introduction of the succeeding topic, than this extract from an address of that most excellent Christian, Dr. Channing, before the Mercantile Library Company of Philadelphia, in 1841 : — Commerce is a noble calling. It mediates between distant nations, andmakes men's wants, not as formerly, stimulants to war, but bonds of peace. The universal intel- lectual activity of which I have spoken, is due, in no small degree, to commerce, which spreads the thoughts, inventions, and writings of great men oyer the earth, and gathers scientific and literary men everywhere into an intellectual republic. So it carries abroad the missionary, the Bible, the cross, and is giving universality to true religion. Gentlemen, allow me to express an earnest desire and hope, that the Past, Present and Future of Chicago Investments. 191 merchants of tins country will carry on their calling with these generous views. Mcrc'iants to Let them not pursue it tor themselves aloue. Let them rejoice to spread improve- "" KL-uerous. ments far and wide, and to unite men in more friendly ties. Let them adopt maxims of trade which will establish general confidence. Especially in their intercourse with less cultivated ; tribes, let them feel themselves bound to be harbingers of Kxtend civil- civilization. Let their voyages be missions of humanity, useful arts, science, and iz;ition. religion. It is a painful thought, that commerce, instead of enlightening and purifying less privileged communities, has too often made the name of Christian hateful to them; has carried to the savage not our useful arts and mild faitii, but weapons of war and the intoxicating draught. I call not on God to smite with his lightnings, to overwhelm with his storms, the accursed ship which goes to the ignorant, rude native, freighted with poison and death; which goes to add new ferocity to savage life, new licentiousness to savage sensuality. I have learned not to call down fire from heaven. But in the name of humanity, of religion, of God, I implore the merchants of this country not to use the light of a higher civilization Do not cor- to corrupt, to destroy our uncivilized brethren. Brethren, they are in those rude ''"?'• huts, in their wild attire. Establish with them an intercourse of usefulness, justice, and charity. Before they can understand the name of Christ, let them see his spirit Teach Christ in those by whom it is borne. '° '"''*• Allow me to say a word to the meichants of our country on another subject, j-reo trade. The time is come when they are particularly called to take yet more generous views of their vocation, and to give commerce a universality as yet unknown. I refer to the juster principles which are gaining ground on the subject of free trade, and to the growing disposition of nations to promote it. Free trade ! — this is the plain The interest duty and plain interest of the human race. To level all barriers to free exchange; °^ ™*°" to cut up the system of restriction, root and branch. To this, a free nation should especially pledge itself. Freedom of the seas ; freedom of harbors ; an inter- course of nations, free as the winds; this is not a dream of philanthropists. WeWetend^ are tending towards it, and let us hasten it. Under a wise and more Christian *''^'*'""^^**' civilization, we shall look back on our present restrictions as we do on the swaddling- bands by which, in darker times, the human body was compressed. The growing freedom of trade is another and glorious illustration of the tendency of our age to universality. Manufacturing Advantages op Chicago — Rapid Progress. Wlietlier due regard for commerce would lead to free-trade at an early Prpsent free day, as Dr. Cbanning seems to have thought above, may be questioned, fui. What we would like to have, — what man may yet attain unto in his perfect day, — is one thing; what we should have, and what restraints should be put upon our freedom as we are to-day, is quite another. For man's best good, various interests have been created, all of which the ^j'tj^^'j^^gd^ Creator has bound together by indissoluble bonds. We exist, however, not <"<»". merely as ^individuals, but as families. States, Nations. In these varied Duties vary, relations, our rights, duties, interests, sympathies, vary ; and we err greatly in misapplying those of one condition or status to another. The State, the Nature of source of our every civil right, as Aristotle taught, " is first founded that men may live, but continued that they may live happily." Its nature being wholly different from the individual, — the latter a weak, dependent, dying creature ; the former immortal, if the laws of its being be duly regarded, and independent and omnipotent as anything human can be — so are the laws governing. The various stati, too, are instituted to advance the best interests of the individual, facilitating his progress for time, the better to' quahfy him for the future world. These stati end in time, but man individually is for eternity. 192 Laws to bo regarded. States seek peace. Must be in- dependent. Commerce Manufacturing Advantages of Chicago — Rapid Progress. In these several stati, man lias his responsibilities, in each of which he must regard the Laws of Nature and of Nature's GrOD thereto applying. While individuals should seek the best good of individuals the world over, States are to seek the best good of States the world over. Peace, next to honor and glory, is the highest good, and war the greatest evil of States. Hence, it is the first object of all GrOD-fearing nations to preserve peace. No means to this is more effectual than to be prepared for war. The best preparation is that every nation, as far as it may, possess within itself the means requisite to its defence, existence and comfort. So far as it depends upon other countries for luxuries, and still more necessaries, so far is it at the mercy of its enemies, if they possess power to cut off its supplies. He as an individual who disregards the fundamental truth that he is in a world of contention and struggle, is no more unwise than the State which prepares solely for peace. At the same time, the diversity of climate and of productions is not to be disregarded. Overlooked, and a country can best obtain its supplies of many articles from foreigners, paying in something which it produces advantageously. By commerce a nation avails itself of the capital and labor of other nations ; Future free- and the higher the civilization, the more will it be employed. But entire free-trade seems to belong to that blessed condition of man ages hence when he learns war no more. The wise statesman does not imagine that wisdom will die with this generation, and deals with man as he is, not as he ought to be. While he would promote commerce by all legitimate means, he at the same time does his best to reader his country independent and self-sustaining. Commerce and manufactures are alike indispensable to a nation's prosperity and greatness, and each should have due care and encouragement from the Government, which is instituted solely as an agency to promote the State's best good. Man's Creator not having given hearts to States, we can exhibit wisdom in some better way than by endeavoring to convert States into philan- thropists. Especially should that truth be realized here in this New World, which has been kept back from our race until our present stage of progress. Our duties are here, not in Asia or Europe. Yet what better good can we do even to them, than to pursue that policy which is best calculated to draw here their superabundant men and money ? And to the philanthropist, what other field promises equal results. foraii*" '"''''' '^^^ interests of the State — of this Nation of States — should be cared for interests. \yj the Government to which they have been so largely committed, according to their relative importance. One is not to be neglected for another, but each and all should have due attention. Immense as is the commercial interest, it dwindles in comparison with either agriculture or manufactures, both as to men and capital employed. But while agriculture tends to diS'use, Mannfa/-- manufactures are the most powerful means to concentrate population. This tures (on- ■*■ centrato. tendency to concentration, as we shall see, is the one subject of all others to be considered in ascertaining the destiny of Chicago ; and therefore the past Commerce and manu- factures both needed. States no philanthro- pists. Past, Present and Future of Chicago 1 nvcstvients. l'j;j and future of manufacturing in our country, is a most important element in the computation. Nothing more comprehensive, just, appreei.it i ve, has come FM,nr ./ u. ^^ ^„. ^,^i,i^iug .u^jiK^ wiupieiiuiisive, jusr, appreciative, has come under observation, than the " Preliminary views" to the volume upon manufactures in the U. S. Census of 18G0, from Mr. Edmunds:— •V (rruui. Nature, in the wide dominion allotted to man, has given him the means in some v„,„r„ h.«- latitudes spontaneously, but everywhere through labor, of support in-' life from the inomu- products of the soil, whilst he has been iuvesled with the faculty of reason and invention, whereby to discover the secret agencies of the iniiteriiil world and ho direct them as to change its products into new forms— forms of utility, endk'ss'vjtrietv _ and beauty— all ministering to the end of promoting the comfort,' prosperity urld I'l"'-"*"!'"!! happiness of our race; and these are classed by political economists under the ^'"^ '''" K'-«J. general name of manufactures. The agriculturalist opens the earth, and so disposes the seed that, aided by heat, F„rriipr-» moisture, and the silent but ever active agencies of nature, he secures the reward work, of his diligence and skill. The preceding volumes of the Census of 18G0 indicate the population in that year m, pro- of this Empire-Republic, and the agricultural products which the labor of our '1.101! people, in the diversity of our soils and climate, has brought from the bosom of the earth in such abundance as not only to support thirty-one and a half millions of inhabitants in 1860, but with an immense surplus for foreign markets. The statesman or historian, in glancing over the past seven or eight generations s.^rnrify of to the period when feeble settlements were first established oa these then barbarous "nr ( um*!!- shores, and in an unopened wilderness, wilt trace the causes of our progress aud J'"'"" ■"'1 advance in civilization. He will find in our constitution and laws security to persons and property — the incentives to individual enterprise. * It has been forcibly said that the " accumulation of capital which has taken place Kii,-li«h in England during the last hundred years, and which, besides enabling that nation "'^'^^"'■''7— to defray, with little difficulty, the cost of so many protracted and destructive wars, has covered the land with cities and all sorts of improvements, and the ocean with ships, would either not have taken place at all, or but in a very subordinate degree, —basts of had there been any serious doubt about its present or future security, or about the proKpcrit/ abilty of the owner to employ it, or bequeath at pleasure." These elements of steadiness and security are found in our political system, the fsnmoele- spirit of which is against monopolies, and favors freedom of industry and trade. ui.'nt« ouw. Our policy is in no respect exclusive in dealing with great industrial interests ; it n., thing ex- invites competition at home and from abroad, encourages immigration, conceding to dn'ive. foreigners, after a limited period of. residence, the privileges of a native-born citizen. It opens up to all the vast fields of the public domain, the common inheritance of our BcncOta. people, and presents a surface of every variety of climate and soil equal to the support of the human race, according to the ratio to a square mile of the Belgian population. From these broad acres liberal donations have been conceded for the establishment of schools, colleges — agricultural and mechanical — universities, and works of internal improvement on a stupendous scale. * The importance of this truth will grow with its consideration. Too little do we oursolveii, much t.->o little less foreij^ners, appreciate the stimulus and moulding powor which Government exerta upon indiTldunl nH<'nil..n character. Those who give auy attention to politics being completely engaged with the mcMt pr.ictiral '"' ' ''*' affairs of government, the rest wholly absorbed in practical enjoyment resulting from the einpl^yinent of the unequaled natural advantages here so profusely spread— no more the direct gift of our OoD than are our political advantages, and of even less moment for tima, far less for eternity— the science of .mr wonderful compound but not complex system, has had too little attention. With the rights of conqUMt m^Un „t of eleven of these States cast upon us, we shall find more wisdom, more knowlecJg.. of principle "'^);][iJj'",'|'*J^ political icience, requisite in the children to preserve, than in the fathers to frame our Bystoin. Yet ]|','y','y_' meagre as was their knowledge, ours is still less. These practical citizens will not plod on much longer in the difficult paths of reconstruction of our shattered but not destroyed Union, without inquiring whether more light from political science will not avail us ; and when they tind wo have the solid basis of SUte pj„,, ,,^,,, Sovereignty, not the false one of consolidated National Sovereignty,— not even partly so, as Madison Stale Sot taught— then will the superiority and strength of our National Uui..n begin to be apprehended, together "cignty. with the immense benefits of tree Governments upon individual citizens and subjects. 13 194 Manufacturing Advantages of Chicago — Rapid Progress. Raw matcri- We have within the bounds of the Republic the raw material for almost every ala abuuud. branch of manufacturing industry. In veins of gold and silver are found weaU> unmeasured and incalculable. These, the universal representatives of values, pre- dominate in intrinsic worth over the labor in any form bestowed upon them in manufacture. The Union also holds in its territory the useful metals of iron, Labor gives copper, lead, and tin, of untold extent, in which labor constitutes the chief value, them vulue. ^^ j-jjown in the diversified forms in which skill has fashioned these metals, from the main spring of a watch, where the artist's genius imparts a hundred- fold value over that of the raw material, to articles of domestic use, and from these up to the complex and gigantic machines which do the manual labor of hundreds of thousands of men. Converts to, Other products, as sand and soda, of inconsiderable value in their crude state, use and or- a,re capable of transmutation into beautiful and useful forms, subservient to domestic nament. ^^^ — j^ ^j^^ adornment of temples of worship, in stained and colored glass of living hues, and in other forms of excellence and taste, embellishing palatial edifices, and giving light and comfort even to the lowly cottage ; then in the form of telescopic power, whereby the eye of science watches the sidereal procession by land and sea, B>ig3 made and realizes the value of the teachings of these celestial objects. Even rags, into paper, valueless in their crude state, the skill of the manufacturer transforms into paper, the medium of recording the doings of men in social and business life, and perpetu- ating, in written forms, the result of scientific philosophic thought, the rise progress, decline, and fall of nations, the means whereby the people, through the press, are continually in council in our own land, and the great truths of natural and revealed Benefits of religion are everywhere dissemminated. The man of observation sees our prosperity laud culture, jjj jgg driving of the ploughshare over wide fields between the two great oceans of this half continent, and from the inland seas of the North to the Tropics; in Cities and establishing over two millions and forty-four thousand farms, and in creating cities towns. rivalling some of the proud capitals of Europe which had been founded a thousand years ago. These, with towns and villages number twenty-eight thousand, and Manufacto- Contain a fraction less than five millions of houses. Our manufactories number one ries. hundred and forty thousand four hundred, besides machine shops of great capacity and value, the former converting the raw material of wool, cotton, hemp, hair, hides, and other products, into the multitude of forms known to civilized life, the latter creating machinery of immense strength, of exact movement, huge engines of labor, moved by the irresistible force of steam, indicating the intellectual power and skill of our citizens, whilst our shops and ship-yards are continually renewing and Alllinkedby increasing the commercial and naval tonnage. The industry of our people has railways. linked our cities, manufactories, and machine shops by lines of railway much greater in lineal extent than the circumference of the globe, and connected by the electric telegraph the most distant points of the Republic. Not content with these triumphs Petroleum, of manufactures and machinery, the genius of mau has demanded of the earth her oily treasures, and, by powerful engines, is enriching the country by securing this valuable product, the element not merely of light, but of permanancy and lustre in color in the manufacture of woollen and other fabrics. AdamSmith. ^''- Adam Smith, in his treatise on the " Division of Labor," states that " the most opulent nations, indeed, generally excel all their neighbors in agriculture as Manufac- w^^ ^^ in manufactures ; but they are eminently more distinguished by their tares chief, superiority in the latter than in the former." British ex- '"^'^^^ declaration of the great political economist is illustrated in the vast wealth ample. brought to the British shores by manufacturing instrumentality. Britain 1337. I" 1387, five and a quarter centuries ago, the English were nothing more than shepherds and wool-sellers. An act of parliment in that year interdicted the exportation of wool, and the use of any but English cloth, forbidding the importation of foreign cloths, yet inviting foreign manufacturers to domiciliate in the country. Progress The wonderful progress and wealth of that nation are traced from the time of the mali^fl^'t" establishment of manufactories in the kingdom, and to the use of their machinery, ries. '•^6 aggregate capacity of which is equal to the manual labor of the whole human race. U. 8. pro- What strides in that direction have the United States taken in the last half century ! gresa in 50 In the year 1810, by order of the Secretary of the Treasury, the returns of mar- y^"- shals in relation to our manufacturers were then arranged by a skilful agent. The results are, that the goods then manufactured by the loom from cotton, wool, flax, hemp and silk, besides instruments and machinery manufactured — hats of wool and fur ; manufactures of iron, gold, silver set-work, lead; of soap, tallow candles, wax, spermaceti, and whale oil; of hides, shoes; of wood, oils, refined sugars, paper, Past, Present and Future, of Chinttjii Tinmtmrnts. 195 marble-stone, slate, glass, earthen manufactures, tobacco, dye-Bluffs, (IrujrB, painio, cables, and cordage — amounted to $lL'7.»i'.'1,c,()2. Omitted articles, or those imperfectly returned eslimnteil at $1.''>,0<;h,07I, To which add value of " doubtful articles," having cDiineclion wiili agricultural purs^uits, cotton pressing, flour and meal mills for grinding grain, &c. estimated at $2/), 8^0,70.1. Making in the year 1810, the aggregate manufacturing values of $r.lK.(W.'l,-171. Toi.i, igio, What were the values of this branch of American industry in 18(iO? The exact*'"*'**'"**' figures, according to the Census tables, are ^l.HS-'i.Stil,!;"'). To this amount, obtained from actual census returns, let there be added n moderate i^flo. t^uOO- estimate for omissions, andfor non-return of minor and inconsidi-rable eslatdi-hiiienls, '•'".'"•0. and the aggregate values, in 18G0, of our manufactures, reach the enormous sum of two thousand millions of dollars, having been multiplied ten times within Ihe TmXM In fifty years ending in 1860, whilst our population in the same period has increased'''' y«*r«. four and a half fold. These amazing results, whilst measurably aifected by the wealth of our soil, its Rrripmral successful tillage and abundant harvests, are yet directly traceable to the science, •-•"••^i" <>r artisan-skill, industry, and energy of the American people in the great department ^'l' „',],',''" of manufactures ; results, realizing to the nation the truili hereinbefore mentioned, f« pnirtic.,1 .^'^-^'J.v n^^ to give, will enable us to apprehend the wonderful results obtained by our combination of State an' rut,- .,„r Federal Agencies. The difficulty has been, aud always will t)e until man attains perfection, to povern enoneh .., ,tem. and not too much. The exercise of political power is one of the most self-a^'Krandizing iMHucn.H^ with which we have to do. Checks must be employed in the best <,f States, with the be.t of mien., or the l^^^^^ best of Governments becomes oppressive. The gradual institution of checks in the Bntlnh «yMem. m* ^,,.,,.„^ ,„ brought it toils great perfection. Although no Republic, as Lord Broughan.. .lohn Stuart .Mill. .n. other ,i,. Bril.in. conceited Britons represent ; they have judiciously engrafted upon their root of .Monarchv the ,.rn.- pie of Republicanism, or Representation, whereby it is rendered the most perfect exun.plo of Limited M-n- archy ever known. We have engrafted this same principle upon our root of Dem.K^racy. the Sover. i.-ntv Pt. e ^t- of the Peoplo-the People by States. It is the possession of this Sovereignty by the Pc^-ide. compolU,., ^^ _^K , J;^ to the exclusive use of Representation, that alone constitutes a Republic. Rome under the C«.«r. w« r,,,„,.,Ic. as much a Republic, as Great Britain is a Republic. We want to understand these thinp. and le.^ at once the intrinsic benefits of our compound system, and its superiority to anything the world ha. ever enjoyed, ibis division of the exercise of State Sovereignty to two co-ordinate and Independent .el, of ^^^ P;;^ _.,_^^^ agents. State and Federal, and the sub-division to distinct, co-ordinate Uepartment« Lepslatwe, fcxecntWe .„,i,„,.„cc* and Judicial, haa given U8 undoubtedly the most admirable system of checks aud balances ever d«vu..J. . 196 Manufacturing Advantages of Chicago— Rapid Progress. Lesson Thus was it reserved for the New World to teach the Old that '' nations may tran- taught. quillt/ exist under t/ie dominion of liberty and equali.ti/." The Union in Such was the Union at the opening of the present century, in the infancy of its 1800. political being. What has it accomplished since? It has advanced with gigantic sti ides towards its high destiny in the three elements of a nation's power — agriculture, Results manufactures and commerce. The results are recorded in the census volumes of 1S60. 23(50 ; but it has gone further ; it has successfully quelled the greatest revolt known to ancient or modern times. Politics aQd With profound wisdom are physical and political considerations thus w^ifeiT blended to consider the future of manufactures. Of the power of politics ueuded. ^^ ^^^ ^^^^ ^^ conception, until far more study is given it than hitherto. Nor are the best informed any exceptions. No man has so much knowledge of the nature and superiority of our institutions, that he can learn no more; Ourcontrary and the pemicious, fundamental errors, generally prevalent, — the destruction of National Union by the school of South Carolina, against which the most gigantic of civil wars has been required to shield us ; the subversion of State Sovereignty by the school of Massachusetts, now our chief danger — prove that if there be any certainty in the fundamentals of politics, our —prove teachers of one school or the other, or of both, have erred most egregiously; errore.""^ or else, that common-sense which is usually accorded these citizens, is withheld in their political practice. * No place for But this opcns too widc a field to have proper consideration here. We sion. certainly shall find, that the nature and strength of National Union based upon State Sovereignty, has never been apprehended even by ourselves ; and these Providential events compel us to a thorough examination, which must Effect on have a direct and powerful influence upon this subject of manufactures, in tares. which, possessing already such a variety and abundance of raw materials, labor and capital are chief essentials. Common * '^'^^ truth is, that 'right against our teachers, under Providential guidance, these practical citizens sonse rules, have conducted their affairs with wonderful success. The fathers came very near to a rejection of this Eirors ol the frame of Oovernment, because of erroneous toachinars of some of its chief friends and framers. Then, in fathers. ' ° Cbisholm vs. Cliishnlm m. Georgia, the first important case before the Supreme Court, the sound decision was given Georgia. that these States could be sued. But Attorney General Randolph had argued, and the Court wove it into their obiter dicta, tViat the United States could not be sued ; and where is theauthority from that day to this whicli has ever suggested that the Court's teachings might have been wrong, being in direct conflict with the Constitution itself? Why should not either State or Federal Government be liable to have its claims and obligations adjudicated in a court of justice? Because the Queen of Great Britain, as the source of all law within her dominions, cannot be made amenable to her own court of justice ; shall th it exempt either State or Federal Agency from amenability to these sovereign States, by whose enactment alone either Government has existence? Rlackstone's We are so completely indoctrinated with Blackstone's nonsense of the sovereignty of the legislature, nonsense. that wo have no conception of the Sovereignty of the People, and the excellence of the system we actually have to keep our Governments and officials to their proper duties, and the fulfilment of their just obliga- Error of Uth tions. That absurd obiter dictum, — though as usual the practical part of the case, the decision was correct. Amendment. — led those practical citizens at once to adopt the llth Amendment; for they rightly determined, that if some how or other a supreme authority had gotten over them which could not be held accountable to the laws of the land — not even to the supreme law of the land by which alone every part of the Federal Courts of Government existed — those sovereign States at all events should not be sued. We are gradually feeling Claims. our way back, by instituting Courts of Claims, — though not yet at all trusted; and when our teachers shall stmly a little more of the principles, they will tell us that our Courts, not Congress, are the proper idjudicatora of all such questions. Past, Present and Future of Chicago Lwestmnits. 197 The examination of principles will, in the first place, correct prevalent Nodiir.r. belief, that there is no essential difference in the forms of KOvernm.'Mt. ".'"'."v-r^ That our Creator thought there was a difference, which has never yet been "'"'• done away, is shown by the earnest remonstrance against a change, wlicn Israel said, " Nay, but we will have a King over us;" and we shall learn the reciprocal operation of government upon people, and of people upon govern- ment, and more than ever realize and acknowledge the goodness of our (jod ni.iitf.tion. in giving us the very best system of government ever devised, cither regarding our'".''y['.''m. the individual or the body politic. The strength and sacrednessof covenant obligations, especially on the pirl strmRth of of States and Nations, will be appreciated as never hitherto. This more '^''""""'' than aught else will generate unbounded confidence in the perpetuity of our institutions; and while the privileges of American Citizenship will be more highly valued than ever, the liberty-loving in Europe will .see more and more Kurop« c«d- that they are never to be enjoyed except by removal here. The obligations "^",',^'*y'"'' there between Monarch, Nobility and People, are no less sacred, than these between these States; and so long as a government is reasonably well oiirte«:hing administered, there is no right of revolution. Our Declaration of Independ- IV J^'r.jiu'"-''* ence, will be acknowledged a perfect exponent upon this right. As a Kur.'.|K.;io9to consequence, we shall have an increasing immigration, not only from the ''"'"' low, but from the higher classes and even the nobility, many of whom will see the benefits of giving junior members of a family equal opportunities with the first-born. Relief for dissatisfaction with government, is to be found individually in the right of expatriation; in regard to which our itritiUii teachings and practice are undoubtedly right, and Rutherforth and other rxiiairiaUyu. British authorities wrong. Israel's law is surely the Law of Nations on that point; and when any Nation, be it Great Britain, or France, or even our good friend Russia, shall authoritatively dare to call in question the rights of expatriation, and of the transfer of a subject's allegiance from her to one k j,.oi„a— of these States, which thereby obligates the Federal Agency of that State to render its faithful liege subject all due protection against any foreign power; that protection to the humblest subject will surely be rendered, cost— wo Bgi.t— what it may, unless the stars and stripes cease to wave in heaven's breeze. European diplomatists may higgle, and assert prerogatives too long uni|ues- tioned : but no civilized Nation dare resort to ultima ratio rajum witli tlic-if nw:*.- United States upon that point. The full benefits of tliese political considerations cannot be estimated without thorough examination; yet who will refuse to acknowledge their importance in multiplying immigrants, many of whom will be manufacturers ? The chief part of our labor, however, for manufacturing, also mining. Anriont P \ • r\ • \ •■'■Ipnl our agriculture, building railroads, etc., is to come from the ancient (Jrient, butocciJenu the American Occident. Thither the star of destiny points our Caucasian way to the spot where God created Adam, and gave him and his posterity dominion of the whole earth. As a means preparatory, we are no doubt to 193 M'lnu/acturinj Advantages of Chicago— Rapid i'rogrcHs. Millions of Asiatics to come. Develop iiiiiuulac- tiires. have millions upon millions of Mongolians, Malayans, Hindoos, etc,, to develop the unequaled natural advantages here enjoyed and elevate our race to its ultimate glory. Two or three Pacific railroads, creating intimate commerce with China and other Asiatics, are to have more eiFect to develop manufacturiu"- by cheapening labor, than any other instrumentality that can be conceived. What other section will receive more of them than the Glreat Vallies of the Rivers and of the Lakes ? Cii)itai to be Ncxt to labor, capital is essential. What means so efficient to draw hither Euruoe. the superabundant capital or Jliurope, as to strengthen confidence m our institutions ? Developments which we oui'selves must make of the sacredness of covenant obligations, in order to maintain our governmental system, and Confidence i\^q eamcstncss and sincerity with which on all hands our declarations will in our proiii- iaes to pay \)q made to pay every dollar of our liabilities, together with increasing knowledge of our immense resources, will satisfy the world that our indebt- edness of every sort, city, county, State, Nation, will surely be paid. When any one of these States shall refuse to obey the adjudication of the Supreme state rights Court, and refuse to pay a just debt, of which there is not scarcely a possibility'; guard. ' it will be found a question aiFecting the credit of every State, and a violation of covenant obligations, for which a remedy will surely be found, and in virtue of State Sovereignty, too, for the preservation of which these States state SoT- formed the first, and then the " more perfect Union." What is State Sovereignty ereignty to . . o -rr . be appeciat- good for Without faith and honor: When that august prerogative, the Sovereignty, the summum bonum of the State, shall once be realized together with its corresponding obligations, never can one of these States refuse to fulfil its engagements; and if one should, the benefits of a National Union of free and independent States, will be found sufficient to protect the State from a fiite worse than felo de se. Dispute Had we correct apprehensions upon these points, could we so dispute tht bonds. ° about paying part of the Federal bonds? We endeavor actually to make an Issue in the coming Presidential contest, concerning payment of part of the bonds, as if we expected to continue indefinitely the present shaving system of National Bank issues, and never have specie payments. We shall return to the one as we relieve ourselves of the other, and substitute the true national currency of green-backs ; and then, what is the difi'erence whetho- principal or interest be payable in specie or not ? Now, we are selling these securities to foreigners for thirty to forty per cent, discount ; the best security in the world, and which we shall pay dollar for dollar. During the war it was to be expected, but how much longer should this state of things continue Keturn to specie pay- ments. LosB upon our aei^urities. Pay dearly for cajjital. with peace ? It mattered little about discount so long as traffic in bonds was chiefly at home; but selling abroad at a discount is a dead national loss. We are certainly paying dearly for the use of foreign capital ; and as indebtedness on account of the war is yet to be immensely augmented, and Europe will seek it more and more, it is of prime consequence that we soon learn enough of the economy of politics, to ascertain the difference between Pasi, Present and Future of Chircvjo Investments. 199 two-thirds of a dollar and the whole of it, and find SDnie speedy way to riil Wayofro- ourselves of national banks, save interest to the Nation by using greenbacks for currency, and return to specie payments, the only possible way to get the whole dollar. Then shall we have abundant means to obtain capital fur yu-^nntnt manufacturing and for railroads, of which the West will obtain its duo lurli."'^' proportion. As to the prospects of Chicago to obtain its own projtortion of \\\'st«,'rn ri,ic««o'. benefits, the following general observations from the circular of ISGl, are '/vl^'i iMi. appropriate : — Commerce alone seldom if ever makes a large city. A few persons can sell ami MHinifnfv handle millions of dollars worth of property. But a strong commercial point .'."jV,,",',"^^ draws to it all kinds of business, chief of which is manufacturing. New York i.« i,iiii,u i*rg8 our principal city for both domestic and foreign trade, but far more of her people are ritii-'<. concerned in manufactures than in mere selling and shipping. Tliougii all materiul.H ;^xiimplo of must there be brought from a greater or less distance, and higii rents and extra •*'• ^* expenses incurred, yet its advantages as being an important business centre arc more than an equivalent. So it is to be at Chicago. As already intimated, the West abounds in raw materials, '^'""*' ' and nowhere else than here can coal, lumber of various kinds, iron, copper, lead, wool, cotton, food, etc., be more easily and cheaply brought together. Wt-re it not AilvunUgo* so, its advantages of distribution would, as in New York, offset considerable expense ','j„'y_ in procuring materials. It must ever be an influential consideration to a manufac- turer to make his location where daily or oftener he can put his articles on a car that, without change, will carry them to his customers in all directions, and hundreds of miles distant. But having unsurpassed facilities for gathering ™'^'c''''»l^' JJ,1,\'j.r|]^^^ combined with unequaled means of distribution, Chicago must become a great manufacturing city. _ ^Ypu, ,„ Not long is the present system to be pursued. From these lakes, lumber is sent „,„„„f|«.. all the way to New England, and food for the hands that carry it and manufacture t.ir.- fur it, and they build our furniture, carriages, etc., in large proportion, and even many "»>•"■- farming tools, wagons and the like, and they, or somebody besides ourselves, do' nearly all our other manufacturing. Perhaps in cotton and wool, and all finer branches, their capital and experience may enable them for some time to hold superiority, but of common articles, that cost a good per cent, on their value to transport, the.West will soon be its own producer, and will steadily gain in all. Varioiu ad- Climate and healthiness, and other local advantages hereafter noticed, are also ^_^,,^g^ favorable and important influences, and the extensive home market the West allords is another. If correct in the previous suggestion, that much of the increasing capital of our country is to find employment in manufactures, is it not_ reasonable ^,^uf.etnr« to believe that the advantage an establishment would have at Chicago in obtaining K..me for materials and food, and in supplying western consumers, would in many articles >-u.t. enable it to ship eastward and abroad in successful competition with the New England producer ? . . , • CapitAl will If manufactures are to be speedily increased by the necessity of employing money ^;„„_,. advantageously, no one point will receive more of it than Chicago, which '■«"'«!*'% ,..,,„ our chiel- obstacle-lack of capital. The next difficulty is in the supply and price i-^^r.!*. of labor, which in these days of information and of rapid intercommunication, and with so migratory a people, cannot be very considerable. . ,, • ^„„ ,juTj^n,ll. Railroads themselves require a large amount of manufacturing, in their car« ;-rf„,^^l engines, etc., and had Chicago no other manufacturing business except that resulting ,„„,urtDg. from her railway system, it would build up a large city. _ We have already a great variety of manufactures commenced m a smalMyay. an. '-r thousih the life's blood has been drawn out of them by the enormous rate of interesi ^?r:n ^n^^;:;ed l^r;^Vugi; ..tferiug with all other business by Oic Se^re sion of the^times, yet a brighter day is about to dawn. <==»P>'''l "'-.'-- ^^^ for their benefit, and soon prosperity will attend upon them as in few cities in the Pro . ,000 ^ i 000 J^ ^/" ,006. <, 491 ^ ,000 $3,161,491 ivi^ij^pr^^' "^^^ ^\>OYG table was compiled with great care by Mr. Ballantyne, then pared. of the Democratic Press, now of the Rejmhiican, who visited every estab- lishment. A similar one was prepared in 1856, giving figures upon some items here omitted, and omitting some here given. But it is not necessary to repeat unofficial statements of consecutive years, particularly as we have none of St. Louis whereby to compare relative progress. In no invidious spirit, but merely to invite attention to a point worthy of consideration it micii i^!^'er"^^y ^^'^ °^*^^^'^'^*^' *^^^'^* ^'^^^^ figures be obtained, they would exhibit the in^manufac- imme'hse advantage St. Louis has had, not only in capital, but in established manufactures, the result of her wealth. Relative figures in 1856 and Past, Present and Future of Chicago Investments. 201 previously I have been unable to find, but in 18G0 she was more than double of Chicago. The panic and revulsion of 1857, so disastrous to the wliolo country, was more severe at Chicago than any other city, because di;licieiu-y of capital compels use of credit to a large extent, which in the general cuUapse was temporarily destroyed. Then in 1857 and '58 the farmers having poor crops, and being unable either to buy or pay for what they had bougbt, a.s I learned to my ruin in reapers, manufacturing was slow in regaining natural channels. Still, manufactories must have been steadily growing, both in variety and in number, or the census of 1860 could not have exliibited so large increase. The remarks of 1861 quoted, p. 199, were made before the statistics of the census had been published. Though well sustaining the opinion concerning increase, the eight years since, as we shall next see, have done vastly better. These are the — I'aiiii; ..f '47 PK)r crop* 'i7-8. .'■'till kikmI iiicreone. ttliuwn by cviuuit. Statistics of Manufactures in Cook County Illinois, per U.S. Census 1800. r. S. Oenaut 1S60. MANUFACTURES, COOK CO. Agricultural implements Mowers and reapers Thrashers and powers Alcohol Bags Blacksmi thing Bone black Brass founding. 0« Co. fa'i.ooo 414,tiOO 8(1.0: tO .'.2:i,0<»0 93.0- H) 80,150 8,500 lao.ooo 9.31 fl 216,231 S6,o40 K,O0(J 3(t|.t!'*S 13j,2i»i) 600 19n,(N>0 7:!,9T5 213,070 11,100 82.OU0 56.000 6.-..7I6 ;),iiMj 640,7*^ 192.700 I2.1HIO 1 4.5,9 ■)0 178.765 1,100 2..'>i)0 ].'),0'K) I2..V,0 1,13 125 2l7.Ml,l 24..'>.>0 l.'.,o n boslO 4,320 24.7S0 13.000 221,1100 660,000 $0,600,871 202 Manufacturing Advantages of Chicago — Rajnd Progress. Tj. S. Cmsus 1860. Manufac- tures, Cook Co. conclud- ed. Statistics of Manufactures in Cook County Illinois, per U. S. Census 1860. \^Contirmed.'\ MANUFACTURES, COOK CO. Establisli- meuts, 4C9. Materials, $8,026,670. Capital, $6,571,ij2j. Hands, 5,.593. Labor, $1,992,257. Product. $13,555,671. 87 articles 196a. Chi. I6tli city. Increase from 1850. Mo. and St. L., 1S6U. 8llViS(-qiir>nt in< r IJEn^ine Builders 6 Card Engravers 1 1 Engravers, Bank Note ] Carpenters and Builders 109 Carpenters and .loiniTS 3 Carp, and St.iir Builders 1 Carpet-bags. Valises, kc 3 Carriage Builders 30 Chain Humps 1 Engravers, Card 4 Engravers, Genera! 21 Engravers, Lithograpliic 13 Ellgr;lVrrs. Wood 4 Family Medicines 1 I'elioe Builder i Cattle-Brands 1 Kilo \ Chair Factories 3: Kilter •> Chemical Works S'FIro Sliovel l Children's Carriages aJKire Works \ Children's Clothing 2 ^ Flavoring E.xtrrtCl8 3 Chronometer 1| Flour Mids 10 Cigar Box 2 1 Flour Mill Machinery \ Cistern 2! ■' Sacks 1 Cloak liFonndrios I3 Cloak, Shawls, Mantillas 4|Friuges 1 Clock 3 Furniture 25 Clothing 15 Coal Hods 1 Coffee and Spice 7 Coffin 2 Collar 4 Coopers 44 Contractors and Builders 20 Copper and' Sheet Iron Ware.... 2 Copper Smiths 5 Cords and Tassels 1 Cork 2 Cotton Presses 1 Curled Hair 1 Dental Instruments 2 Distillers 11 Dress makers 138 Dyers and Scourers 16 Eavon Trough 1 Electro I'lates 3 Fur 2 Galvanic Batterii-s 1 0:is Stove and Lamp 1 " Light and Coke 9 Genta Furnishing ijoodn 7l Gilt and Kose W. .Mouldings 2 Gilt Block Letters 1 Gla.ss Kactorii-3 3 Glove and .Mitten 1 Glue Factories 8 Gold anil Silver Platers 4 Gold Leaf. 1 (iold I'en 4 Grain Separator I Grate and Fender 1 Grist .Mills 3 Guitar and Banjo I Guns and Pistols 4 tlair Jewelry 4 [^Cmxiirvucd.'l *Thelistsfromwhichthisiscompiled, giving name and location of each houae, cannot bo exHgK.T.»t.Hj The Ibt not But very many kinds of business have different branches, under each of which a firm thai pro..ecnte. lK.tl. rxaggorutoJ. as cigars and tobacco, is listed. It is too tedious to comp ire and see what cigir mak.rs ar.' not iu>l..dea in the tob;tcco lists: and as most tobacconists make cigars, the latter list is wh .lly omitted. .S. hor^o. Bhoers are omitted, because most are doubtless in the list of blacksmiths. Though less, Votl. in varlMy and number than it might be made, this prevents exaggeration, and the amounts are still abundantly satisfactory. 204 Manufacturing Advantages of Chicago — Rapid Progress. Manufactur- iDj; estali- lisiiDifiits ill Chi., May, 1867. List of Manufactures in Chicago, May 1867, and Number of Establishments. \C(mcluded.'\ No. 2,! 318 kinds. Five-fold iucrease. Hair Workers, (Wigs, Ac.) 4 Hand Stamps Harness 38 Hat and Bonnet Block 1 " Frame 1 I[at6 5 " Caps and Fur 2 Hay Press 1 Hominy and Split Peas 1 Hoop Skirt and C'.irset 9 Horse Collar 4 " Nail 2 " Power 1 Hose Carts 1 Hosiery 2 Hot-!)ir Furnaces 3 Ice Cream 1 Indellible Ink 1 Indigo and Washing Crystal 1 Ink 4 Iron 3 Ivory Turners 3 Jappanned Ware 3 Japan ners 1 Jewelers 37 Kercisene Oil Safe l Labels, Cut and Gum 1 Ladder 1 Lanterns 2 Lard Oil 5 Last 1 Leather Belting 2 Leather 7 Lightning Eod 1 Lime 8 Linings \ Linseed Oil . 2 Lock 1 Locksmiths 11 Locomotive Lamp 1 Machine Belting i " Twist 2 Machinists 21 Maltsters 7 Mantillas 1 Marble Workers 10 Match 4 Mathematical Instruments 3 Mill Pick 1 Millers 3 Mineral Water 1 Model 2 Mouldings 8 Mu^^ical Instrument 3 Miihtard 3 Muzzles 1 Ottice Furniture 2 Oil Electric 1 Oil 7 Oils, Lubricating and lUumin... 2 Organ 3 Packing Houses 38 Painters, Banner and Sign 14 " Carriage 9 " House and Sign 81 Total Paper Bag " Box " Collar " Hangers Pattern Perfumery Pli(itogiai)hic Galleries I'iano Stool Pickle , Picture Frames , Pipe , Planing Mills Playing Cards Plow Pliuiiliers Pockft-book Powder Printers, Book and Job Card " Commercial " Furniture '• Publishers Pumps Reapers and Mowers Rectifiers Regalia Ribbons Roofs Rolling Mills Rootling Paint Rope Saddle and Harness Sails. Awnings and tents Sash Doors and Blinds Lock Sausage Saw Mill Machinery Smithing... Scale Screen Scroll Sawing and Tui-ning Sculptors Seal and Stencil Seamless Bags Sewer Builders Sewer and drain Pipes Sewing Machine Frame " Silks Shingle Sliipsmiths Shirt Shoe and Harness Wax Shoulder Braces Show Cases Sidewalk Builders " Vault & Deck Lights. Selves Silver Plated Ware I'laters Ware Soap and Candle Soda Water Sofas and Chiirs Spice Mills 3 Spring Bed 7 Stair Builders 5 Starch 14 Stave and Shingle Joiners.... 2 Stave Cutting Machine 2 Staves and lleadiogs 40 Steam and Gas Pipe Fitters.. 4 [Steam Kngine and Boiler 2'iSteam Engine Governors 22|Steam Guage 2 1 Steel Stamp Cutter 27 Steel Works 1 'stencil Cutters. llStill and Cistern 51 [stocking Weaver 2 1 Stove Fouiulers 2|Stove and Furnace 41 " and Hollow Ware 1 1 Straw Good-i 2 j Sugar Cane Mills 1 jSurgical Instrument 42 Surveyors " e'Syrups, Plain and Fancy 6 ! Tailors 2 Merchant Tailors 2 Tanners and Curriers 1 Tea Caddies. 17 Teeth, Porcelain , 2 Telegraph Instrument 1 Threshing Machine 4 Tin Ware 26 Tinners Goods 4 Tinsmiths 34 Tobbacco 1 " Pipe 3 Travelling Bag 7 Trunk and Valise 1 " Box 1 " Lock 3 Truss and Bandage 1 " Hoop 3 Type Foundries 1 Umbrellas and Parasols , 1 Upludsterers 1 Varnish 10 Ventilator 2 Vermicelli , 1 Vinegar , 2 Violin 7 Wagon. 6 Water Proof Wagon Cover.. 13 Whip Lash 1 Whips 1 White Lead 9 Wig and Toupee 1 Willow Ware 1 Wind Mill 1 Window Shade 2 Wire Works 6 Wood Carvers 2 Wood Working Machinery... 16 Wooden Ware 8 Woolen Factories 2 Writing Fluid 19 1 1 1 2 1 1 18 60 1 4 13 2 1 1 1 3 5 26 6 2 1 14 1 59 1 1 4 5 3 3 1 4 6 4 1 4 2 1 There are three hundred and eighteen difi'ereut branches of manufacture, a;,'ainst 87 iu 1860. Then Cook county had 469 establishments. Now this list of the city alone containes 2,848; and doubtless many branches, and still more shops, have been overlooked. That, however, is over six-fold increase in numbers, and over five-fold in variety, in eight yeai's; being only three less in variety than the census crave New York City in 1860. What Chi. acer- ii, • £• • • • . ^ /~n . • • tain centre Other intoniiation IS requisite to establish the claims of Chicago to superiority facturcs. i'l uiauuracturing ? Why have these *^''>"S!auds of mechanics come here in Past, Present and Future of Chicago Invrxliivuli. 205 the last eight years ? Their establlshiueiUs are of ci)urs(> mostly sniall con- cerns, though rolling-mills, and some foundries and macliinu sliops would be respectable anywhere. And the least of thoin will in a few years have grown to large establishments, or have given way to otliers who liad more energy, and capital. Let us look at the progress of two or three as indicative of the rest, the newspapers having recently compiled information. r,„- jr,-,^ Leather Manufacture. — The Chicaf/oTimrs, 2(jth .Marcli, well observes: — '•"'"'■''■ Everybody now concedes to Chicago unrivalled commercial advantages, from which '""^"' have sprung her wonderful growth and development; but those wlio are ac(jiiainted \ nomncc of ■with the progress made here in the mechanic arts are not so large in numbers. The our protcraM railroads that radiate from the city in every direction, and I lie while sails that '" '"<«l"»nlc catch the busy gales of the lake, are elements in the greatness of Chicago that all" must acknowledge from their very obviousness; but the sound of grinding wliccls, the clank of hammers, the flash of the forge, the roar of the furnace, and all the peculiar phenomena of a manufacturing town, must be sought for in their respective localities, or they will not so readily be seen. And it is not exaggeration to say Mnnnfac- that Chicago is rapidly adding to its purely commercial character that of a varied |''r'-» rapidly and extensive manufacturing activity. Hardly a day passes that does not see some new branch of manufacturing industry, requiring skill and capital, introduceii among us. But a few days since it was announced in The Times that forges were to be set up on the South branch for the reduction of Lake Superior iron ore, and it is believed that, if these are successful, as they are almost certain to be, they will be but the initial steps in a very extensive business. But it is not alone new manufacturing interests that are beginning to attract a _itrpi,iy a wide interest. The success of most of those that have been established for a sufli- ciic.-vi. cient length of time, and under sufliciantly favorable circumstances to test them, has induced a general belief that Chicago is shortly to be as noted for its industrial as for its commercial pursuits. Antiquity. — Among those branches of the former art that have become established Antiquity oJ here, is that of the manufacture of leather. The art of tanning is one of the oldest ''■<'fi">-- in the world. From the mythical days, men have been habituated to the dressing of skins for personal comfort and for economical ends. Among the lost arts, that of tanning could never be numbered, and science in the present age has lent its aid to perfect what the experiments of former times have bequeathed. Its Exlent.^Vrom small beginnings, the leather-dressers of Chicago have grown Kxij-ut of into a powerful guild; and the business itself involves in its management, at the «'«»»''i'*«- present time, over a million and a quarter of dollars. Including all the separate establishments in the city for the making of leather, large and small, there are 3.j. •» ""• These are, for the most part, situated along the North branch of the river, and within the city limits, although there are two or three tanneries along the other branch of the river. The pungent aroma of hemlock bark and neat's foot oil,_aii^;'»n«'«« machinery introduced, are of the most substantial and approved styles and „,^,„„'; patterns for the most part, and there seems to be no reason wliy the manufacture should not be very greatly extended beyond its present proportions. The principal elements for the successful establishment of the business are hides, ni.l.>. »nd and bark containing a sufficient quantity of tannin. The first is a stap e article ol •• ■ export in Chicago, tand the bark of the hemlock, which grows in abundance across ;»n-_<' •«?• the lake in Michigan, and which can be transported to Chicago at a very small expense, supplies the other main item in the establishment of the l)usines8. All the leather tanned in Chicago is what is called hemlock leather, since no oak All hem- growing in the north has yet been found with a sufficient quantity ot tunnmtol-l'- permit of the economical and successful manufacture of leather from it. The demand for the home-manufactured leather is at pre^etit fully «;i"'^' "''^^ J'^^;^^ supply, and the rapidly-developing boot and shoe manufacture in the city is^^'-nd constantly increasing the demand. The Times describes the chief establlshmouts, which we condense : Union Hide and Leather Co. employed last year 100 men, tanned 50,000 bides. 206 Manufacturing Advantages of Chicago — Rapid Progress. Labor and product of large tannerios. Small onoa. Enlarging. Seasons for increase. Receipts and shipment ot bides. Boots and shoos. Clii. Times. Extent of business. M<183. amounts. I'hil. next. In Chicago — -began 1859. Increase. Chicago Hide and Leather Co. can tan 35,000 hides per annum (vats not now full) employ 20 to 30 curriers. Bristol & Engle employ 40 men, tan about 18,000 hides per annum. Chicago Sole Leather Co. tans 10,000 hides per annum, with 20 men. Grey, Clark & Co. tan 40 to 50,000 hides per annum, and 60 to 70,000 sheep-skins, employing 70 men and using 4 to 5,000 cords of bark. Garden City Hide and Leather Co. tan 20,000 hides per annum. Eliel & Co. tan 18,000 hides, and 10 to 12,000 kip and calf- skins, employing 40 men. Grey, Marshal & Co. tanned last year 11,412 hides, employing 30 men. The editor adds : — There is a large number of smaller tanneries, employing from 1 to 8 or 10 men, and there are in these about 100 men employed, and from 40,000 to 50,000 hides transformed into leather. Nearly all the manufacturers of leather at present located in the city are making arrangements for the enlargement of their business, and it is not improbable that, within a very short time, tlie business will be double its present magnitude. Compared with the figures of the census of 1860, p. 202, these are quite satisfactory. Nor is this trade at all what it will be. Here should all the hides stripped, and all that come in a green state, be dressed. Having unsurpassed facilities for obtaining bark from the entire lake region, where the hemlock abounds, no reason can be given why the hides of the whole west should not come here to be converted into leather. Less and less should they be shipped, though owing to the packing business, we actually ship more than we receive. In 1866-67, we received 20,125,541 tbs., and shipped 23,234,791 lbs. ; in 1865-66, received 19,285,178 fts., shipped 20,379,955 lbs.; in 1864'5, received 20,052,235 lbs.; shipped, 27,656,926 lbs. So that this branch of trade, with the reputation Chicago leather has obtained, offers great inducements to manufacturers and capitalists. One trade, too, begets another ; and. as closely connected, let us look at — Boots and Shoes. — -This business is even more remarkable for its growth, because labor is a heavier item, in which we are deficient as compared with New England, the chief manufacturing region. The Chicago Times March 27th, gives a history of foot-covering and adds — Where the Best Shoes are Made. — In the United States the manufacture of shoes has reached the highest perfection. The shoes of Massachusetts have a world-wide reputation for their beauty of form, and they excel those of any otlier part of the world. A century ago the town of Lynn was famous for its manufacture of shoes, and at the present time about 10,000,000 pairs of boots and shoes are made in this town alone, and in the state of ]\Iassachusetts in 18G0 there were made nearly 33,000,000 pairs of shoes, and 11,500,000 pairs of boots. Outside of the New England States, Philadelphia is the city of next note as a manufacturer of boots and shoes. L'ool and Shoe Manufacture in Chicago. — About nine years ago tlie subject of the manufacture of boots and shoes for the jobbing trade was agitated in Chicago, and one or two firms undertook the business in 185'J and 1860. It was thought to be an experiment, and by some of the best dealers it was believed that it would prove successful. The war coming on soon after at first had a tendency to prevent the successful execution of these experiments ; but after a year or two it was found that the increased demand for shoes for the army stimulated the business, and accordingly other manufacturers came to the city and embarked in the trade, until, at the conclusion of 18G5, a half dozen large manufactories were well-established, Past, Present and Future of Chicago Investments. 207 and doing a paying business. At the present time more or less new firm-i for ilio manufaoture of shoes, put up their signs each year, while almost invariably those who have gained a foothold remain. Superiority of Chicajo />m/7ut.— Chicago-made boots and shoes had not been tested W.rk more than two years, before it was found that they were decidedly Buperior lo •"l"'"''^- eastern oues in durability, and a demand was created, which has grown eacli year until, by the Assi^ssor's returns last year, there was more than $l,oO().Oi)(J worth of boots and shoes made in Chicago in 18U7. Oue cause for the superiority of Chicigo- l^»ih«r made goods is, the better quality of leather made here. It is snid that Chicago- •"I'T'or. manufactured leather is decidedly superior to that made east, owing to the skill of the tauners, and their greater care iu the handling of hides uuring the process of tanning. So decided have the preferences of the farming communities of the Ctii. work northwest settled in favor of Chicago boots and shoes, that every whole-tale jobb-.-r''"'"^"^ in the city is compelled to manufacture or to purchase these goods. With a single exception, all the shoes and boots at. present made in the city are of the staple cilf and kip skins, and comprise men's, women's, boys', and youths' sizes. All the lighter serge gools sold in this city are manufactured at the east. Eztent of the Business. — The proportion of Chicago-made boots and shoes to those Kxi-ni of of eastern maaufacture, as at present sold in this city, is from 2 J to '2'> per cent. '""'"«««• The business is rapidly growing in importance, and almost every manufacturing dealer for the cocaing year will increase his proluct from 1-5 to 20 per cent, over ^'^''^'—^ that of last year. The following is a statement of the amount of business done last year by the most prominent manufacturers of the city, as compiled at the United States Assessor's office. Whitney Bros. Co $ 294,593 W. D. Wells & Co 197,888| McDougil, Nicholas & Abbot. 154,807, C. M. Henderson & Co 131,936; Davis, Sawyer & Co 219,453 Fargo, Fales & Co 102,059 Dogget, Basset & Hills 84,194' Ohi-rnMO- E. Chapin $ 02.310 uliKiurcrfc T. B. Webber & Co 54,10d S. AValker & Co 53.140 S. Nelson & Co 40,034 C. McFarland 37,539 Gillette, Aiken & Follett 20,1')0 Haight & Bowen 17,055 Chapin & West 80,229 iGrifSn & Palmer 12,159 J.L.Watson 79,113' Phelps, Dodge & Co 72,670|| Total $1,650,081 Machinery. — In all these wholesale establishments labor-saving machinery is used Marhintry and anxiously sought after, for on its uses the proprietors chiefly rely for their "^ profits. In no department of shoe-making has there been a greater revolution than in that of stitching. The work that was once performed slowly and with great tediousness by the awl and bristle, is now done in a twentieth part of the time by l'»»'ii"'ri- a sewing machine. The lap-stone has given place to iron rollers for hammering 'I'l'^j^.^il'iVi^r and spreading the leather; the knife and pattern for shaping soles have fallen into disuse, and a single blow with a steel dye does the work better and in a tenth part of the time required by the old method. Skiving machines, splitting machines, and a multitude of other appliances and inventions diversify the old trade of shoe-making, and render a — Division of Labor absolutely necessary in a wholesale manufactory. In the best Dirlsion of establishments of this city, a boot in its maauficture, requires to piss through the '•'''"'■• following hands: The roller, the heel cutter, the outsole cutter, the insole cutter, the heel maker, the sorter of soles, the counter-fitter, the cutter of uppers, the crimper, the trimmer, the fitter, the stitcher, the bottommer, the finisher, the trecr. uop^r^ and the packer, making 16 distinct operations and operators. In iloing this work Uoa: it is remarkable with what speed some of the workmen learn to operate. A single man can cut 6,00!) soles per week, or3,6:)0 uppers; he can crimp 90 pairs of boots per day, or bottom 6 pairs in the same time. Female Labor. — All the light work, such as attending the sewing-machines. Kpm»l« stitching the uppers, fitting, etc., is done by females, nearly all of whom receive '*'"«■• good wages. Many of the large jobbing manufacturing establishments are in connection with the wholesale boot and shoe establishments at the head of Lake street. The Times adds a description of the 18 chief inaaufactoriea, number of D«vriptian hands, kind of work, amount, etc., for which space cannot be taken. Ihcyri- omituA 208 Manufacturing Advantages of Uliicago — Rapid Progress. each employ from 75 to 140 hands, and many speak of large increase this year. Increase of business 8i:ice ISCO. According to the U. S. census of 1850, Illinois' total of this manufacture was 8473,925.; and in 1860 was $1,133,458, Cook county having 66 establishments, capital $75,800., producing a value of $216,231. It is mere guess work to judge of present product, but deducting the 18 above, if the diicf"* ^'^'^ other 189 produce a proportionate amount with the census of 18l]0, over 6600,000 should be added for small manufacturers, making over $2;250,000.; an increase more than ten-fold in eight years. These items afford satisfictory indications of progress made and making in general manuflictures. Yet they are less impressive than others for which Chicago is already famous. If packing of provisions have such tendency to centralize, which requires little machinery is of universal demand, and more than almost anything else would be supposed most advantageous nearest the place of production ; how much more the thousand and one little articles of manufacture, which find purchasers only here and there, to say nothing of great ones requiring extensive facilities for manufacture ? That city which attains preeminence in ordinary manufacture, surely wants only time ry "branches, and capital to developc equally the extraordinary, unless laboring under great disadvantages in obtaining raw materials. Of the ordinary, no safer guide of judgment can be found than that of — $2,2&0,000. Success in ordinary, success in extraordiii; Ctii. Tints. Pork and Beef-paclc- ing. Its begin- ning. Increase. Chi. chief packing city Advantages, Corn abundant. My earliest recollections of pork- packing. Pork and Beef Packing. * IliHtory of Business. ^The first packing house in the city commenced operations in 1835, when 3,500 hogs were cut and packed by Qurdon S. Hubbard. Since that time the business has increased with the growth and prosperity of the West, until it has assumed its present proportions as one of tlie three or four leading branches of business in this great commercial city. During the sea'^on of 1861-62 one-fifth of the whole number of hogs packed for market in the Western States were put up in the Chicago packing-houses. They furnislied nearly one-fourth of the total product of these States during the season of 1862-63, and more than one- fourth the succeeding season; while during the season of 1864-65 almost one-third of the hogs packed in the Western States were packed in Chicago. These figures show Chicago to be the most prominent packing point in the world. It has secured that position by the advantages of its position and the perfection of its communications, both natural and artificial. To the east, cheap transportation of provisions is afforded by lakes and canals; while from the west, numerous lines of railroad furnish the only means of carriage which can profitably, be used for the transportation of live stock. Living animals must be transported rapidly, for they rapidly become unfit for butchering. Canals and rivers never can compete with rail- roads fur this class of freight. The country reached by railroads which lead into Chicago is especially productive of corn, and consequently well calculated for the production * Notliing bettor upon this important branch has been noticed than the article quoted in Hunt's ^fer(■han(s' Magazine from the Chicago Times, from which these extracts are taken. But I have earlier recollections of the business. '' My first winter in Chicago, 1S32 '3, I boarded with that whole-souled friend, and natural gentleman, Miirk Ueanbien. The " Iloosiers " drove in a lot of hogs, of the breed more famous for tho time they could make, than for the lard they could yield. The bipeds staid a week or two to kill and pack tho (luadrupcds, and it was my privilege to have the former for fellow-boarders. They were never too busy with killing, and never wasted time with washing, to keep them behind at meal times. Mrs. Beaubien — a noble woman was she, and devoted Christian mother, who corrected many of my New England anti. Catholic notions — tried her best to get some of the "slap-jacks" to me, but the hog-killers were so on the alert, that two week's fighting for my living, impressed upon my memory pretty effectually the early days of Chicago pork-packing ; rather a contrast to present operations. Nor am I very old either. Past, Present and Future of Chicago Invcstnwnts. 209 of hogs and cattle. These can be raised for this market at a profit ercn in the P"< l»t'» interior of Missouri, Iowa, and Minnesota, although tlie freights on grain from jl""'',""'^ points so distant make it a profitless crop unless fed to stock. Lililu of the ^rruiii "" received in thin market is raised west of the Mississippi. The rates of freight will not permit it. The territory from which we receive live stock is four or five times as extensive as that from which we receive grain. Great as is this branch of busi- ness, it is yet iu its infancy. Chicago must always be the great live stuck emporium, and the great provision in.mufacturer for the Eastern and Kuropean markets. The advantages of this business, however, are not limited to the citizens of Chicago. R-""'" to Our packing-houses are of immense importance to all the producers of stock. •'"*''••■"'»'■''• Everything which in any way facilitates the transportation of produce from the farm to the consumer is of great value to the producer. Hogs and cattle when 8.it<«« In reduced into barrels of pork and beef, of lard and tallow, are not only materially tr«iii.i».rui- reduced in weight, but put into a much more convenient and manageable form. .V ''""■ few days continement in cars tells wonderfully on these stock. The shipper must not only pay freight on good butchers meat, but also on blood and bones, horns and hoofs and all manner of olfal ; he must hire men to care for them, and buy hay and grain to feed them. Barrels of provisions, on the contrary, submit to be rolled about from wagon to car and warehouse; they will rest contentedly and without injury on tlie longest journey, with no one to watch over and take care of Ihem : they require no outlay for either food or drink, and are neither decreased in weight or injured in quality by hard travel or long keeping. There is every reason why the cattle and hogs of the West should be butchered Px^klnu' and packed ; — in other words, should be manufactured into provisions, — befcjre they ,''']"',',^,'l * are exported; and it is not to be wondered at that Chicago and Cincinnati have Cm! i,«iur»l. become the greatest packing points in the world. The causes which are now operating will continue to operate, and we can hardly fix a limit to the increase To lacroMe. which may be expected in packing operations. The great weight of grain compared witli its value will always tend to discourage shipments of bread-stuffs to distant markets, and we must expect to see trade in live stock and provisions increase more rapidly, and reach greater proportions, than the grain trade. There are many reasons why it is desirable that the farms of the west should be Stock-rmWnj devoted to raising stock rather than grain for export. Besides the difference in the f™^,/** *' cost of transportation which has just been mentioned, a very important considera- tion is the difference in the effect on farming lands. Repeated crops of wheal and corn will eventually exhaust even the rich soil of western prairies. Flocks and herds enrich the field which feeds them. Continued cropping of prairie farms will sooner or later leave the land, like that of the e xhausted plantations of Virginia, barren and unproductive, while a system of culture which includes the raising of animals, and consequently the production and use of fertilizing agents, will preserve and increase the productive capacity of this magnificent agricultural country which is now deservedly known as the garden of the world. No statement of beef-packiag at St. Louis is found. The Mo. Dnnnrrntll'^)]^'^^ gives a list of pork-packers, aggregating 204,132 hogs up to 1st January, -""• ■"'"• thus prefaced : — Provisio7is.—^i. Louis as a packing city is surpassed in the amount of her business, .m. u «- by both Cincinnati and Chicago, but in the reputation of her prepared ""*'"""'*'^7,-'';'!'y stands unrivalled. Ames' " breakfast bacon," Whittaker's "star h*ms,' Maxwell -"" & Patterson's "Magnolias" are known far and wide, while the quality of the barreled meat and lard her packers put up is too well known to need a reference to. ^^^ ^^ ,^^ But when St. Louis learns to do less swearing by her rivers and determines to put ,„., ,,, hor more capital, energy and faith into the construction of railroads, into the agricul- nv.-n.. tural regions of her own and sister States, she will find the result of her packing seasons ever so much more in her favor. They take consolation for present losses in future hopes, never to be |iow^o«n ^«il realized. If Cincinnati could not hold what she had, what advantages over hope? her in provision trade has St. Louis, that she can now draw suecc.-^sfully against Chicago, with the multiplying facilities here, which St. Louis caa never have ? 1^ 210 Manufacturing Advantages of Chicago — Rapid Progress. The Pork Packing Association makes the following report of last season's business; Statistics of the Pork Packing in Chicago^ 1867-8. ■3 S § = -,=,- 5S o,= S,5,H = 5,8 ,Tt r-' -f cT-V cTt- o'o -r :; o cc o -N Cf ,->'r- 87-,()00 750,000 108,000 277,000 350,000 123,000 122,000 407,000 145,000 "" '338,006 : . ; ^ i CO : OOCwOOOOOO ^■" x'cc" . r;' =" of :^'' «- sTo ^ -N 0,CC '-iOOOr 1- ,-1 .Sim O -O O) OC to »■* r-tOiOO t~r-'",-rc< O^-r-T ph" r-T rt -T i i § : t- ■M O^i CO r- 1— OO'=O'MOt0(3JOC0OC^O 'O 'OClO • • ■ • -*''^:oo-t«'Noa^OOit-ccr f-T w*^ : : I-T : : : ; s i "11 c: to^ c Ij^ :co § •cfco' ►< .- -5 W IgiSS r-lTO o« o o a: CO • <» rt • c .« o • o : : ^ 00 ; oc^ 00 : o : :Ci :40 COr-l : n ; g j i : iS i IM g t-TcT CSCTOr-i '-ircOt-ICOl'OOXOCOCOiSl :t-Or-«n— '-f^» «>«—■— 'O^- 00 t-c-j 'MO c-iooinooo-^mo • • • • • • ■ • • • ■ rHtM Ok*; -•■ OCT (NoitN 1 3 to i5 52S (M 'M C^ .n ffl to 1^ r 1* t* 'O -t-*«-r03-l'CO»0'1' OI t~ >« I • : : : r? oj TO ic -^ : t : : :o> c^iiM o»ei : : : ; o S5 «• t--fO^Or-iC=i KOl^ ^t-CO■COOOOOTOJ»-ICOOO— -WCOfOOCOOOOOO — OOOO ^^ — tr'^^'TlOOfOC l-wCC-fMOTwOOC^aDCDroCOOOGOOOiOOC^-^-OCOOOCOOOOO O ifS^O f03t--f-t-C0*-Oa0C0C^?^O^Jr--OM:0Q0Oir5^O00l-OcDt-00C0t-tCiO0COO05^Oa0 C0C004C0C0C0'MfH o . tC CO 0" :cs ;30 •irjccccco-c^cotx.O'OOOooooro :ao :oo rcooooiociQcc^i'^o-iciftooo'yiooo : .0^ :i-- : ^ -^oo^'^o^'r?^i.-^co_rH_ci »c 00^.-. OS ifi 00 StO c 2 r' 2 5 :J - — S^ 2 t ''' S"*"'^'- ="" -"o 00 -t — — c :co :o -o :;::;:::::: .—,*,*-'",. "^..".'"i'^-i. ■*■."..'-:,=>,, ^v'^.'i^,^-^. '^ '°.^.® *'^''" ■" S :««:^:S::::::::::: "."""".■t'S s'^Ts'r; rf-^s °^'g's'''^-''»'^''<''"'° ■- »"'^*'o c^''^ «*«'<^f i oT : : r-T : : : : 1 • : : : : ; CD CO 25, CO K '^ ■< o TO c c 1 TO c . B < J- J3.S 4^ O 0^ I ^ a 5 ■id J C O O ■iS ^ t: j: - a. ^ t/ 4c •o 6 I c c IMJ5 (S^iaHTO ^3 1| a'o ^M M N M M M &:::::::::;:: :::::::::: i.- c = 6 : : : : 1 : : : : K^ 6" i ; i ! : ic ; J"^-^ Z,-^ •■:■■■■ C ■■ ° S---C >- r .2 m ao M-2 £ 5 g § o S n — •- = -°,2'^'° " Z.^ 1^ 1 1 1 M 1 Ifi 1 1^ u 1 t*. c c Past, Present and Future of Chicarjo Investments. •Jll The page not receiving all the figures, it should be added, that there are A-i-iitio,.. u. also of long-clean middles, 1,G91,00() lbs.; long-rib middles. GO'), Odd lbs;**'''"" rough sides, 3,930,000 lbs.; dry salted hams, 38,200 lbs.; dry suited shoulders' 11,644.000 lbs.; long-cut hams, 25,118 pieces. The editor of the Gonnnercinl Report ami MirJcct Review, says;— Om. Ktpori. Quite as promiaeat a feature is the differeace in the kind of produot miiauf.icturcd Cut nu-«u — the amount of barreled pork showing a large decrease and of cut meals a corres- '"'»««■«'• oi ponding increase. This is partly the result of the decrease in net weight of the '"""'•'^^'«'- hogs cut, packers especially in the opening of the season making very liiile barreled pork, in anticipation of a heavier run of hogs ; thn principal cause, howevi-r, was the anticipation of liberal English and Southern demands — the former for English —'"'"■ '■'"K- cuts, and the latter for bacon. This anticipation has been fully met, as our table *"***>""• of shipments elsewhere given will show— the former demand having already t'lk.-n a liberal'supply, and the latter sti.uulated largely by the advance i^n cotton, being lately and now a liberal purchaser, and to this as well as a revulsion in the feeling of despondency generally prevailing at the opening of the season, may the upward turn in the market be attributed. Mr. Gillette Secretary of the Pork Packer's Association, suddHcs — ■%<:. Pnrk '' ' ^*^ JMckeri. Statistics of the Beef Packing in Chicago, 1867-8. NAMES OF PACKERS. Culbertson, BUir & Co.. Crajiin & Co A E. Ivent & Co Jones. Hough & Co D. Kreigh & Co Favorite & Co Joseph Jones G. S. Hubbard & Co H. M. Chapin & Co Total for the season Total for the season 1S06-7.. No. of Cattle. 7,025 8,510 7,1.32 3,780 2,414 1,984 1,650 1,852 999 35,346 26,998 India Beef, tC8. India Mess, tC8. 1,178 2,090 2,977 1,302 1,200 230 742 Prime Mess, tC8. 2,482 3,582 5,687 ooi 350 442 508 13,652 Megs Beef, bbls. 4.569 9,0(H) 1,4.32 3,239 4,1-23 3,217 150 2,380 Beef-pockiog 1867-«. 28,110 Kx. Mess Beef, bl>W. 3,146 500 51 1,215 79 600 5,691 35,316 head. In March, 1857, 11 years ago. Hunt's Merchants' Magazine said of — -W""''' •"•'?• The Chicago Beef Trade. — Every day, says a cotemporary, we meet in some journal or other, convincing proof that a new branch of agriculture or industry is advancing with incredibly rapid strides, and building up cities and great populations as it advances. We remember some obscure hamlet, some quiet village, which we once visited in youth, and are startled some day by receiviag from it a newspaper con- taining proof that it has grown up to cityhood just as rapidly as we have advanced to manhood. One of these indications is shown in the extent of the provision trade of Chicago, Illinois, some particulars relative to which we find in a reliable German cotomponiry, the Illinois Staats Zeitwi'j, which is addicted to statistics. Those who follow the markets may be aware that Chicago-salted provisions bring a markedly high price in eastern cities, and that they are well known in England. During the late great •war, contracts were directly made with a Chicago house to supply the allied army with a vast quantity of salted beef, and in 1855 not less than (j:5,000 barrels of that provision, requiring 29,000 oxen, were prepared in that city. During 185r, the amount has, of course, diminished, there being no extra cause of demand, so that, as it is said, the horned cattle keep pace with the hogs. Facilities for Slaughtering and Packing.— The trade in animals h.-rc centering, would create extensive packing facilities; while these facilities would also draw the stock. Nor is it a slight advantage, in a trade .so Chi. l>eof trade. K.ipid cliuoge«. Hisl.l.v eateomed. Pirfcing facilities. !12 Mannfaduring Advantages of Chicago — Rapid Progress. Advantages at Chi. Com. Exp. Description of largest est.iblish- meut. Slaughter 300 cattle, 2,000 hogs daily. Cooling. Lard. Purifier. Skill. Mere storage Future in- crease. Corn, great staple. Ilm. S. B. Rugglet. Orain raiH- ing in west just begun. variable as that of provisions, to locate a packing establishment where an unlimited supply of hogs or cattle can be had if packing be desirable. If the trade promise well, the packer can select the stock wanted ; if otherwise, it goes to other markets. Year by year must Chicago have more and more of this advantage, so that her relative impoi-tance as a stock market will more and more, augment. Information concerning packing houses would be expected, which Mr. Wells supplies by describing the largestin his Commercial Express., January 30th. — At the corner of Eighteentli and Canal streets is located their packing-house, a substantial brick structure of four stories, 200 by 210 feet, with adjacent yards, and exterior stock-ways for driving either cattle or hogs up to the level of the floor where tliey are to be introduced within the building. Hogs are taken in at the top of the house, where the whole floor is divided into pens, which will ensily hold 4,000. Cattle are taken in on the second floor, through smnll pens, holding two or three each, easily supplied from the adjacent yards. Without going into details of the slaughtering operations, it is sufficient to say that when the season is at its height, 300 cattle and 2,000 hogs per day can be disposed of, neither branch of the business interfering with the other. The appliances of machinery dispense as much as possible with manual labor, everything is done or handled with the greatest ease, regularity and rapidity, and yet, when the house is in full blast, 300 persons find active employment. One whole floor of the building is devoted to the hanging of carcasses for cooling, another to bulk meats, another to barreled meats. The lard room contains nine enormous rendering tanks, one high-pressure, and the others low-pressure, the preference being given to the latter. In this room is also a lard-purifier, an immense kettle, into which all the lard from the tanks is drawn, for a second process, which renders it absolutely perfect before it passes into the tierces. This purifier is a peculiar feature of this establishment, and to its use is doubtless to be attributed the fact that their brand of lard has borne the highest price in this market all the season. The most skillful and experienced workmen are employed in all the processes, besides which the proprietors give their constant supervision to every department. In the selection of stock, the materials for the methods of cure, the putting up for market, and the storing and subsequent handling, their motto is excellence in every grade of product. Tlie firm have hitherto experienced some disadvantages from want of sufficient storage which they are now remedying, and propose to further remedy. A brick structure of equal size with the present, and contiguous to it, is projected and will be ready for the next season's operations. A wooden storehouse 400 feet long and (jfj feet wide, of only one floor, is already completed and occupied. It has double filled walls, double windows, double ceiling and roof, so that an even or nearly even temperature may be preserved ; never freezing in winter, and sufficiently cooled in summer by an adequate number of ice bins, constructed at intervals through the centre. Future Increase of Provision Manufacture. — Immense as are these figures, what are they compared with the future ? As we have seen, Illinois and the States adjoining are the chief producers of that grandest American staple, Indian Corn, which John Taylor of Caroline, pronounced "bread, meat and nianure." This of all grain sliould be put in the most concentrated form for transportation, its cost of production on the form being under ten cents a bushel. Hon. S. B. Ruggles of New York, at the Ship-Canal Convention, considering the benefits of " cheapening the transportation of western products through the proposed enlarged canals," remarked : — For who, in all this large assemblage, regards for a moment these 520,000,000 bushels as the full measure, or even a tythe of your product, when the whole of Past, Present and Future of Chirayo Livestmcnta. 213 your 260,000,000 acres shall be brought, into full nn.l careful cultivation ? True, it already exceeds the whole cereal product of the British IMands. and nearly approaches that of carefully cultivated and carefully governed France; but can a man be found upon these magiiiliconi western waters small enough, or stupid enough to assert, that these eight great Stales have now reached their full maturity, have now got all their growth ? What human being in his senses, not wholly idioiic. or utterly blinded by political bigotry, or lust of political power, could assert that this God-given, exuberant and all but virgin West has now reached its "culniiniting point?" For oae, I stand awe-struck and amazed at the immeasurable prospect opening before us. I can see nothing smaller, nothing more diminutive , nothing t.i„ less stupendous, than a yearly product of cereals, to be measured not. as now, ).y ..I'm'imo.i'. hundreds, but by thousands of millions of bushels— a result so vast, so solemn, so "f biul'oU. fraught with consequences so momentous to our nation and to the world, that 1 can but bow with reverential gratitude before such a wonderful manifestation of the providence of our great Creator. Never before in human history did lie lay out a garden so wide-spread and fertile ; never before did He provide a granary so magnificent for the use of man. For what was ancient Sicily, the "granary of Rome," or the fertile plains of thn American Po, or the exuberant valley of the Nile itself, compared with this our great conii- »up«riority. nental garden, pouring forth yearly volumes of food so enormous and yet so inevitably, resistlessly increasing? In view of such a power to feed our race, who ■will venture to depict or limit the commercial and the political destiny of this unequaled portion of the earth ? Was it thus specially endowed and set aside by i}<.„,.flu not the Great Architect of Nations merely to feed the petty State of Illinois, great as hom.- re- it is, and large enough to hold a half dozen Sicilies; or the still more petty Stale •"''^'***- of New York, with all its golden gates of commerce; or rocky little New England, with its thousand and one "notions" on land, and its ever "victorious industry" both on land and sea; or even the whole majestic Union of these temporary jarring American States, soon, I trust, to be happily pacified? No, my feliow countrymen, the manifest destiny and high office of this splendid sv.w world granary, of which this Chicago of yours and of ours is the brilliant centre, stands to fc»a the out plain as the sun in heaven. It is unmistakably marked by the tiuger of God on' these wide-spread lands and waters, that it is to be our special duty to feed not ourselves of this New World alone, but that venerable, moss-covered fatherlaml — that old father world of ours across the ocean — as the pious Grecian daughter nourished her aged sire — to carry abundant food, and with it the means of higher civilization and refinement, and that too in the truest Christian spirit, to that over- crowded but under-fed, European Christendom to which we owe our common origin. Let us then come fully up to the measure of this world-wide idea. Let us. by (i^h^p ,„n. cheapening the transit of food to our seaboard, prepare vigorously to carry out the "it wiuite, were only nine millions of pounds. In round numbers they rose to twenty millions OtO lbs. j^ 18t)0, to seventy millions in 18G1, to one hundred and thirty millions in 1862, and 1?63 300 000 during the present year 1863, will probably very nearly ascend to three hundred 000 lbs. ' 'millions of pounds. Inverting the calculation, and bringing the "cut meats" back to "hog" again, this export is equivalent to an a' my of one million and a half of these interesting animals, marching across the ocean. After this, will you, can you laugh at the hog? Fiscal ^^ ^^y rate, you will consent to be more serious when you perceive the fiscal eifects. effects of such a swinish exodus on our national treasury. These three hundred millions of pounds are worth in Europe thirtj' millions of dollars, sending back imports, paying in duties nine millions of dollars in gold. , ^j.j Nor is this quite all. We have a little more of " the whole hog " in a fiscal point of view. The skill of our artificers in pork expresses out the very quintessence of tlie creature into lard, an humble element which has suddenly risen from its ancient culinary office of making cakes and greasing kitchen utensils, to the more exalted duty of illuminating houses, and oiling the millions of wheels of our Increased locomotives, and other labor-saving machines. Not only has it literally smoothed use. our way to this very convention, in this great hog-mai-ufaciuring city, but it is exerting its world-wide influence in relieving the whales within the Arctic and Antartic circles from the indefatigable pursuit of that same rock-bound but vigorous New England. RRquisite Who Can doubt that all requisite facilities to promote intercourse between ft-.cilities to _ ■' be opened to consuuiers, and the great provision market of the world, will be speedily supplied ? If the natural operation of causes, with limited facilities hitherto, have concentrated at Chicago the beef and pork of the West, until it has already become the chief provision market of the world ; what must be the effect upon that market, to open to the whole world a free and direct transit to it of vessels of 1,000 to 1,500 tons burthen ? Provision More and more, too, will live stock be manufactured. Wheat and corn to increase. Can be Sent east to manufacture with advantage, because in bulk it is handled with facility, eats and costs nothing by the way, and the oflal is more valuable on the seaboard. But each of these items operate largely in favor of packing at Chicago. The offal, both expensive and offensive at lesser markets, is Baugh <£ here converted into glue and fertilizers, and other valuable products. Messrs. Baugh and Sons, from Philadelphia, under the name of the Northwestern Fertilizing Company, supply this information : — Ct.Ujzing Utilizing of Offal. — At their Depot in the city, box-cars'are always ready to receive offal. the material as it comes from the packing houses ; and each day the cars are taken to their works, \?> miles from the city, where they have erected an immense building in whicli the material is at once converted into a merchantable condition by patented driers and mills. Heretofore the material has been dried in the sun ; but it is now taken from tho car, immediately dried, disinfected and ground ready for market. Past, Present and Future of Chicayo Investnwnts. '_'15 Flour. — We now come to an item ia which time and capital give larg.; Ki..,.r. superiority to St. Louis : — flour Manufactured in Cliicago for Seven Years. Trailf Itrp. Maimfi4cturs 7 j'tMiri. MILLS. Barrels. MILLS. Barrels. 1 YKAK^^. Total lUrreU. Oriental Mills 86,200 73.157 53,641 51,850 47,285 35,000 Si.OOO Chicago City Mills Marple's Mills 30,000 2;J,895 18,000 1 500 1 ISii.'i fi 301.770 State Mills IStU-.'i i.sH:»-t Isti2 B. Adams k Co 22;M28 2«i«) •I 2,0U) Michigan Mills Star & Crescent Mills.. Maple's Mills Total in 1866-7 462,528 I 18(J0 LakeStreut Mills The Chicago Republican^ in its statement 1st January, pre.sents- Statement of Flour Manufactured at Chicago since 18G0. B. Adams & Co J. D. Cole, Jr. (lonica mills), Empire mills Lake Street mills Michigan mills Oriental mills State mills City mills Maple's mills Marple s mills Star and Crescent mills Robinson, Rice& Co Garden City mills National mills other mills Total. 1865. 47.4J8 86.162 9.1 "10 18,500 35,5(10 40,11(10 45,000 25.;iOO 12,600 1866. 20,000 288,390 69,112 45,(100 Is.dOO 45.0(10 4ll,r>.'9 .')7,(HK) 70.iX)0 2S,7S3 4(>,(»()0 20,1 HK) 600 8.6.i**) 8,000 •574,04<6 In 1864 the amount manufactured amounted to 255,058 brls ; in 1863, 236,261 ; in ,^ 1862, 260,980; in 1861, 291,852 ; in 1860, 232,000. ^""^ **^ Flour Manufactured by St. Louis Mills for \T Years. ?\. L. nuQ 17 J car*. 1851 408,099 1862 3S31S4 1853 457,070 1854 503,157 1855 603,353 1856 678,496 18.57 662,548 1898 826,6.1 4869 863 446 1860 839,165 1«64 782,5tO 1861 694,1101 1 m;-i 74:t.2'l 1862 906,860 186(i S1K,3( Tradt Krp. 1863 758, i22 1867 766.2U8 High Wines Manufactured in Chicago for 11 Years. ItiKh WiDM nmnubc- tiirvd, Chi. 11 jmx%. YEAR. Barrels. Gallons. 1856 27,550 6(1,000 60,000 53,000 62,400 89,915 1,653.000 1857 3,000,000 1858 3.600,000 1859 3,180,000 1860 3,744,000 1861 5,394,900 1S52 1863 1^64-5 1865-9 1866-7 (City A County) 61,7<>3 7-/.2» 6.S,8.'i5 7.514 42,616 3,7;rain pmduots, is W(irth Di(«id increaso already. When reach N. Y. and Phil, figures. These items suffice to indicate something of what Chicago must become in manufactures with capital and time brought to bear upon the abundant re.^ources of the Northwest. Time is requisite, the demands of a newly .settled country not being for luxuries, but necessaries ; and what of these is not produced of the soil, comes mostly from abroad. With appliances of machinery now-a-days in all sorts of manufactures, the distant establish- ment can with profit send products to supply those who must depend wholly upon manual labor. To erect buildings and machinery on any considerable scale, large capital is requisite ; and considering the paramount claims of agriculture, and of railways to move its products, is it not a wonder that since 1850 so much should have been done for manufactures ? We might estimate for the present, but guess-work is not the basis of these calculations. Nor does the intelligent reader require long argument to convince him of the importance of this City for manufactures. The unexampled growth in eight years past, both in variety of articles and number of shops, surely indicates what is to come ; even were it at all doubtful whether a point of such unexampled commercial facilities was to concentrate manufactures. New York, though she imports every thing, her food as well as raw materials, is actually our chief city in manufactures. The superficial examiner at- tributes her greatness to commerce. No doubt commercial facilities have drawn to her manufactures ; but probably five, perhaps ten, of her denizens are dependent upon manufacturing, to one dependent upon commerce. Comparison with New York comes hereafter to obtain some idea of what our own growth is to be. But what single advantage has New York except age and capital, which Chicago possesses not in larger measure '/ What were her distributing facilities twenty years ago — what even are they to-day — compared with what this young Queen of the West already has ? Philadelphia comes next, her marvelous growth being due to superior advantages for obtaining food and raw materials, particularly coal and iron. Chicago, as we shall see, as much excels Philadelphia in gathering as New York in distributing. Therefore our measure of progress in manufactures is to be calculated by combining that of the two chief cities of the East, with due allowance for age and capital in their favor, and every other advantage in our favor that can be conceived. Of course this City, yet in her teens in manufactures, could not vie in products with those which can boast of centuries of solid growth. But if from manufacturing 87 articles in 18G0, she has 318 in 1867 ; and if in 1860 the whole of Cook county had but 469 shops, and in the City alone 2,830 in 1867 ; how long before she overtakes in products the 6,298 shops of Philadelphia, as enumerated by the census of 1860, with their variety of 365 articles, and the 4,375 shops of New York with their 321 varieties ? Past, Present and Future of Chicago Investments. 217 The number of shops we may not speedily equal, hut the varii'ty we By isso 8hall ; and like New York, with less shops the product will bu relatively ii'i'Tir-i.'ir' greater. The total of New York was in 18G0, 8ir)'J,l()7,:i(J!» ; and ..f'""^-^'- Philadelphia, $135,979,777. When we shall have looked a little farther into operating- causes, it will not be deemed extravagant to expect that the census of Chicago in 1880 will at least e({ual the latter figures, possibly the former. As remarked, in 1861, p. 199, had we no other manufacturing to do but itiiiwiiy to lurnish bnicago railways, that would build up a great city. Two heavy lujix-rtaut. rolling mills are now employed almost entirely in re-rolling railroad iron. No doubt steel is to supplant iron rails, which will be made mainly from the charcoal iron of Lake Superior, in obtaining which no other city has ei,inufao- .-,,,. tiiri'S to and must inevitably grow faster in proportion than population. iMr. i^^a- Btrnigthen. munds observed concerning the U. S. census, p. 195, that while populati..n had increased four and a-half fold in 50 years, manufactures had increased ten fold. A corresponding relative increase, probably greater will be seen throughout the West, especially at the chief manufacturing centre, if there be one. 218 Mamifacturing Advantages of Chicago — Rapid Progress. No city to No one city of the West, however great its superiority, is to monopolize monopuUse. ,j,.j„u{'^ctures. They will spread more or less to every town and hamlet, with all branches of industry, and the Great West will have various impor- Yet the West taut CGutrcs of manufactures as of commerce. Yet, as the business of the MtJtrll* whole country has built up manufactures at Philadelphia and New York, so will that of the Northwest operate upon its centre or centres ; and with immensely greater effect, as we shall presently see, because never was there such a centralizing power as the modern railway system, and never was it -save prof- brought to bear on such a country. Profits hitherto given to the East by solves!'""" the West, because neither time nor capital have sufficed to create manufac- tures, will gradually be withdrawn to their own region ; and by so much as the Northwest excels in vastness, in richness, in feasibility of occupation, in means of intercommunication, will the manufacturing city or cities of U.S. Ceniu.!:.i\iQ West be advanced. The editor of the U. S. Census Statistics, Mr. Edmunds, forcibly remarks : — Increase of The rapidity with which manufactures have increased in the West, as well as the manufactur- Y.Si's.t. render it highly probable that in future there will be a much greater home Wes't" ''" demand for agricultural products of all kinds than existed for a few years previous to the war. Some of the largest coal fields in the world exist in the Western States, while iron and other metals are found there in great abundance. Everything is Causes oper- favorable for building up a great manufacturing interest. Whatever may be the rtting. result of the war in other respects, it seems certain that the price of manufactured articles must also continue high. The interest on our national debt and the in- creased yearly expenses of the Government, will require heavy duties on foreign manufactures, and this, in addition to the heavy expenses of transportation, will liiniense give the manufacturers in the West all the protection that can be desired. The niiuerai re- discovery and development of the immense mineral resources of our Western Ter- Bources. ritories, and their astonishing richness in gold, silver and other metals, also favor the idea that in a few years the centre of population will be found in the West, whither it has been marching with steady progress, rather than in the Atlantic Home mana- States. Most of the produce which is now sent East at such a great expense, will factures. be consumed at home, and the farmers of the interior will thus obtain a more equable market, at fair remunerative prices. Cost of labor The chief drawback in our manufacturing is scarcity and cost of labor. Btacie" ' But with only existing facilities of intercourse, how long is this to last to our disadvantage ? Hitherto the world has looked to the East for population and wisdom. None more than we have realized and practised the truth. Westward the course of empire takes its way. Eastchanged Rut thc end of the West, ultima thiile, has at length been reached : and to AVest to _ _ ' '^ pursvieour now. Still in fulfilment of the destiny of our race, we make of the Orient, destiuy. . j > our Occident. What was the East we make the West that we may go on conquering and to conquer. No doubt that ultimately, ages hence, when untold myriads of inferior races shall have been brought to the knowledge AsiaUo la- of Jkhovah, they wiU have passed away; but meanwhile they are to be ing. made hewers of wood and drawers of water until we shall have attained our GoD-given dominion and occupy the whole earth. Nor should we be impatient, and endeavor to expedite the decrees of Providence. Let us wait in full confidence that the Infinite Creator will iu Past, Present and Future of Chicago Investments. 219 His own good time, give the race "in the image of God created" — these Let uh wao "sous of God" — their full dominion. Not with Great Britain should war o.ii.morco and conquest lead our way ; but Providence indicates our course through thciK' """^ peaceful paths of commercial intercourse. From instinct the Japanese and Chinese seem to favor the United States above other Caucasian Natious, perhaps anticipating the sway under which they are ultimately to come. Mr. Burlingame's appointment is only a first step to the influence which we shall acquire by a uniform course of honor and good faith. Nearest to -Vjfin to do- them, they will naturally learn to look to us for protection against Europe. Shall we not render it as may be necessary ? * With myriads from Asia, here congregating as laborers who will never Labor from be Citizens; crowds from Europe, both laborers and capitalists drawn hither Knru^e. by the august privileges of Citizenship, which will be awarded to all of our race upon due qualification ; both Europe and Asia uniting to give this intermediate region advantage over the other to supply the necessities of their native land ; what limit can be put to the power of manufactures here to be developed ? No other land so abounds with all varieties of raw mate- m itiTwU ... ■ n ^ 11 11- • 1- ahiiuJaiit. rials ; m none is lood more cheaply produced ; in none is cumate more invigorating and health more general. With the multiplication of human imj.rove- ,..,.. , T p 1 111 lucntH in- wants by civilization, and corresponding means or supply; what have been cri-asiug. the attainments of the last century, half-century, quarter-century, compared with what each of these periods will witness here in this land of freedom, and especially in the West ? When we come to practice upon such questions, these practical Citizens are a good deal more agreed than they seem to be when discussing abstract questions of politics. The Merchant's Magazine, ^^rch. Mag. which has been regarded a free-trade journal, in Nov, 1866, said of — American Manufactures and Emigration. — While we are not the advocates of special Am. manufr. legislation on the part of our Government for the purpose of planting among us ","„_'""'^'"''" particular branches of industry, especially such as are not well ailnpted to our country, or to the genius of our people, we cannot refrain from taking deep interest in the development of manufacturing enterprise. Perhaps there is no vocation or .Mnfr. ossen- department of labor more essential to national greatness. We may cultivate the [!;^J^ '*""»"■ soil, and render it sufficiently productive to nourish the inhabitants of other countries. We may dig the precious ores in quantities ample to supply every nation; we may produce the fibre for every spindle and loom; but so long as we require from other countries the principal manufactured wares necessary to our comfort, we lack a necessary element of independence. Our commerce, which * Let us study into the prinoiples of political science, tiiat in our ignorance we commit ..Rainst AfciaticH, '^^'•'j^^^J^ no such wrongs as against the Cherokees, for which the Supreme Court of The United States is more renpon- ^'"^ "^^^^^ sible than Georgia. In our peculiar circumstances we need to have thorough knowIodRe of the ".■ll „,„! ,|„,i^.g as established code of International Law, which we have had no hand in founding, but which we Hhall States and a endeavor faithfully to practice, and hold any other Nation responsible for its infringement Bgainst our "» " • rights. Our rights iupart will be to protect the weak against the strong: and interest may move there, too. Let us patiently bide our time, and European jealousies will work out our o[)pnrtuiiitie». No nHti..n over had so much to g:iiu from sound knowledge, thorough practice, of the L.nvs of Natnre and of Nature's GoD-none so much to lose from malpractice and ignorance-as this Nation of States united. Let us study them to appreciate the superlative excellence of onr system, and that with no misstep we may march on to our destiny.J 220 Manufacturing Advantages of Chicago — Rapid Progress. Commerce made a. menus of vassaliipre. Dependen- cies not allowed manufac- ture. to Eng. supremacy. A change coming. Loss by emigration. Cheap labor made Eug. Better living. Labirers leaving — — otlierH better paid. Cheap labor en- abli'8 her to control. Ko sudden change. ought to be a reciprocal exchange of values created by industry, is rendered to a large extent, an agency to place us under a form of vassalage; for the taking of the products of the soil and mine abroad for manufacture, is but an element of dependence which tends to enfeeble a nation. Such a country is liable, upon the sudden recurrence of a war, to tind itself in a pitiable condition indeed, deprived as it is, to a great degree, of the means of defence. So conscious of this have the governments been that have held countries and colonies in subjection, that it was long the practice to discourage, and even to prohibit, the people of such colonies engaging in manufactures. When Parsena conquered Rome he forbade the working of iron in that State, compelling it to depend upon tlie forges and furnaces of Etruria. The Philistines, when they overrun the country of the Israelites, permitted no smith to work among them. The European nations of modern times, so far as lay in their power, carried out a like policy. The Dutch Government made manufacturing a penal offence in the colony of New Netherlands; and the British Parliament enacted laws against slitting mills and other branches of industry in their American provinces. But it is unnecessary to multiply instances. It is evident that a state of dependence is not one of power. This subjet is invested with new interest by the events of the present period. Up to this time England has been able to retain her manufacturing supremacy, and the product of her looms now fill the markets of the world. Hitherto, her millg have produced at so low a price as to preclude successful competition. It was more profitable for the planter to raise cotton, and the farmer wool and breadstufFs for the manufacturing towns of England than to erect factories at home to convert the raw fibre into cloths, muslins and other articles of prime necessity. Statesmen often sought to change this condition by sp^-cial legislation, not being sufficiently far-sighted to perceive that they were attempting to set aside the omnipotetit laws of trade. They have always failed, of course, to take away from England her supremacy. It was not legislation which could remedy the matter, but a law higher than man could devise. Agencies are, however, now in operation, which are almost certain to modify this condition of things, and to give our people greater importance among manufacturing nations. We place no dependence upon the remarkable declaration of Mr. Glad- stone, in regard to the exhaustion of the coal beds of England. It is a contingency too remote to be taken into calculation, while science and commerce can both be pressed into service to obviate the difficulty. But there is another agency at work, more rapid in its influence and more sure to accomplish the result. We refer to the equalizing movement now going on in the emigration that is taking place at prodigious and constantly increasing rates. The supremacy of England as a manufacturing country has been due to the cheap prices of labor. Her dense population has proiluced manufactured goods at rates low enough to enable the merchant to undersell' Americans, even in our own mar- kets. As long as this condition could be maintained we were dependent upon that country for our supplies. But there has been a change taking place for several years. The wages of English operatives have been steadily increasing. With this im- provement intheir circumstances comes naturally the acquirement of more expensive habits. Better food has been obtained, better clothing worn ; not only has the importation of breadstufFs been continued as heretofore, but other articles, like beef and the products of the dairy, have been added to the requirements of the laboring population. The European supply of these products is annually falling shorter, and the demand is at the same time increa-^ing rapidly. This necessarily tends not only to keep up the rates of wages, but to make it necessary to increase them, and is telling upon the manufacturing enterprise of the country. Thus, while the better classes of operatives — the more skillful laborers — are swelling the multitude of emigrants that are coming v/eekly to the United States to better their condition, those who remain are demanding, and must receive, a large increase in their rates of wages. The cheapness- of labor has enabled England to control the enterprise of other countries. Slie could import cotton, wool, and other raw material for her factories, and breadstuff's for- the operatives, and, by reason of the low price of work, could keep the price of manufactured goods lower than they could be afforded where labor was better remunerated. But this is imposssible when a considerable iiicrease of wages shall have taken place. Of course, we predict no immediate violent change. The influence of this movement, however, which is even now being lelt, will gradually work out the result indicated, enabling our manufacturei:s tp Past, Present and Future of Chicago Investments. 221 successfully compete in foreign markets. In all particulars, except the one of labor, r,.i. ,r our our advantages have ever been greatly superior. We produce the raw material for liiiH'ulty. mostclasses of manufacture, not only cotton and wool, but ihe most important metals ; our country is an immense coal field; almost every State in the Union abounds MitrTidls with water power enough for all the mills and-forges of the world, and generally i«i"i'"l'iiit. running waste ; we produce all the food required fur laborers. With the enormous ImmiKration influx, then, of population, we will have the last impediment removed to succe.-^Hl'ul '""' ''''''*'''^" competition with every other country. This does not involve the necessity of reducing the price of labor as low as Ihe I'rico of rates in Europe. To be sure, whenever values shall become properly adjusted, '"'"''' ""' '" there will be important modifications in that particular. l>at another element iti ' computation will exist of which our laborers will have the principal benefit. While Our ndvan- the operatives in England require that both material and food shall be shippp'l to ''-''•'" them at enormous waste of capital for transportation, our workmen will have all ti.jn." these supplied at their hand from our own fields. The importance of this fact can readily be perceived. Another important consideration is the fact that a few years will give to the Conimorro United States the control of the commerce of China and the other countries of the "''i'' ^^'*' East Indies. The Pacific Railroad, when finished, will with its collateral routes, Pac. rail- make a speedy transit from ocean to ocean, all Asia will thus be brought into ^^''J'- communication with the United States in a period of time many days shorter than can be effected with any commercial town of Europe. We thus not only gain this eastern trade, but have the facility for easily distributing our products and manu- factures in the East, giving us a transit to an extensive market, cheaper because nearer, than any other country possesses. Hence we see that emigration — this equalizing movement — must in the end necessarily work out a change which will be hastened and rendered more certain and complete by other agencies now or soon to be at work. These iudicious thouoilits scarcely need application to the West. Whowcstto doubts that in the process of events, never so rapid as here, that the chiet for itself, manutacturing for the West is to be done by the West? No one interest is more conceutrative in its nature than manufactures. And if commerce To have its TTT 1 centre for without manufactures, before their power was at all felt in the \Vest, has this- already made Chicago the centre ; will not this powerful adjunct render sure what has been so well begun ? As we we have seen, though without -mNY 1 XT AT- 1 J "" ^^''*' direct 'comparison, our distributing facilities excel New York; and as we shall next see, our gathering facilities of chief metals and coal excel Phil- adelphia. With unequaled supplies of food and lumber, unsurpassed local advantages, as we shall also find, what can prevent Chicago from having the same preeminence in all sorts of manufactures that she already has in provisions? Could we never look beyond the western boundary of Iowa, cm,ntry^^^ what other city ever had such a manutacturing business as this GOt),<)l>() «i,n...iant- square miles will surely give its emporium ? Were we compelled to look -«jso that solely to the west of Iowa, having never a dollar's worth of business this side, what other city ever had such a trade as that 1,000,000 square miles of minin"- reirion must 2:ive somewhere "? What other city is likely to get 8 a clincher. .^n equal amount of it with Chicago ? But the clinching- of the argument lies in the driving home by these ituiwayi gigantic corporations, each one striking for its own interest, of these Ion stretchers of iron rails. What other place can a manufacturer find, notu.,.iiy^^ merely in this land of great enterprises, but on the continent, or on the ,iut.-ibu. globe itself, at which he can place his wares simultaneously, several times '"^ 222 Manufacturing Advantages of CJiicago — Rapid Progress, — to be increased. No obsta- cles inten- tionally overlooked. daily, upon fifteen diiFerent cars, running to every desirable point of the compass, from 242 to 1,000 miles and over without a change ? This advan- tage, which no city will probably equal, but which will be here increased by five to ten or more trunk lines within ten years, would countervail for many disadvantages, did any exist. But these have been sought for in vain. To pass over silently any which were perceived, in a discussion purporting to be full and fair, would be injudicious ; stamping the entire argument as su- perficial, if not dishonest. No one is discovered except lack of capital and labor. In lumber of all sorts, and in food, as already shown, Chicago is peerless. Yet, her chief strength lies in — Conjunction of coal, iron, etc. Chi. has neither. Conjunction of Coal, Iron and other Minerals. Nor I'hila,, nor N. Y. Chi. can have iron ore. Views fiiTor able to St. L Chicago has neither coal nor iron in close proximity, as yet discovered. Nor is it essential in even heavy iron manufocture that she should have. Philadelphia brings both fuel and iron from a distance, yet eclipses interior towns where ore and fuel are found side by side ; and New York at even greater disadvantage eclipses Philadelphia. It would be very possible, there- fore, for a city to import wholly its pig iron or blooms, and yet have great pre- eminence in iron manufacture. It would seem, however that Chicago must be able in large measure to take crude iron ore and transform it into engines, locomotives, nails and watch-springs. Strange as it may appear, the examination begins with an article in the interest of St. Louis. But it is the best exposition met with of the incalculable mineral wealth, deposited by nature upon the same grand scale which spread out prairies, dug channels for lakes and rivers, and reared mountains on the east and on the west of this uuequaled valley, nomouop!^^ '^^^ Superficial examiner might think that the prosperity of Chicago "'y- depended upon a monopoly of iron and other chief manufactures. On the contrary, as we saw in regard to commerce, she desires the largest freedom, ^!mmsq ^^^ '^^ general diffusion of manufactures. Because Chicago is the centre miles. "of the richest area of the globe— of 600,000— of 1,000,000— of 1,500,000 square miles — not only rich in agricultural productions, but in mineral wealth — must she become the great city of the continent. Should that wealth be locked up to the injury of the country, that tribute might be paid to Chicago? Nay; but because of wide-spread abundance, can each city, town and neighborhood have manufactories of their own ; and of their prosperity and extending wants, all of them will require now and then an article from the central city. Then, some articles, as bar-iron, nails, heavy machinery, etc., will be chiefly produced here. The more use can be made throughout the interior country of nature's rich gifts, the richer becomes Chicago from its dependent country, albeit it may have large cities. If not dependent, the wealth or poverty of the country makes no difference to the if dependent, we desire its every section to make the best possible use of natural advantages, that each may do its part to raise Each local- ity to have manufac- tures. Country to UHe its Wealth — -^to advance Queen of the Lakes Past, Present and Future of Chicago Investments. 223 the emporium of the "West to that position iu the scale of the Union wliioh the West itself may claim. Therefore, we begin with an article from the J- ^- Biakt, Merchants' Magazine^ October, 1866, entitled : — MINES AND MANUFACTURES IN THE MISSISSIPPI VALLEY. Mii..-«an.l niiiinifr. in By J. A. Blake. mihh. Vui. A trip through some of the leading mining States of the west, for the purpose chirfly Biineral of recording developments already made but secondarily of pointing out new fields wi-ulth pro- of promise, has led us at the termination of our travels to combine in one article u'fuc'iure*."' a review of mining statistics, and from their connection with and almost absolute control of another branch of industry, to point out and urge both the facilities and necessities for manufactories in the Mississippi Valley. If we succeed in showing where the chief workable minerals are, how they may be mined, and what the protiia shall be, what the natural elements of successful man\ifacturing are, how widely they exist, and what markets they may control, we shall have accomplished our object. The chief mining States of the Mississippi Valley are Missouri, Illinois and Iowa. Mo.— variety Missouri has a total area of 67,380 square miles. * * In the absence "'^ "niui-rals. of any regular scientific survey we are left in doubt whether there is not even better mining territory in the enormous area yet unexplored. Thirty-one valuable min- erals have been found. The enumeration is as follows beginning with the most important and extensive : iron, coal, lead, zinc, copper, platina, kaoline, hydraulic cement, nickel, cobalt, metallic paints, emery, plumbago, silver, gold, salt, sulphur, petroleum, silica, granite, marble, fire-clay, fire-rock, chalcedony, agate, jasper, alabaster, pipe-clay, salt-petre, muaganese, and tin. The iron ore deposits of Missouri comprise the famous Iron Mountain which with Iron ore. a hight of 228 feet and an area at its base of 500 acres it is thought will give for every foot from summit to base an average of 3,000,000 tons of ore ; Pilot Knob whose hight is 1,118 feet is known to be solid iron to 440 feet below the surface where the base has an area of over 200 miles; and Shepherd Mountain, 000 feet high, amass of the finest magnetic and specular iron ore. * * The Quality, ore is mostly specular, yields 56 per cent, of pure iron ; the product of which is strong, tough and fibrous. The coal measures in Missouri have been discovered in upwards of 40 counties. Coal. ***** The area of lead-bearing rocks in Missouri is said to be over 6,000 square miles. Loa.l. ***** Copper has been found in 18 counties in Missouri. * * * Copper. Illinois has an area of 55,409 square miles, nearly as large as all New England, liis.-va- She is the richest agricultural State in the Union, and yet one-fifth of her entire ^';:^>,^°l^_ area is mineral territory. Coal, lead, gypsum, silver, gold, petroleum, iron, salt, copper, zinc, freestone, lime and silver have been found. We have in a former com- munication spoken at length of the location, extent and quality of these minerals. It will be sufficient for the purposes of this communication to present a few ThVlTlinois coal field is estimated by Prof. H. D. Rodgers to contain 1,227 500,- Coai^^ it, 000,000 tons. The Pennsylvania coal field contains 310,400,000,000 tons. Al\ ,pnt Oalona lead There are three staples iu which Illinois is singularly ' strong. A e ^jan wheat OaU^na lead coal and lead. If she is not first in the former, she certainly is in the latter^ For 20 years the entire lead product of the country has come from the famous Oalena mines in Joe Daviess county, which, with judicious and regular working, would Chief seams. 224 Conjunction of Coal, Iron, and other Minerals. Iron abun- daut. Sllex, etc. Variety of minerals. Manufac- tures gen- erally to spread — — help a central city. Prof. Water- lunise. have been not only amply sufficient to shut off any foreign demand, but even to create a foreign market. A few mines circling Galena have supplied and smelted 15,000,000 pounds a year. The great Galena lead district occupies a portion of three States, extending East and West 87 miles, and North to South 54 miles. This belt includes 62 townships in.Southwestern Wisconsin, 8 in Eastern Iowa, and 10 in Northern Illinois. The portion included in Wisconsin and Illinois is directly accessible to Galena, and is called the " Galena Mines." This district has an area of 1,000,000 acres. The ore has been struck in every direction all over this great field. The lead is found in horizontal veins, varying from half an inch to ten inches in thickness. It is sometimes found in solid masses of great weight. The average of pure lead in the ore is about 70 per cent. Iron has not been extensively worked in Illinois, though it exists in workable quantities. It abounds in the Northern part of the State. In Hardin County, on the Ohio, large deposits have been found. Several furnaces are in operation. In ]\Ionroe and Randolph there are said to be extensive deposits of iron ore. About four miles north of .Jonesboro', in Union County, ami two and a half miles west of the Illinois Central Railroad, there is a ridge rising abruptly to the hight of 200 feet, called Iron Mountain. The base of the hill, for 50 feet or more, consists of fossil shale intermixed with masses of hematite iron ore. The best qualities of silex for glass manufacture are found in Alexander and Pulaski counties. Salt in Hardin, Saline, Effingham and Pope counties. Petroleum in Clark, Livingston and La Salle ; copper in Monroe, Fulton, Rock Island and Jo Daviess; crystalized gypsum in St. Clair; quartz crystal in Gallatin; gold in Jo Daviess and Fulton ; and silver in Stevenson county. Iowa has a total area of 57,045 squire miles, nearly the size of Illinois. Her area has not been ascertained. The State has not seen fit to order a geological survey. But from what appears on the surface of the country merely, is sufficient evidence of very great mineral wealth. Lead, coal, copper, hydraulic limestone, and iron have been found. Her coalfield is very extensive throughout the valley of the Des Moines. Lead is abundant in the Northeast; copper along the river opposite .Jo Daviess county, Illinois ; and hydraulic limestone in several of the central counties in the valley of the Des Moines. We wish in the light of facts now presented, to urgue the advantages that these rich mineral areas afford for manufactures. Space cannot be aiForded for the interesting argument in favor of manu- factures, naturally deduced from these premises. The iuexhaustible amounts, and wide distribution of coal, iron and lead, promise a general spread of common manufactures, to the great benefit of all interests ; ::nd the great variety of minerals will enable a central manufacturing city to obtiiu all requisite materials for extraordinary products. We are also indebted to Professor Waterhouse for another paper in the Merchants' Magazine, March, 1867 : — ■ THE ILLINOIS CHESTER COAL FIELDS. By Prof. Waterhouse. ins. Chester Some researches which I have recently made on the subject of our iron interests have led me incidentally to investigate our available resources of coal fit for the manufacture of iron. The following results are derived from authorities which seemed entitled to credence. If there are errors in the statements, it is thought they are not of sufficient magnitude materially to affect the soundness of the general ^^ conclusions. The Chester coal bed is located in Randolph, Jackson and Perry counties, Illi- nois. Eighteen thousand acres has been tested, and three strata of coal found. The situation and richness of these beds are indicated in the following figures : Strata. Vpinn _ r,-* '" Depth. Thickness. l"^^^- 36 feet. 6 feet. feeCOnd ■t't ,1 ^j ^^ '^^•''•i ^""i^l!"!ZZ!ZZZ"""Z'"'" 119 " 6^ " Past, Present and Fnfiire of Chicago Invnstmrnts. 225 The quantity of coal in the area already examined is, according to the common Qnintify. methods of measurement, 4-j(),00l),(i0() tons. So vast an amount fatigues the im- agination. The quantity is practically inexhaustible. The coal deposits of Illinoi* alone are said to exceed those of the United Kingdom of Great Britain. The Chester mines are accessible and convenient. There seems to be a provi- Cf,nfl(niouB dential design in their location. In the immediate neighborhood of our colossal '" '''"" mountains of iron, there are immense beds of coal fit for the purposes of smelting. """"''"'°- The coal field lies only twelve miles from the Mississippi lliver, fifty miles from tlie . iron mountains of Missouri, and seventy-two from St. Louis by river. A railroad Rniiwuy to from Chester to the mines is now contemplated. This road will connect with ihe^'el'"'"- St. Louis and Cairo Railway, which has been already surveyed. It will be twelve miles long, and cost $300,000. Tho quality of the Chester coal is superior. Its freedom from impurities fits it Qimllty for the manufacture of iron. It has less than one per cent, of sulphur, and i3''"l'""or— comparatively free from bitumen. It has been tested in the blast-furnaces of Ironton, Ohio. Tried by practical men, it has borne the severest tests, and proved its superiority to the coal from the mines of Hrier Hill. Heretofore this Ohio coal— tonricr has been regarded as the best in the country, but now it must yield its preeminence '!'"• to the Chester mines. Iron manufacturers assert that this Illinois coal makes a better and stronger metal than the Scotch pig. The value of these exhaustless coal fields to the Western country may be inferred Conl tn mnke from the fact that there are, in the whole Mississippi Valley, but three other places '''"" '" ''"'''* where coal suitable for the manufacture of iron is found. put. The mines of Pittsburg yield golden revenues. The shipments from that port Pitts, mines, during last November were 2,600,000 bushels, and the net profits $800,000; (550,000 tons were Imded at Cairo for marine and manufacturing uses. St. Louis annually consumes 400,000 tons of coal, at an average of $3.75 a ton. In 1860 Pennsylvania Pa. product, shipped to the tide water upwards of $67,000,000 worth of coal. There is no sub- stantial reason why the Chester mines should not yield a corresponding wealth. The strongest economic motives urge the West to develop its own coal fields. Wi'st to Coal from the Chester beds can be delivered on the banks of the Mississippi at i) its $1.50, and at St. Louis for $2.20 a ton. _ '^'"'; This coal can be used for manufacturing purposes. But it is a strange illustration ch.'sf-r conl of the indifference of Western men to their own interests that blacksmiths within ^'^JJ^p" '""■ thirty miles of the Chester mines are using for their forges an inferior coal from '" *>■ Pennsylvaaia. The freight from Pittsburg is more than the total cost of the Chester coal. The Pittsburg coal must be converted into coke before it can be used f^or Compnrwl smelting iron ore ; but the Chester coal requires no change. It can be used in its w'tl> l't«»- original state. Steamboat men prefer this coal. It generates more steam, and is free from clinker. On the lower Mississippi, Pittsburg is bringing $6.00 a ton. Illinois coal can be furnished for one-third of this price. Dr. Litton, Professor of Chemistry in Washington University, has recently Dr. Litton. analyzed two specimens of Chester coal, with the following results : Moisture -'^^ percent. Analysis of Volatile Combustible Matter 31.02 " Clieuter coal. Carbon in Coke '^Y^^ Ashes (light colored -Vn Coke 60.00 I Sulphur ^' Sulphur and Bitumen are the chief elements which unfit coal for the manufacture T.mio 8..1- of iron. The amount of these substances in the Chester coal is surprisingly small. [Ij,^^,,.,; The early doubt that mineral coal could be used, without coking, to make iron, c.,ki>,K un- is now dissipated by conclusive facts. In Pennsylvania and tlie Mahoning \ alley, necessary, raw mineral coal is not only employed in making iron, but it is .actual y driving charcoal furnaces out of competition. Raw coal affords a far intenser heat than coke. The richness of our ores and the superiority of our coal greatly increase the productive capacity of our furnaces. . The fortunate inventioa of the Bessemer process of smelting iron, will still Bessomor further enlarge the results and diminish the cost of production But even if it is I • necessary to reduce the Illinois coal to coke, there is still a prohtab e J'ff^rence in our favor. The cost of coking Pittsburgh coal is 70 cents per ton ; that of Chester, 50 cents per ton. •Of what 18 the " volatile combustible matter" composed? suggests Col. Foster. A query. 226 Conjunction of Coal, Iron, and other Minerals. Coal used But practical experiments show the fitness of Chester coal, in its raw state, for •^w. the manufacture of iron. The importance of this fact can scarcely be exaggerated. Benefits to It will lead to the erection, in the vicinity of St. Louis, of the largest iron works St. L. in the United States. It is difficult to magnify the possible extent of this industry. Thirty thousand tons of iron were recently shipped from Ironton to Pittsburgh to fill a single order. Doubtless a portion of the iron manufactured from this ore ia brought back to St. Louis. Our dealers would, therefore, incur a triple expense. Cost of iron Freight of ore to Pittsburgh, per ton $7 00 at Pitts. Freight of manufactured iron from Pittsburgh, per ton 8 00 Cost of manufacture, per ton 8 00* Chi. rejoices in St. Ls'. prosperity. Both must import ma- terials. St. L. can- not supply Chi. Near Ches- ter the place. Cost Chi.^ per ton extra. Offset in freight facilities. We rejoice in the prospects of St. Louis for maDufacturing. The more numerous and larger the cities of the Great West, the larger must that become which shall be emoorium of all. Therefore Chicago rejoices in the special advantages of each, the general of all. Neither St. Louis nor Chicago having coal or iron in close proximity, they expect their commercial and distributing facilities will enable them to compete with sites more ftivorable for one or the other or both minerals. As between these chief points, the difference in cost of transportation would be the first item to be coiisidered, though there are others. Were Chicago compelled to draw coal from Chester, iron from the Iron Mountain, she would have to lose the first manufacture, and take pigs and blooms. But would that profit go to St. Louis ? The furnaces on the Mississippi that could supply Chicago, would have so wide demand from other cities of the West, that to save a few cents per ton each on ore and coal, would be a good profit. To Sulphur Springs on the Mississippi, just above Chester, is 40 miles from Ironton. There, or in the vicinity, will coal and iron come together, pigs and blooms costing Chicago the extra tonnage by river and canal with no handling. If we depend on Chester coal also, the same extra cost lies against us, perhaps S2. per ton on iron and coal. Against this, we have, as we shall see, an important advantage in climate ; and how far could St. Louis distribute manufactures upon the 11,000 miles of western railway, listed p. oG, before her advantage will have been doubled, tripled and quadrupled in railway freights ? So that had we no sources of supply but those of St. Louis, we could still compete with her successfully. But we have other dependence. First — Prof. AVater- house hard on Pitts. *Were the Professor's subsequent calculations given, some sharp fellow or other might set himself to analysing them, and imaj;ine something wrong ii the figures, casting discredit upon other stiitements which are doubtless correct. One would suppose that such a "triple expense" was enough for poor Pitta- burgh to beiir ; but the iron-hearted St. Louisian cyphers it out. that "a daily product of pig metal would cost at Pittsburgh $.^SS.OO ; St. liOuis, $226.80. Difference in favor of St. Louis furnace, $361 20." All this Pittsburgh has to bear, besides the extra cost of 20 cents per ton for cokiug. Anybody but a St. Louisian would have let Pittsburgh off at a cost of $2.3.00. throwing in the first cost of the ore, as the Professor did ; for that makes him pay $7 per t-"lot'« dotte Mills : and that it improves the other ores materially wheu mixed with them. - • The increased demand for the Jackson and Cleveland Mountain ores is sufficient ground for the assumption that they are the best to be obtained without, the aid of The comparison given above, but with the addition of scientihc tests there is no longer room for doubt. It has frequently been placed in the most trying places and subjected to the severest tests, but we have yet to learn that it has been found 228 Conjunction of Coal, Iron, and other Minerals. 70 per cent, wanting. A chemicil analysis of the ores of this region make them yield ahout 70 iron. per cent, though in many instances they will far exceed that, and of the quality we need no further evidence than that heretofore given in our pages. Col. Fostcr'a The most complete, satisfiictory account of the Lake Superior iron district S^ctory.*met with, is that of the accomplished geologist, Col. J. W. Foster, in 1865, to the Board of Directors of the Iron Cliffs Company. The whole is impor- tant to a full understanding, but space can only be given for extracts. In Part I, Geology, after describing the geographical position, he gives — Area of iron Area of the Iron Ores. — There is no region of the earth where the ores of iron ores— are developed on a scale of such grandeur, or concentrated in such a state of puri'y as on the southern shore of Lake Superior. Dannemora, Nijny Tagilisk, Elba, or Missouri may contain isolated deposits equally rich ; but these combined would occupy a mere patch on the surface over which the ores of this region are known to be distributed. —150 miles This area is somewhat irregular in outline ; its length, east and west, is about 150 E. and W., jjjiies^ with a variable width, north and south, of from 6 to 70 miles but the greatest and S ' concentration of these ores thus far observed, is in Township 47, north, Ranges 26, 27, and 28 west. Mode of Mode of Occurrence of the Iron Ores — It may be stated, as a general rule, that the Occurrence, great iron deposits of the district occur in close proximity to the igneous rocks, mainly greenstone. This rock forms nearly all of the prominent peaks of the region, not in continuous ranges, but in a succession of dome-shaped knobs, while the iron ores repose upon their sides or dip beneath their bases, so that the greenstone appears rather in the form of intercalated beds than as wedge-shaped masses. Knobs or 'j;{je ^yhole region has been subjected to a powerful denudation, and the greenstone " ■ being the more unyielding rock, has been left in the form of knobs or of ill defined ridges. I cannot recall an instance where it forms a true axis of elevation. Beds 400 or The beds of iron ore often attain a thickness of four or five hundred feet, and 500 ft thick n^_.^y ^g traced longitudinally for five thousand feet, but they are far from being persistent in character. Quartzose The quartzose materials so abound that it is only in pockets, or lenticular bands, mitemls i]ri^i the highly concentrated ores are found. This is seen at all of the mines which have been extensivsly worked, and the necessity of sinking below drainage has already arisen, and preparations have been made to meet it, by driving adits and by erecting pumping machinery. Varieties of Ores of Iron. — The iron ores of this region may be arranged under the following •"■«• heads : 1st, Magnetites ; 2d, Red Haematites ; 3d, Brown Hsematites ; 4th, Mangan- esiferous Ores; 5th, Argillaceous Ores. [These are described and the location.] Worth, little Localities of Iron Ore on ttie Company's Lands. — With our present knowledge of known as thg^g lands, it is to be presumed that we know very little of the metallic wealth which they contain. Even of the known deposits, few have been systematically explored, and I liave information as to the existence of others which I have been unable personally to inspect. The explorations in the future will undoubtedly prove as auceessful as in thepast. Great Tari- Enough, however, is known, to give the assurance that these lands contain a ex^iiuustless. pomhination of ores not before observed in the district, of great purity, exhaustless in quantity, and most favorably situated for mining and smelting. [After 15 pages of description of the various mines. Col. F. adds : — ] More exam- I here close my enumeration of the observed localities of iron ores on the dTvl'lolf Iron Clifi'd Company's lands. Further reconnoisances will doubtless add largely to moremeriis. *^^ ''^*- I have not had the time carefully to examine and pass upon the merits of but few of these deposits. To arrive at a true estimate of value, the explorer must lead with his axe and hammer, to be followed by the miner with his pick and Superficial shovel, and then by the chemist with his crucibles. He who professes to judge of insufflcient. *''*® '^^al^e of a deposit at a single glance, has powers of observation which I cannot claim. The "mountain masses," of which so much has been said, whether in Dan- nemora or Missouri, or on Lake Superior, are not all merchantable ores. I saw the Cleveland and Lake Superior mines at a time when I could not direct at what point 20 tons of merchantable ore could be extracted. Past, Present and Future of Chicago Investments. 229 Enough, however, has been revealed to enable me to assure the Company that First diws they have an abundance of first class ores, and some of them containing valuable'"'"'' properties heretofore undetected in the region, to answer all of tiie reiiuirements "'"""'''"'• for local use and for exportation, in positions accessible to railroads, and high Ili-h above drainage. The latter consideration is a matter of prime interest in all '"""inB— mining enterprises. The disadvantages of working under drainage are not simply —its aavan- the cost of lifting the water by powerful pumps, nor even the increased expense of '"i="'8- sinking, compared with throwing down. For wliile there may be a sump hole deep enough to collect the water, it still permeates through the seams ami tissurcs of the rock, which renders repeated charging and firing in the same holes almost im- possible, and the drilling and firing much less effective of results. In the mines now principally worked the necessity of soon working under drainage is already recognized, and preparations for that purpose are making. At the Tilden and Fos- 100 feet ter mines, breasts 100 feet in height can be attained at an inconsiderable expense, •""•-•'"t. compared with the benefits to be attained. Mode of Mining. — These ores are wrought in open quarry. Belts of peculiar Moilo of richness, varying from 40 to 100 feet and even more in width, are found intercalated '"ii'ing. with jaspery and argillaceous materials, which close up, and again expand. In approaching these belts, it is often necessary to trench, or tunnel tlirough an unpro- ductive rock at right angles to the prolongation of the ore-deposits, which, when reached, are worked in open trenches, often 500 feet in a linear direction, and often with a breast of sixty feet. It is necessary to throw down the ore with blasts. Ula»ting. The jumpers used are made of 1} inch steel, expanded into bits of \\ inches. The holes are sometimes sunk to the depth of 14 feet, using for the purpose sinking hammers of the weight of about 8 lbs. The degree of hardness in the ore is variable. The superintendent of a mine informs me that he has known three men Knso of to work 11 hours to penetrate a foot in a jaspery ore ; and again, in a red hiematite, '''''''le the same force has been penetrated 14 feet in the same time; but the average sink- ing in the granular or specular ore is about 8 feet a day. It not unfrequcntly ninsti throw happens that a single blast, where the miner has availed himself of the seams in <'"•«"> 'lOOO the ore, throws down 1,000 tons. " ' The deep holes are generally charged with from 2 to 7 feet of powder, and covered ."i tons a day with from 1 quart to 2 quarts of sand ; and it often happens that the first blast ^" '"'"'■•■'of- merely shatters the rock, and repealed charges are required to throw it down. The amount of ore thrown down ought to average 5 tons to a man each day. The lirniipn wiih ore is broken up with heavy sledges, loaded into carts, which convey it to covenieni '^''■''j;"''- platforms, from which it is dumped into cars. The cost of mining a ton of ore at C-wtJl.eo to this time, when miner's wages are $2,50 a day, is from $1,25 to $1,50 a ton. Then in Part II, Metallurgy and Commercial values, Col. Foster considers — The Lake Superior Ores. Their Peculiar uses and Application. — I propose toUsojinn.l^ enter into the metallurgy of these ores so far as they possess qualities whicli do not "'/',',r,'!g""" appertain to the impure carbonates of the Coal Measures of Western I'eiinsylvaniap.i. , aid Ohio and Nordiern Ohio. The furnaces which have sprung up in this portion of the tl'i<'f con- Appalachian coal field, are the great consumers of the Lake Superior ores. This """"'"• consumption, great as it is, will, with the development of the country and with enlargeil facilities of communication, assume still more collossal proportions. From these ores, with skillful manipulation, can be made an iron of almost any ^y^'l;'^.!!';" desired strength, ductility, or tenacity ; capable of being drawn into i he finest wire, JJ,;^'^^ or forged into the most ponderous anchor ; of being rolled to the thinness of paper, or tiie thickness of an armour plale; of being converted into a needle for the finest cambric, or a cable to sustain the weight of a loaded train ; of being softened so us to receive the slightest touch of the graver, or hardened to take almost the celestial temper of Michael's sword. Foreign Ores Analogous to those of Lake Superior.— Of all the foreign ores, those l^;;;;;',^,^;*" of Sweden, in their mode of occurrence and in the peculiai qualities of the iron, present the strongest resemblance to those of this district. England derives her main supplies from the argillaceous ores of the Coal Measures '■•»(^- and the Lias, while the balance is made up of the spathic carbonates and the red »" • heeraatites of the Carboniferous and the brown hasmatites of the Oolite. In France and Belgium, the limonites furnish three-quarters of all the iron ore; Franco and Prussia, on the other hand, has a large variety from which to select, such as brown *> • and clay iron ore, black band, red and spathic ore, bog ore, and to a limited extent magnetic ore. 230 Conjrmction of Coal^ Iron, and other Minerals. Russia In Russia, the magnetites enter largely into the production of iron, which has a reputation second to that of no other country. [An account of the Swedish mines is omitted.] Analysis. Analysis of the Lake Superior Ores. — While these ores are as free as those of Sweden from all those substances which impair the value of iron, and which the most careful manipulation has failed thus far to eliminate, they surpass them in one respect, in their freedom from sulphur which in the Swedish ores is, as we have sufphiir. seen, got rid of by calcination — a process to which the Lake Superior ores are not Little man- Subjected. On the other hand, the Swedish ores contain a notable percentage of ga-jese mano-anese, which, in the ores heretofore shipped from Lake Superior, has been hitherto. fQmjj in a hardly appreciable amount; but now, ores rich in this substance are Now fouud. known to exist, and under circumstances to be made available. [Analyses are given from Foster and Whitney's Report, and some by Bar, published in Paris 1857. The "Impure Carbonates of the Coal Measures," exhibits the injury of sulphur and phosphorus in most ores, which is followed by " The Effects of foreign Ingredients on the quality of Iron and Steel," thus concluding — ] Fiee from From this somewhat extended review of the chemical composition of iron ores, hurtful— it will be seen that on the one hand, while those of Lake Superior are characterized by an almost entire freedom from those substances which are hurtful to the manu- — abound in faclured product, on the other they possess, and particularly in the recently gooJ discovered manganeseferous ores, qualities which will neutralize, to a certain extent, qualities. y^^ defects which appertain to the coal measure ores of Ohio and Pennsylvania. Mixture of Admixture of Ores. — The standard of iron has vastly improved since iron-masters ores— resorted to admixture, either of the different ores to produce pig-iron, or of different — sives best qualities of pig-iron to produce the bar. In this way it is maintained a better iron. iron is produced than from any single ore, however meritorious ; and fortunately, at this day, the means of intercommunication are so direct that the iron-master may command the pig-metal of half a continent, and make his fusion with little enlianced expense. Buffalo fur- At the Union Works, at Buffalo, which for completeness of structure, including nace. all details, I believe to be unsurpassed in the country, the admixture is as follows: Its mixture. 5. 13 Lake Superior, yielding 65 per cent. 5-13 " Champlain " 60 " " 2-13 Clinton, N. Y., silicious, yielding 45 " " 1-13 Blackband Tuscarawas, Ohio 45 " " Average 58 6-13 " " Silica added ^g these ores are not silicious enough, perse, to make a good cinder when brought in ux. jij contact with lime, a limestone containing 15 per cent, of silica is selected as a flax in preference to a pure carbonate. Lake Cham, 'phe Lake Champlain ores are delivered at Buffalo cheaper than those of Lake or,; c icipc, -giipei-ior. Other things being equal, the latter would be substituted to the extent of 10-13. T)iiiak6l To make a ton of iron are required, — Anthracite, (Pittston Valley,) 3,600 lbs. tomrou. Combined ores, 3,600 lbs. Limestone, 1,000 lbs. C.)st of in- xhe cost of these ores in Buffalo in 1863, was — Lake Superior, $7,00 per ton; grea.ontrt. ^.^^^ Champlain, $6,40 per ton ; Clintou, Oneida County, $4,05 per ton ; Black Band, Tuscarawas, $7,00 per ton. m'utv'"'°'* '^^ Pittsburgh, each manufacturer uses the product of different furnaces, to pro- duce, as his experience suggests, the precise quality of iron fitted for the u= intended, whether castings, bar-iron or steel, a wiety'^°'" '^'^ ''"'^ '^ ^'^"^ '"''^"S*^ ^'^ ^'^I'^^t from, for to this point is sent the product of the furnaces from Eastern and Western Pennsylvania, Ohio, Tennessee, Kentucky, and Michigan, and made from a variety of ores— the brown and red hjematites, the specular and magnetic ores, and the argillaceous ores of the Coal Measures, and with a variety of fuel— the anthracite, the hot and cold blast charcoal, the raw bituminous coal, and the coke. mTJwifa ^*' ^'it-lsburgh, to make a ton of pig-iron, are required— Lake Superior iron, l.V tons; (Joke, 125 to 130 bushels; Limestone, .\ ton. For rich Tlie effect of making the burden of the furnaces entirely of the rich ores of Lake o^orc^s-""" '5"r""'0'' i^ '0 increase their yield, and this yield is estimated as high as 60 per cent, as compared when the lean ores of the coal measures are employed. The — ^an pay irori-masti ■• • r ^ __ . tl.: per ton. ,„ ^^.^^ ^ Lster, therefore, of Northern Ohio, or Western Pennsylvania, can well afford ^12 per ton for the imported ores from Lake Superior, rather than $5 per tun tor thusc whicu occur in the vicinage. Past, Present and Future of Chiaigo Investments. 231 Hitlierto, tha ores sent from Lake Superior have been of a single clianicter, if Only l kiml we except the limited shipments of red lucmatite from the Jackson mine; hut the "*1"^''^*-*J- explorations on the Company's property show that there exist in economical quanti- ties, at least six varieties of ores, and each free from noxious ingredients, from Vnrletieg which the iron master may make his comtiinations to produce an iron of almost ''""'5®' any desired quality. These varieties 1 recapitulate: magnetic, specular, red oxide, brown hsematite, argillaceous oxide, and manganesiforous ore. That these ores smelted separately would produce a homogeneous iron is not to noru'fltg of be expected ; but that each possesses certain properties, differing one from another, '"'"'"K- in reference to elasticity, extensibility, tenacity, hardness, etc., is evident from the whole history of iron metallurgy ; and in discussing these properties I regret that JiKlRment my judgment is formed on the chemical composition of the ores, rather than the *""'J""''"j^' result of actual working. Of this great fact I am convinced, that the highest cul. capacities of the Lake Superior ores have not been developed. Special Qualities of the Iron Ores. Steel Manvfacture. — It is a well established Stcul mnfr. fact that the finer varieties of steel are only made from the specular and magnetic ores. The famous Indian wootz is made from a magnetic ore containing about 40 per cent, quartz and 58 per cent, magnetic oxide. In 1862, Great Britain, notwithstanding she smelted over 4,500,000 tons of pig- Eng. supply, metal, imported upwards of 36,200 tons of iron from Sweden, Russia, and Madras, mainly for steel purposes. The Dannemora iron prepared for steel purposes costs the Sheffield manufacturer £30 per ton, which is five or six times more than the price of ordinary coke iron. The enormous price of foreign iron has led the English manufacturer to resort to the home product as far as possible, which, with the extreme care in its fabrication, is found to be suitable for the ordinary uses of steel, but the finer varieties are still made from the product of specular and magnetic ores. It is evident that the time is rapidly approaching when the United States will no U. S. to longer be dependent on England for steel. Within the past few years Pittsburgh has ^^^^^ '" entered largely into its manufacture, making every variety, from the coarse steel pitu. mnfr. for ploughshares to that for articles destined to receive the highest temper and polisli. In 1862, she produced of Cast Steel, 5,350 tons; other kinds, 14,850. _ _ Increase. Compare this with the product of other countries and we shall be struck with its Fon-ign magnitude. England produces annually 40,000 tons ; France, 14,954 tons ; Prussia, '"■'f''- 6,453 tons; Austria, 13,037 tons. In this province, I foresee a large demand for the specular and manganesiferous ores of Lake Superior. The Bessemer Process. [An interesting account Col. F. thus concludes:— JThe great Bosaemer desideratum, so far as relates to the uses and applications of iron, is cneop steel, and process, those who are interested in such matters were disposed to hail the P>e8seraer process as the harbinger of such an event. It is of immense importance to the raiUyay Stoei f„r interest alone; in the substitution of the steel for the iron rail, since experiment has ra.i«a} . shown tliat it is eight times as durable, while at existing prices it is not eight times as expensive; and there are thousands of other interests in which the substitution would be equally beneficial. „ , ,,., ^ The specular ores of this region, rich in iron and in their freedom from phosphorus ^;»^^'«t ^o--^,',^ and sulphur, and the manganesiferous ores in close proximity, ofter the most ^^^^^^^^ promising field in the world for the realization of this great problem. The various uses of irou are considered, llailroad Bars, Armour IMate. v,mous Gun-Metal, Car Wlieels, Wire Rope, showin,2j Lake Superior irou suitable ; then a " Table showing the tensile Strength of Wrought Irou " i.s introduced, strength, of which the most important tests having been given, p. 227, it is here omitted. Col. Foster thus considers — Slren:;th of Lake Superior Ores.-The French irons, which show no very remarkable French iron. '^S S^iZ, wSl^i^ows^ i;?:::;g;^^nsurpassed except in a I.w instances, Kus..n. " Tir^PhXp^Sui^rrfdraTn^iron, which shows such marked tenacity, was made PH„Up. frorthrmagnetic ores of the Andover mine, which, unfortunately, has become bu.,. exhausted. 232 Covjunction of Coal, Iron,^ and other Minerals. Salisbury, Ct., and Pa. Major Wade's test of Lake Sup. iron. Best admix- ture — — for various uses. The iron of Salisbury, Ct., Centre and Lancaster Counties, Penn., is made from the brown hematites, and in charcoal furnaces, and is fully equal to the standard of the best English iron. The specimen of Lake Superior iron, which shows a greater tensile strength than any on record, was made iu a Catalan forge, and drawn out from a bloom at the Jackson works. It was selected by me on the spot, and placed in the hands of Major Wade of the Ordnance Bureau, whose office it was to test the strength of guns made for the Government, and the results of his experiments are given in the above table. En resume, it is believed that the following admixtures of Lake Superior ores, will produce iron of the required qualities : For steel, the specular ores with 10 percent, of manganesiferous ores. For iron requiring great tensile strength, specular ores. For soft iron, easily turned, for machinery, where extraordinary strength is not required, the brown bsemetites. For railroad iron, where hardness and tenacity are required, specular ores with the addition of 10 per cent, of the manganesiferous ores. For gun metal, a union of the specular and brown haematites, with 10 per cent, of the manganesiferous ores. For casting car-wheels, equal mixtures of the specular and brown hsematite ores. For smooth castings, brown htematite. [The Production and Shipment of Ores, are omitted, as we have later information.] Distribution of Lake Superior Ores. — The subjoined statement, though not claimed to be strictly exact, is believed to be nearly so : Furnaces. Roll. Mills. Gross Tons, Places where Lake Sup. ores were used, 1861. Buffalo. Pittsburgh. Ehenango Valley. Brad}''s Bend Iron Co. 1 Buffalo 2 Pittsburgh 3 Shenango Valley, New Castle, Sharon, Middlesex... &c 4 Brady's Bend, Pa 5 Mahoning Valley, Youngstown, Niles, Mineral... Ridge, &c. Ohio 6 Black lliver Loraine County, Ohio 7 Cleveland, Ohio 8 Massilon and Dover, Ohio 9 Toledo, Ohio 10 Detroit 11 Lake Superior 12 Miscellaneous, mainly for furnace linings at Wheeling, Zanesville, Ironton, Cincinnati, Kittaning, &c 10 3 12 2 1 3 1 3 6 52 1 25 34 28,000 50,000 56,000 5,000 60,000 2,500 5.000 2,000 16,500 12,000 4,500 241,500 1. -S(^aZo has become a leading mart in iron manufacture. The Union Iron Works comprise three furnaces and one rolling mill. The annual product is about 24,000 tons of pig-metal, which is consumed by the rolling mill, producing bar iron of extra sizes, such as rails, girders, propeller shafts, etc. Pratt & Co. have, within the past year, erected a furnace of 8,000 tons capacity. The fuel employed i6 anthracite. 2. Pittshurgh. — Of the seven furnaces two are owned by Laughlin & Co., two by the Lake Superior and Pittsburg Company, and three by Graff & Bennett,— each of which has a capacity of making twenty tons of pig-iron a day. The best coal for smelting is obtained on the Connelsville Railroad, sixty miles from the city, from a 12 feet seam. It is a soft coal, too bituminous to use raw, but makes an admirable coke. 3. Shenani/o Va lie j/.— These furnaces are owned as follows : J. M. Crawford & Co., 1 ; Reis, Brown & Berger, 1, New Castle; James Wood & Co., 4; Coleman, Westerman & Co., 1 ; C. \l. Reed & Co., 3,— Middlesex. Some of the furnaces will produce 6,500 tons of pig.iron annually, but the average will not exceed 5,600. Some are run entirely with Lake Superior ores, while others are run with a mixture of local ores. The fuel employed is raw coal obtained from a seam near the base of the coal measures. 4. Brad,,-s limd Iron Co.— This large company, whose works are located on the Alleghany River, have thus far used the Lake Superior ores sparingly ; but with Past, Present and Fnlnrn.(>f Chicago Investments. 233 Bo Bri improved reilroad communications with Lake Erie, which will soon be open, they will hereafter become large consumers. 5. Mahoning l^«i!%.— These furnaces are owned by the following firms : Brown, )nnel & Co , 1, Wm. Ward & Co. 4, Niles ; Jouth Ward, & Sons, 2, Mineral liidge' •ierIlillCo.,2, Crandal, Tod & Co., 1, Eagle Furnace Co., 1 , J. B. Canfield, l[ Youngstowu; and McCrary, Bailey & Co., 1, Lowelville. The ores employed are mainly Lake Superior, with tlie kidney rock, and black- band ores of the neighborhood. The proportions are the iron-master's secret, but he produces an iron of great strength and tenacity. Throughout this region occurs a coal known as "Brier Hill," which is used in iron smelting. It has a si ily clearage, is of a glossy jet-black color, does not soil the fingers, ignites rapidly, does not agglutinate, gives a white ash, and is free from clinker and sulphur. Chemically, it gives upwards of 61 per cent, of fixed carbon and less than three per cent, of ash. About 2h tons net, of this coal are required to produce a ton of pig-iron. Each furnace consumes about 7,000 tons of ore annually, and produces about 5,600 tons of pig-metal. [Minor points are omitted; also, remarks upon the Local Consumption of Lake Superior; and upon Fluxes.] The Frospeclive Demand for Iron. — It is not reasonable to suppose that there will be an over, production of this most precious of metals. Its use is so intimately connected with the history of the civilization of man, is so thoroughly incorporated with every branch of operative industry, that we can hardly conceive of any material benefit to be conferred on the race, which shall not be dependent on this substance for its .iccomplishment. Few persons -.stimate its full value in all that relates to the production, the transformation, and the distribution of the materials of wealth, extracted first from the sea, the soil, or the deep recesses of mines ; then fashioned by a variety of processes, chemical or mechanical, into articles for food, raiment, shelter, locouiotion ; and finally distributed to the race for consump- tion in every quarter of the globe ; and yet in every transformation, Iron has performed a most important part. The railway interest of the United States alone requires an amount of iron for its annual maintenance equal to the national production a quarter of a century ago. There are in the loyal states over 34,000 miles of railway completed, or under construction, originally requiring over 3,000,000 tons of rails, and requiring an annual replacement of 370,000 tons ; or if we embrace the whole Union, there are nearly 50,000 miles of railway, originally requiring 4,600,000 tons of rails, and an annual replacement of 575,000 tons, whicii is in excess of the whole product of the country in 1850. Although our railways have been constructed largely of English iron, the financial condition of the country is such and is likely to remain so, thai we have largely ceased to import, and must depend on our local resources. Iron Product of Principal States, 1850 and 1860. {U. S. Census.)* Miihniiing Valley. RrifT Hill foal. Other placea omitted. PifiHpective ■Iviimnd for irou. Its intrinsic worth. Wanta of mil ways, Thtir extent To iipe Aiiiaiicaii irou. Cr. S Ceruut. States. Tons of Ore Mined. Tons of ?ig Iron. 1850. 1860. 1850. 1860. 6,000 7,676 27,909 35,450 46,. 385 877,283 51,266 99,886 140,610 6,200 2,700 3,000 37,000 72,010 67,319 88,810 1,000 4,500 25,000 20,700 176,375 1,706,476 67,800 79,200 228,794 . 200) 320 r 12.287 13,420 23,022 285,702 24,631 43,641 52,65» 1,850 G60 1,000 19,250 24,245 22,163 30,420 3,224 13,700 11,000 63.145 65:l,r)C,() New Jersey 2'.<.()IS Maryland Ohio 30,500 94,647 375 17,900 4,600 42,000 73,600 23,217 63,220 10.400 2.000 22.000 Kentucky 23.362 9.096 Tennessee 18.417 Total. 1,563,004 2,514,282 555,469 £84,474 Product iron ore and pig iron, 1850, ISGO. ♦These figures vary from my copy of was 8,218,275 tons. The total pig was the census. The table of ore in 1860, including that uiauufactureJ, 987,559 tons. The above table is only of the "principiil States." Error as to Mich. 234 Conjunction of Coal, L-on, and otlwr Minerals luiuous coal Competiii; ores. Increase This table is instructive as showing that, in those States where charcoal is the with bitu- fuel employed in smelting, there has been no increase, and, in many instances a fallin"- otf ; but the great increase has been in those States that could resort to the coal fields of Pennsylvania and Ohio for fuel. [The table of annual product of other Nations is omitted.] Competing Ores. — The specular and magnetic ores have been introduced into the Ohio Valley from two other sources, in competition with the ores of Lake Superior, viz: Missouri and Lake Champlain. It falls within the sphere of this report to discuss the question of additional supplies. Missouri Specular and Magnetic Ores. — In the counties of Iron and St. Francois, from 80 to 90 miles south of St. Louis and 60 miles west of the Mississippi River, occur the famous Iron Mountains. These are three dome-shaped hills, known as the Iron Mountain, Shepherd's Mountain and Pilot Knob. The former is distant from St. Louis 81 miles, the latter 86 miles. Freight TliesG miiies are separately considered, and though the yield " is hardly Superior, as rich as the Lake Superior," yet the item of transportation is so much in favor of Lake Superior, that Col.. Fo.ster observes: — These ores used in A'. Y., Pa., 0. Mo. ores South. Deraanci increasing. Kapiri in- crease of Lake regiun. These mnfg. towns to beat Eug. To produce our own irun. These views trustworthy. llesults con- firm judg- ment. Advantages of Chi. iu transporta- tion — — mixing orea. But apart from these considerations, my impression is, that with a restored country, and commerce flowing through its accustomed channels, the Lake Superior ores will monopolize the markets of Western New York, Western Pennsylvania, and Northern Ohio , while the Missouri ores will seek their appropriate fuel in Southern Illinois, Southern Ohio, and Kentucky. * * From the foregoing details, I think we may assume that, with the enlarged facilities for transportation read^' to go into operation on the opening of navigation, and with an equalized scale of labor iu mining, the Lake Superior ores will be used throughout a widely extended circuit, whose outer margin will reach central New York, the western slope of the Alleghanies in Pennsylvania, central Ohio, and northern Illinois. This circuit embraces the most favored portion of the United States. Here pop- ulation duplicates itself each decade of ten years, and to keep pace with this growth the iron product should duplicate itself also, — to say nothing of the multiplied uses which spring up as a people advances in wealth and refinement. It is the chosen seat of agriculture, and contains a coal field long enough and broad enough to cover Great Britain. It requires no prophetic power to foresee that, within this area and for all time, there will be an almost unlimiteil demand for these ores. Pittsburgh, the Mahoning, and the Shenango Valleys, to say nothing of Buffalo, and the ports on the southern shore of Lake Erie, will, as seats of iron-manufacture, outstrip Yorkshire, StatFordshire, and South Wales ; and fifty years henae, when our resources shall have been thoroughly developed, our descendants will wonder, that, with an exhaustless supply of the purest ores, with the cheapest of all modes of conveyance — lake navigation, — and with ample supplies of fossil fuel suitable for smelting, in a lieaitliful climate, and amid a productive soil, we were so long dependent on foreign sources for that most precious of all metals — IRON. These facts and opinions, prepared by one of the most accomplished, most practical geologists of the country, after careful exploration of the Lake Superior region, and with extensive knowledge of the whole subject of mineral supply and of its uses, are worthy of more than ordinary credence. The rapid increase of demand for these ores each of the three years since the.se mines were explored, abundantly confirms Col. Foster's judgment as to the superiority of these ores. If so valuable as to bear transportation into the interior of New York, Indiana, Ohio and Pennsylvania, supplanting the home product in even both these last States, the chief iron States in the Union, what advantage in iron manufacture must Chicago have, with her conveniences for obtaining this superior ore ? The necessity of mixed ores, and the abundant variety Lake Superior affords, is a very important feature. Past^ Present and Future of Chicago litvestmrnts. 235 Touching fuvtlier upon some of these advantages, Col. Foster appends to />'•• i-am- his Report the following paper, which was originally prepared for the New Yorh Tribune and had been inserted in Hunts' Merchants' Magazine : — ADVANTAGES OF LAKE SUPERIOR REGION FOR PRODUCING CHARCOAL l'»k« s.ip. charcoal PIG.j Iron. By Dr. R. II. Lamborn. The proper development of the iron industry of the United States demands a Larce (I<>- steady and abundant supply of first class charcoal metal, suitable for working into ',','"'.'' ^"' car-wheels, cannon, tires for locomotives, boiler plate, and for the vast present and iron.*^ prospective requirements of the steel maker in the departments of cast steel, puddle steel, and, above all, for use in the Bessemer or Pneumatic converter. The relative Diniiiiighlng quantity of charcoal to mineral coal iron produced in tlie United states has decreasccl f-"!'!''/ '" with the increasing production of the vast anthracite furnaces of I',astern Pennsyl- vania, and with the discovery of pure bituminous coal in Ohio, while scores of charcoal furnaces, scattered through the I-lastern States, have gone out of blast through the appreciation in value of timber lands, caused by the demand which has sprung up for fuel for other purposes through the building of ways of internal communication, and the demand for surface for agricultural use. These causes are, year by year, making the Eastern States less suitable for a large charcoal iron production. Where, therefore, are our manufacturers in the early future to look for their supply of this necessary raw material? England sends to Sweden, Norway, Knt'. sup- Russia and Nova Scotia for her best brands. Swe'i'le'n^'etc If we follow around the same northern isothermal zone in which these countries ^^.m^ z.'.no are located, we reach, upon our great lakes, a region designated by nature in t.he HHi.plieo u». most extraordinary manner as our future domestic source, of a vast amount of exceleut charcoal iron ; and it is with no desire to disparage the importance, and value of the charcoal district of Northern New York, Connecticut, Northern New Jersey, and Central and Western Pennsylvania, that this article is written; but rather v/ith the hope of drawing the attention of the skillful iron-masters of those districts to a most promising field for enterprise, and for the exercise of thrir peculiar knowledge — a field already inviting development, and which must continue to increase in importance as long as the iron and steel industry of the United States continues to enlarge. The belt of country along the southern shore of Lake Supc- LMce Snp. rior, extending 40 to 60 miles into the States of Michigan and Wisconsin, is one of j;j.'^'|'J° •"'■*• the richest mineral regions on the globe. A district producing copper on the north already sends to market some 16,000 tons of the metal; a region producing— with argentiferous galena and sulphide of copper— silver and gold, is in proct-ss of development southward of this copper belt; while from Lake Monistique in Schoolcraft county, to a point as far west, at leist, as the Penokee iron range, 100 miles west of Ontanagon, are found immense deposits of iron ores of all varieties common in igneous rocks, magnetic oxide, red h^eraetite, brown haematite, as well as the water formed bog ores. These first mentioned ores, where developed, occur in vast beds adjoining hornblendic dykes, and in chloritic slates, and they exist in such quantities that they may be considered as practically ineshausiible. One-eighth of all the iron now made in the entire United States is dug from the Snpi'!|;^l^|^ mines of Marquette county, ami yet, ten years ago, a piece of Lake^ Superior ore ,^p j„.„„f was a curiosity to most of our practical Metallurgists. * U. S.. 1S6\ The development of the manufacture of pig from charcoal, m the county of J;;^^^;;;;;;',';^^ Marquette, has been even more remarkable, as the difficulties to be encountered in _^^,^,,^__ building large structures, erecting new machinery, and collecting necessary labor markablo. in a distant and hyperborean region, are numerous and serious. , . , , „ . The earliest iron made was produced directly from the ore in what js l^nown as ]^J^^, the Catalan Forge. This manufacture was commenced in 181^ by hverelt .S: •••lekson, at the Jackson Forge. After it followed the Marquette Forge, then the Collinsv.lle .... the Jackson mine, in 18.58; 1,627 tons were sent to market hat year, fl is manufacture has increased by the erection of new furnaces, until at present the 236 Conjunction of Coal, Iron, and other Mbierah. Pioneer, the CoUinsville, the Forestville, the Morgan, the Northern, and the Greenwood Furnace's are in activity. The progress of the tradi has been as follows : In 1862 8,590 tons were exported. " 1863 8,908 " " 1864 13,832 " " " Total ore 1865, Other local- ities. Ease of niinintr. 4,000 tons by one blast. Facilities pin; Cost. Mnfr 7 jTs. In 1858 1,627 tons were exported. " 1859 7,258 " " " " 18(30 5,660 " " " " 1861 7,970 " " " The total quantity of orp already extracted, chiefly from the three first mines, is not less than 925,000 tons, nothing but "surface" or "patch work" has yet 925,000 tons. jjQy,^ Jquc. All the mineral has been quarried from the shallow openings in the sides of the iron hills. No pumping machinery has yet been erected, and only Mines iuex- recently have adits for drainage been begun. The surface rock indicates in many haustibie. poiuts that but a portion of the most easily obtainable ore has been quarried, and it is safe to estimate that several millions of tons are proven to exist m tbe three or four oldest mines, with every likelihood of vast quantities in the beds below water level. In addition to this are hundreds of localities where iron is known to exist in a belt of thirty miles in length, and at more than a dozen localities companies have been formed or mines commenced. Great skill is not necessary in working these ore quarries. The operation consists in blasting from a ledge of ore large masses,, which are subsequently broken into fragments by other blasts, by the sledge or, sometimes, in the most refractory cases, by means of a fire of huge logs. At the .Jackson Mine, a hole 18 feet in depth and two inches in diameter, loaded with powder and exploded last March, brought down 4,000 tons of ore. The holes are all bored with good steel drills, managed by two strikers and one turner. The for lian.iiiug fragments of ore are loaded into one horse carts, hauled a few hundred feet to the and ship- railroad, thrown into six ton four-wheel-cars, and carried to the wharf at ^larquette, where they are unloaded into pockets or hoppers, shoots, and thence into the vessels that transport them to the furnace on the lower lakes ; or are transferred by wheel- barrow from the hoppers to the vessel or steamboats. The laborers at the mines receive $2, per day, work ten hours and pay $20, per month for their board. The average product of each laborer including all whose names are on the pay-roll, miners, drivers, trackmen, repairers, etc — is 2 to 2^- tons of ore per day per man. lu some cases an average of five tons per day per man has been taken out by a small gang. Ninety-one cents per ton freight is paid on the railroad to Marquette, and the price of ore on the vessels is now $5, per ton. The freight from Marquette to Cleveland is $3 per ton, thence to Pittsburgh $2 to $2.50. So that ore may be laid down at the great iron manufacturing city of the Union at from $10 to $11 per ton. The lowest rates which have prevailed, I am informed by my friend H. B. Turtle, of Cleveland, were those of 1861, wlien ore could be placed in Pittsburgh for $7 per ton, as follows: Cost at Marquette $2.50, Cost at Pitts freight to Cleveland $2, freight thence to Pittsburgh $2, insurance commission, $7.00. etc., 50 cents; total $7. ******* The long winters with their five consecutive months of snow, during which charring in pits is attended with many difficulties, renders this plan the most expedient. Charcoal is now being delivered at the furnace at 11 cenis per bushel by contract. The flux used is a limestone found near the railroad, and which does not cost over 35 cents per ton of iron. The ore produces from 55 to 65 per cent., a soft hajinatite from the Jackson mine being the favorite mineral used of all the smelters. It requires 25 bushels of charcoal to reduce one ton of iron, and the furnaces produce from 10 to 18 tons in 24 hours. The cost of making iron is now about $30 per ton ; but it is asserted tiial under the most favorable circumstances iron has been made at $14 per ton, and contracts have been entered upon for its manufacture by furnace owners with their managers at $16.50 per ton, de- livered on board at Marquette. The foregoing facts will enable any one familiar with the iron business to judge the relative advantages of the region under discus- sion as a locality for the production of pig iron. The future of the manufacturer is encouraging ; and in case the internal revenue taxes, joined with an inaiiequate tariff, do not force the business across the Atlantic, it will develope even more rapidly in the future than the past. Lan'l, from which may be cut an average of 50 cords of wood per acre, may be bought at from $2.50 Competition ^'^ ^^ P^"^ Adv^ in hundreds of places along the shores of the lakes. We have seen in freights— that there are already two competing lines of railway leading from the mines to the lakes. The lakes are free to all navigators who may desire to carry ore, Freight to Clevel.ma and Pitts. Process of chai-coal ninl'r. Cost. Future en- couraging. Pa»t, Present and Future of Chicago Ltvestmnifs. 237 and in five years there will be from 12 to 15 mining compcaniea competing for fbc-mi-l market. This combination of circumstances will secure the delivery of ore at any '"'"'"R point on the shore of the lake that may be selected, at rates most advantageous ,„ '■""'l'''"''"- the manufacturer, while the various increasing uses for charcoal-iron will always cause an ample demand for the product of his furnace. The Editor of the Chicago RqmhUcan kindly consents that extracts may Cor.ci,i.nrp. be taken from an unpublished letter from a special correspondent : — * The principal feature of Escanaba is the magniticent ore dock built by the l>raimba— Chicago & Northwestern R. R., a structure which has not its equal in the United "'''.'''"'"S States. This dock contains 196 pockets for loading ore, each pocket holding ■)() |^ '"' '''^'"'• 60 tons, from which 4,000 to 6,000 tons of ore have been loaded in one day. Tlie Company are now building another dock inland, which will be used for storing ore, and will have a capacity of 20,000 tons. This will be esjjecially useful in w nter, as by means of it and the dock on the shore of the bay, the Company will be able to accumulate ready for instant shipment on the opening of navigation, which takes place on Green Bay at least three weeks sooner than on Lake Superior. The railroad and dock have hardly been opened two years, and already the inrrea«e of business done over each is immense. In 1866 the shipments of ore from Escanaba '•''P"'enta — were as follows: From the Jackson Mine, 53,96:5 tons; New York, 38,462 tons ; Cleveland, 18,518 tons; Iron Cliffs Mnfr. Co., 3,470 tons; Iron Mountain mine, 6,855 tons; a total of 116,268 tons. In addition to the amount shipped there were also in store 7,482 tons, 900 lbs. of —yet far- ore at the end of 1866. During the same year 689 tons of pig metal from the ""^''' Pioneer and Morgan Furnaces were shipped from Escanaba. That these ship- ments are but the beginnings of an immense traflSc there can be no doubt. The Kncrgj' "f Peninsula R. R. branch of the Chicago & N. Western R. R. has already lapped ^- V' "'""' round its rival, the Marquette & Bay De Noc R. R., and now its tracks extend into the Jackson, Cleveland, New York, Iron Mountain and Iron Cliff mines. To the two latter it affords the only outlet. The same enterprise which forestalled tlie slow moving Marquette and Bay De Noc R. R. Co., in the construction of the road from Negauuee to Escanaba, may also be depended on to tap every iron mine in the district ; and although as a matter of course, Marquette will always have a large share of the ore and iron sent forward for shipment, yet Escanaba must continue to grow in favor, and may ultimately outstrip its northern sister. Not only is theSnfe harbor- Bay Da Noc a safer anchorage than Marquette, but vessels of a larger class can lay at the docks, since no vessel drawing more than ten feet of water can enter— large Lake Superior, that being the depth of St. Mary's Canal. In point of distance, ''""iglit. too, Escanaba is nearer to every port on the lower lake than Maniuelte, while Distance sailing vessels bound there avoid all the vexatious delays and expenses of the ''''■"'• passage through the St. Mary's River and Canal. Besides all this, Escanaba is Karly nay- open to navigation at least two weeks earlier in the spring and later in the fall 'ir'"t'>'"- than any port on Lake Superior. It is eminently desirable that Chicago merchants should inform themselves Trade vnlua- somewhat respecting capabilities of the Lake Superior mineral districts for ^'" *° C^'- production, and their value as customers. The Marquette Mim'ng Jotirnal remarks upon — Marqwtte Jimr. The Future Supply of Lake Superior Iron Ore. — The season now closing has been Kutnro Kup- marked by a greater development of the leading interest of this region— the Pb' of iron production of iron ore — than in any other year since the mines were opened. Until this year it has been doubtful whether the supply of 67 per cent, ores would 67 per cent, keep pace with the annually increasing demand, but it may now be considered JJ^J^^^j" '""■ certain that no limitation of the business will ever take place by reason of the inadequacy of the supply. * This correspondent was employed the winter of 1866-7, to explore the mining reRlon of Lake Superior, Thorough and several letters have been published in the Republican giving full information. This lust being a ',"J^_*"**' sort of resume, has been waiting for a convenient occasion ever since. 238 Coiyunction of Coal, Iron, and other Ilinerals. Supply tucieasing. Machiuery Mines im- prove dowu- warda. Now discov- eries. Under ground miuins. More haiiiatite. Demand in- creases with supply. LaJci', Sup. Mining Jour, The highest yearly product of any single mine previous to 18G7 was about 90,000 tons; this year the Lake Superior Company and the Jackson Company will each produce about 125,000. The Cleveland Company, the Pittsburgh and Lake Angeline Company, and the New York mine, have also this year all increased their produc- tion about 50 per cent, over that of 1866. The introduction of machinery, and the sysfem of deep mining in the older mines, will enable them to maintain without exhaustion, a large production from year to year, although its cost will be somewhat increased, compared to that of the merely surface operations of their earlier history. Generally speaking, the deposits of ore in these mines enlarge as they are worked downward, giving promise of an unfailing supply for the future. On the New, or Magnetic Range, there is the same gratifying assurance of a future increased production. The discovery made last fall at the Washington mine of the continuance of the deposit eastwardly, proves to have been of great importance. A heavy belt of perfectly pure ore has been traced for nearly half a mile on this location, to which the entire operations of the company have been transferred. The product of this range has hardly been felt as yet, but it will hereafter figure largely in the sum total. The mine recently discovered near the Champion Furnace, about four miles west of the Washington mine, is probably upon the same range. The deposit here is of large extent and great purity, and the new mine just opening upon it will be able to make a good product next season. The system of underground mining has been adopted already at the Edwards mine on the new range. The greater regularity of the occurrence of the deposit on this range, and their nearer correspondence to regular veins are calculated to facilitate this mode of mining, and to insure a large and uniform crop. A large deposit of soft h.oematite of good shipping quality has also been discovered during the past year on the land of the New England Company, and that of the Lake Superior Company adjoining, from which a oonsid arable supply of this kind of ore can hereafter be derived. The aggregate production of ore during this year from all the iron mines in this country is about 450,000 tons. The demand has held good up to the last days of navigation, and but little, we understand, remains undisposed of at Cleveland and Erie. It is a matter of encouragement to our local interests that in a year characterized by so much general depression of business the demand for our products has actually increased fifty per cent, over any former year. One or two years of general commercial and manufacturing following each other (which it would not be unreasonable to expect unless our national energy is to be crippled by political blunderers and plunderers), and we shall produce and export a million tons of ore a year. The Lake Superior Mining Journal, February 1st, furnishes this statement of — Products of Marquette iZo., l!)67. Population increasing. Minps de- ecribed. Shipping, Marquette County. Its Business, Product and Improvements for the Year 1867. — Rapid as has been the development of the iron interest of Lake Superior, the year 1867 stands out in its history as unprecedented. A decade has scarcely passed since the first shipment of iron ore from the mines of Marquette Couuty was made, and yet the grand result of the year just closed is a half million tons — equal to one-fourth of the entire product of the Uuited States.* The population of the couuty, as made up from reliable estimates, has been increased during the year by about 4,000. The total population now, cannot fall short of 14,000, showing an increase of 40 per cent. An account follows of each mine, its product, disposal, and increase. Also of the Marquette and Pacific Rolling Mill Co., and the Iron Bay Foundry. Of shipping for 1867, the clearances were, steamboats, 521; vessels, 404; total, 925; tonnage 442,431. Clearances 1866, No. 765; tonnage, 381,345; an increase in No. 160; in tonnage, 61,086. The Exaggera- * This statement, seen in other quarters, is a gross error. The TJ. S. Census, of 1860, states the annual o'ub! '"■'"^'" product to June Ist, of ore mined, 908,.3OO tons; used in furnaces, 2,309,975 tons; total, 3,218,275 tons. The increase of Lake Superior ore is an abundant wonder, which exaggeration only destroys. Past, Present and Future of Chicago Investments. 239 figures of The Marquette and Ontonagon Railroad are for 1807, tonnage Mnr. ana east, 309,122; west, 30,959; total 340,081; for 1866, 236,976; increase,*^"'" "■'^' 103,105. Passengers 1867, 58,963 ; 1856, 35,591; increase, 23,372. The Editor adds remarks and tables following; : — The Marquette & Ontonagon, as also the Peninsular Railroail, has been taxed to Kull bual- its utmost to furnish transportation for the immense amount of freight pressed ""»»• upon it. It has moved as many as 3,000 tons in a single day. Both roads are engaged in increasing their rolling stock this winter. The active capital employed in Mining and manufacturing has been increased increased not less than $1,000,000. The aggregate sum invested in the iron business is now c(ii>ital. about $-5,000,000. Produce of Lake Superior Iron Ore, 1867. Companies Jackson Iron Co Cleveland Iron Co Marquette Iron Co New York Iron Co Lake Superior Iron Co Pittsburgh & L. A. Iron Co New England Mine Edwards Mine Washington Iron Co *ron Mountain Iron Co Iron Cliff (estimated) Total Iron ore 469,320 513,062 Manufacture of Lake Superior Pig Iron, 1867. Furnaces. Greuwood Morgan,.. Michigan, Collins, Tons. 5,339 5.050 4,131 4,630 Furnaces. Bancroft,.. Pioneer,... Northern,. Tons. Lake Snp, pig, 1S67. 3,051 6,980 1,730 Total, Pig Iron, tons, 30,911 Total, Iron Ore, - 469,3l20 Total, Iron Ore and Pig, tons, 500,231 Product of Iron Ore and Pig Iron in Marquette County, from 1858 to 1867. Year. Iron Ore. Pig Iron. A^alue. Year. Iron Ore. Pig Iron. ,. , Pn-Iiic-l ore ^"'u^- an.l pig from 1858 1859 1860 1861 1862 31.035 65.679 116,998 45,430 115,721 1,629 7,258 5,660 7,970 8,590 $ 241,202 575,629 736,496; 419,401 984,977 1863 1804 1S65 1866 1867 185,257 235.123 13.%256 296,872 469,320 9.813 18,832 12,283 18,437 30,911 $ 1.416,9^5 l.StM.il.^ 1.590,4.30 2,4115,960 3.475.720 * Mr. S. C. Baldwin, Superintendent of the Peninsular Railroad, before tlio publication of the Marqu'-tle Mr. Bald- paper, had supplied this statement of the ore products, which nearly accords ; as in the last item. Instead wij/s state-' of "Iron Cliff," which is omitted, Mr. Baldwin gives amount " furnished to local furnaces," which in the other statement is included in the product of each mine. 240 Conjunction of Coal, Iron, and other Mmerals. First export Exportation began in 1855, when the Sault St. Marie Canal was opened, ^^^^" with 1,415 tons; in 1856, 11,594 tons were exported, and in 1857, 26,184 tons. Mr. A.B. Mr. A. B. Meeker, who restricts his trade to coal and iron, particularly ■*' **"' the latter, furnished the Marquette paper quoted, and adds these remarks : — ■ Routes for ore. First cargo at Chi. 1867 Advantage of this route. Good la. coal. To smelt Lake Sup. ores. To come through Chi. A Chi. irun Co. Other mills. III. Goal. Chi. a dis- tributing point for West. Has % Lake Sup. trade. Of this quantity of ore, 469,000 tons, 300,000 were shipped to Cleveland, Ohio, the balance to Detroit, Erie, Buflfalo and Toledo. Of pig iron the greater part was shipped to Chicago. The first cargo of ore, 355 tons, was received from Lake Superior at Chicago in Deo. 1867. For shipment to Imliana and consumption here, 75,000 tons will be needed in 1868. This is a wonderful increase; but it is esti- mated that in the next five years, shipments of ore to Chicago will largely exceed those to Cleveland or any other port. The Lake Superior ores, via Escanaba, cau come to Chicago at least $1 per ton less than to Cleveland. Escanaba, the ter- minus of the Peninsula Division N. W. R. R., is to be the great, shipping port for Lake Superior ores, situated as it is on Lake Michigan, at the entrance to Green Bay, with one of the finest harbors on the whole chain of lakes. To Chicago it is 36 hours sail ; to Cleveland 5 days, besides heavy cost for towing up and down Detroit River from Lake Huron to Erie. In Clay and Parke counties, Indiana, an excellent quality of splint or block coal has been discovered the past year, superior to the block coals of Mahoning Valley, Ohio, and Shenango Valley, Pa., for smelting ores. Three blast furnaces have been constructed in the last six months at Brazil, Indiana, to smelt Lake Superior ores with this coal. They are a great success, making pig iron, it is averred, with less coal than is being done by any other bituminous coal in the country. The Lake Superior ores for these furnaces, must be shipped from Chicago ; and return ore cars can bring coal, as iron made in Indiana, Ohio and Pennsylvania, is largely shipped to Chicago, this being the great distributing point of the north- west. In this connection, some large capitalists here have formed a stock company of $250,000, to construct tv/o blast furnaces, having capacity to make 60 tons pig iron per day, furnace to be in blast by 15th Sept. next. Other parties are getting ready to erect mills to make bar and sheet-iron, nails, railroad spikes, etc. It ia confidently expected that our own coals, such as Wilmington and Vermillion, will smelt ores. The former, from the mines of the Rhodes Coal Co., has been tested for that purpose, and pronounced, by good iron men, a great success. Illinois has eight times the co.al area of Ohio, and it is not reasonable to suppose that the Creator of all things would place this vast quantity of fuel so near to Chicago, and the great iron region of Lake Superior, and not have it used right here. The greater part of the supplies for the iron and copper regions of Lake Superior, are now shipped from here, six steam propellers being constantly engaged in the trade, during the shipping season, besides large shipments via Chicago & Northuestera R. R. to Escanaba. Three years ago Detroit and Cleveland had the great bulk of the trade, while now Chicago has at least three-fourths of it. Chi. Jour. Mr. Meeker has organized an Iron Company here, thus noticed in the Chicago Journal: — Mr. Meeker's Iron Co. Triiil of Wil- Uiin;5tou c ^'^- '""' capital, skill and labor from all parts of the world to share with us the riches that '"' nature has provided. The speeches, very appropriate, would be interesting. Though of course st. l. madP advocating St. Louis as the chief point of Manufacture, they sustain the* '"'^""'*' important point of the general distribution of iron works throughout the rallies of the rivers. Their expectations, so far as that St. Louis is to be a To be a great manufacturing city, will surely be realized; further deponent saith cTt^.' ^^^^' not, for it would prove nothing. The Illinois State Journal^ Dec. 31st, 1867, furnished an account of an m. siau experiment by the Sangamon Coal and Mining Company : — * * * This new development of coal, which has been sosimg. Co. throughly tested, is from the mine of the S. C. & M. Co., located at Hewlett, in <■"»' '"<"• Sangamon county, Illinois. This company own nearly 1,500 acres of coal territory, ^.gV *"'^" lying together in a body on the south fork of the Sangamon, and on the line of the Toledo, \Vabash & Western railroad. This company commenced their operations in June last, and have developed a stratum of coal averaging six feet in thickness, probably the richest in quantity and quality yet discovered in the West. It was from the mine of this company the coal was taken that was subjected to the tests above mentioned. ******* In every instance the quality of the iron produced was as good as that produced imu supori- by any other coal. The shortness of the time required, as compared with tliat of °''. anthracite coal, is ample proof of the great heating qualities of the coal, while the quality of the metal proves its freedom from those foreign impure substances heretofore so deleterious to the use of Illinois coals. With these developments, which at all events are very favorable indica- tiimo Hnt* , „ , , - promUing. tions, it would appear incredible that in this greatest known coal-neld ot the world, good qualities should not be found. Explorations thus far teacli Much to us that we have much yet to learn; and for the tar reaching view which we are taking, it would not be unreasonable to draw considerably upon the future to i»^tain the future. But this we have done no further than to no hypo- calculate to some extent upon what man will do from what he has done. Calculating upon the profound arcana of nature is quite another proposi- tion, which is not necessary. Judging from the past, nature will probably neaiity suf- be found as favorable to Chicago as other points ; but why draw upon it 244 Conjunction of Coal, Iron, and other Minerals. Iron atliigh- est, $30— — probably Coal ?3.oO. Large region to supply. Sale of nails. capital will discern its interest. Leaps with Bteel springs. Ilottghton Gazette. Like Sup. cop pel; when not necessary ? From what we have seen, Chicago can have a never failin"- supply of good bituminous coal from Lake Erie at $6, with plenty of competition to reduce the price $1 to ^2 per ton. At the highest figure, she can make her pig iron out of Lake Superior ore at $30. If we can- not make pigs and blooms to sell to others, what other city can save enough on ore and coal to supply us cheaper than we can make it ? With an unlimited supply of coal and iron at these figures — and iron probably comes down to $25, and coal on the average to $3.50 — what reason can be given that with reasonable time and capital Chicago should not have the same position in iron, that she has in her provision-manufacturing ? Nor need we to seek any other region to supply than that naturally tributary to Chicago. Messrs. Hale & Ayer sold last year over $190,000 worth of nails, and Messrs. Hibbard & Spencer over $200,000. These are only part of the nails, and nails only one of the items, to produce which Chicago affords these abundant facilities. How long before capital will discern these unequaled opportunities to use Lake Superior iron, which certainly has nothing superior to it in the known world ? Well is the present stage of our race denominated the "Iron Age," for it has been the chief means of progress ; and our advancement in future will be commensurate with the improvements we make in using this solid, unyielding basis of prosper- ity. Our leaps onward in the scale of progression, will only be limited by the artistic skill employed in giving spring to the dormant energies locked up for ages in Lake Superior Iron Ore, which, if not developed specially for the benefit of Chicago, at least inure to her primarily and throngh her to the whole Nation. Nor does Chicago suDeriority end with iron. In other chief minerals she has great facilities to obtain supplies. Lake Superior Copjier. — The Hoiyjliton Gazette gives the product of each mine last year, from which this abstract is taken : — Copper Produce of Lake Superior, 1867. Product '67. District. Portage Lake, Keweenaw,.... Ontonagon,.... No. Mines. Largest Mines. Tons. lbs. 1,175 565 1,086 1,077 329 832 Smallest Mine. Tons. lbs. 17 8 2 14 114 Total, 1867. Tons. lbs. Total, 1866. Tons. lbs. 6,424 565 5,050 1,747 3,801 777 3,023 691 1,509 1,210| 1,701 1,250 11,735 5521 9,775 1,6 Increase. Tons. lbs. 1,.373 778 192J Product 1845 -1867. Copper Product of Lake Superior, 1845-67. Year. 1845 to 1854., 1855 to 1857. 1858 1859 1800 1861._ Tons. lbs. 7,642 11,812 3,500 4,2oO 6,000 7^400 1862.. 1863.. 1864.. 1865., 1806.. Tons. lbs. ^°tal, 90 037 9,062 8,548 8,047 10,790 1,156 10,.375 1,688 11,735 552 Pastj Prcstnt and Future of Chicago Investments. 245 The correspondent of tlie Chicago Repuhlican adds to liis remarks upou Cor.au.Rep. iron, p. 237, the following upou copper and upon the Lake Superior general trade : — With regard to the Copper District, my preceding letters coutained notices of one lou comp ,- hundred and thirty different mining companies. Of these companies seventy-eight "''■»• have suspended operations; in some cases temporary, in others probably lasting. The number now operating is iifty-two, with what result in each case has been 52 at work. stated so far as could be ascertained. Of these companies working and nouwork- ing, Messrs. Dupee, Beck & Gayles, of Boston, publish a list of 107, stating severally the amount of capital paid in. This list, corrected up to September last, Capital gives the capital paid in by the Shareholders of 107 mining companies at. Sl'5,-ltj5,i')00. $iy,-*05,6'..l.iin(l Pa. remunerative results were realized in New Jersey by converting the zinc ore, known as Franklinite, into the white oxide of zinc for paint. Similar works were erected in Pennsylvania at Bethlehem, using the calamine or carbonate and silicate of zinc. The market was soon stocked with the zinc white now so extensively used Difficulties— as a pigment instead of white lead. Practical men having thus turned their attention to the ores of zinc, several attempts were made to reduce them to a metallic state, in New Jersey, Pennsylvania and Wisconsin. These attempts were generally —failures, failures, and the belief was confirmed that metallic zinc could not be successfully manufactured here. One exception is found in the Bethlehem works of Penn- Twoexcop- Bylvania, and another in the subject of this article, the zinc works of La Salle, DO *'"'^- miles west of Chicago. The country is indebted to Messrs. Mathieson and Hegehler, two highly intelli- Founders of gent Germans, and graduates of the Mining Academy of Frieburg, for the first Jj*^J^^'® success in this direction. These gentlemen came to America in 1857, and began their experiments at the Lehigh zinc works, in Pennsylvania, where they produced, as it is believed, the first metallic zinc of American make. Learning of the supe- Exiimina- rior richness of the Wisconsin ores, they went West in 1858, and examined the zinc """=•• ores of the lead region, which had been described in the geological reports of Wisconsin in 1853. Satisfied of their value and abundance, they looked for fuel and facilities of manufacture and transportation. La Salle, with its rich deposits of Locate at coal, building material, and unequaled means of land and water transportation, pre- ^'^»o- seuted these conditions in the highest degree, and they at once decided to make it the location of their works. At first they rented a small temporary furnace, and, in a quiet and unpretending way, began experiments upon the ores, coal, and fire- clays within their reach. The fire-clay for their first retorts was brought from Obstjiclen. Germany, all American fire-clays then known failing to stami the intense heat required. Great difficulty also was experienced in adjusting the old machinery and processes of Europe to the new materials. For nearly five years these menFiveycam' labored with a patience worthy of all praise, overcoming one obstacle alter .another » by a rare combination of scientific knowledge and practical skill. So numerous have been their changes in the old methods of treating the ores of zmc. fliat they may justly claim to be the inventors as well as builders of their present furnaces. They have at last achieved a most triumphant success. Tneir new works are being -brings nonstructed in the most permanent manner, and when completed will be the most »"<:"<'«. extensive and perfect in the world. The daily yield of the three furnaces is about four tons. The coal used is 4 tons i.m mostly slack or waste of the mines, of which about six tons are required to produce "•«>• 248 Conjunction of Coal, Iron, and other Minerals. a ton of zinc. The amount of ore consumed is about five tons, or 2,400 pounds to pach ton of metal produced. The zinc made here is said to be the best in the world. Telegraph zincs are already extensively manufactured for Western con- Ore from sumption. The ore u.sed is obtained from the iron region of Wisconsin, 100 miles Wis. north of La Salle. It is found in great quantities among the rubbish of the old lead mines, where it has been thrown aside by the miners under the name of " dry bone." It often attends the lead ore as the matrix, or vein stone, and is in bad repute from the tendency of such veins to give out. The miners say the dry bone eats out the galena. The ore resembles a dirty limestone, and in its natural state Heavy gives no indication of the brilliant metal which it holds. Heavy deposits of it have deposits. been opened in mining for lead, but the surface supply is adequate for present pur- poses. The ore is roasted at the mines, and parts with carbonic acid and water, which form .33 per cent, of its weight. It is then put on the cars and transported in. Cent. to La Salle, the Illinois Central Railroad, with commendable liberality, charging railroad only a nominal price for transportation, to encourage the development of the liberal. manufacture. The price of zinc in the pig is now about $200 per ton. The pro- Zinc sold in tluct of the La Salle furnaces is mostly sold in New York, where it is rolled and N. Y. manufactured. The proprietors intend erecting rolling mills next season for the manufacture of sheet zinc. One of them is now in Germany securing the means and skilled labor for a still further expansion of the enterprise. Still success- Upou inquiry, I find success still attends this enterprise. The rolling "'■ mill is in operation, able to convert into sheet-zinc 14,000 lbs. per day, while the works produce about 7,500 lbs. of metallic zinc each 24 hours. Fire Clay. -^'^<^ CUii/. — Notwithstanding the La Salle fire-clay is not considered good, Dr. J. V. Z. Blaney, says it is because care is not taken in its extraction, to keep the pure stratum separate from that above and below — that he has had superior specimens from there, which he has subjected to the severest tests. suex. Silex. — An inexhaustible bed of pure white sand exists within half a mile of the canal in La Salle county, some 10 or 12 miles in length, as it appears at Utica and at Marseilles. By canal boat it is brought at small cost ; and with Galena lead, glass manufacture is to become extensive. Already three work-shops are started. Chief miner- Howevcr inadequately the matter has been handled, the intrinsic force of at°Chi. its own elements must convince any candid investigator, that no other point can claim superior advantages to Chicago, for gathering the chief minerals, — iron, coal, copper, lead, and zinc. Superiority is not claimed upon any one of these, though it should be conceded on iron and copper; but upon the five, no one of the ten or fifteen largest cities is equal to Chicago. Insures Advantages in this respect alone would insure the growth of a large manu- largeiy. facturing city. Nor is it merely to these chief minerals that her superiority Further IS restricted. Although the surface of the Great West has not yet been ments.'' evcn skimmed, and we can know nothing of its hidden wealth, yet look at the lists above given, already known to exist. The objector will say, " But mining of them is untested and we know not whether it will pay cost, and you profess to base your argument upon fact, not uncertain hypothesis." Not hypo- True ; yet is it not certain from discoveries already made, that the West is the most prolific in minerals, and in greater variety, than any other known region of the world ? More scientific knowledge, more practical experience, may be required for their development. But as we saw in zinc, science and Past, Present and Future of Chicago Investments. 249 art will coDie together, and coijperata to the development of as prcat a Dcv..i..p- variety of mmerals as any two or three Nations ever had. We depend not ""■'"'" ""'^*'' upon a few thousand, or a few hundred thousand miles for our resources ; but fifteen hundred thousand square miles make Chicago its emporium, of \,m\^m «.,. which a million is the richest mining region of the world. With the chief mh^ay;. ordinary minerals in close proximity, rendering it the centre of manufactures for the entire West, the extraordinary would naturally come thither to be fashioned for their various uses in art and science. With the river as well wiiat ..tiu-r as railway system bearing its chief products to its centre, what other equal cfconverg- point of conjunction of minerals of all kinds, ordinary or extraordinary, exists on the globe ? Local Advantages and City Expansion. tirg^J."'*""' We have seen the unequaled advantages Chicago possesses in lake, canal ,?,i',i'"i[L°t?ib id railway to bring together and to distribute men and their property, "u"'.^'''"^' As a natural consequence of these advantages, irrespective of any supposed diiference in energy and enterprise, we have seen the young Queen of the Lakes surpass Cincinnati, whilom Queen of the West; and then St. Louis, which had attained supremacy, and still fancies that the departure is only temporary, soon to return to prove the correctness of nature's decrees. The examinations of commerce and manufactures, while abundantly confirming Hierce^d previous views, afford still stronger promise for the future; and we have seen '"" *"*" the solid basis which nature creates for these chief motive powers of human progress, in the inexhaustible stores of agricultural and mineral wealth. ^nii"ii!d The gold and silver of the world must in large measure be distributed from "''.'J,'^'^ Chicago ; and the inexhaustible supplies of the still more precious minerals of coal and iron, leave little else to be desired to maintain in the future the progress of the past. With this wonderful combination of causes to j^^f'^j j"**"""" advance this City, has nature failed in her ordinations as at St. Louis, — if St. Louisians blunder not egregiously about nature's designs — and created counteracting influences to retard the growth and prevent inordinate icelling ? Converging here this abundance of nature's best gifts, which J*^^"!'® «'•»• -rt with natural wisdom has aided and strengthened, are they brought to a Ite where their profitable employment is difficult or impossible ? It has been generally believed that Chicago is located in a swamp. On ^,\',^^ ','^'^';j- le contrary, nature has had equal success in the site, as in all other ^'i>^fB|jnJ^ djuncts, to a great city. It is not beautified with hill and dale, rocks and city, ■uuning brooks, for then this immense system of railways would have been Hibjected to heavy cost to get into the city and to make sites for their lepots and grounds. Very inconvenient, too, would it have been to tran- .act business with water craft, were the river and branches in a deep valley. There never was a site more perfectly adapted by nature for a great com- me-rcial and manufacturing city, than this. The .cost of grading, removing 250 Local Advantages and City Expansion. Expense of rocks and hills, and filling vallies, wliicli in most cities equals the first cost sav^. "'"^^if the laud, or even more, is here entirely saved. Let us consider some of the points : The ground. Tlie Groiuid. — So far from being a swamp, with miry beds, its solid sub- No swamps, stratum keeps the surface wet Too nearly on a level for the rain to run off, it must evaporate or soak into the soil. Almost uniformly, except near the lake, a rich black loam of one or two feet or more is gradually mixed with clay until it becomes pure, or hard-pan intervenes. Occasionally a Soiiti found- bed of quicksand occurs, rendering piling requisite for a sure foundation ; but probably no other city ever arose where the ground was so perfectly adapted to solid building by nature, and where so little must be done by the Kich soil, occupant. The rich loamy soil aifords a natural velvet turf of blue grass and white clover, and rapid growth to shrubs and trees ; and when the laud about the city shall be properly laid out for suburban residences, and beautified with parks and fountains, we shall become fairly entitled to our pretty sobriquet^ The Garden City. The Grade. The Grade. — The natural level could hardly have been bettered. Blun- Ourown deriug has been wholly in us, in failing to perceive the designs of nature, luaders. ^^^ ^^^ rapidity with which this flat prairie was to be covered with one of DuKout the chief cities of the land. We actually dug out the streets to drain the surface of the blocks, as if a little building on the corner of an 80 feet lot was always to be the sole occupant. Most of us never dreamed such a crazy vision as that of raising the entire surface with brick and mortar four or Basements five storics. Cellars being out of the question, we could not well consider the value of basements; nor had they much value so long as most build- ings were two stories or less, and plenty of vacant ground along side. A rise or two was made, until in 1855 the grade was put up some four feet, and we all remember the ridicule of the barricade at the corner of Lake Grade aud Clark streets, where the sidewalk was raised to the new grade. We should have .11 1 • • • •■^^ ^ • ^ t^ i been higher, uow See the mistake that was made in not putting it still higher. Ferhaps it is inexpedient to again raise it on the south side north of Monroe street ; * Can be in but south of that, and in the north and west divisions, it can, and should, ' and will be put up so that the bridges from those sides will be nearly on a level, and the railroads be able to come in on a low grade. Should be Either one of these objects is abundantly sufficient for doing this. In of drayage— this flat city, with our Nicholson pavement, which will be universal, a team can draw all that can be put on the truck, were it not for rising over the bridges. In the mere item of drayage it is worth the cost. But for our —railways, railways the change is indispensable. They should be able to come and go on high speed, saving both time and expense. The slow rate now Mr. Potter *Mr. Potter Palmer says his buildings erected and erecting, would be worth $50,000 more with four feet I'almer more in the basement ; and he would welcome any elevation, if not more than six inches. But if too wants higher , . j grade. great an undertakiog for the most part of the South Division, lot not all the rest ot the City be deprived of the benefits of a higher grade. Past^ Present and Future of Chicago Invest nvntn. 2')! required by ordinance is necessary, and even with this prcoautiun, every injury to few days someone is seriously injured, and witliin ten months nine haveokUM, been killed. Nor would it be very important to relieve the roads of this inconvenience, were not the city limits to be extended in a very few years in all three directions. When trains must run five to ten miles, Givn,,,f.<..i taking an hour to an hour and a half, it becomes quite an expense to them '" '^'*">"- and an annoying inconvenience to passengers. Subsequent items in small type are taken from my pamphlet of 18G1 : — Ilarbor and River Frontage. — Two branches, one from the north and one from the lliirhor nnd south, lying almost parallel with the lake shore, ami navigable for several miles, ''i)'^''' '^^""'' unite in the centre of the city, forming the main river, which runs at a rigliL "''"' angle nearly a mile, to the lake, ami is fifteen to twenty feet deep. Piers extend into the lake, between which vessels enter the river, and south from tlie piers another extends parallel with the shore, forming a basin or outer harbor, which can be indefinitely enlarged as commerce requires. On this basin and on the river and branches, are located the railroad depots, Extent of grain warehouses, lumber yards, packing houses and manufacturing establishments wa'or fronts, of all kinds, for which the double banks of the two branches afford ample room for many years. Canals or slips are also being constructed from the branches, in To l>o in- digging which, the material, blue clay, is used in brick making. The expansion <=■■''•'•*'"' of river facilities by digging these slips, is the only means we have to obtain*'""^ " ^' material here for brick. The Chicago Dock and Caned Improvement Company. — Hon. W. B. Nnitb side Ogdeu obtained a charter from the Illinois Legislature for this company to provuments. improve the lake shore property north of the piers. M. D. Ogden, Esq., D.>rkCo. is President; Mr. S. H. Fleetwood, Treasurer; Mr. Franklin Hatheway, Secretary ; Mr. R. A. Connolly, Chief Engineer and Superintendent. By constructing the piers at nearly a right-angle to the shore, the sand, iiarbor lUfli- which has a natural drift from the north, has been stopped, the accretion compelling the extension of the piers about 2,100 feet. For several years the sand drifting past the end of the pier, has erected banks, obstructing navigation, and costing much for removal. To improve this shore accretion This im- is the object of this Company, which will not only be immensely profitable, rfmciit-s but promises to obviate effectually the difficulties hitherto experienced concerning'. the harbor. The Dock Company commences by constructing a powerful breakwater a iiroak- 700 feet east of the light house due north, inside of which will be docks and slips. This breakwater catching the drifting sand affords material for docks. The Company will at first extend these works north only about 500 feet, but that gives about 1^ mile more of dockage. Their pier from the north cndj^miio^or of the breakwater to the shore will cause accretion to the north, which they will improve in like manner. About 630,000, were expended last year, and $150,000 will be this year, wind and weather permitting. It is an enterprise E;>«^jT'-i.e worthy of the Railroad King of the West, and will make of a large part of Mr. Ogden the neglected north-side lots, first-class business property. Notwithstanding what we have seen, few have any conception of the area which the business of this City is speedily to require. If others of these large real-estate 252 other real estate own- f>r3 should do so. Health. Purifying Pumping into canal. Canal to be fed from lake. Cool summer nights. Bracing for labor. Difference in St. L. Pure water of Lake Mich. i Our im- provements, Local Advantages and City Expansion. owners were alive to the progress and future demands of the City, would they neglect the unexampled opportunities offering ? In all parts of the City similar well considered enterprises can be profitably undertaken, and render great public service. Health. — That Chicago is very healthy, is apparent to every visitor. Statistics of mortality coafirm this impression, having always shown a less per cent, of deaths here than in other American or foreign cities, and still more in our favor of late years, owing, as is supposed, to our sewerage system, which works admirably, and improves year by year as the city becomes more densely populated, and the sewers more used. * Purifying the River. — ^In the dry weather of summer, when the river might be unwholesome, the canal to the Illinois river, which enters the South Branch four miles up, is supplied by pumping water from the branch, filling it and the river with pure lake water. In a few years the canal may be lowered and fed from Lake Michigan, sending a continuous flow of crystal water for miles through the heart of our city, and we can have this now, whenever necessary for sanitary or other purposes, at the inconsiderable cost of working the pumps, f Climale. — Doubtless the cool nights in summer are also important promoters of this healthiness. The temperature by day is about the same as in other places in this latitude, though we are seldom without a breeze from some quarter, which in winter and spring is not so very comfortable. In summer, a cool breeze usually comes oflf the lake in the evening, that makes sleep refreshing and invigorating, an important consideration in favor of extensive manufacturing, in which profits depend considerably on the vigor and health of workmen. A conductor on the Chicago and St. Louis road, who last summer spent nights and days alternately in the two cities, told me that he arose at St. Louis from his bed weak and exhausted, and at Chicago fresh and vigorous. Water Supply from Lahe 31ichigan. — Having no streams and indifferent wells, until the first artesian was bored, our reliance for water has been upon Lake Michigan. Nor need we anything better than its cool, crystal waters. At first elevated by the old Hydraulic Company, and then by the City, by steam pumps into a tower, and thence distributed by pipes throughout the City ; the only change has been in the mode of obtaining the supply, and increasing the facilities of distribution. Bat these changes are immense. Instead of impure shore water, we now draw two miles out, in water 30 feet Sewerage, Paid for city. Wisdom this. City now lowering canal. * Sewerage — Yet more in regard to this than perhaps any other public improvement, we have fallen behind the growth of the City. Candor requires the confession, that although still the he,i!tUi.'St city except Philadelphia, we have deteriorated ; and in the judgment of Dr. Rauch, the capable head of the Board of Health, because of non-extension of drains. There being no danger of the grade being lowered to interfere with drainage, but being certain to go up to its benefit, there is no reason why the system should not be prosecuted to the full demand of the City, now that prices are moderating. For this by i)ermanent improvement, it has been wise in the Council to defray the cost by logins instead of asgejs- nient. Though the use of drains cannot be assessed as of water, yet it is equally proper iu one as in the of other that the whole City should pay the cost ; and it is an important consider itiaii to the poor man in buying his out-lot that he has not this heavy assessment to pay. To be sure, the man in the heart of the city, who pays proportionally on land worth $2,000 a front foot, would prefer to piy assessments on his individual lot ; yet is it any injustice to make the whole property pay its quota for such a common good? With all the expenses this generation must bear in laying foundations, is it judicious to put upon it the cost of a permanent improvement like that ? •j- Since 1861 the river has been intolerable, though relief ha.i been obtained by means of pumping water into the canal. The City has now arranged to deepen the canal to set the current from the lake for which it will doubtless be ultimately reimbursed, in making steamboat co.n.uunioation from the Lakes to the Gulf of Mexic >, a truly national work which will be prosecuted. Tin? State, however, guarantees the payment. Notwithstanding more drainage is needed, yet the Board of Public Works put down in 1866 over nine miles of sewers at a cost of $225,000. The report for 1867 is not yet published. Past, Present and Future of Chicago Investments. 253 deep, so that it is never moved upon the bottom, and id free from all shore influences. At the surface the water in June was 60°, and at the bottom 5H°. For this wonderful triumph of engineering skill, we are indebted to i\Ir. Mr. ciics- E. S. Chesbrough, * who conceived and planned the whole enterprise ; piimned the though for the admirable execution, the keeping in their true course the """" ' miners from both ends of this subterranean channel and bringing them together, he awards chief credit to his assistant, Mr. W. II. Clarke, one of Mr. cinrke'a our oldest, most esteemed citizens. Considering the darkness, difficulty in using instruments, the foul air, it will be regarded by all capable judges a very distinguishing work to both planners and executors. The contract having been let to Messrs. Dull & Gowan, of Ilarrisburgh, Excavation Pa., ground was broken with due ceremonies by the city officials 17th March M,f,.ch n, 186-1:. The shore-shaft having been sunk 69 feet, direction was given by ^''***' Mr. Clarke to the tunnel proper. On July 24th, 1865, a huge crib of timber Crib sunk, and iron with numerous water-tight compartments was launched and towed to its proper place in the lake, its gates opened, and it sank to its bed on the bottom of the lake, in about thirty feet water, the top extending a few feet above the surface. Except the centre well, it was filled with stone. In Centre well, the centre were placed one above another, iron cylinders, 9 ft. diameter, 22^ in. thick. Their weight sunk them several inches into the clay, and the water was pumped out, and the clay dug away, allowing the cylinders to settle about 27 ft. The horizontal shaft has a descent to the shore shaft, of 2 ft. to the mile. The shore end of the tunnel had been finished 4,815 ft. when the crib work at end was begun on the 22d Dec. 1805. Could it be possible for these hori- zontal shafts, begun two miles apart, to even touch each other ? The 30th jioet and November 1866, the shore shaft having been excavated 8,275 feet, the lake through so shaft 2.290 feet, leaving two feet between; Mr. Chesbrough, Mr. Clarke, the contractors, miners in two parties proceeded from each end to the centre, and at the appointed time, 20 minutes to 4 o'clock, the miners speedily removed the intervening clay, opening the shaft two miles and seven feet in length, five feet in diameter horizontally, and two inches more perpendicularly. The brick-work, was out of line only about seven inches. f> 1 • 1 1 • 1 • 1- Only Tinchea As the excavation progressed, two courses or brick were laid m water- lime, out of line. 1 11 oi J • pii£!iii rpi Brick wsillg any space between the brick and wall of clay being caretully tilled, ilie , entire cost of the tunnel has been 8457,844,95. A new engine has been Entire cost, obtained to elevate the water in the tower, costing 8112,350. The report * For our drainage system, and for all our public works, we are under great obligations to this accoin- Obligations plished engineer. A mere salary is no proper reward for these years of patient industry, and honest, {^'J.^y'';^^**^' faithful effort in promoting and directing the great public improvements. To the credit of the City some of our leading Citizens have realized these obligations, and last thanksgiving day was apropriately Gift of chosen to send Mr. Chesbrough $11,000, by Messrs. Ogden, Blatchford, Scammon, Laflin, McCagg, Munger $11>000. and others. May all our faithful servants have like recognition of their merits. 254 Local Advantages and Citi/ E.q)aimon. Cost of of the Board of Public Works to March 31st 1867, soon to be i^ublished, lills^sjrj".''' makes the total cost of water works §2,373,919,80. The report says of— Income. — AVater rents collected, deducting $75,020 refunded, $801,048,81. Profits -f«*- of tapping pipes, $968.78. Total income for the year $302,017.50. Excess of ^*'" income over interest and expenses, $84, 520.05, a greater excess than has before Water in- Occurred. Increase of income of year ending March 31st 1867, over that of year come March preceding, $48,903.10. Increase of interest and expenses for same time, $15,521.53. 31st, ISO,. Water Pipes laid during the year 1866, of either 4, 6, or 8 in. diameter, were «aterpipe . ^^^,.^ ^^^^ ^^ ^.^^^^ ^^470 feet. Report Board lie ir«ri- Water in Pipe laid 5 years. Cost. Cost of Distributing Pipes Laid for 5 Years, Tears. 1861, 1862. 1863, 1864 1865, Cost per Amount Laid. Feet. Total Cost. Running Foot. About. 13,761 $12,008.00 87} 50,881 39,197.00 77 68,691 75,241.00 1.09 J 62,657 104,528.00 1.67} 73,494 146,332.23 1.99 Artesian wells.f Artesian Wells. — Quite possibly the lake tunnel would not hare been bored, had the petroleum fever operated here a little earlier. Boring for oil resulted Mr. Shu- in striking the first artesian well, of which enterprise Mr. Geo. A. Shufeldt, "Jr., was chief promoter, and in a pamphlet the wells are fully described. Space can only be taken for the chief points : — Water struck, Nov. 25, '64 at 711 feet. 600,000 gals, in 24 hours. 68° F. Clear and pure. Finest well known. Passy well. Crenelle well. Tubed 35 ft, deep. Rises 25 ft. Works a pump. Second well, 694 ft icep, The drill continued to go down until, at the depth of seven hundred and eleven feet, the arch of the rock was penetrated, and the wafer suddenly burst forth. This was about the 25th of November, 1864. The water flows at the rate of about six hundred thousand gallons per twenty-four liours, through an orifice four and a quarter inches in diameter at the bottom. The temperature is 58° F. and is uniform. It is clear as crystal, as pure as the diamond, free from all animal or vegetable matter, and from any injurious mineral substances, and its composition is such that it is better adapted for drinking purposes, and for health, than any other water known. Taking into account the low temperature of this water, the great depth from whence it comes, its head, or the force with which it comes to the surtace, and the quantity discharged, it may be said to be the finest Artesian well in the world. There is no well known which discharges so large a quantity of pure healthy cold water. There is one well — that of Passy, near Paris — of large bore, which furnishes more water ; but it is warm, and can only be used to supply the lakes in the Bois de Bolongne, and for irrigating purposes. The water of the well of Grenelle, also, is unfit for other than mechanical uses, and this is true of the majority of deep wells in this country. Immediately after reaching this water, we proceeded to tube the well through the thirty-five feet of surface rock, which was much broken by the commotion and upheaval. To that end a four-inch pipe was inserted and driven down forty feet, until it reached the solid marble. This tube, or pipe, is now carried twenty-five feet above the surface, and out of the top of this pipe the water flows into a liume, and is conveyed to the water wheel, twenty-feet in diameter, which is used as power to drive the drills and machinery for other wells which are now in process of construction. * * * The second well is located about nine feet distance from the first ; is 694 feet 4 inches in depth, to the surface of the water ; was commenced on the 8th of May, and reached the water on the 1st day of November following. There are no striking geological differences in the two wells, the rock penetrated being almost the same in character, and exhibiting the same signs of oil. The water in the new well is Past, Present tmd Future of Chicago Investments. 255 entirely free from the odor of sulpliiir perci'i)til)lo in the first well ; this is owing Fioo of sul- to the fact that the vein of sulphiiretteii li^Mlrogeii gas which enters the well before i''""'- it reaches the fountain was not touolicd in boring the second well. This water may now be considored as the clearest, purest and best in the world. Clourest, On the surface of the ground tliere is none like it, and no other Artesian well !""'•■*'- '"'*'' approaches it in purity or temperature. '" "'« ^^"''U- In the absence of any accurate measurement, we conjecture that the two wells i2i» 000 are now flowing about twelve hundred thousand gallons per day. guis.'diuly. F. Mahler, Ph. D. gives this analysis : — p< MahUr I'h. D. ' 1000 parts of water contain : Carbonate of lime 0.2220 Aualysis. Carbonate of magnesia 0.0241 Sulphate of lime 0.1049 Sulphate of magnesia 0.2250 Sulphate of soda 0.0050 Chloride of sodium 0.1380 Silicic acid 0.0050 Alumina and potassa traces Sum of solid mineral substances 1.0137 Carbonic acid, free.., 0.1533 Total of all constituents 1.1G70 The Chicago Times iu a lengthy paper describes the boring of the two c^i- Timet. wells at the stock yards, and the peculiarities of the several strata : — A well 8 feet in depth was dug, in which, on the 14th of May, 18G6, drilling was Stock j-ard commenced. * * * Several minor streams of water were encountered, ""•'"^• but it was not until the oOth of October that the final stream was reached. On this Ist well, day 22 feet were drilled, making a total depth of 1,032 feet. From this well OS, 000 V^*'"'- ^"'®* gallons of water were yielded daily, and for a lime it was supposed that, with this e.^'liioo gals, great increase of the company's water-power, it would be enabled to fully satisfy JuU.v. the requirements of the yards ; but the lapse of a very few months showed the necessity of at least a second visitation to the depths below In sinking the second and last artesian well at the stock-yards, three distinct 2(1 weU. 3 veins of water were encountered. The first vein was struck in the thick bed of ^'r"f °^ limestone following the second shale, and yielded about 15 barrels an hour. After passing this stream, no water was seen until the 90 feet of limestone under the first sandstone had been reached. In this rock a very extensive spring, flowing at the surface of the well about G5,000 gallons a day, was opened. The third and large 3.1 vein vein was struck in the-bed of hard limestone, 1,190 feet from the starlight. ^■'^^'^ ^'^^ The following table will show the depth from the surface at which the several *^'"'^' strata commence, and the beds in which streams of water were found. Water was not found at the depths indicated, but was in the rocks which commenced at those depths : Distance from surface. Nature of rock. Various Beneath surface earth Ilardpan. sjratii passed 40 feet First limestone. "^""^ 300 feet First shale. 400 feet - Second limestone. 420 feet Second shale. 550 feet (first water) Third limestone. 877 feet First Sandstone. 1,010 feet (second water) Fourth limestone. 1,100 feet Last Sandstone 1,130 feet Sand and limestone. 1,160 feet Same, but harder. 1,172 feet Last limestone 1,190 feet Same. 256 Local Advantages and C'Ui/ Exjjansiun. stream S ft. The vein from which the greatest supply of water was obtained appears to be deep. about 8 feet in depth, so far as can be ascertained by sounding. The current is cmrent. a very strong one, and is apparently passing from the northwest to the southeast. This fact was ascertained by lowering into the bore, by means of a fine wire, a long lead plummet. The weight would descend steadily until it reached the stream of water, when it would instantaneously be snatched or jerked cut from the per- pendicular line from the directions indicated. In relation to the Telocity of the stream, one. of the attendants explained that it was "about the swiftness of a cat- fish." The experiment with the plummet explains this remark. Tno wells The two wells are both beneath the same shed, and fill tanks that rest side by together. gj^g Each tank is elevated 45 feet from the ground, and has a capacity for hold- water 46 ft. i°g 114,000 gallons. The wells are 59 feet apart north and south, in which distance the strata has a "dip" or inclination of seven feet to the northeast. In the old well the first bed of sandstone is 20 feet thicker than in the new one. The stratum of underlying limestone is exactly 20 feet thinner. With this exception, both borings present materially the same features. Difference of The Water in the wells presents a marked and singular difference. In the old well w*^"^! .it is strongly impregnated with sulphur. So thorough is the impregnation, that the ous. water not only smells and tastes of the substance, but deposits it profusely upon the bottom of the trough in which it is received, and in the tank in which it is collected. After exposure to the air for a few hours, the sulphur is partly precipitated and partly carried off by the air, leaving a perfectly colorless and tasteless fluid. 2d, chalybe- In the second well, on the other hand, there are no sulphurous evidences ; but "te. the water is strongly charged with one of the oxides of iron. It has no perceptible odor, but its chalybeate characteristics are very apparent to the taste; and to the eye, in the iron-brown deposit which covers the bottom of the receiving trough. Both waters undoubtedly possess excelent medical properties, and, if only situated in some fashionable watering-place, would undoubtedly boast a national reputation. No analysis. As yet neither has been analyzed, so that nothing is known of them, beyond their prominent distinguishing features, — the impregnation, respectively, with the metalloid sulphur on the one hand, and the metal iron on the other. 600,000 gals. The Force of the Water of the last well is sufficient to discharge 600,000 gallons a "■' ^' day, at the surface. In carrying itself to the height of the tanks, an altitude of Rises 45 ft. 45 feet from the ground, it loses so much force that only 450,000 gallons are dis- charged at this point daily. It is estimated that a further height of 130 feet, being Head, 175 ft. X75 from the surface, the water would assume a stationary position, and would readily obey King Canute or "any other man," if he told it to rise no farther. Supply stock The wells are both now in running order at the stock-yards. They are the only yards. means used in the supply of the immense amount of water there constantly required, and prove highly successful in every respect. As living realizations of the laws of science; as proud exemplifications of the energy and will of our people, they should command the interest ana attention of every believer in Chicago and her institutions. Value of It is difficult to over-estimate tlie value of this discovery- of water with such a head. These wells being about 5 miles apart, the first two 3 J miles from the lake, and' about 21 west of the north, branch of the river near Chicago avenue; the others east of the south branch, and about 2i miles Promise oth- from the lake, they seem to promise supplies in all parts of the City. Should it be deemed best to use the lake water for ordinary purposes, these wells will still be valuable for manufactures, fountains, etc. Should these Perhaps Subterranean rivers be discovered extensively in the West, it will be regarded the°We3t" one of the best of nature's rich endowments.* Whence the *For thirty years It has been a matter of speculation with some, where these lakes obtain their sup- lake supply? piiea. On the west side of Lake Michigan, within 12 miles of it, the streams bear the surface water into No river stij)- the Mississippi. The Kankakee, another Mississippi stream, heads far up in Michigan. No considerable P y* utreains flow into either of the lakes, the whole not equaling the evaporation, perhaps not half of it ; and whence can the supplies come for Niagara's cataract? My theory has been that they were fed in Past, Present and Future of Chiraijo hivesfments. 257 Bmlding Ifafervih, Brick, Stone, and 7>7iwier.— Being the chief lumber nu.Mine market of the world, that affords the cheapest and readiest material for Cnt'i^'r''' building. The demand being strong and constant, we build quickly as '''"''■*^' possible, and we learned in the very beginning to economize in its use, and to dispense entirely with timber except for the sills. The first " balloon " u^'iioon frame, as they were christened, of which Chicago had heard, was erected '^^''°"'*' by Mr. George W. Snow, in the autumn of 1832. They are now, however, Mr.Snow. too well known to require description. Besides their economy, their li"-ht- ness renders moving easy, and almost daily some can be seen rolling to the outskirts to make way for better buildings. In this respect they have been Facilitate of immense service, for had cheap brick buildings been erected, many fugs! ^"'''^' would have remained to disfigure the site for long years. They are strono- enough for all ordinary uses.* But the high insurance and low rent their deep beds by subterranean channels from the Rocky Mountains, as the surface streams there are Subterrane- inadequate to carry off the rain and snow. The discovery of subterranean streams by Capt. Pope, now ""« channfis Major General, and others, seemed to countenance this theory, and these artesian wells confirm it \\i"^ Kocky The great head must come from some elevated source ; and what region more probable than the Rocky Mountains ? If so then boring may discover currents throughout the west. *While these buildings are strong enough when once erected, and many years have endured high winds ; Balloon yet in process of erection, and especially if the win(J blows into an angle allowing no outlet, it would be frame strong disastrous. A block of ten buildings was thus blown down. The Pod described the occurrence, which Clown over the Times quoted, on the 13th April, and added facetious comments. It afforded a rich treat to our amia- '" building, ble sister of the rivers, and the Mo. Democrat of the 15th gave a half column for both articles ; and close j/^ ])gf^ alongside, as the first and chief editorial, gave vent to St. Louis jealousy in this characteristic manner ; which, not to be charged with mangling, is given entire: — A Cldcago House. — A stranger, visiting Chicago, will be gratified to observe the rapid erection of ^ Chi. house, buildings in every direction, and upon close observation, will find in the quality uf the buildings erected new evidence of the peculiar enterprise and guaheadativeuess of her people. Perhaps, at first blush, the structures may seem to him somewhat light, airy and ephemeral. lie may wonder how on earth people manage to make little sticks standing on end support a wide roof, several floors, and the machinery for crowded facfcries or stores. The structures look as if they were not meant to stand over night; the jjot stand idea that they will last a lifetime is too ridiculous to be entertained; and the city, with its wooden over night, houses supported by a few splinters, assumes to the observer the aspect of a big card-castle or cob-house, which some zephyr may one day blow away altogether. But this is a most ungenerous and narrow view of the matter. These flimsy structures are only evidences of the wonderful enterprise of Chicago build- phi. enter- era and inhabitants. The builders are euterjjrisiug, because they put up buildings (so called) with an prise, impossibly small quantity of material. The inh.abifants are entei prising, for, realizing that they have here " no continuing city," and that they are to '• tarry but a night " until trade moves somewhere else, they hold themselves ever in readiness to go ahead any whither at as little pecuniary sacrifice as possible. Frail houses Perhaps their houses are frail, but they will last as loog as the merchant e.xpects to stay. Like the tents i.jgt \tmg of the Arabs, they are all the better for not being permanent, or enduring. enough. With all this good sense and wonderful enterprise, however, Chicago people are guilty of one slight x Chi. fault. They do not make their buildings quite light enough. Unfortunately, structures so frail will fault, tumble down at times, perhaps while crowded with people. Common humanity would dictate that they should be so light an 1 airy that their fall could never by any p(«sibility crush or bruise anybody. A House ma- very slight improvement in the construction, the least possible change in the thickness — beg partlon, the terial too thinness— of the sticks and shavings of which these stiuctures are built, would attain this most desira- heavy, ble consummation, so that a Chicago house would be not only as light, as cheap, and as easily moved as a tent, but as harmless to its inmates whenever it tiills — as fall it often must. Thus, on Monday, a block Block blown of ten stores and buildings, in process of erection on Clark street, three stories high, was blown down I'.ywn. and of the sixty persons at work in the building at the time, though none were killed, several wt-ro injured. Now, this is unpardonable. The sticks ought not to have been heavy enough to bruise any- Injury un- body. The Post justly calls it " an indefensible and damning crime " [The Democrat probably imagined pardonable, this remark in order to turn his period. At all events, nothing of the sort is in either article quoted.] for a builder to put into a Chicago house sticks of such unreasonable weight. Hero was one man fright- fully cut on the head ! Had the building been light enough nothing of the sort could have happened. Another had a leg broken ! Let the builder be instantly indicted, who ha« dared to put into such a home a Builder to be stick big enough to break anybody's leg. The Trilmnc's report, elsewhere copied, states that the scant- j^jijted. ling for the second story were "simply nailed upon" the scantling which supported the first, and the third, again, whs sustained by other scantling " simply nailed " upon the uprights of the 8ec.>nd. Now, this is "damning and indefensible." To put natYs into such a house ! Of course the "scantling" ought to have beon tied together with thread. Strange — passing strange, is it not ? — that a city whose " structures look as if they were meant not to Strange that stand over night," should so completely have over-mastered the Queen of the Rivers ; that solid city of ""^'^ " flimsy city ovor* solid growth, of solid wealth, and if she is to be believed, all the solidity of nature to build her up! If » masters '[ 7 St. L. 258 Local Advantages and City Expandon. comparatively of a wooden building, compels the owner of a lot which becomes worth §G00 or $800 a front foot, to either lease the lot, or sell, or build. City well As a consequeucc, the central business part of our City, with its brick, ^'"'"' Joliet stone, and iron, is not surpassed by an equally compact area of any other city in the country. Brick For brick manufacture we have unlimited resources for clay, as before abuudant. remarked, in digging slips ; and sand the lake furnishes ; and for fuel the waste coal largely suffices. The price is exorbitant, the demand being con- joiiet stone, stantly abovG the supply. But most of our buildings are faced with Joliet limestone, of which the quantity is inexhaustible, and being along the canal, is brought at small expense. It cuts easily when first quarried, and Durable. bccomes Very hard upon exposure ; and with some fifteen years of use it promises to be an enduring stone. A greenish light cream-colored tint at first, the iron in the composition oxydizes upon exposure, and in a year or Rich cream two bccomes a deep rich cream. Not sombre like brown stone, not dazzling as white marble, the eye rests upon it always with pleasure, and the oldest buildings are the richest, and have an appearance of age beyond their years. Especially in the light and shade are the buildings remarkable. Great effect. No other material gives to the projections, as caps, sills, pilasters, cornices, etc., more pleasing and stronger efi'ect; and it increases with age. The Ma- sonic Temple, Portland Block, Mr. Ogden's corner on Clark street, the Marine Bank, etc., are among the oldest, as they are richest looking in the City. Mr. Palmer's But no block has been erected so ornate, so effective in its angles to bring: ' out light and shade, as that designed by Mr. Van Osdel for Mr. Potter His marble Palmer ou State street. On the diagonal corner, Mr. Palmer is erectins; a block. splendid block of white marble from Canaan, Connecticut. By this favor to the City, we may see the superiority of home material.* Wide streets Our wide Streets aiford unusual opportunity to enjoy architectural beauty, vie°w. ^°° and probably that is one reason why we have so many fine buildings. At all events, our excellent architects have set tha current, and it will run Chi. well indefinitely ; and by the time we shall have a million inhabitants, Chicago will be as famous for the beauty of its buildings as for its rapid growth. mushroom city like Chicago can accomplish this, of what sort of milk and water elements must St. Louis Snarling all Ij" composed, to be thus surpassed in everything? Will spiteful snarling of this sort— and that even she can do. false— mend their case ? Besides taking space for the Timea' and Post's articles, it seems this Chicago accident was so important to St. Louis, that a third notice of it was inserted in the same paper from the Tribune I The reiteration will make the world believe that Chicago is not only blowing up, but is blown Why docs wp wth its cob-web castles. But why does not St. Louis make more headway against " the city with its not St. L. wooden houses 8n|)ported by a few splinters, which some zephyr may one day blow away altogether?" headway ? ^^ ^^® waiting for " the merchant " to leave his " card-castle or cob-house," and go to the solid city ? At present too many from St. Louis seem to venture the balloon frames, to render it expedient for those already here to go to her relief. Mr. Palmer's *Mr. Palmer's block now building is 100x150 feet; the basement stone, 1st story iron, 4 stories marble. to^coKt* ''"'' ^""^ '^" "*''' ^'*'^ French roof. The marble costs 599,000, in New York. The building will cost ^300,000, 1300,000. An addition will bo made of 60x1.50 feet when the present lease upon it expires. It is said to be the most splendid commercial building in the world. Pasfi Present and Future of Cliicar/o Investments. 259 Could information be obtaineJ, it would be found that building materials Building wei'e actively employed. The Republican, Dec. 30th, 1867, contained -a Reiiuiucan. statement obtained from architects, though imperfect as some declined to give information. The list contains 87 stone fronts, costing $1,744,000 ; 106 brick, $1,331,500; 112 wood, $020,700; a total of 305 buildings, .305 buiw- costing §3,69l),200. In addition, the Centennary Methodist Church co.st fj.uye.m $60,000 ; a Lutheran $6,000 ; Scotch Church, $12,000 ; Historical Society oti.or building, $36,000 ; Academy of Sciences, $35,000 ; Rush 3Iedical College, ''""'^"'S'- $50,000; Michigan Southern and Rock Island depot, $200,000; water works, $200,000, etc. Not one in ten of our buildings are of this permanent !*r'>8t buiM- character, or employ an architect. They are built for temporary use ; and r'iry. in these buildings seven-eighths of the Citizens reside. No doubt over s.ono in •fr,. 3,000 good comfortable dwellings and places of business were erected in 1867. Financial Condition. — Besides the school fund above, the City has its City finan- various public buildings, of which the land is appraised at $234,000 ; the property of the fire department, $225,000 ; dues on wharfing privileges, Property. $90,000; school furniture, $51,000, etc. The following model message of our Mayor, Hon. J. B. Rice, at the Mayor Rice. instalation of the new Common Council, 4th May, is inserted entire : — Gentlemen of the Common Councii. of the City of Chicago — The debt of Mossape 4th this City is $6,530,382, and is made up as follows : ^^y- ^^^®- Bonded Debt. Water loan $2,483,000 Total debt Sewerage loan 2,149,000 $5,530,-382. Municipal loan 1,852,500 Floating debt 44,182 As the income from water rents will pay the principal and interest of the water Water debt loan, that portion of the city debt may properly be deducted from the above ^^^^^ ''^ "'"^'• amount, as also the debt for deepening the canal, the payment of which is guar- anteed by the state. These two items: water loan, $2,483,000, and deepening the canal, $450,000, amount to $2,933,000, — leaving the debt of the city, which is to R''al . ^ the City, and build up the various institutions oi religion, oi science, and Past,^ Present and Future of Chicago Investments. 1:01 of art, which this aggregating of huuianity cuablcs a city to create, and which it is bound to create as an antidote to the incidental ills flowing from these ulcers upon the body politic ? But those who choose to turn into fossils instead of keeping powers of There are head and of heart in healthy exercise, are only exceptions. The work ^^'^^^ accomplished in religious, educational and philanthropic purposes, compares work done favorably with other cities, and gives promise that in these respects as in pj-o'^e. business, Chicago will not be in the rear. It should be and is our hope and aim, that this young City, made up in large measure of the most active, energetic, enterprising of the older States, should set other cities an exam- Chi. to be an pie of what may and should be done by these centres of civilization, jq ''*^'""'' ®- improve and elevate humanity. Money made so easily and abundantly as it is here, will be liberally spent. As yet we have had to labor mainly in foundation-work, with little time Adornment or means to adorn and embellish. But in this we are beginning ; and with the wonderful prosperity Providence bestows upon our endeavors, can there be any lack of means if Jew and Christian only faithfully render to God The tythe« sufficient His tenth ? Nor are tythes to be given specifically to religious objects, so means, called ; that is, in benefactions to God, in contradistinction to those to man. Are we not religious if we labor to attain Divine objects? For To be used what else is the Bible given, except to teach us the works of God for man ? objects— For the benefit of these sons of God, even the death of the Eternal Son was not too great a sacrifice. Is it not made our religious duty, the evi- dence of our regard for Jehovah, that we do what we may to benefit our —to benefit fellow ? Except the offering of the heart in gratitude and adoration, what else is there in religion but to benefit man ? All through the Old Testa- ment, — What doth the Lord require of thee, ^^'"'''- "'• ^■ But to do justly, to love mercy, And to walk humbly with thy God ? The Gospel is only an advance upon the same teachings, according to the Gospel same progress of our race. If we " do justly " and " love mercy," what physical or spiritual want of man will be uncared for ? We have done something for these great purposes of life, yet little compared with what would have Tythes not "been done had a half the tythes been rendered. Those of us who from the beginnins: have seen the results of the little we have done for the cause of oid settlers ° *- .to work. God and humanity, what abundant encouragement have we to give as we have opportunity of both means and efibrt ! How should the truth come home to us, — Whatsoever thy hand findeth to do, do it with thy might ; for there is no work, EceU «r. 10. nor device, nor knowledge, nor wisdom, in the grave whither thou goest. If duty devolve upon old settlers in view of their opportunities past and New settlers present, are new settlers relieved ? Enjoying the fruits of past bestowment of means and effort, actually entering into others' labors, their obligations 262 Local Advantages and City Expansion. Obligations are correspondingly augmented to render service for what they enjoy. Yet ^^"^""^ no extra service is requisite. The best of us are so far deficient in duty, Easy to lead that by faithfully rendering the tythes to the high and holy cause of God old settlers. ^^-^ humanity, new settlers may place themselves in advance of many even of the old settlers. Where we bestow our money we shall give our work. Churches. CJiurches. — From the beginning religion has had attention as the founda- Mf'thofiist tion of social and civil institutions.* In the winter of 1832-3 Father j-ht^c ergy- -^y^|].gj,- ^ gQO(J old Mothodist itinerant made his headquarters here, and Father bought a log building standing on the west side of the north branch, near buuding. ''^ the railroad bridge. The front part was used for worship, and the rear as Presby'n his dormitory. About June 1st, 1833, the troops in Ft. Dearborn were organizedf"^" changed, and Rev. Jeremiah Porter, whom a few of us are left to remem- ber with affection, came with the new troops as chaplain, and organized the first Presbyterian Church (as noticed p. 99,) in Father Walker's building. Next, a most excellent man. Rev. Mr. Freeman, a Baptist, arrived. Dr. Biptist John T. Temple, the proprietor of the first line of stages into Chicago '^^■from Detroit, an energetic Baptist, with a few others, came in 1833 and put up the first church building, on the corner of Franklin and South Union with Water streets; and Baptists and Presbyterians held services alternately, is't'^^ Presby'n and had a joint Sunday School until a Presbyterian church was erected church. -j^^^ .^ 1833. It stood fiicing north at the northwest corner of the alley i>? Meth. and Clark street, north of the Sherman House. The Methodists erected a small church on North Water street, between Clark and Dearborn, in 1834. 1st Catholic. Father St. Palais came, I think, in 1833, and erected a Catholic church near the corner of Lake and State streets, in 1834. A most accomplished scholar and gentleman, and devoted Christian, he now honorably fills the ist Episco- eminent chair of Bishop of Vincennes. Rev. Mr. Hallam was a faithful ^'^ ■ pioneer in Episcopacy. They organized a church in 1834, worshipping in jMr. Watkins' school room on North Water street, near the Methodist church, where all of us young men aided to adorn the room for Christmas. Bishop Chase several times held service in the Presbyterian church. They erected the first brick church, the old St. James, in 1835. No denomi- As before observed, it is one of the most delightful reminiscences that jealousy, churches were instituted with so little denominational feeling and jealousy. Without a doubt, the genuine Christian fellowship which has prevailed, has been one prime cause of not only our religious, but temporal progress ; and may we not yet hope that the glorious work of union goes on until we Chi. needs *It must be acknowleged, that we have more than ordinary need of the safeguards of reliiiou and of good influ- all other less controlling influences, to stem the torrent of vice hither setting. The very causes of our onces. , . , a J business progress, drawing to us people from the ends of the earth, brings vicious equally with the Intiux of virtuous. Indeed, the former are more likely to seek out such a cosmopolitan place than are the latter; and this City is believed to be a very sink-hole of iniquity, because one can scarcely take up a news- paper any where, without finding in it some description of a shocking crime at Chicago. FIRST BAPTIST CHURCH. OGDEN SCHOOL. Past, Present and Future of Chicaqo Investments. 268 learn to practice John's teachings (I John iv. 1-4), and Protestants and ah cini-t- Catholic, Unitarian and Trinitarian — all who " confess that Jesus Christ is o-ni/.u eucu come in the flesh" — shall recognize each other as brethren ? Then, eaclk in the family to which his tastes and habits best adapt him, the diversity will give the strongest possible unity. Is not this an object for the should be Christians of Chicago to labor for, to pray for, to believe in ? From those for Chi. feeble saplings, what trees have grown, and what strong off-shoots ! List of Churches in Chicago. Baptist 15 Mariners Bethel 1 Christian Church 2 CoTigregational 7 Episcopal 13 Evangelical 3 Evangelical Lutheran 4 United Evangelical 4 First Mission Building, ) Church of God. / 1 Independent 1 Jewish Congregations 3 Total Methodist 12 List of Chi. German Methodist Episcopal 6 ^l'"'"''l'??> XT ■ T L\ A May, 1867. Norwegian Lutheran 4 Presbyterian, New School 10 Presbyterian, Old School 8 Presbyterian United 3 Reformed Dutch 2 Roman Catholic 18 Swedenborgian 2 Unitarian 2 United Brethren in Christ 2 Universalist 2 125 Number,125. A moderate estimate of the cost of these churches would be $2,000,000 : Cost $2,000,- 000. the most expensive being the First Baptist, which cost $175,000. With churches, the various philanthropic societies have grown up, and in B.'n9yoicnt no city are benevolent operations more thoroughly organized. That we do not give as we should, is not for lack of system, or of urgent applications, but because with most of our countrymen we have not yet learned with what directness and positiveness GrOD requires of us the tythes. When we Tythes to be ^ . given. shall learn to consecrate the tenth part of our increase — as we surely shall, if our blessings are continued — how will the influence of our City be strengthened ! Education. — This subject, also, from the first has had earnest attention, Education, especially our public school system. It seems but yesterday since in 1835 ist public the first public school house was erected on Clark street, on the church lot.* house. commou schools. *To Mr. W. II. Wells, to whom a3 Superintendent we are so much indebted fir the present efficient Mr Wells system of public schools, am I indebted for the knowledge that that building was the first erected ™y informer, specially for school purposes. But the honor is due to my sainted mother. Having then plenty of money, it was spent very much as she desired. Interested in an infant school, she wanted the building, and it was built. Afterwards, learning myself to be interested in educational efforts, and means having My interest been lost in the reverses of 1837, I set to work conscientiously to make some money to use in that sacred cause. My plans were accomplished, and I had property enough ; but instead of sticking to my resolu- tions, against my mother's earnest entreaties, I became a slave in the reaper business, and was ruined by it, as I deserved to be. Had those solemn resolutions been kept, to devote myself entirely to the cause Resolutions of common schnols throughout the State; my means wore abundant, I should probably have done ""* ''ept. some gojd, should have gladdened my dear mother's heart, and doubtless had an estate of a million^ Nor is my unfaithfulness a solitary example. How many business men know when to stop their speciaj Do others do efforts to mike money, and set themselves to work as honest, earnest stewards, to employ their means in better? advancing the cause of God and humanity? How many who have ceased business labors, have engaged in these other labors ? 264 Local Advantages and City Expanswn. My account book shows Mr. Joseph Meeker was paid for building it, 6507.93. Quite a contrast to the last Annual Report of the Board of Education, which presents this statement of — Value of Chicago School Houses, Lots, etc., Slst August, 1867. Value of school houses and lots, 3lst Aug. 186T. High Dearborn.. Jones.. Scammon . Branch, 1 Branch, Kinzie " Branch, Franklin " Branch, Washington " Branch, Moseley. . Branch Branch, " Newberrj Wells $416,8.50. 392.573. Skinner Haven Cottage Grovo Bridgeport Holstein Walsh Street Pearson St. Pr'y... Elizabeth do Rolling Mill do Date Mate- Erec. rial. 1S56 Stone. 1844 Brick. 1844 Brick. 1858 Wood. 1846 Brick. 1862 Wood 1845 Brick. 1862 Wood. 1851 Brick. 1862 Wood. 1851 Brick. 1852 Wood. Wood. 1856 Brick. Wood. 1857 Brick 1857 Brick. 1855 Wood. 1862 Wood. Wood. 1856 Brick. 1858 Brick. 1865 Brick. 1859 Brick. 1862 Brick. 1866 Wood. Wood. Wood. 1866 Wood. 1866 Wood. 1866 Wood. 1855 Wood. Height. Three Stories. Two Stories. Two Stories. Two Stories. Two Stories. Two Stories. Two Stories. Two Stories. Two Stories. Two Stories. Two Stories. Two Stories. Three Stories One Story. Tliree Stories. Three Stories. Two Stories. Two Stories. One ttory. Three Stories. Four Stories. Four Stories. Four Stories. Four Stories. Two Stories. Two Stories. One Story. Two Stories. Two Stories. Two Stories. Two Stories. 53 X 90 feet. 60 X 80 feet. 53x71 feet. 26 X 45 feet. 50 X 72 feet. 60 X 36 feet. 46 X 7-1 feet. 56x39 with) „. wing 26x44j" 45 X 70 feet. 56x39 with) ., wing 26x44/" 45x70 feet. 56x39 with wing 26 X in«- 78 x 58 feet. 22 X 44 feet. 60 -v 84 feet. 60 X 84 feet. 26x42 feet. 44 X 53 feet. with)- )x58;"- 60 X 80 feet. 74x78 with), wing 50x58] "■ 68 X 86 feet. 74x78 with wing 50. 68 X 86 feet. 77x6S3.<;feet. 28x66 wiUi If. wing 24x40 ("• 24 x T2 feet. 76x6814 feet. 76x68i| feet. 76 X eS}4 feet. 42x46 feet. How heated. Steam. Stoves. Stoves. Stoves. Stoves. Stoves. Stoves. Stoves. Stoves. Stoves. Stoves. Stoves. Steam. Stoves. Steam. Furnace. Stoves. Stoves. Stoves. Steam. Stoves. Steam. Steam. F. & Stoves Stoves. Stoves. Stoves. F.& Stoves Stoves. Stoves. Size of Lot. S 30,000 1203x186 8,750 1130x162 10,500 ; 150x212 2,200 50x106 10,590 203x205 4,000 10,500 5,000 10,500 5,000 10,500 5,000 500 24,000 800 26,000 26,000 2,000 4,000 1,500 25,000 35,000 35,000 35,000 13,500 2,000 1,800 13,500 n.bOO 13,5(K) 1,800 197x90 181x2&4 200x224 262x122 200x172 179x108 200x148 2-50x180 145x189 I.n0xl70 200 X 231 115x237 100x145 158 X 195 239x108 206x164 288x288 Value of Lot. i 20,300 78,000 45,000 5,000 30,450 16,745 18,100 3,000 25,000 20,960 12,000 12,530 8,000 7,500 11,600 19 500 6,400 3,000 1,500 7.000 15,730 16,258 4,000 Total value of School Buildings $416,850 $392,573 More to be done. Carpenter school- house dedi- cated. More has been done the last than any previous year ; yet the voork must go on. With all the increased accommodations, and their crowded condi- tion, still children cannot obtain admission. For at least two or three years to come as much should be done annually as in the past year. At the dedication of another school-house, christened after my old friend, Mr. Philo Carpenter — a few months older resident than myself — the Chicago Post reports : — Ald.Holden. Aid. Holden congratulated the patrons of the district on having this day dedi- cated to the cause of the education of their young this beautiful building. He congratulated not only the patrons of that district but every citizen of Chicago on having this beautiful and substantial edifice added to the large number heretofore erected and dedicated for purposes of educating all of the youth of our City. He Schools cost said to acquire grounds and erect such buildings as this, costs money and large money. sums. He said he would show in part what had been done during the last municipal t^osa--^,,,, _ ,cc:^ WELLS SCHOOL. Past, Present and Future of Chicago Investments. 205 year, in the way of paying out money for these purposes, showing the following sums to have been expended : Dore school lot $]0,r)00.00 Kxpendi- Dore school building 42,8;{().r,r) *"■■''^♦°'■ Heating the same 10,!t7().-o 1TO7-8. Furniture for the same 3,000.00 Carpenter school lot 10,000.00 Carpenter building 43,*.)8;i.85 Furniture 2,500.00 Holden school lot G,000.00 Holden school building ...... 47,019.60 Furniture for the same 2,r)00.00 Lot for Hayes school 9,950.00 Hayes school building 33,7t)2.00 Lot OH Reuben street, near Sampson 5,000.00 Building on the same in process of erection — to cost $53,000 Wentworth avenue lot 7,000.00 Jones school lot 27,500.00 Walsh school 5,300.00 Rolling mill lot 4,224.00 Balance on Cottage Grove building 2,850.00 Building at the corner of Elm and Rush stseets 7,000.00 Total $282,496.25 8282,496. To this is to be added some $40,000 more, making the total about $320,000, and Totnl, leaving on hand $180,000 for building purposes. 5820,000. To meet the named expenditure, seven per cent, school bonds, having twenty s.ile of city years to lun, have been issued and sold. The council were authorized to issue lju"'*''■■''• line of progress, in all that pertains to public instruction, the City stands to-day. We lead Ideas that other cities are just experimenting upon, with us are established facts ; otli"™- improvements that older organizations hesitate to adopt are already incorporated into our school system. And this, perhaps, is due to our youth, just as, because of their age, older cities have deep-seated evils that require years to eradicate. Among the elements of improvement possessed by us, one of chief importance is Oracled the Graded Course of Study, adopted in 18G1, upon the suggestion, and under the '^""™®- direction of W. H. Wells, Esq., while Superintendent, which has been in successful Mr. Wella. operation since that time. This course has been the chief model on which many similar courses in other cities have been constructed, and it is now almost daily consulted for ideas, in the establishment of similar plans in cities of far maturer age than Chicago. Our City Normal School has been in successful operation for ten years, and the Normal most satisfactory evidence of its efficiency is found in the fact that the best teachers sciiooi. employed by the Board are graduates of this school. Out of three hundred female S'lpplies teachers uow in our schools, nearly one-half received their training here, and our **'"^ '^"" only regret is, that the number is not greater. The Training Department, inaugurated some two years ago, has been steadily Training growing in excellence and value since that time, and is now an indispensable part (ii-partment. of our Normal School. In close connection with this is our monthly Teachers' Institute, established in Teacher's 1857, and continued regularly since then. Yet while such an Institute is generally institute, conceded to be a necessity in any comprehensive school organization, in one or two of the largest cities the obstacles offered to the inauguration of it have not yet been fully overcome. In the matter of school structures, we have at last, after repeated trials, secured Dest school a plan that is rapidly being copied in other cities, as the best general arrangement l^ousfs- of school accommodations in use. Evening schools have become thoroughly a part of our system, and, though we Evening do not claim to have originated them, we were among the first to adopt and ^'^'*°°'*- introduce them. In one other particular the schools of Chicago are conspicuous, and that is in the Tracher'a salaries paid to teachers; although not what they should be, they are higher, on an '""^"'*" average, than in any other city of the United States, with, perhaps, two exceptions. S<'ience and Art. — Nor have we altogether neglected the higher institu- Science and tions of learning. They are yet in their infancy ; but in nearly every department the foundations have been begun, and seem laid solidly. No amount of effort or of means can thoroughly establish scientific institutions; Timoindis- • 1 pensablo. time is indispensable. What we have done, however, shows that material wealth is not the sole object of regard, and gives promise that no more in intellectual than in commercial pursuits, will Chicago be in the rear. The Some work long list of private schools, academies and seminaries, shows that too many pupils are out of our public schools ; and the former must be very good or they could not exhibit this successful competition. 268 Local Advantages and City Expansion. The Rush MeJical College is probably the oldest scieutific Institution. College. At the dedication of their new edifice, 2d Oct., 1867, Dr. Blaney, the x>r. Blaney. President in his address remarked : — Rush Medical Opened 1S43. Dedicatioa 1845. Enlarge- _ meat 1855. New dedica- tion 1867. Dr.Brainard. Chi. Bchool suggested 1843. Important to have an institution at Chi. Other schools beaten. Building enlarged 1854. New build- ing 1867. Obstacles removed — — by wise location. " The first epoch was marked by its organization, by the appointment of a Faculty, and the opening of the first course of Lectures, in December, 1843 ; the second by the dedication of the first building erected for its use, on the site of the present building, in ISio; the third by the enlargement of tdat building to meet the growing demands of its classes, in 185-3; and this, the fourth epoh, is marked by the assemblage this evening of this large and respectable audience to assist in the dedication to the service of medical education of the large and imposing edifice in which you are now convened." * * "Not content with total inanition, as a tentative experiment. Dr. Brainard opened a private school of anatomy in his own rooms on South Clark St., which, with small numbers in attendance, he continued for several years. Mean- while, he accepted and acceptably filled the chair of Anatomy in the St. Louis University for two years. It was during the session of 1842 and 1843 of that institution that the speaker first met Prof. Brainard, in St. Louis, and learned from him his views in regard to the establishment of a medical school in Chicago ; and it was then concerted that should certain contingencies arise during the following summer, a school should be opened in Chicago in the autumn of 1843. Those con- tingencies were the opening of schools of medicine at several points in Illinois and Indiana. The fact was fully conceded that the movement would be premature, and in advance of the demands of the profession in the Northwest. But it was deemed important, in view of the probability that Chicago, then a town of between 5,000 and 6,000 inhabitants, would continue to be, as she then was, the largest of the numerous towns then struggling for supremacy on the great lakes, that it should be occupied as the site of a medical school, before other schools in other towns should obtain the prestige of priority in their establishment." * * * * Meanwhile schools had been opened at Jacksonville and St. Charles, III., and at Laporte, Ind. ; but in the winter of 1847-48, this institution remained master of the field, with a class of 140, and with thirty-three graduates. With various changes in its faculty, and with but little variation in the number of its students and graduates, it continued to labor for the improvement of the profession until 1854, when the building first erected was deemed too small and not sufficiently commodious, and was enlarged at a cost of $10,000. This enlarged building was first occupied November 5th, 1»55, and was continued in use until the close of the last session, when, urged by the imperative demands of the overflowing classes which had sought its portals, the faculty determined upon the erection of the noble edifice in which you are this evening assembled — a structure commensurate with the enormous expansion of this great Northwest, and worthy of the important uses it is intended to subserve. It would not be becoming in me to enlarge upon the weary years of labor expended, the hope deferred, the struggles for life and success experienced in the effort to build up an institution of this kind — prematurely organized, and in a form- ing and unappreeiative community — but I cannot refrain from the remark that much of the position which this College now sustains is due to the foresight which located it in a city, which, by its unprecedented growth, and attainment of univer- sal acknowledgment as the metropolis of a territory unequaled in its resources, present and future, has carried along with it, in its advance, every public enter- prise, which, having a worthy object in view, has proved itself adequate to the constantly increasing demands of the communities which are its tributaries. Mayor Rice. Major Rice followed, and in his remarks said : — 20 years ago A little over twenty years ago, as the President has just told you, the faculty of 22studeuts— Rugii Medical College delivered lectures to a class of twenty-two students. Last —1860, 3(10. year their lectures were delivered to a class of over three hundred students, and there would have been more to receive the valuable education which is to be gotten here, if there had been room for more. One remarkable part of the history of this college is, and perhaps it is unprecedented, that the entire establishment — all the Paid its own vast expenditures for its erection — has been borne by the professors of the College. "■^y- There has been no joint-stock company, and no aid from state, county, or oity ; RUSH MEDICAL COLLEGE. Past, Present and Future of Cliicago Investments. 269 no endowments ; but the whole sum, seventy thousand dollars, paid by a few earn- CoBt $70,000. est men, that the doors of this great building should be thrown open to tlie thousands of men seeking instruction, from every part of our globe, and couiiug here where they are sure to find it. The graduates 1866-7 were 79; 1867-8, 126; total graduates about Graduates, 1,150. The faculty is thus constituted : — J. V. Z. Blaney, M. D., President, Professor in Chemistry and Pharmacy. Faculty. Jos. W. Freer, M.D., Professor Physiology and Microscopic Anatomy. .1. Adams Allen, M.D., LL.U., Prof. Principles and Prac. Med. E. Ingals, M.D., Treasurer, Prof. Materia Medica and Medical Jurisprudence. DeLaskie Miller, M.D., Secre- tary, Prof, of Obstetrics and Dis. of Women and Children. 11. L. Ilea, M.I)., Prof, of Anatomy. Moses Gunn, A.M., M.U., Prof. Priu. and Prac. Surgery and Clin. Surgery. Edwin Powell, M.D., Prof. Military Surgery and Sur- gical Anatomy. Joseph P. Ross, M.D., Prof. Clinical Medicine and Disease of the Chest. Chas. T. Parkes, M.D., Demonstrator of Anatomy and Prosector in Surgery. Edwin L. Holmes, M.D., Lecturer on Diseases of the Eye and Ear. Corps of Lee- Lectures and turers and Instructors in Spring and Summer Course: Wells R. ^Ifi^sh, M.D., j^^""'^ . Prin. and Prac. Med. and Dispensary Physician. John E. Owens, M.D., Surgery and Venereal Diseases. Wm. C. Lyman, M.D., Surgery and Surgical Diagnosis. Curtis T. Fenn, M.D., Obstetrics and Dis. of Women, etc. Chas. T. Parkes, M.D., Anatomy, etc. W. C. Hunt, M.D., Microscopy and Histology. le Chicago Medical College is another thoroughly established in stitu- cin. Medical ti>. . located on State Street near 22d. The lot and building cost $20,000, ^''"''^''' and are paid for. It has a fine library, museum and chemical laboratory. Beginning in 1859-60, with 83 students and 12 graduates, they increased Begau 1850. both each year, until in 1867-8, students were 115, and graduates 50. Total 9 years., 222. OraduateB, The faculty consists of: N. S. Davis, M.D., President of Faculty, Professor of Faculty. Principles and Practice of Medicine and of Clinical Medicine. W. H. Byford, M.D., Professor of Obstetrics and Diseases of Women and Children. Edmund Andrews, M.D., Secretary of Faculty, Professor of Principles and Practice of Sur- gery, and of Military Surgery. John E. Davies, A.M., Lecturer on Organic Chemistry and Toxicology. H. A. Johnson, M.D., Professor of Diseases of the Chest. J. S. Jewell, M.D., Professor of Descriptive Anatomy. J. H. Hollister, Professor of General Pathology, and Public Hygiene. Ralph N. Isham, M.D., Pro- fessor of Surgical Anatomy, and operations of Surgery. M. 0. Heydock, M.D., Professor of Materia Medica and Therapeutics. , A.M., Lecturer on Inorganic Chemistry. R. J Patterson, M.D., Professor of Medical Jurispru- dence. Daniel J. Nelson, M.D., Professor of Physiology and Histology, J. M. Woodworth, M.D., Demonstrator of Anatomy. E. 0. F. Roler, M.D., Assistant to the Professor of Obstetrics. S. A. Mc Williams, M.D., Assistant to the Professor of Anatomy. In medical graduates Chicago is next after Philadelphia and New York. Theoi. Spm., . 11 • 1 Congrega- In Theology the Congregationalists have a seminary well inaugurated . tioimiist. Their present building is on Warren street, 50x65, four stories. The main building, fronting on Union Park, they expect to commence this season. Their professorships are endowed with $30,000 each, and funds are now being raised for two more. The library has 3,000 volumes. Students last year 46; alumni 77. Alumni T7. Directors : President, E. W. Blatchford, Esq., Chicago; Vice President, Hon. I. G. Directors. Foote, Burlington, Iowa; Secretary, Rev. G. S. F. Savage, Chicago, and twenty- one other prominent Clergymen, and others, throughout the West. Treasurer, Rev. H. L. Hammond, Chicago ; General Agent, Rev. W. H. Daniels, Chicago. 270 Local Advantages and City Expansion. Faculty Faculty. Rev. Joseph Haven, D.D., Illinois Professor of Systematic Theology; Rev Samuel C. Bartlett, D.D., New England Professor of Biblical Literature; Rev. Franklin W. Fisk, D.D., Wisconsin Professor of Sacred Rhetoric. Depart- ment of' Ecclesiastical History at present filled by Prof. Plaven. o s Pres The Presbyterian Theological Seminary of the Northwest, is under the TJieoi. sem.^^gpjggg ^f the Old School branch. The present building cost §16,000, and it is planned for enlargement. It is located on 20 acres within the City, corner of Fullerton Avenue and Halsted streets, donated by Hon. W. B. 0"-den, and Mr. Sheffield of New Haven, Conn. Five acres contiguous were donated by Messrs. Lill and Diversey. It has been wisely provided that none of this land can be sold for 25 years. It is now worth $75,000. The endowment fund is $125,000, in which Mr. C H. McCormick judiciously invested $100,000 of his reaper profits. He will no doubt reap more good of the same sort. There are also G scholarships of $2,500 each. The library has about 8,000 volumes. There were 11 graduates in 1861, 14 in 1867, and a total of 47. Land $75,000. Endowment $126,000. Graduates, 47. Faculty. Meth. Epia. Northwest- ern Univer- sity — — at Bvans- ton. Lands, $132,150. Funds, $560,749. Officers. Trustees. — Roswell B. Mason, President; Henry G. Miller, Vice President; Samuel Howe, Secretary; Eliphalet Wood, Treasurer; Horace A. Hurlbut, James H. Knapp, Cyrus H. McCormick, Wesley Munger, Robert Reid. Faculty. V/illis Lord, D. D., McCormick Professor of Didactic and Polemic Theology ; of Biblical and Ecclesi- astical history ; Leroy J. Halsey, D. D., Professor of Historical and Pastoral Theology and Church Government; and Charles Elliott, D. D., Professor of Biblical Literature and Exegesis. The Northwestern University in charge of the Methodist Episcopalians, ■ has a larger endowment than any other. A lot was bought in 1852, for $5,000, which fortunately is still retained, being now worth at least $70,000. But the next year it was decided to purchase land outside, and a site was chosen 11 miles north of Chicago, upon the lake shore, where they purchased from one and another for nominal sums over 400 acres, naming the town Evauston. * The University is the land proprietor ; and though considerable has been sold, and a town has grown up of about 2,000 inhabitants, yet the value of unsold lots and lauds was $132,150, June, 1867. A circular of Prof. Noyes, Financial Agent, of that date exhibits in detail the assets which are here condensed : Productive funds, (nett) $190,427, unproductive property $370,322., a total of $560,749. The walls of the main building are nearly erected. The students last year numbered in the University 41, preparatory department, 105. The number of graduates I have not been able to ascertain. Officers of the Board: — Hon. John Evans, M. D., President. James G. Hamilton, Vice-President. Thomas C. Hoag, Treasurer. Henry S. Noyes, Secretary. Dr. Evan's efforta. * Without disparagement to other active promoters of educational interests which have been developed at Evanston, it may and should be remarked, that to Hon. John Evans, M. D., after whom the town was appropriately named, the public is largely indebted for the success which has there been witnessed. As Governor of Colorado Territory, with the capital of which, Denver, Chicago will this year be united by rail, ho can now better appreciate the far-reaching wisdom" of founding here educational institutions for the benefit of tha wide West, the Great Interior. NORTHWESTERIN UNWERSITY G. P. Randall Architect, Chicago. Past, Present and Future of Chicago Investments. 271 Executive Covimif/ee: — Hon. John Evans, M. D. , James G.Hamilton, Orrington Executive Lunt, George C. Cook, Jabez K. Botst'ord, Henry S. Noyes, Thomas C. Hoag. Committee. Faculty and Instructors: — Evans Professor of liitollectual and Moral riiilosoiihy. Faculty and Henry S. Noye.s, A. M., Professor of Mathematics and Astronomy. I)aniel IJonbright, lustrubtura. A. M., Professor of the Latin Language and Literature. James V. Z. IJlaney, A. M., M. D., Professor of Chemistry, Emeritus. Oliver Marcy, A. M., Professor of Natural History and Physics. Rev. Louis Kistler, A. M., Professor of the Greek Language and Literature. Rev. David II. Wheeler, A. M., Professor of the English Language and Literature. Rev. Henry Bannister, D. D., Acting Professor of Hebrew. Rev. Miner Raymond, D. D., Acting Professor of Mental Philosophy. Edgar Frisbie, A.M., Instructor in Mathematics. Rev. Louis Kistler, A. M., Librarian. The Garrett Biblical Institute was founded by the will of Mrs. Eliza, Garrett widow of Hon. Augustus Garrett, who bequeathed two-thirds of her estate institute, to trustees for this object; the Institute to be under the direction of the Methodist Episcopalians, and designed to prepare young men for the min- istry. The example of this superior woman, whom all the old settlers Mrs. remember with profound respect and warmest regard, ought to have been exumpie'. more imitated, and would be could the importance of present efforts, and the value of means for their promotion be more realized. Hon. Grant ntm. g. Goodrich, one of the trustees, in an address commemorative of the noble "" "'''' benefaction, remarked: — How humanity towers up into almost God-like grandeur and power, when it thus Mi«n a co- becomes tlie co-architect with God, of results so mighty — blessings so beneficial and worlier with immortal! It demonstrates man's origin divine — his brotherhood to Christ — his heirship to heaven. Such honors are unattainable by the tallest archangel " that bows and burns before the throne of God." How illustrious is life, how noble are its toils and labors, when crowned with such results ! How amazing that such noble, God-given powers and capacities should be wasted and prostituted in acquir- ing wealth to gratify the mean ambition of worldly display, or to curse our chil- dren with its possession, when ends and blessings so lasting and beneQcent may be attained by it. In 1855 the Institute was incorporated and opened, a building having opened isoo. been erected at Evanston for the purpose. Last year, as a centennary con- tribution, Heck Hall, a building 45x160 ft. was erected for a dormitory. The first class of 8 graduated 1858. Last year 10 graduated. The total 'graduates is 93. The present number of students in the Institute 93 graduate* proper is 40 ; in the preparatory department, 60. None of the prop- erty bequeathed has yet been sold, and its present value is between $300,000 Prorerty and $400,000, rapidly increasing. ooo. Trustees. — Hon. Grant Goodrich, President. Orrington Lunt, Esq., Secretary and Trustees. Treasurer. Rev. Thomas M. Eddy, D.D. Rev. Luke Hitchcock, D.D. Rev. Hooper Crews. John V. Farwell, Esq. Faculty. — Rev. Daniel P. Kidder, D.D., Professor of Homiletic and Pastoral Faculty. Theology. P^ev. Henry Bannister, D.D., Professor of Exegetical Theology. Rev. Miner Raymond, D.D., Professor of Systematic Theology. Professor of Historical Theology. Rev. F. D. Hemenway, A.M., Adjunct Professor of Biblical Literature. The Methodists have also at Evanston a female college. It is evident Eiwgy of from these statements, that however indifiierent Methodists have been as a ' Property $100,000. 272 Local Advantages and Oity Expansion. denomination to the means of highest mental culture, they are wide awake to the subject here in the West, and are actually so far on the lead at this centre that it will trouble other denominations to overtake them. Baptists. The University of Chicago, under the patronage of the Baptist denom- Chi^*""^°*^i nation, is next to the Methodist in. endowment. To that noblest son of the Judge Wast, to the far-sighted Stephen A. Douglas, are we indebted for the initia- Dongiaa the ^.^^ ^^ ^-j^j^ important educational enterprise. In 1855 he made the con- tract for ten acres of land, and in 1857 the corner-stone of the central building was laid in his presence. In 1858 the south wing was occupied, and in 1866 the main central building was finished and occupied. The value of the property with endowments is $-100,000. The north wing, Mr.ogden, expcctcd to cost S50,000, Hou. W. B. Ogden has engaged to build as soon M^'j^nes, as 8100,000 are raised to pay off existing liabilities. Mr. William Jones, fsojooo. -^iiose late decease has removed another of the esteemed old settlers, was Mr. Scam- a Contributor of $30,000. Hon. J. Young Scammon* erected the observa- cia^rif '^'^°°' tory, at a cost of $30,000, in which the Clark telescope is placed, the largest and best refractor in the world. The College graduated 10 last year, and the Law School 20. The College has now 77 scholars, and the Preparatory Department, 160. Officers of the Board. — Hon W. B. Ogden, President. Hon. Charles Walker, Ist Vice President. Hon. J. Y. Scammon, LL.D., 2d Vice President. Hon. J. H. Woodvvorth, Treasurer. Cyrus Bently, Esq., Secretary. Facuilij of the University. — Collei/iate Department. — Rev. John C. Burroughs, D.D., President, and Professor of Moral and Intellectual Philosophy. James H. Boise, A.M., Professor of the Greek Language and Literature. Alonzo J. Sawyer, A.M., Professor of Mathematics. J. H. McChesney, A.M., Professor of Chemistry, Geology, and Mineralogy. William Mathews, A.M., Professor of Pihetoric and English Literature. Alonzo J. Howe, A.M., Professor and Principal of the Pre- paratory Department. J. William Stearns, A.M., Professor of the Latin Language and Literature. Joseph 0. Hudnutt, A.M., C.E., Professsor of Civil Engineering and Natural Sciences. Truman Henry Saiford, A.B., Professor of Astronomy, and Director of the Dearborn Observatory. Henry Booth, A.M., Hoyne Professor of International and Constitutional Law. Charles Gardner, A.B., Tutor in Greek. Law Department. — Hon. Henry Booth, Dean of the Faculty, Real Estate, Personal Properly, Contracts, Commercial Law, Hon. John A. Jameson, Criminal Law, Personal Rights, Domestic Relations. Harvey B. Hurd, Esq., Evidence, Common Law Pleadings, Practice. Independent of the University, yet using some of its rooms and other advantages, the Theological Seminary has been commenced, and they expect to erect a building for its use this year. Trustees — President, M. L. Pierce, La Fayette, Indiana; 1st Vice President, Rev. J. M. Gregory, LL.D., Champaign, 111. ; 2d Vice President, Charles N. Holden. Chicago ; Recording Secretary, Rev. E. J. Goodspeed, Chicago ; Treasurer, Dea. Edward Goodman, Chicago, and 27 Trustees among the first men of the West. Faculty of the Seminary. — Rev. G. W. Northrup, D.D., Professor of Systematic Theology. Rev. G. W. Warren, A.M., Professor of Biblical Literature and Exege- sis. Rev. J. B. Jackson, A.B.. Professor of Ecclesiastical History. Professor of Homiletics and Pastoral Theology. teleecope. Schclars. Offlcera. Faculty. College. Law Depart inent. Theol. Sem, Faculty. Mr. .Scam- * ^^r. Scammon is one of our most active promoters of all good works, and one of the most liberal U"""'" givers. Had wo a thousand to give equally— not then one where we ought to have five—no public enterprise would lag for lack of means. Past^ Present and Future of Chicago Investments. 273 Surely Episcopalians will not long neglect a point so central, as to have Kpiscopa- already drawn the other large denominations to lay here the foundations of fjiiow. Universities, designed to be severally their chief institutes of education for the West. In other cities, two or perhaps throe denominations may havcNonqnai their higher seminaries of learning; but where is another city in which soofsemina^" many have been congregated ? With the railways, and for precisely the '^"*' same reason, have those various educational enterprises made a rush for Chicago. At the gathering of the Baptists here in 18G7, in considering the Theological Seminary in connection with the University, the accomplished Dr. Hague of Boston, remarked : — ^^ nagrie. IHd you ever read the seventeenth chapter of Acts — the sermon there? What a Paul an sermon ! No other man then on earth could have preached it. How adapted to the i^xample. congregation met on Mars Hill ! Paul there spoke not as a Jew, but as man to man, meeting his Greek hearers on their own ground. How does this come about ? Paul was born in Tarsus, where was a university next in eminence to that at Athens. There he learned his Greek. Thence he went to Jerusalem, and at the feet of Thoroughly Gamaliel learned his Hebrew. Then when these and other elements of culture had educated, been matured in tine combination, Jesus converted him and claimed him for himself. Elements to The highest style of man is always made by such combinations of efficient elements, l'^ combined. God has made Chicago to be a great centre of trade. It is destined also to be the Chicago a great Baptist head-quarters, a fountain of life and influence to the West. This it centre. must be, in spite of everything. Had he the wealth of Peabody, he would put a Baptist million of dollars here in Chicago. He would make the University so attractive he'"lquar- that it should distance every other. He would put beside it a Seminary equal to it*'''"' in all respects. Here you may raise up other Pauls. Dr. Ide, another noble representative of Massachusetts also observed: — ih-.ide. We were accustomed to say, in the earlier stages of the late war, that " Generals G^nei'ils and are born," and there was a disposition to scolf at the idea of "made Generals." ™i°'''t«" After a few defeats we found out that generals are much better for being made born.' after they are born. Ministers are better for being made after they are born. They must, indeed, first be born. If you take up a man whom God has not marked " Preacher," you can never make him a preacher. But when you have such a one, give him the appropriate training and you make him a man. Here, in the North- west, properly trained ministers, and enough of them, are a great want. How Wants of mighty are the interests that rise before us here! How immensely important that *^® ^^®^*' these masses of immortal minds shall be acted upon by other immortal minds, so as that souls may be saved. It is, too, important that the Northwest should educate To educate its own ministry. You must have for your ministers men born upon your goil ; i's own men. men who have breathed the same atmosphere, been moulded by the same influences, who know you and whom you know. How many seminaries, then, shall you have Should have for this work ? He would say just as few as possible. The East has made a great ^'-'y'' scmina- mistake on this point. "^'''' Let it be remembered that there are things essential to a theological seminary Essentials which money can not buy. There is something going to the training of a scholar, o*'"^'!' than the development of a man, which endowments can not procure. It is a scholarly atmosphere; it is the surroundings and associations tending to develop the whole A scholarly man. A man trained in seclusion always shows that he has been so trained. It atmosphere, would take all the praying men of the church ten years to pray such a man alive sometimes. You must put a minister, for his education, where men are the thickest; Educate of course that is Chicago. amous men. There is much wisdom in these ideas, of the most practical character. East no The course pursued at the East, or in any other country, is no index to West, what is expedient here; though if we profit by example we may avoid some of their mistakes. The old institutions were begun when 100 miles 18 274 Local Advantages and City Expansion. Nocentre was equal to 1,000 uow; and since the later ones have been initiated, no ^^^^^' single «-reat centre has been recognized to which all interests, all eyes were directed. The law of gravitation is here to be regarded equally as in Here a focal physics. An institution at the focal point of a railway system covering '"'''''■ already 600,000 square miles, soon to be 1,000,000, and then 1,500,000 miles, will have important advantages over any other. The occasions which parents will have or can easily make to come to the emporium of the Great Interior, where they can see their sons or daughters, would of itself be Chi. institu- controlling were institutions not inferior. These of Chicago will not be i*nferim"' inferior. Their grade depends much upon the benefactions ; and to what institutions are the whole West so likely to contribute as to Chicago ? Some Whole West will givc to neighborhood seminaries ; but more and more will the Great them.' Interior cultivate a feeling of pride in having here the first institutions of East also, the land. Then, too, we still look to the East to aid in these philanthropic enterprises, of such vast national importance, as providing ample means to educate the men in heart and head who are soon to give the laws to and rule the Nation. At what other place can they plant universities whose Chi. -will dollars in them will yield equal revenues ? Besides, Chicago herself can and *^' will do mach for these objects of cherished affection, of noblest ambition. The gifts we have already seen will be but a drop to those to come, as the power and beneficence of previous benefactions shall be witnessed. The Supply oil seat of these luminaries, it will be her special province to supply oil in for coramon f.i- i it .,... ,,, stock. common lor their use, and such adjuncts as no single institution could hope to have *. Different Nor will rivalry and jealousy operate to the injury of this intellectual injury brotherliood. The denominational divisions, instead of weakening, will be found an element of strength, as we apprehend the wisdom Paul reveals, of having but one body, the Church of Christ, yet many members, as these We must different organizations, each to perform its proper functions. Theology is a head-matter, religion a heart-matter ; and we commingle them so differently according to our various tastes, temperaments, habits, education and circum- stances, that the more we study theology, and the more we prize religion, Agree to the more shall we value our own chosen means of promoting both. But we differ. A library, * One of these adjuncts would be an extensive library of rare books. Here, of course, should be the neeaea. library to which these various institutions and the entire West would resort upon occasion. Especially Especially in regard to politics, and the entire science of government, In regard to which investigations are to bo npon politics made as they have not been since Aristotle and Cicero wrote, in order to bring us effectually out of our difficulties, and establish our governmental system on a known and sure foundation; does the Great Interior, the power df the Nation, need a complete library. Superficial politicians, if the words may be conjoined, may scout the ideii; but if man needs all possible aids for the study of his nature individually; that more complicated structure of man collectively, the body politic of the State, we shall tiud far more difficult to apprehend. Only because of our total ignorance about it does it appear so simple. Dr. Cogswell That thorough bibliographer, Dr. Cogswell, famous for gathering that noble library, the Astor 8e°6cUoM^'^* of New York, told me last summer that he would be delighted to begin the gathering of a library for Chicago; and with his experience $500,000 would procure a better library than four times the money in most hands. Some of our business men should engage in this. Past, Present and Future of Chicago Investments. 275 shall value them merely as a means to an important end; and best for us, not for all. Here and there a man may be changed from one sect to another; but the best, most desirable effect is to make him think less and Think less of less of denominational distinctions, and more and more of the one broth- erhood in Christ. We shall learn to well practice the maxim, " in essentials, unity; in non-essentials, liberty; in all things charity." Besides, the Associated imperfections of humanity pertain less to man collectively than individually; ie"r^mper- and without a doubt the chief result of rivalry among these institutions will be to stimulate efforts for improvement, and to do the most to render Chicago the literary centre of the Glreat Interior, if not ultimately of the Nation. The Lake Forest University is an enterprise initiated by the New School Lake Forest Presbyterians in 1856. They purchased a tract of beautiful land 25 miles N^s^Tre^.' from Chicago, on the lake shore, and laid out a town ornamentally, called Lake Forest. It will be the location for the various branches of education of that denomination for this region, and may and should absorb their efforts throughout the West, until thoroughly established. Owing to the pecuniary Efforts de- resources of the chief beneficiary, no more has yet been done than to estab- '''^'"^' lish a good academy for boys. One for girls it is expected will be built this Actdemios season. They have, in cash funds and loans, $70,000, academy worth $30,000, bequest and subscriptions for female seminary, $30,000, and lauds Funds, worth $100,000; a total of $230,000. *"''^"'"'^''" The Catholics have been among the pioneers in intellectual culture. In Catholics. 1843 the See of Chicago was erected, and the Rt. Rev. Dr. William Quarter Bishop was appointed Bishop. Arriving in Chicago on May 5th, on 3d of June this sagacious, energetic prelate opened the college, afterwards converted into the University of St. Mary of the Lakes, and chartered, 1844. The i^niversity Bishop also established an Ecclesiastical Seminary in 1846, which has been t'le Lakes. their main object, and supplies the diocese with clergymen, the majority of Theoi.schooi whom are graduates of St. Mary. It is in excellent condition, under the charge of Dr. Magoffin, a young priest, Chicago-born, and for ten years Dr. Magotsa. educated at Rome. The university is temporarily suspended. It has 37 37 graduates graduates, the lamented General Mulligan among the number. Having seen already four universities well begun, and in the first score 4 universi- years of the City's existence, and schools of theology, of medicine, and of schools of law in full and vigorous operation, what is to prevent these institutions from mediclue' and growing with even pace with the immense country upon which it and they mutually depend ? Where else would efforts in behalf of these fundamental whero more institutions of society be more effective ? iffective? The Chicago Historical Society was organized in 1856, through the effi- Historical cient efforts of the Rev. Mr. Barry, with 19 members, and was chartered in 1857. They have just erected a fire-proof building, 40 by 90 ft., designed Building to be the right wing of the future main edifice. The collections number ®'^''° "^ 276 Local Advantages and City Expansion. c.Uections about 1 00,000, and 15,000 bound volumes. There are GO active and life ' ■ members. The officers are : Officers President, Walter L. Newberry ; Vice Presidents, William B. Ogden and J. Young Scamraon; Recording Secretary. Librarian and Treasurer, Thomas H. Armstrong; Corresponding Secretary, £. B. McCagg. Academy of The Academy of Sciences was begun by a few lovers of nature in 1857. The eiForts of the enthusiastic naturalist, Major Robert Kennicott, whose early death was so deeply lamented by friends and lovers of science, made the Institution in the main what it is, though Dr. Stiiupson is an efficient Major Ken- succcssor. Major K. Spent three years in Arctic America under the Arctic auspices of the Smithsonian Institute, gathering specimens in natural his- tory, but with the understanding that a complete series of the specimens should be at his disposal, which he hoped Chicago would provide for, having Beginning of always livcd here or in its close vicinity. Funds were raised by subscrip- niuaeum. •' _ , f tions of life memberships of $500 each, and the specimens were arranged ia Another rented rooms, under the direction of Maior Kennicott. In March, 1865, trip. ' . he left under the direction of the Western Union Telegraph Company, to aid in examining the route for a telegraph to connect Russia with America. But the continuance of his scientific examinations, and gathering of speci- mens, was a prime object; the Trustees of the Academy supplying apparatus for this. MajM' K's In May, 1866, the Academy met with the sad reverse of Major Ken- nicott's decease in Russian America, at Nelato, on the Yonkon River.* Lr,ss by fire. Another sad calamity occurred that year in the burning of the Metropolitan block, in which the Academy occupied rooms, whereby the library was injured much by water, and 18,064 specimens were burnt, and 4,772 dam- Dr.stirapsonaged. At the annual meeting, January, 1867, Dr. Stimpson, who had had charge of the museum in Major Kennicott's absence, was elected Director Announce- * At the meeting of the Academy of Sciences, called in consequence of the sad intelligence, Mr. fleorge K'^°H ffr^^' C. Walker, the President, thus concluded the announcement, to which many of us could heartily respond, especially myself who had association with Mr. Kennicott for several years as an assistant in the Mr. Hater. p,.aj>j-g Farmer: =1 had known him from boyhood and watched the expansion and the growth of his mind, and especially the effect of his first tour to the north, and though he had grown. in years, he His devotion seemed not to have lost any of the enthusiasm' and singleness of devotion to the absorbing themes of t.o Bcleuce. science. His short but eventful and useful life, is a most valuable lesson to all our young men. It shows that a thorough devotion to anj' pursuit, will be sure to command success now as it ever has in the past. Robert Keuuicott whom many of us have known from boyhood, has made for himself an hon- orable name among the scientific men of the nation — a name of which, as citizeas of Chicago, and An example members of this Academy, we may all be proud. His bright example and persevering efforts, should lowed. stimulate the young men of our City and State to a life of usefulness, stern labor and earnest devotion to some noble pursuit, that, like Eobert Kennicott, they may have an honorable name when their work is done." Mr. Walker's It ia not improper, I trust, to observe, that Mr. Walker practices what he preaches, and to his influ- examp e. g^^g j^^j energy the public is mainly indebted for the purchase of the lot and the erection of the building. If not misinformed, too, his purse defrayed most of the cost of the first volume of Transactions; a work creditable for elegant typography as well as for scientific research. Let others follow Mr. Walker's example, and choose their special object of public interest to love and to promote. Past, Present and Future of Chicago Investments. 277 iu place of his deceased frieud. The following is the list of property as stilted at the annual meeting;, January 1868 : — Cook County bonds, $20,000, cost $17,400 Theproperty Mortgages on real estate 7,660 Real estate, dwelling house and lot 21,623 Subscription notes available 5,000 Total $51,683 Permanent fund 50,000 Surplus $ 1,683 The fire-proof building erected in the rear of the lot and now occupied BuiWingcost with their museum, etc., has cost §45,162, most of which has been paid by subscriptions. The intention is as soon as funds are obtained, to continue the building to the front. Up to 1865, the museum contained 39,559 spe- cimens ; in 1865 were added (supposed) 10,000; in 1866, 17,558, and were burned 18,064; in 1867, 12,158 were added, a total of about 60,000 eo.ooo speci- specimens. Mr. George C. Walker is President, Mr. Daniel Thompson, officers. and Dr. J. H. Rauch, Vice Presidents ; Dr. Wm. Stimpson, Secretary ; Dr. G. H. Frost, Librarian. Other institutions could be advantageously considered, but these chief These are ones can be taken as samples of what is being done iu other departments. ^^^^ ^^' Chicago herself is not yet an institution, but is being instituted emporium of the Great Interior. From what we have seen it will be admitted, that important as are the material interests of such a centre, which, as we have seen, are abundantly cared for, the immaterial yet more real elements of progress, the means of intellectual and of religious development, are having intellectual consideration. In these endeavors to care for and promote the highest culture.' interests of humanity, we have had large encouragement by the liberal benefactions from the East; and to those who look for the best means of The East bestowing their tythes, where can they find any other place of deposit, where the revenues will have equal increase on and on for ages ? — yea, for all This the time, for ultima thule has been reached. Nor are the elegant adornments of civilization at all neglected. While the solid bases of education and Fine arts not religion have the first care of these eminently practical Citizens, they are behind no other city of the same age in attention to the — Fine Arts. — Mr. G. P. A. Healy, who had resided many years abroad Mr. Healy and had acquired eminence iu his profession, after spending some years iu the eastern cities, upon visiting Chicago in 1855, and travelling over the interior, decided to make this City his home ; and chiefly because at that early day he foresaw the attention that would be accorded to the fine arts, chi a centre No mere wielder of the brush, though it be with a master's power, he appreciates his profession, and the influence it may and should have in the advance of civilization. From the very beginning he has looked forward to the establishment here of the finest galleries of paintings and statuary that Fine gaiio will be found in the country. Finding art appreciated and liberally •-.•3 Local Advantages and City Expansion. 21 painters, sevenil sculptorj. Liberal Patronage. Sculptors. Mr. Volk. remunerated, the result was only a question of time. Nor is he now a soli- tary laborer in his art. The 21 scenic and portrait artists, and several sculptors that have followed and find quite steady employment and fair remuneration, are efiective cooperators in making this the centre of art at least for the West. In what other section will wealth be made more easily or spent more freely for the highest works of art ? Mr. Diehl, a Chicagoaa from two years of age, has executed a Macbeth that is very highly esteemed. Mr. John H. Drury, Mr. Fishe P. Reed, Mr. Arthur L. Pickering, (a pupil of Mr. Healy's,) Mr. Wm. Baird, Mrs. St. John, and Mr. Henry C. Ford, have high reputation, and no doubt others might and should be named. Nor is statuary neglected. Mr. Volk came to Chicago in 1855, and Hon. Stephen A. Douglas became his patron, and by his aid he was enabled to pursue his studies two years at Rome. His statue of Douglas and also his statuette and busts are speaking likenesses of our great statesman. He had equal success, too, with Mr. Lincoln's bust, which was made shortly prior to his nomination for the Presidency. It received high commendation at the Paris Exposition. Mr. Volk's "Youthful Washing- ton," representing him at the cherry tree, is also a fine work of art. He has also executed a bust of Dr. Brainard, and various other works ; and the Douglas monument was designed by him. Mr. Volk, truly, has a worthy ambition to render his noble art something more serviceable to man than merely to gratify the sense of the beautiful. Or rather, he would employ the sense for a high and holy object, honoring Cki. Jaur. the dead with beautiful monuments. Says the Chicago Journal in a long notice of Mr. Volk : — Chi. attends Chicago, ever progressive, foremost in business, hopeful in science, enthusiastic t*j her dead, in music and her drama, genial in art, while she thrives as a city of the living, is alike with those that have passed before, building steadily her cities of the dead. Monuments Already the sacred resting places are adorned witli impressive monuments, and by our own these chiefly the work of our own artists. While some few have strayed from ^^ '^ ■ abroad, and some from older cities, our chief pride must properly rest with those designed and executed at home. As in other tilings, we can well afford to be cour- teously independent of our eastern brethren in matters |partaining to monumental art. In this, perhaps, we are most largely indebted to our fellow citizen, L. W Mr. Volk. Volk, whose untiring energy, devoted love for art itself, and the consummate skill with which he has united pure sculpture with monumental architecture, has made him worthy of a far greater tribute than we may be able to pay in this article. Springing from a family whose lives have been devoted to monumental sculpture ; studying from boyhood the practical details of the profession, at the same time stealing quietly into the mysteries of pure sculpture as an ardent student, and finishing with a two years' course among the famous works of Rome, he now occupies the rare position of "a prophet with honor in his own country." Attention to munuments. n.i leaves for Mr. Volk leaves soon for Rome to establish there a studio, remaining part of the time, and executing commissions already ordered. Mr. seibert. Mr. Seibcrt is another sculptor of established reputation. Theatre and The theatre and opera, too, are duly cared for. One of our young men, very succes.sful in his enterprises, resolved to give Chicago a superior place CROSBY'S OPERA HOUSE. Past, Present and Future of Chicago Investments. 279 of public entertainment; and the Crosby Opera House is acknowledged to Crosby's be one of the finest in the country. In it, too, is a fine picture gallery, ^^^^ surrounded by 16 studios for artists. The Academy of Design is here located in a fine room, with numerous pupils; and many other rooms are occupied by music teachers, many of them of high repute. Three of the large stores are occupied with music dealers and publishers; so that An art within itself it supplies an elegant art collection. We have also Mr. McVicker's theatre and Col. AVood's museum with theatre attached, and McVioker's several subordinate affairs.* Music is much cultivated, and the Philhar- *° monic Society, ixnder the leadership of Mr. Baktka, takes rank among Mr. Baiatka. kindred organizations in older cities. But all this patronage of art is not to be credited to Chicago. The Tho country refinement and culture of the West is not here embodied. This City jg P'^*''°°''£^- merely a fiiir representation of the Grreat Interior, which with strongest delight furthers the effort of its emporium to provide means of improvement and enjoyment for its widely scattered patrons of science and of art. The entire West has a fair proportion of off-shoots from the best families of the its culture East and South ; and many also from Europe, and the number of these is to increase immensely. Any fine performance brings them to town from hundreds of miles ; and they will come more and more. With our fifteen Ease of trunk lines, a few from along each railway sprinkled among our citycuy.""^ attendants make p, large audience. Upon this point, the extent of patron- patronage of age in the fine arts and the dependence of the country upon the City, ^°° '"^*^" probably music affords the best illustration. "j" Says the Chicago Courier.^ au. Ccmim: April 1st : — Ten years ago, Messrs. Root & Cady inaugurated the first business in Chicago, for Koot k supplying the trade with everything pertaining to music and musical demands. Ca.iy's estab- They began in a room that measured 20 x 65 feet. They found themselves without ''''''Mont. any of the facilities necessary to carrying out their designs, which was to make a complete publishing and furnishing music-house. Within that time and from the most modest beginnings, they have built up a business, which,' in its line, is unsur- passed by any in this country, and may now claim to be the great central musical publishing house of the country. * Even this slight allusion to the opera house and theatres will be offensive to some whose favorable Notice of judgment is highly valued. Yet in this clace something of the sort would be expected. Nor do I sub- ^*'^^*^" scribe to the entire ostracism of theatricals. The truth is, the world of the stage [is like the world of Not to be os books. Each book must be judged by itself; each art by itself. The wholesale denouncer of the stage tracised. must denounce Shakespear, whose wonderful delineations of human heart and passions, place him in the judgment of all competent critics, next to the Bible. The improvement in the character of the stage Change in has been wonderrtil in 20 years; and although equal change is impossible in a like period in future, yet theatres, the religious worlcL£ul greatly if they neglect this means of human improvement, which will increase in power with civili'z8Hfc. But having said this much, it is due to the public to acknowledge, that defence My views not is necessary, because«be view is doubtless opposed by almost the entire religious community. Nearly generally T t*./ <-• ^ ^ anproved. every one who sends *copy of this book to a friend, will do it in spite of this heresy, because he sees enough other countervailing good. t Probably no other house equals that of Messrs. Root & Cady in publishing music; though we have 15 music three other considerable concerns. But the West sustains here 15 dealing establishments in musicical dealers, 7 instruments, and 7 manufacturing. 2S0 Present uccoramoda- tions. Printing office. Mr. Root's church uinsic. N.Y. and Boston only excel iu bus- iness. Largest list of music. Local Advantages and City Expansion. A few details may serve fo give a good idea of what these gentlemen have been able to accomplish by energy and business management. Instead of one small room, they now occupy portions of three large buildings. Their store, one of four, under Crosby's beautiful Opera House building, measures 30x180 feet; their basement below in which every inch of room is economized, measures 30x200 feet; their printing ofBce, in another building, is 50x60 feet; they employ in all between forty and fifty people re gularly. The printing office, which is used exclusively for their own musical publishing business, contains nine presses, which are worked by steam, regular compositors, engravers, press men, etc. They require and use nearly $200 wo^rth of white paper each day. They get up their own books as well as sheet music, and are just at present, among other jobs, completing a new book of church music by Geo. F. Root, Esq., which promises to be one of the most successful publications of the kind" in this country. This immense business of printing and publishing music has been built up by Messrs. Root & Cady, gradually, but rapidly and efficiently, as may be inferred. For many years, Messrs. Root & Cady have had the reputation of being the most extensive publishers of music outside of New York and Boston. Their war songs went broadcast throughout the land, stirred many a heart to patriotism, and their fame extended to other countries across the Atlantic. But in addition to their own catalogue they have recently bought several others, together with the engraved plates, so that they are now enabled to present perhaps the very largest list of musical publicatious in America. Their own, and those plates which they have recently made their own, weigh over twenty-five tons and fill two immense vaults. The editions are sold even more rapidly than they can be worked off at present, and the proprietors are preparing to secure additional facilities. Character of our press. None more national. Metropoli- tan. 9 dailies, 26 weeklies. Chicagoan. Newspapers. — Nor would this notice of local advantages be complete, were the press omitted ; those reflectors of sentiment and of character, as well as efficient promoters of public interest, which have become one of our most thoroughly established institutions. High toned and chivalrous, properly appreciating their vantage ground,|they discuss questions with no jealousy, no animosity. Outside of New York City, no press in the land furnishes more national information ; none takes a broader national view of means and measures. While leading the West, and ever true to its interests, the Chicago press is eminently metropolitan. We have 9 dailies, 26 weeklies, and numerous semi-monthly and monthly papers and magazines, discussing nearly every conceivable subject; for the West is emphatically the region of greatest variety of vigorous thought, of unbounded intellectual freedom. The first number of the Chicagoan, devoted to literature and arts, remarks upon — Chi. as a business centre. Chicago as a Business Centre. — That Chicago is to be by far the greatest city of the West, and that evea now it surpasses any of its western rivals, are propositions meeting the hearty assent of all its citizens. To convince the residents of other cities, whose natural prejudices incline them to dispute these propositions, we are Proud of its in the habit of telling of the wonderful rapidity of the growth of Chicago in all business. material wealth — of the vastness of its trade in dry goods, in groceries, ia grain, in cattle — of the thousands of new buildings each year erected, and of similar flattering facts. To be liter- There is, however, another field in which Chicago is to assert supremacy over all ary meti-oi> other cities iu the West, and certainly stand unrivaled in the Northwest. Chicago is to be the Literary Aletropolis of the West. Already much hx^ been done in this direction. We have not yet the great libra- ries and monster publishing houses of older cities, but these are soon to come. The book-trade of our city is already immense, and Chicago-made books are no rarity. No one asks, "Who reads a Chicago book?" The greatest advance yet made, however, is in periodical literature. Much done. Past, Present and Future of Chicago Investments. 281 Most residents of Chicago will be surprised to learn that we have full seventy-five 75publica- periodicals regularly publislied here — trom dailies to quarterlies. The inllueuce t'0"8. and ability of the Chicago political press is generally conceded ; its religious press Abiiitj-. surpasses in circulation, and certainly equ ils in ability, that of any city west of the Atlantic slope; its agricultural press nearly or quite equals in circulation that of all the West besides. That little has been done, as yet, with purely literary Literature periodicals, is not surprising. In the nature of things these cannot .precede and slow growth, must be content to follow, in the order of time, those devoted to politics, religion and special professions. There is now, however, that literary taste and culture here which demand more Taste to attention to the supplying of purely literary reading, and the time is not very far S™^^' I'^pi'^'y distant when Chicago will have able and successful literary Magazines and Quarter- lies — as, we believe, it is now come when we may have a successful literary Weekly — when we shall have publishing houses whose fame shall be national. There is a natural and desirable tendency to concentrate leading publishing Tendency to houses in a few places. The great books, the popular magazines, the influential concentra- reviews, the leading newspapers, will always come from a few centers. Every indication points to Chicago as destined to be the publishing center of the Great Chi. piJjlish- West. j^!,r°'"'' Soon, very soon, will this Great Interior rule in tlie world of mind in its siiaii West ' J ' rule for weal every province. Shall it be to the weal or woe of our Heaven-blessed or woe r land ? Let those who realize the future of our country, give to this central region, now in its forming period, their best efforts, their wealth — yea, themselves, and the longer they live, the more will they rejoice in having made the gift. Public Parks. — Very little has yet been done either to improve or obtain Public . . . . parks. public parks. The same deplorable want of realization of the future in this regard has been displayed that has marked our course in every public movement. But in the previous estimate of expenditures, $65,000 for f65,ooo for parks this year was included. Twenty years ago or thereabouts, it was wan 20 yrs. proposed to buy land outside of the City, for a large park in each division, to be improved in after years and connected by a wide avenue, to be extended to and along the lake shore at the north and at the south, surrounding the City with avenues and parks. The land could have been bought for less ^^""J^ggj^te^. than one-tenth of present prices. Had it been purchased, it would hava f"W- been too far in, and could now be sold for enough to buy other park property, and supply a munificent fund that would have given us the most exteusi ve parks of any city in the world without costing a dollar. That opporcunity is lost forever ; but every years' delay largely increases the cost of an Delay ' •' •' ./ o ./ increases improvement that must and will be made. There are, however, other cost, important considerations touching this subject. Lake and River and Wide Streets for Ventilation. — Chicago is peculiarly Means of ■' pi XT ventilation. situated. A necessity in any other city is not one of course here. ^No other within my knowledge has equal ventilating facilities without parks. The centre and most densely settled part will be along the lake, three miles south of the river, two miles north, and two miles west from the lake. The ^,ak6 on east lake with its pure air is ever open on the east. The river extending east- ward from about the centre, where its branches unite from the north and River & ' branches south quite equi-distant between the lake and western borders, are soon to thro' centra 282 Local Advantages and City Expansion. Horse rail- ways. 80 ft streets Pliila, plan. To be im- proved. Chi. Post. Horse rail- way traffic 1867. West DivisioiL 6.059,724 Snnth Division. 5,530,636 passengers. North Division. Interrup- tions. 2,666,739 passengers. be filled with pure lake water. * These afford much ventilation ; and to tlie.se must be added our wide streets. We therefore have less need of parks in the heart of the City ; and though in most cities a necessity, they are a serious interruption of business from which we are exempt. Wide Streets and Horse Railroads. — Not a small benefit is it that the central part of the City has 80 feet streets ; and the main avenues north and south for miles are of that width and wider. This not only gives abundant light and ventilation, but affords ample room for that important auxiliary to city locomotion, the horse-railway. Upon this level site, with rectangular streets, we shall ultimately and speedily adopt the Philadelphia plan, of a single track running up one street and down another. Two tracks, even on our wide streets, are a serious inconvenience ; l)ut a single track interferes very little with ordinary vehicles. The use of street cars has only just begun. How long before some ingenious man obtains a patent for a steam car superseding horses ? In no city in the land are street railways more available than here, or imnrovements of more benefit. From the Chicago Post the following items are obtained, of — Street Railway Traffic, 1867. West Division Railway. — Average receipts per day, $868.47; average expenses per day, $726, number of miles run during the year, 823-,821 ; average receipts per mile run, 885 cents ; average expenses per mile run, 32J cents ; number of fares collected, 6,059,724; average cost of carrying passengers, 4| cents; num- ber of round trips made, 153,999 ; average number of passengers carried per round trip, 39, or 19^ passengers each way ; eithty-three and five-eighths per cent, of receipts used to pay running expenses. South Division Railway. — ^The average receipts per day during the year 1867 were $887,61, and per month $25,447.27. The average receipts per car per day were $21,14. The total number of five cent passengers carried was 4,269,080; cash, or six cent passengers, 1,311,556, and children at three cents each, 4,008. The number of passengers carried to the Union Stock Yards were 164,416. The total expenses of the company during the year was $281,695.20. North Division Railway. — Three miles of the line on Clark street, etc., were taken up and relaid during the past year, and the Clark street line was cut up in laying sewers 'and pavement 180 days. The Chicago avenue line has not been in operation since September last, on account of the improvements in that street. During the year there were carried 2,566,798 passengers, and the cars were run 437,057 miles. The number of passengers carried per mile run was 5 87-100. The receipts per mile run were 38 48-190 cents, and the expenses 28f cents per mile Car % 144. Horses, 899. Men, .^4.3. Division. Cars. 55 53 26 Horses. Men. Miles. West 356 375 168 245 198 100 26 South 124- North 11* Total 144 899 543 48| N. Branch to * It was quite an oversight not to have spoken, p. 2.52, of the facilities we can easily have, and shall with'l'ak ^'*^'' *" '^'■''^^ *"® '■'•"* water into the noith as well us south branch. The bridge at Wells street can be water. *>"<''' ^"'''1 except the width of the draw, which should have gates to be closed at certain times, when not inconvenient, as at night and Sundays, to stop the flow of water. Then by cutting a canal from the north branch to the like, or by laying a pipe, the supply of lake water for the caual could be thence obtained, either by constructing a protection to the canal entrance, or by elevating the water by an engine from the lake. Past, Present and Future of Chicago Investments. 283 Ordinary Railways. — This is another important consideration. No other Oninmry city has equal faciUties with our 15 trunk lines, for reaching its suburbs. 15 lines." Several near the lake shore south do not spread much for several miles ; but so admirably are the others distributed, that we only need one S. S. W., another W. S. W., another W. N. W., and another N. N. W., to have all 4 wanted, that could be desired. The S. S. W. is one of the surest; for the Evansville road through s s. w. to Vincennes and Terre Haute to Rockville, 132 miles, is already built. The wX'iu' and Brazil coal, the value of which we have seen, would take it at Terre Haute *^^*^"'*^'ii*^- or Rockville. Thence it is about 22 miles to Danville, where good coal has also been discovered. Thence it is about 120 miles to Chicago, traversing the country nearly midway between the Ills. Central and the New Albany Midway and Salem, making the closest possible connection between the rich valley '^'^"*°" of the Wabash and Lake Michigan, and opening the shortest route into Kentucky, through Hendersonville. For the W. S. W. there are three very proper lines. 1st. A straight w. s. w. 3 road from Petersburg, crossing the Illinois river at Marseilles, and through pJto^burg. the heart of Kendall county. 2d. From the centre of Pike county Ills., ijjij^jCo. midway between the Burlington and Quincy and the Illinois river, which would encourage the building of the road across Missouri, south of the Hannibal and St. Joe. road, spoken of p. 97. 3rd. A road from Keithsburg Keitbsbiirg. or New Boston to Amboy and Batavia. For the W. N. W., competition of the Illinois Central with the North- w.n.w. western, will soon build a road from Freeport through Byron and Elgin, port. As to the N. N. W., when some of the managers of roads which are rivals n. n. w., to the Northwestern in Wisconsin, see their folly in endeavoring to direct wis. trade from its natural centre to Milwaukee, and desire to make their roads pay well to stockholders, they will seek the shortest routes to Chicago ; and a contest will probably arise between them to accomplish the object first. This will give us one or two at least. Each of these six or seven routes is through a very rich country, about ah desirable, equi-distant from existing routes, and all able to make a road pay by local traffic aloue. No one who has any faith in Chicago can doubt, that most or all of them, will be so far built in less than five years, as at least to be To be built running trains out of Chicago. And the routes of new lines into the city, will be chosen with direct reference to accommodating suburban trade ; for Accommo- its profit will be to all the roads an important censideration, and at the same city, time, the sharp competition of so many gigantic corporations, will insure Sharp com- unequalled accommodations at reasonable charges. But all these hopes and expectations, moderate as they are, are still hypo- They are • II 11 -11 1 11 1- bypothotical thetical. A sensible man would consider them, and a reasonable man admit they were almost certain. Yet not being quite certain, we must rest upon 15 lines we the 15 lines we already have. With these alone no other city has an equal no city equal facilities. Kailways, Expansive C. B. & Q. 284 Local Advantages and City Expansion. number of acres within tea miles of its limits upon a railroad or equi-distant from it, with Chicago. Expansive Power of Railways. — The unexampled facilities these railways may and should afford, will cause the City to expand, covering a far larger power. ^j.g.|^ j^jjjjjj almost any other city to be found. They not only afford facilities for rapid connection with the centre and suburbs, but they compel expansion by the large area each road requires for its own accomodation. Mr. Hjortsberg, Engineer of the Chicago, Burlington & Quincy Railroad, ^rounds furnishes a statement in detail of the land they own exclusive of the right Own 83 acres of Way. In the south division they have 0.807 acres, and in the west division Ne^*more. 82.247 acres, a total of 83.054 acres. Even already they are cramped for room, though with much foresight and considerable good luck, they have unusual advantages of connection with other roads. They probably have more land within the city, however, than any other railway. All is used for merely depot purposes, their machine shops being at Aurora; and besides, for passenger trains they use the depot of the Illinois Central and Each road Michigan Central Companies. Every one of these railways will require iw'i^res." 75 to 150 acres each for mere depot purposes; and this will no doubt be found the best place for repairs, and their shops will require much more. c. B. &Q. The Burlington and Quincy road has 11.06 miles of railway track of its nu>s city own, within the City limits. Perhaps none other has as much, but many ^^'^ ' of them must have even more. What is the present business on any of these long railways, compared with what it will be only five years hence ? Roads Bho'd Wise directors will waste no more time, but purchase ample ground for their grouada^ ^ accommodation. They need not wait for lower prices, nor fear having too much ; and if they should have a surplus, it will prove the best possible investment. As before observed with regard to the stock-yards, more will be made on the land than on the business of the yard. Faciiitips to But while railways crowd out the City, they afford ample moans to recom- m^3. ^" " pense for area used, converting into a comfort what would otherwise be a serious inconvenience, by facilitating access with the suburbs. These une- Mnst run qualed railway facilities, however, will be of little practical benefit, if they '*"'*^ ' must be restricted to the speed of a horse railway. As intimated, p. 250, Independent a grade must be instituted for the exclusive use of railways, so that trains requu-ed. cau Start cvcry few minutes from the centre of the City at high speed without endangering life or limb by use of the track for other purposes. It It will pay. will be an expensive undertaking to both roads and City ; yet the benefits to both will prove the investment judicious. The City is bound at any cost Railway to protect its Citizcns ; yet, as before observed, nine have been killed, (so Dr. Rauch informs me) within ten mouths by the railroads, within the City limits, and doubtless 50 to 100 have been seriously injured. No matter that railways are liable for damages ; does money pay for a lost husband, father, son? Is it ever compensation even for a lost limb? •niesowiiibe But We have this list of deaths and of probable casualties, within only the present limits, with only the few trains now running. With limits Past^ Present and Future of Chicago Investments. 285 doubled, with trains quintupled, what will be the increase of casualties ? change of Nor is it possible for the City to aiFord protection if only one grade is used, protecuiu! except to dispense with railways. With the utmost care, accidents will occur if ordinary streets must be used by railways. To dispense with them is to lay Chicago flat as a flounder. Who considers that a possibility ? Even ten-fold sacrifice of both life and limb would first be endured, and still would we cry welcome to the railways. No possible means to obviate the difficulty can be imagined than that of giving railways their own independent grade. Benefits In Boston, or any where that a railway can be bridged over, the benefits " '^'^'^ ysnre. are very striking. We see it here along the river and south branch. Probably in no other city could such a work be done with so little cost and inconvenience. Irrespective of the railway grade, the improvement will improve pay doubly for its cost. The increased value of the basements in this City g;Jve°dray.' of wide side walks, will more than pay; and the saving in drayage by"^*^' putting the bridges upon a level, will pay over again in dollars and cents, sewerage. Then add the benefits of sewerage, and convenience to citizens of passage everywhere unobstructed by trains and locomotives in perpetual motion, and individual who can doubt that the change will be one of the best paying investments '^''°^''""*°'^^" that the City ever made ? uenents to The advantage to the railways will scarcely be less. They must every ''^'i'*^'*^^' year pay more for casualties ; and the first session of the legislature the city limits will be widely expanded, and speed be reduced to six miles an hour for a couple miles more ; and not long before a couple more. ^,1 ,^.i,i This improvement is one that every railway man would not only favor, ^'^^"'"'^''^"S®' but urge its immediate prosecution. They need to know what is to be done to plan their grounds and buildings accordingly. If they want it they city official must work for it. City officials, who are appointed to care for these chief public concerns, who will neglect to give all requisite efforts to the success of a scheme so indispensable to the City, are not faithful stewards. No one can question the desirableness of such an improvement, which would giveoivecin. Chicago advantage over every city of the world for railway trade. Nor can advantages. any reasonable man who appreciates the future of railways for this City, doubt that ultimately the railways will be given a grade to themselves. Every year's delay only increases obstacles and costs, continues the existing -q^-^^^ jj^^^j, inconveniences to citizens and railways, and sends more victims to beds of *'''''^'*'- pain, and others to their graves. Room for Indofinite Exjiansron — its Benefits. — -As before observed, the expansion land contiguous to the City is all that could be desired for suburban purposes of a great city. Instead of mountain grandeur, we have for those who g^jj^^jg regard scenic efiect, the equal grandeur of expanse, in the illimitable spread to the horizon of lake and prairie; doubtless a powerful influence in giving that breadth and comprehensiveness which is a preeminent characteristic of prairie-reared men. 286 Local Advantages and City Expansion. No expense But no One sitc has everything in perfection. If to some tame for want u>^pfepare ^^ ^^^j^^, j^jjj^^ j^^p j-avines, bottomless bogs; to others countervailing exceptions would be a full equivalent. To have the surface prepared to haud by nature, instead of expending several fold the first cost to bring it to usable condition, would be somewhat of an item to most men, even those Beauty in qwite given to fancy. Then what our environs lack in variety, will be X^^My. amply compensated for in beauty. No choice of For ten miles around, except upon or near the lake shore, there is little '*"** ' choice of land. The water view is invaluable, and its limited amount will raise it to a high price, although near the City it is the poorest soil we have. But from the Calamink to Waukegan it will be occupied mainly by those doinc business in Chicago. After leaving the lake a short distance, there is All good little choice. For ten miles and more it is good arable land. Though vary- '*°'^ inowuers, and there will Outlets l^e less official mismanagement and corruption. For one to three miles or more vaiuar j^^j.^ outside, the land may and should be made more valuable than that 3. Beauty, within a mile of the limits, either out or in. 3rd. Beauty. A city may be splendid, but cannot be beautiful, built up in solid blocks. Of splendor we soon weary, but " beauty is a charm forever." Nature has given us ample It dcpen'is means to make here a beautiful city, with small cost. It depends alone se'ues""'^ upon thc plaus we lay for the future city which is surely to be here, whether Tobeuid it be made as inviting in regard to beauty as to business. Could suburban mentally, owncrs be induced to join in plans to lay out the land ornamentally with winding streets; little parks set out at once with trees and shrubbery, on which ultimately an elegant church or school house or both should be built, — temporary ones being used meanwhile on some side street — so that archi- tectural beauty could be enjoyed; the current thitherward could soon be Boon de«ira-set, and lots of various size be occupied with pretty cottages and stately mansions. The fine soil would soon supply beautiful shrubbery and trees, and the artesian wells water for fountains and other uses. Past, Present and Future of Chicago Investments. 2S7 To a plan so desirable, and which would at once make us truly the Oarden city, GrARDEN CiTY, there are, however, weighty obstacles. 1st. Sub-division obstacles, i. to numerous owners renders concerted plan and action difficult. 2nd. 9. s'low^"* Impossibility at present of reaching the suburbs with reasonable speed. ""°^' The second doubtless is chief, the removal of which would soon bring owners to see the desirableness of an arrangement which would in a few years enhance values several fold. Yet probably neither is sufficiently R,„„oy.^i certain to render it indispensable that every land owner should immediately ""^■*^^''''"°' double his prices. But it is one thing for a land-owner to see what is for his interest, should Tntioftnite everything work favorably; quite another to consent to put his land into ;i'''''"'"J- company, rendering himself liable indefinitely. This indefinite liability can i^ t.i,arter only be obviated by an act of incorporation ; and having given much con- '"^'""^^^"^■^• sideration to the improvement of suburban property, as the only means of accomplishing my plans, I asked of the Legislature the Act of Incorporation j^andTm- of the Land Improvement Company, (see p. 13), which is all that could be i"'"^'-'"®"' desired. The intervention of the war, and subsequent engagements in other ueiay^'o'' affairs, has prevented prosecution of the plan, although several applications "^*'* to purchase the charter have been made, and the funds any time would have been a great relief; yet having been obtained to be used by me, and having that distinct understanding with our members. Senators Ogden and Blodgett, and Representatives, Brown, Scammon, Wilmarth and Haines, it has been kept intact. It is now my intention soon to organize a company under that sio^^to charter, and show what can be done in the way of improving suburban '^''*'''°''°' property. The scheme will be popular on all sides, and numerous organi- q^j^^j.^ g,g^_ zations will result, effecting general improvement in outside property. But there always will be selfish, picayune men, who will oppose any such ^^^^ movement. Such usually abhor the tax collector, and the most effective °i'i''^*s- dose to relax their grasp of land will be to bring it for three or four miles ,j.^^ jj^^m outside within the City limits. The payment of City taxes a while will set them to inquiring some way to make their land pay, or else cause them to sell. No just man can object to this, for land that would not be worth 65 it is just. per acre were there no city here, is by the City itself given a value of $50 to $2,000 per acre, though most of it is without the slightest improvement or very little at best. Why should not such property pay its proportion of City expenses ?* * The time will come, itia to be hoped, when the City will berelievedof town and county organizations, Ultimate extending the City say to Lake County north, to the Des Pleines west, and down the river to Willow ''"y hmita Spring, thenco southeast to the State line near Thornton ; so that the City authorities can regulate all sorts of manufactories that will affect the City. Tho present system of triple government is not merely Triple Ro'Tt a useless expense, but every way injurious. Within that area every acre has its value almost entirely not wanted, from contiguity to Chicago, and it should be under City rule and pay City taxes. But it may not be expedient at present to ask that this be done. Three or four miles, however, in each directioti should Onlv 3 or 4 undoubtedly be added to the City the first session of the legislature, and make these do-nothing land- "liles at holders pay their part. Some of the largest landholders will no doubt urge the change, but the '"^^^^ • picayunes will fight it. 288 Local Advantages and City Expansion. Certain Certain Advance of City and Suhurhan Property. — Notwithstanding the property." uncertainty as to what naay be done for the improvement of Chicago ; that it surely grows and rapidly, and its property immensely augments in value, is a tixed fact, and one of our chief local advantages. As we have seen, the No other future of this City is certain, and we have yet to consider topics whereby we cerlfiin?" ^ Can judge correctly of the rapidity and magnitude of growth; but no man can put his finger on any other site which has this certainty. Not that it is at all doubtful, whether cities in the West are to grow, some to a large size ; but however confident the friends of each may be, as we saw p. 107, no other city can claim any three of the nine points made in favor of Chicago, most of which are essential, and all important to any city. It is. An import- therefore, to Chicago a Local Advantage, and a very important one, that advantage, parties may here invest in real-estate with an absolute certainty of its advancement. This lot or that may be most valuable, but all Chicago property must largely advance in price. A person changes his home wholly to improve his pecuniary circumstances. He locates most advantageously to pursue his favorite calling. He must have a place to do business and to live. Chicago being a favorite place of resort, Rents high, buildings of all descriptions have been difficult to get, and rents correspond- ingly high, so that laboring classes especially have been compelled to rent Obliged to Or buy a lot and erect their own house. They could not afford to hire and "^" must build for themselves. As a consequence, property is very much Many made distributed. Many a blacksmith and shoemaker, whose earnings by his trade have been larger than they could have been almost anywhere else, finds himself now in comfortable circumstances merely from his house lot ; and if energy and foresight led him to buy a shop lot, he is a rich man. The difference in the advance of real and personal property is not observed as it should be. The Comptroller's Report, 1st April, 18G7, contained the following statement : — Population of the City of Chicago from its Incorporation, in 1837, to October \st, 1866, with Valuation of Property and Income from Taxes : Object in coming t( Chi. Real and personal advance. Population 1S;37-'C6. Valuations, real and pi'rsoiial. Ta.xes. Mayors. W. B. 0E;den Alexander Lloyd.. Au;^. Garrett Aug. Garrett J. P. Chapin J. Ouitiss J. II. Woodworth.. .(. H. Wu. id worth.. J. f'urtisB C. M. Gray L. D. Boone Thomas Dyer Johii Wentworth.. *F. C. Sherman.... F. C. Sh.rman John B. Rico John B. Rice.. July, 1840.. 1843.. June, Sept. Oct. Sept. Aug. ■ 1850.. Dec. ■ June, Aug. 1S60.. Oct. Oct. 1S65.. Oct. Population. o I-. ^ City Census... U. S. Census.. Cit.y Census... State Census.. 46 j City Census... '47 1 City Census... 48] City Census... 49 1 City Cen^us... ... U. S. Census.. 5.31 City Census... .^s! State Census.. 56 j City Census... ...|U. S. Census.. 62 City Cen-sus... 64iCity Census... ...State Census.. 66lCity Census... 4,170 4,479 7,580 12,088 14,169 16,8.M 20,023 23.047 29,96:i 59,130 80,000 84.113 109,260 138,186 109,3r.3 178.492 200,418 2,694 7,603 17,404 31,255 52,861 58,955 65,947 82,966 89.150 %?i « £ "S te i =; ,S"<- 00 = p-S- a o a> «■« i- > f> ow % 236,842 94,437 962.221 $ 479,093 2,273,171 791,851 3,664,425 857,231 4,935,446 853,704 4,998,266 ],. 302,174 5,181,637 1,495,047 5,685,965 l,5-a,2,S4 13,130,677 3711,154 21,637,500 5,355,503 25,892.308 5,843,776 31,198,155 5,855,377 31,580,545 5,552,300 37,148,0l'3 11.5.S4,7.')9 44,0>14,499 20,644,678 66,495,116 19.458,134 S 236,8 !2 94,437 1,441,314 3.065,022 4, 21,656 6,849,170 6.300,440 6,676,084 7,220,249 16,S41,S:jO 26.992,893 31,736,084 37,0.53,512 .37,139,845 48,7C2,7S'J 64.709,177 85,95.3,250 ^ o X 5 5,905 15 4,721 85 8,647 89 11,077 58 16,825 80 18,159 01 22,051 54 30,045 Q0 25,270 87 135,1 62 08 20fi,2u9 03 306,652 39 .37.3,315 29 564,038 06 974,6.55 64 1,294,183 54 1.719,064 00 *The figures here given are for the territory within the present city limits. The population within the old city limits in 1862, was 133,768. Past^ Present and Future of Chicago Investments. 289 Last 3^8ar the assessment was made at the fair cash value, which previously isot, real, had been nominal. Thereby personal property was assessed at $5.3,487,824; ' "'' real-estate, S141, 41-5,940; yielding taxes of $2,517,143.50. Of the personal Personal, $53 IS? 824- much has been brought in ; but the value of the real has been made here, ' ' and in by far the chief part, by the energetic, rapid use of the former. Is citizens to it wise for the active man to take to himself only the profits upon his busi- ""'^ ^''*^' ness, which is itself aiding to increase values all around him, and two to three-fold faster than his own ? Is it no object to locate in a city where a Advantage person can have the positive certainty of doubling ordinary profits in ti^e"'"''^^*"^"- legitimate operations of his business ? But where is the benefit if a man neglect to avail himself of his Trade opportunity? The hazards of trade are proverbial. Real-estate in a ^^'^''"'°"^" growing city is almost the only sure thing in which to invest with a certainty Real estate of rise besides ordinary interest. Every business man then, should buy his B„7i'ug3g home lot, at least, when he is able, and to put it beyond the risk of trade, ^^^^° ^^^^ convey it to some friend in trust for his wife and children. If he could do so with his business lot all the better. No man has any right to go on indefinitely in the hazards of trade, and make no provision for his family j)„ty to against calamity. I speak from sad experience, having lost two good estates ''*'"''>'■ made in Chicago property, by unwisely engaging in other business.* As an example to be shunned, and at the same time exhibiting something of what My expcri- has been done in Chicago property and can be done again ; and the folly of relying wholly upon business however promising,']' an account of my early transactions, before referred to, is taken from a pamphlet of March, 1860: — "^'^ws iseo. In 1832, at the age of 17, my father took me to Chicago with a stock of mer- arrived at chandize. The town then contained some 150 people, exclusive of the garrison, two *^'"- ■^^^^• framed stores, and no dwelling except those built of logs. After remaining a few weeks, examining the country south and west, and satisfying himself that he had Father's made the right location, he left me to shift for myself. In 1834, he removed his opin'o°- family to Chicago and lived till 1810, having his first convictions strengthened year by year, that it was rapidly to become one of the largest cities of the country, and of the world. Though a mere boy, I, too, became impressed with the advantages of the point My early which was the western extremity of the great lake navigation, with a certainty of ""Passions, its connexion, by canal, with the Illinois and Mississippi rivers, and which was the natural commercial centre of a country so fertile, and so easily tilled, and so vast in extent. In the winter of 1833 and 1834, I induced a wealthy uncle to take some First pur- chases 1834. *To what else does Paul refer, when in the midst of his directions to Timothy concerning the duties of ??" j*. widows, he remarks ? " But if any provide not for his own, specially for those of his own house, he hath denied the faith and is worse than an infidel." It is a man's duty to pay his debts, especially to protect 1 Tim. v. 8. endorsers, but it is also duty to take care of his family; and when he has a competence and can honestly set aside property, he ought to do it and put it beyond contingency. This islnot totadvise that they have No separate separate Intel ests. They are joined in one, and their interests should be and are indissoluble. " Let these energetic, successful husbands see to it that their families are made safe against poverty by a Give your Chicago lot or two conveyed in trust for their benefit. ' ^ ° • fMy mistake was worse, for property which had been settled upon my wife, and for which I had received A mistake, money, was used by me, with no security to her; and then when my reverses came in 1857, not expecting to be seriously embarrassed, and fearing that my property would be tied up by judgments, all was assigned to secure endorsers. It is one of the important events of my life, that under like circumstances ■would surely not be repeated, highly as are obligations to endorsers regarded by me. 19 290 Local Advantages and City* Expansion. Benefits to my uucle. Sound reasons. Railroads n'>t then foreseen. Are now a sure basis. Pun'nses for lu'. ii If 1S34. Profits. Snlps'in N. Y. $50,000. Worth $200,000 in 1836. Crash of 1837. E isiness b.^o'un. Small indebtedness Business my rain. Prairie Farmer begun. Its reputa- tion. Travels throughout the West. purchases which I had made, expecting to share in the profits. He took them, and has made out of those and other operations, through me, several hundred thousand dollars, but alF the benefit to me, directly or indirectly, has been $100 He came to Chicago in the Spring of 1835, and the next day after his arrival, said if I would sell his lot — one of those which I had bought about 15 mouths previously for $3,500 for §15 000, he would give me one hundred dollars' I sold the lot that day for cash, and" the $100 was reckoned into my credit in our final settlement in 1838. The letters that I then wrote, I had an opportunity to examine a few years ago, and they show that" I operated in no speculative, hap-hazard sort of way, but at that early day, even, had sound and abundant reasons to prove the certainty, and the rapidity of the growth of that embryo city. [Extracts from one are given p. 4.] No one could then have anticipated the.power of railroads to build up great commercial points, and their wonderful multiplication, especially from Chicago. These have not only expedited the development of the west, but concentrated and bound to its great commercial centre with iron bands, the business and traffic which at great cost otherwise, would still have come here. They have served to fix, beyond all peradventure, what some might then have regarded as problematical — that is, which city in the west is to have the supremacy. In 1834, I began to operate in real-estate on my own account, and in February, 1835, went to New York to buy merchandise, and sold for $10,000 a 40 acre tract which had cost $4,000, the profits of which more than paid for all my other pu ''^ases. Thereafter increasing my operations, I sold in the Spring of 1836 to varnj.^5 parties in New York, real-estate for over $50,001), receiving about two-thirds of the pay cash in hand, and giving my individual obligations to make the convey- ances when I came of age, the July following. My father would have been my heir, in the event of my death, and they knew he would fulfil my contracts. I had, then, in 1836, acquired a property of over $200,000, without any assistance even from my father, never having used his money for my operations, the store being his, and for conducting it, only my expenses had been paid. My uncle was the only relative who could have aided me, and he never would, even temporarily. So far from it, he was in my debt continuously from 1834 to our final settlement in 1838. But 1837 brought ruin to me, as it did to nearly all who owed anything; though it was not so much speculation in real-estate as engaging in mercantile business that involved me. At that age it seemed desirable every way to have regular occupation to promote good habits, and in accordance with my father's wishes, I purchased in 1836 a warehouse and dock-lots, to engage in the shipping business, which cost $23,500. My whole indebtedness was about $25,000. I had nearly $20,000 due to me, which was supposed to be well secured, it being chiefly the final payments on property of which over half the cost had been paid. To provide ample means for business. I sold in the autumn of 1836 a tract adjoining the city for $50,000, quick pay. This trade was unfortunately broken up by the merest accident, and tliereafter I had no opportunity to sell at what was deemed a fair price. I came in possession of the warehouse 1st May, 1837; and though having small cash resources, I thought best to commence business, hoping there would soon be a favorable turn. But all went down — down, and I was soon inextricably involved. The money used to buy those lots for business, not speculation, would have carried me through. By 1840, my property had all gone; one piece that had been worth $100,000, went for $6,000; another that had been worth $12,000, went for $900, and so on. Having been connected with an agricultural society, as its secretary and manager, the firming interest had a good deal engaged my attention. Seeing the importance of having a newspaper devoted to it, and of having an organ for the interchange of experience, in prairie culture, and believing I could at least make out of it a living till something better offered, I commenced in the autumn of 1840, the "Prairie Farmer," and was for several years its sole editor; and though without any expe- rience in farming, yet it is gratifying to know that from its commencement it has been regarded" one of the most practical, reliable agricultural papers in the country. I retained its proprietorship till 1857. From 1840 to '45 I traveled most of the time, and in all parts of the west, to acquaint myself with the influential farmers, and make them write articles for their paper. _ I became, of course, well informed about the country in all respects ; and witnessing its rapid settlement, and the development of its unequalled, inexhaustible resources, I would anticipate what even twenty to thirty years must accomplish, Past, Present and Future of Chicago Investments. 291 when its few hundred thousand population must be increased to millions, and Anticipa- railroads so laid down as to bring nearly every farm within twenty miles of one, or -^y"^^!. " ® of navigable water. * I saw how immense must be the productions of so rich a country — how large its Effect upon wealth, and naturally the effect that all this growth must have upon its chief C" commercial centre — my home — was considered. I resolved in some way to get a larger interest in property here, and in the M'iuitcJ aiitunin of 1845, went to New York to try and obtain funds. Having leisure, 18'mieChi. wrote a series of of fifteen or twenty articles for the Commercial Adoerliser and the Evening Post, about the various agricultural products of the West, their profits, etc., Articles the minerals — manufacturing advantages — the canal — railroads that would be built, ii'Ji"i' ^s- etc., etc., but not till the subject of tlie State debt was reached, was the rapidity of progress realized. Illinois bonds were then only worth about 25 to '-'A) cents on Anticipa- the dollar, and three years of accrued interest not reckoned, so prevalent was llie ''""* ^f }? Stiito (Icut impression that we could never pay the State debt; and such a fearful load was it considered, that immigration hitlier was considerably affected. But it was shown fairly and conclusively, that by 1858 or '59, our State would pay her full interest without any increase in the then rate of taxation ; and for two years we have done this, and our bonds are above par. No predictiongives more satisfaction than this. Littleas thepublic were influenced Views by those views, improbable as all then regarded them; to look back upon, they '^'^'^'^""*'''''' now appear plain common sense, just such as any business man who would study the subject, ought to have arrived at. Though no one would see the future of the West and of Chicago as I did, my own Confideuce confidence had never been so strong. The examinations incident to the prepara- stri-ngth- tion of those newspaper articles brought more clearly to view than ever before, the abundant resources, and great natural advantages of the immense territory Desire to tributary to Chicago, and my determination was strengthened to buy property iwve here. property. By examinations I found Frederic Bronson, Esq., would sell a block on long r.lock 1 for credit for $30,000, with only $1,000 paid down. It was upon the river, near the'^^l^f'"" ^%(\ Don heart of the City, and somewliat improved. I made prudent estimates of its pres- ' ent and prospective rental, and found it could be made to pay for itself with aCuukiiie small outlay. But I could make no one so see it. There was not the least confi- "''"!'' *°P'^y dence in Chicago, it having been for ten years a synonymefor all that was wild and visionary. Mr. Dyer of Chicago also had commenced prior negotiations with Mr. Bronson, and not wishing to interfere with him, my endeavors were postponed till their negotiations should be closed. I had no means of my own to buy with — -could get no one in New York to think Failure to favorably of my projects — knew not where else to apply, and after months of vain buy. attempts, returned home, having purchased nothing. In April, 1846, Mr. Bronson sold this block to Mr. Dyer for the $30,000. A few months after I bought it of him Bought from for $37,500, having ninety days in which to secure the $7,500 advance, and the M''- JJ.yo'') $1,000 he had paid. By much solicitation, my brothers were prevailed upon to ^jyj„-,(.p" give this security, and the Bronson contract was assigned to me. I clung to this block, preferring to pay this large advance, rather than buy other Resison for property; because, having no capital or means of raising any, it was necessary tOiP'eference. get such as, by its income, would pay for itself. I knew this would do it, and it was the only piece of the sort, in any considerable amount, to be found. This was 320 x GOO ft. large enough, 320 by 600 feet, to be an object, particularly as I was confident that by tlie time it was paid for in ten years it would be worth $200,000 and over. It Wortli in 06 was actually worth in 1856 over $450,000. $450,ooj. By the spring of 1848, I had, as calculated before the purchase, with a few hun- Expectations dred dollars expenditure, made the rents about equal the annual payments of realized, principal and interest. Doubtless it would have been better to have been satisfied with this purchase, still wanted But in its improvement we had eifccted an arrangement with the city by which the ""ore ! river was to be widened up to the line of this block, and also along the six blocks next west of it. I saw the benefits that were to accrue from making dock-lots 189 feet deep, with an 80 feet street in the rear, and wanted a share in them. * Less than fifteen years have seen this done for Illinois, and much more. But few farms are ten miles Change of 15 from a railroad or navigable river, and more than half are within five miles. It is also in good partV^arsto 1861 accomplished for Iowa, Wisconsin, North Missouri, and all the rest of the country centering at Chicago 292 Local Advantages and City Expansion. 1 »^ block of Mr. Bronson still had'a block and a half of this river property, and in the spring MrTUronson. of 1848, I went to New York to see what could be done with him. He asked $45 OOO', at least double what it was worth, and was willing to give long credit, but wanted annual interest. That I knew the rents could not meet at once, the prop- erty' being chiefly occupied with the shanties of Irish squatters ; and till the river bank was excavated, which would require a year or two, it would be impossible to get much revenue. I therefore insisted upon having interest for a few years added pu™ as"/ at to the principal, and the result was to close contracts for the purchase, at $50,000, $po,0(jo. on Itj years time, $li,500, payable in six months, which was secured on the con- tract for the other block, and no other payment of principal for three and a half hen" credit years, when interest commenced at six per cent, payable annually. Payments of principal then began at $1,000 a year for four years, then $2,000 a year for three years, and so on, so that no heavy payments came due till 18G0. To guard against the possiblity of failure, should my estimate of rents prove pro"-Uinn8 fallacious, I had a clause in each contract, authorizing the sale of a lot, or half a for safety, lot the proceeds to be applied in payment of the contracts. There were also four separate contracts, so that upon an emergency I could sell a part of the purchase and not lose the whole. Results pre- The negotiations, and making contracts, occupied some three weeks ; and mean- calculated, while I carefully estimated what the property would yield in the sixteen years, with $26,000 to expend within two and a half years. I frankly told Mr. Bronson my plans and expectations, and offered to join him in the profits if he would let Desire to ^-^ manage the property, and he advance the funds to improve it. That would avoid debt, have been preferable to buying, as it would have saved the labor and annoyance of "shining" to raise money for the improvements which were indispensable. That estimate I now have, and it gave, as the net value of the improvements in Lar^e profits 1 ^^4, after meeting all payments of principal, interest, taxes, etc., the sum of one hun- dred and forty-seven thousand dollars — the surplus rents being used each year upon the property ; and the value of the land over $400,000. The rents have far exceeded that estimate, as I said they would. Two of the lots, equal in value to Ground rent ^'^0^^ °°® fourth of the purchase, for two and a half years, with no improvements of two lots except excavating the river bank and building the dock, have yielded a ground S7000. pent of $7,000 — the lessee paying all taxes and assessments ; and he has put on a grain elevator that cost about $100,000, that is security for the rent. Plans were Upon these two purchases I look back with much satisfaction. It is true I Bound. failed to induce capitalists to join me, as I had hoped. Getting credit for six months on the first payment, I thought would save me from advancing even that. But thougli in error on that point, nothing else was misconceived. There was All calcnla- nothing fortuitous or accidental in the whole operation, but it wan perfectly led. calculated from beginning to end, and all possibility of failure eflfectually guarded against. * Others could Though paying double what the property was worth in cash or on short time, yet not see the I could not get the cash, and knew that the three and a half years of credit without result. interest, would bring all straight. But though so clear to me, there was not a man in Chicago, to my knowledge, with whom Mr. Bronson would have made the con- tracts, who would have taken the purchase off my hands. On this point there is 9 citizens strong evidence. To induce parties abroad to join and advance capital for examine improvements, I had nine of our leading and best citizens, and all operating more estimates, q^ jgg^ j^ real-estate, examine the estimate of rents made at the time of purchase, with a written statement of my views and reasons thereon. They acknowledged, Second pnr- * That was so in 1860; but subsequent reflection causes doubt as to the wisdom of the second purchase chase unwise Notwithstanding it promised so well, had my firm resolution not to farther increase indebtedness been adhered to, the sacritico of block 1 would not have been made, nor of other property. Could others have been made to see results as they appeared to me, and have advanced funds, the whole project would havo A desirable ^**° successful, and property been worth $1,500 a foot, which is now not worth $500. No central part purchase °^ ^^'^ <^''y "fiTU a more inviting field than that very property, with the railroad ousted east of Wells "ow. street, as it ought to be. Yet wretchedly as the property has been managed, and notwithstanding the opportunity for profits still remaining, at present value the increase in twenty years is over 500 per cent. beHidesall the rents, and I predict it will be as great a per cent, in twenty years to come, if there bo any proper management of the property. Past^ Present and Future of Chicago Investments. 293 that though the results were so astounding, they could discover nothing unfair or Signed improbable in the views or calculaiious, and they signed the following certificate : '^" ' • " The iin5q^'^' for the half block, they would be found so on the whole purchase. -^ ^ ^ ' ,. .J , T i- D-?pot not f Let it not be imagined that the depot was regarded an important disideratum by me. In converting (jpgjreij l5y the nine lots into wholesale property for groceries and iron, as was my expectation, by supplying stores me. 294 Local Advantages and City Expansion. The personal Ciiiii-idera- lious roijuired. Experience valuable. Reaper works. Ocupation Wiiiited. A'lvanta, for raufi; Prairii Farmer. Mnfg. agri- culturiil iraplemeutg. Partn-Tship formed. Atkin'a self- raUer. Its complete success. It was my ruin. Thouch prolix and tedious \n discussing these operations, it is not from foolish conceit. The egotism is as distasteful to me as to you, but seems required. Whether I have judgmenl or not in real-estate transactions to make your money safe and profitable, is the point considered, and how can it be so well shown as by what has been done? The reasons and motives influencing me are also important, for if the transactions were accidental instead of calculated, they would give no assurance for the future. Therefore is this statement presented, and though from necessity " blovvinc my own trumpet,"yet it is fair and truthful. It may not be in my power to make just such operations again, but I shall be sadly disappointed if ten years hence, with my life and health, I do not show some as good relatively as were those. Increased knowledge and experience ought to be of some service ; and at all events no purchase will be made without due investigation, and you shall always have a good reason if you ask me. I made some profitable exchanges, but no considerable purchase of property till '55 I bought 52 acres on and near the North Branch, for my Reaper works, for $72,000. Until '51, the management of these blocks had given me constant work. They were then mostly rented, yielding several thousand dollars beyond annual payments, and I wanted more occupation. I did not wish to buy more property, being satis- fied with what I had done and knowing that a few years would make it a fortune large enough for me and my family. Manufacturing suggested itself, for which Chicago possesses great advantages, all kinds of raw materials being as cheaply brought together here as at any city in the Union, while it excels all others in distributing facilities. My connection with an agricultural paper informed me of the great demand the prairies would make on Chicago fo'r farming implements, and the large acquaintance and warm friendships made among the leading and most enterprising farmers all over the West, would give great advantages in selling what I might make. It seemed that with a good practical man as a partner, a safe and lucrative business could be easily built up of a most agreeable character, and it was much more congenial to my temperament than sitting still to wait the rise on real estate. Besides, though having no desire to be immensely wealtJiy, I wanted more income to use year by year. I therefore formed a partnership with an experienced mechanic at the East, but after getting the business started, he decided not to remove to Chicago, and I had to abandon my plans or go on alone. Not being fond of backing out, I continued the business in a small way at first, hoping month by month, and year by year, to find a suitable partner. Mr. Atkins, too, had given me a half interest in his Self- Raking Reaper for patenting and introducing it, which I saw had great merit, and having become warmly interested in this most ingenious invention, I did not like to relin- quish it. No other harvester ever had such success. I built the first in '52, forty in '53, three hundred in '54, twelve hundred in '55, and there had been no complaint or difficulty with them of any account ; nor had any taken so many premiums. But this unequaled success led me on to my ruin. It is not necessary to the present purpose to follow through the success and disasters of the reaper business.* Reasons for its purchase River prop- erty di-- Btroyed. Cause of disaster in rfaper buriDees. Lambcr bo' in Obio. 40 X 180 feet, at low rents to begin with, it seemed advantageous to have a railway track for the acconi modation of the stores, and I started the project of soiling block 5 for a depot. But Mr. Newberry would not consent to that, because as the owner of the contiguous projierty, it would appear that lie was rendering the railway s'irviceablB to himself: and Mr. Turner wanted it as far east as possible, iu order to facilitate connexion with the Illinois Central by a bridge. Entirely against my own judgment and plans, circumstances compelled the sale of block 1 instead of 5, and precisely the result which I predicted to Mr. Newberry, has come. The value of the entire river property has been destroyed. I would never have consented to the arrangement, had it not been my purpose to tight the railroad in their use of the street, where they had no rights, and compel them_to exchange with ine block 1 for 5 ; and west of the latter they could have used it as they pleased. I knew the whole city would be with rae, because of the immense inconvenience of constantly running of cars and engines back ami forth across Clark and Wells streets. But absorption in my reaper successes, postponed attention to real estate. *An explanation, however, is due to myself: In the winter of 1854-5, the unvarying success leading me to build 1,200 machines for the ensuing harvest, it seemed reasonable to expect to build 3,001} machines for 1856, and that winter I employed a competent person to purchase lumber, mostly ash. In Ohio. It was carefully piled on docks at Conneaut, Fairport, etc., for summer freight, which had previ- t ously been $2, to S3, per M. The summer of 1855, there being no down freights, and a vast amount of railroad iron to come up, vessels asked S8, to $12 for lumber. In October I contracted at $6.25, but the Past, Present and Future of Chicago Investments. 295 Nothing of that kind is herein proposed, and sure am I that I shall not again be so caught. Suffice it here to say, that the reaper involved me inextricably in '57, and has swept away all my real-estate, worth to-day half a million. Some good friends, because of past predictions, and from engaging in those Myplans north-side purchases which no one else would touch, have considered me at least a "1^;^^ little wild and visionary. But with these explanations of motive, and of calculation, I do not see that I am amenable to the charge. The purchases of those blocks were too thoroughly scrutinized and planned to be even doubtful ; and certain it is, I was not so elated with success as to engage in other operations of a like character. I was satisfied with the property made, but wanted more income, and hence enGrau-ed, not in anything speculative, but in a regular staid business, that with more ^^'^g experienced aid in its conduct, would have realized all my anticipations. So with regard to predictions. With my knowledge of the west, and fondness Predictions for investigating all subjects bearing upon its prosperity, I could not but anticipate lea.sonable. the results, as would have others viewing from my stand point. I could not over- chuscs of look railroads, and in some degree appreciated their immense power to develop a obom-vitiim. country, and build up great cities. In the investigations incident to the writing of several articles for New York and Boston papers, in 1848 and '9, about western Railway railroads, laying down five or six roads that must De built, I was forcibly struck '^^ "^''"^ '°"^ with the congruity of interest between Chicago, and the cities of New York and n. y. Boston Boston, in bringing business to the lakes, to make it tributary to those cities and to aud Chi. the intermediate routes. I endeavored to demonstrate the importance of extending inter^t'"^ to Chicago the eastern lines of railroad, and thence argued that when once they reached here, competition would ensure the construction of all paying roads. Has Results not the result justified the preilictions ? True it is, the competition and railroad ^^^.^^'^ ' ^° mania have done for us much more than was anticipated, but was it not a natural result of interest that eastern capital should build roads from here as from no other point? That it has been done is a fact, and I see nothing visionary in the predictions. Nor was the Illinois Central Railroad an exception. That was regarded a wild ^^^' ^®?*' '^° 1 ,1,.,,. 1 >, . o exception, goose chase; but looking back, it seems a natural, reasonable operation tor Congress, as a great land proprietor, to have given each alternate section of land to build a road through a region otherwise inaccessible, and then double the price vessels took railroad iron again at better ratea. Another contract was made as soon as possible at higher „ ? , . figures, and two cargoes arrived, but winter closing two or three weeks earlier than usual, two cargoes ofi thick lumber, and most important to have well seasoned, were frozen up in the St. Clair river. There 2 cargoes was no seasoned lumber of the sort here, and mills were engaged in Indiana and Michigan to saw to bill. ° ^^ "' But we cuuld obtain none till February, and then entirely green. Super-heated steam kilu-dryers were constructed; but being obliged to go east in March, my partner, an energetic, driving man, but utterly Qpegn unfitted to direct a large business, would not wait for the lumber to season, and Mr. Holliugswortb, the lumoer ; foreman, informs me that much was put in entirely green. The result was, of course, a universal failure wsea. * . ^ A conse- under the burning sun of harvest. Payments had to be put over, and a cash outlay incurred of $30 to SoO q^gnt on each machine. Still, the farmers were universally pleased with the machines, and the circular of failure. . 1857, showed stronger confidence than ever, nothwithstanding their difficulties. Then in 1857, and '58 the farmers had no crops and could not pay; and with the utter prostration of real-estate, my property was un^^ble to entirely swept, not paying my endorsers, though subsequent advance in real-estate will save them from pay. loss. Had the business been kept up, as it should have been, there was property in stock and reapor Business dues that would have paid all. Besides, I had not misjudged as to the superiority of self-rakers. The Atkins was the pioneer in this important improvement, and the patents could have been made to control upon the essential point, the delivery by one rake out of the way of the team on the next round. Nearly '''^'•■'"akers all reapers now built are self-rakers, and probably none equal to the Atkins. Every little while I heur of one of the machines still running and giving the highest satisfaction ; and with more nerve the busi- Business ness would have been saved and been largely profitable, and all my debts have been paid with small loss should have to any one. Th° dues to me for reapers sold would have paid my debts had the business boen kept up. been saved. Having said this much to show that failure in the business was the result of circumstances beyond „ , , " No blame to my control, it is due to my brothers, the endorsing creditors m whose behalf the assignment was made, brothers to add; that under the pressure of the times, and with this heavy load upon them, most persons would have endeavored as they did to take care of themselves, without risking more in a business which had not only sunk my large property but also heavily involved them. It is one of the examples of the Should have UDcertjiinty of all business, exhibiting the wisdom and necessity of having some means of family support besides placed beyond such dangerous contingencies. business. 296 Local Advantages and City Expansion. Years of labor for it. of the other sections, so that it cost the Government nothing. I do not regret that for years I worked for this, and spent three weeks at Washington when the bill was passed. It is one of those visionary schemes, resulting in such practical benefits, that for one 1 am proud to have had a hand in its accomplishment. Opinions not TJsionary tlieu or now. Chi. safer than ever. Business changes. Others to come. Chances offering. 10 per cent, snre. Natural I rogress. Fnrfhpr chances. Evidence. Revulsions may come. All rif;bt in the end. Opportuni- ties great. Examples. Probably no one would now consider former opinions visionary, even at their dates of expression, but reasonable and certain from my stand-point. So will these be found in the future. And in my best judgment, according to the views most men take of future operations, Chicago is to-day a safer city to invest in than ever hitherto. More money is now required, and doubtless the per cent, of increase will be less, especially upon inside prop- erty. But business which has been almost wholly confined to South Water and Lake Streets, has within only two or three years broken its old bounds, and Randolph, Washington, and Madison, and the cross streets, have advanced several hundred per cent. The same effect will be seen on other streets within a few years. The uncertainty where, however, affords ample scope for the exercise of judgment. Very much depends upon contingencies as well as foresight and energy, in a city having so many powerful influences, not only old but new, constantly arising to shift business centres. But one thing a buyer may rest upon, that any property bought at fair value, will with the rents, if rent-paying, yield more than ten per cent, per annum, exclusive of taxes. If out-property, from which no income can be had, the greater increase will more than equal the rent of inside. The natural growth of the City insures this, and more. Besides this, a buyer takes his chances for superior judgment or favoring circumstances, and may make far more. It was my intention here to cite instances of both species of property. But they might be regarded exceptional ; and the assessment roll itself, p. 288 proves the statement as to the past to be clear within bounds. " The thing that hath been, it is that which shall be." Very possibly, even very certainly, a revulsion from a causeless panic like that of 1857, or from some efficient cause, like that of 1837, may come. If so, it will surely send down values as then, for we still lack capital very greatly, and use credit so extensively, that its injury works financial ruin. But, as several times repeated, the man who is able to hold his real estate, will soon find old values returning, together with good profits. No property on earth is salbi than Chicago lots. Small buyers can do well, better than in almost any other cityj but to large capitalists, or to those who would make a combination, and engage energetically in improvements, no other city offers equal inducements. Consider the field offering in that enterprise of the north-side Dock Com- pany ; such another as the South Branch Canal Company ; Mr. Potter Palmer's improvement of State Street, any and all of which can and will be repeated, if equally sagacious, energetic men, control the property. Then Past^ Present and Future of Chicago Investments. 297 we need a large cemetery ;* and tlic field of operations in suburban property is almost coextensive with the prairie. Because of the constant fluctuations, Chance for , , , smart men — contingencies always arising upon which no one can calculate, the far-sighted and industrious have unusual opportunities. Nor is it indispensable that a capitalist should be a resident to avail him-— f'"" non- residents, self of some of these opportunities. /Vssuredly, a man here who has full knowledge of the City aad watches his opportunity, and has funds to avail himself of the necessities of others, or of other occurring changes, has an important advantage. But by a liberal commission, or what is better, giving P'^y^tieraiiy the agent an interest in profits, very profitable operations can be made. The man underrates Chicago shrewdness who supposes he is smart enough to come here and pick out the best bargains, and take them away from our ^j^",.\ ^^ ^° own operators. The liberal soul shall be made fat : p^^, ^^. ^^ And he that watereth shall be watered also himself, — will be found true in this regard as in higher interests. It needs no argu- ment to prove that any non-resident can anord to give largely of profits to good. secure the best efforts of competent agents ; and none more competent or more honest can be found anywhere. But if they can honestly make a But wm good trade either to buy or sell, they will surely do it, or they would not be bargain. such agents as you would desire ; and how can the non-resident obtain their bes-t services except by making it for their interest ? Some of these Citizens are selfish enough to wish to keep all profits to ^"P^^^^g themselves. They consider it a direct loss to the City for non-residents to selfish. become our land-holders. But these very prudent, sag'acious calculators may au helpers remember with advantage, that active enterprise in behalf of Chicago, depends not upon residence here. How many of our chief land-owners have done as much for their own City, as Mr. Charles Butler of New York, ^^r- Butler. Mr. Nathaniel Thayer of Boston, Mr. Joseph E. Sheffield of New Haven, J,^''- J^*^''"- . Mr. Sheffield Mr. Erastus Corning of Albany ? No doubt public interests and profits Mr. Coming, otherwise influenced them; yet, has not their interest in Chicago property itself stimulated somewhat to their efibrtg in behalf of our railways and other public improvements ? These were among the pioneers in creating the mammoth system of inter-communication now centering here. Who of *It is no disparagement to the enterprising persons who saw the injudicious location of the cemetery Present to be now converted into Lincoln Park, and gave us Rose Hill and Graceland, to say that they are totally cemeteries inadequate to the necessities of our future City. Nor are they judiciously located. All the lake shore is wanted for residences, and the property contiguous to a cemetery is largely reduced in value. The best location we have is northwest of the City, where a railroad will run by the time the land could be ^^^ wanted N W put in condition. Sections 23 and 29, 32, and 33, of T. 40, R. 13, would be very desirable, and somewhere ' in that vicinity land should be bought for the purpose and a charter obtained. The Journal truly observes, p. 278 that the Citizens give attention to cemetery adornment. But to obtain this effectually. Must have we must know that the cemetery is so located as to be permanent, never to he interfered with by the one large and growth of the City. Upon all these important public concerns we can now plan with certainty for the ^®^™*'^^ future city sure to be here; and failing to do this are we not derelict in duty? 298 Local Advantages and Cily Expansion. What prum- these selfisli grumblers have doue as much, or ever will do as much for this 8o*mudi'>''"" City, as either one of these gentlemen, or twenty other non-residents who i-notasiure could be named ? Is it unreasonable that they should have a small share thoirdue? j^ ^i^^ wealth their liberality and enterprise has generated, the enhancement of the real estate which their own railroads . have created, and compared with which their railway profits are insignificant ? Let these grumblers ., ,., consider the proverb above. No city has more to gain from faithful prac- Tjiborality -i- onr interest, ^jgg ^f ^\y^i^ liberality; none more to lose from its 'disregard, and Infinite Wisdom o-ave it equally to guide our conduct in pecuniary as in spiritual concerns. Q.resident Practicing this principle, then, should we not be glad to have those non- [""{rve a"^° residents have some of the lots, who with no proprietorship in the soil have yet ^^^^- contributed the means to build our canal aad railways ? No matter that they did it because the investment promised well. The same motive actu- ated the curmudgeon to buy his lot, who makes a fortune by sitting lazily on his haunches; while the railway investor makes his pittance. Besides, Moreroads we have more railways to build. It would seem that only about two-thirds as many more roads can ever be built direct from Chicago, as have been in the last fifteen or sixteen years. But each one of the present fifteen, and Thev win then the ten more, will for years want extension and branches. The trunk P*^'" lines will nearly every one be good paying roads ; and if so, what must be the business they will pour into Chicago ? What must be the effect upon Further its real estate ? Will it not stimulate stock-taking and railway-building, own ChUots. that wealthy capitalists who for good and abundant reasons prefer residence elsewhere, should own a good slice of Chicago property ? Non-resi- -^^^ ^^J argue against the bootless notions of these niggardly churls ? mo-e%han D'Jzous of non-rcsideuts could be named who are fairly entitled to more of citizens. ^j^g profits on the realty of Chicago, than any equal number of land holders; and it is the literal truth, that except Hon. W. B. Ogden, no Citizen has Hon J F drawn capital for our railway system equally with Hon. James F. Joy, of Joy's aid. Detroit, who I believe owns not a dollar's worth of Chicago property. ManaKoment The Chicago, Burlington & Quincy Railroad, a combination of different road'i " "enterprises, has had steady conduct without the ups and downs which char- acterize most railways, exhibiting fairly what can be doue with Chicago roads honestly built and managed, and duly regarding public interests and If stockhoid- those of stockholders. All railroads are not managed for the stockholders, cOTsmake. and many have to find satisfaction in the knowledge, that if they make less, their officers make more. Kaiiwajnipn Doubtlcss somo of thosc railway owners will take this view of the case iote.°^ '"■ and agree that the time has fully come for them to obtain an interest in Varioas Chicago property. Some will prefer to buy independently and own sepa- rately. Others will see that associated capital has equal advantages in land Compankts Operations as any other, and is even more desirable. A great public improvement like that north -side Dock Company, can only be prosecuted ncceosary. Past, Present and Future of Cliicago Investments. 299 under a charter, because there must be a combination, and prudent men, however willing to take a known amount of risk, will not involve themselves iadefiuitely. Only by companies, too, can suburban property be judiciously laid oft' and improved in a large body. Individual owners will not agree, and their interests must be committed to a directory. Notwithstanding Suburbs both public and individual advantages in the proper planning of the suburbs, prov«a"with- we shall go on indefinitely making our additions with none but straight"" '^'"' streets, until companies are organized for the purpose. With a capital of Most profit- only a million or two, a company would have strength and make vastly* greater profits than individuals, while at the same time accomplishing pub- lic benefits which are beyond the reach of single eff"orts. A company of this kind offers important advantages to non-residents iu J^est for non- particular, provided they can be sure of competent and honest managers They will be relieved of the difficulty and labor of individual purchases ; Advantages will be certain to have the average growth of the City, probably more in the first enterprises; can make transfer by assignment of stock certificate; can convert it easier into cash upon necessity ; and have no risk from war- ranty of title. Taking this view of the case, the charter was obtained in 1861, as Charter of noticed pp. 13, and 287. Although it has lain idle, it has not been from Co." ™^' want of appreciation or confidence, but on account of other occupation from a sense of duty.* My fear has been constantly that some one would engage in a similar project, yet no one has. Property is rapidly advancing Time to useit and will probably never be lower, and no time should be lost in organiz- ing and purchasing the land. But we have no spare capital for such an capital from enterprise, and my hope is that some readers abroad will percieve the* '^°^ ' reasonableness and certainty of the project, and make due inquiries and become shareholders. The inauguration of one such will be speedily fol- one brings lowed by others, as soon as chartei's can be obtained; and the quicker the better both for shareholders and the City. This long topic, however, should be ended. The ownership of Chicago To own cw. lands or lots, must be conceded to be be a chief and abundantly satisfactory advantage. Local Advantage, by whatsoever means attained. The non-resident who has Neglect of information and fails to employ some means or other to obtain more or less dentrinjudi- of Chicago property, commits a blunder which he will regret in less than *^'°'^^~ * A plan was prepared immediately after obtaining the charter, which contains some novel featuies ggrne fea- without complication. An annual dividend is to be declared out of the profits (there will be nunc for a tures of my year or two,) which the shareholder can draw in cash or scrip, the latter beiug convertible into stock ; Co. for the capital, as sales are made, will be constai.tly invested in contiguous property and put under Dividend improvement. Unless needed, the dividends will always be taken in scrip. I shall be bound to give my optional. undivided attention to the Company, and make no purchase except for it. The plan in substance is t o Efforts cquiy- offset my charter and experience against capital. If any think my services are put too high, let them alent to look into the plan. Those who prefer to take 20 per cent, per annum on their stock can have the capital. •.U per cent, option, and I take the balmce. If a project can be offered that is absolutely safe, with a reasonable ngj- annum. prospect of such a profit for a terra of years, am I not entitled to an equal share? 300 —of residents criminal. Other topics touclungtliis Points al- ready estab- lish certainty Others to judge of mag- nitude. Internal trade — its power. Material sup- plied by othei'3. This from an Ohiuan. Age im- proves qual- ity. Internal Trade of U.S. Local Advantages and City Expansion. ten years ; but the resident who can possibly do this, even in a small degree, and labors year after year to build up the City with no recompense but his regular business, grievously wrongs himself and family. But to appreciate the immense Local Advantage of owning Chicago lands and lots, some further topics must be carefully considered. We have seen, it is true, that the matchless facilities of inter-communication, by lakes railways, canal and rivers ; the unequaled progress hitherto ; the firm establishment of commerce; the marvelous growth of manufactures ; the conjunction of minerals, with cheap food and lumber; and now these local advantages, all combine to assure a certain and rapid growth, and consequently entire safety in the real estate. But there are still other con- siderations which not only confirm both as to rapidity and certainty, but also aff"ord satisfactory means to judge of the magnitude of growth. Upon this important point, let us first consider, — Power of the Internal Trade to Build up Great Cities. It will be admitted, that except to devise the plan of discussion, which naturally presented itself, my chief labor has been to arrange the abundant material. Under this topic, original views would be out of place ; for Mr. J. W. Scott, the widely known Editor of the Toledo (Ohio) Blade, has too fully discussed it for me to add to the argument. Not only so, but the quarter of a century which has intervened since the papers were published in Unnt's 3Ier chants' Magazine (1843,) has brought to maturity this pure tl'nth, as the same time would the pure juice of the grape or of rye. The three papers should be given entire, did room permit. INTERNAL TRADE OF THE UNITED STATES, By J. W. Scott, of Toledo, Ohio. Population hitherto on Bea/-board. Imagined superiority of foreign commerce. Internal trade not realized. Annual eaniliins $1 ,500,000,- OOO. Almost up to the present time, the whole weight of population in the United States lias lain along the Atlantic on shore, and near its tide waters, and a great proportion of their wealth was connected with foreign commerce, carried on hroiigh their seaports. These being at once the centres of domestic and foreign trade, grew rapidly, and constituted all the large towns of the country. The infer- ence was thence drawn, that as our towns of greatest size were connected with foreign commerce, this constituted the chief, if not the only source of wealth, and that large cities could grow up nowhere but on the shores of the salt sea. Such has been the experience of our people, and the opinion founded on it has been pertinaciously adhered to, notwithstanding the situation of the country in regard to trade and commerce has essentially altered. It seems not, until lately, to have entered the minds even of well-informed statesmen, that the internal trade of this country has become far more extensive, important, and profitable, than its foreign commerce. In what ratio the former exceeds the latter, it is impossible to state with exactness. We may, however, approximate the truth near enough to illustrate our subject. The annual production of Massachusetts has been ascertained to be of the value of $11)0,000,000. If the industry of the whole nation were equally proiluctive, its yearly value would be about $2,300,000,000; but, as we know that capital is not so abundantly united with labor in other states, it would be an over-estimate to make that state the basis of a calculation for the whole country. $1,500,000,000 is prob- ably near the actual amount of our yearly earnings. Of this, there may be $500,000,000 consumed and used where it is earned, without being exchanged. The Paat^ Present and Future of Chicago Investments. 301 balance, being $1,000,000,000, constitutes the subjects of exchange, and the Tri(lo$l,000,- articles that make up the domestic trade and foreign commerce of the United oooooo. States. The value of those which enter into our foreign commerce is, on an Foreign average about $100,000,000. The average domestic exports of the years 1841 and f '""-O'^-Ooo. 1842, is $09,470,000. There will then remain $900,000,000, or nine-tenths, for our pomostic internal trade, [jupposing, then, some of our towns to be adapted only to foreign S9on,ooo,00O. commerce, and others as exclusively fitted for domestic trade ; the latter, in our country, would have nine times as much business as the former, and should, in con- Internal sequence, be nine times as large. Although we have no great towns that do not, in *"y|j';,'^^l°e|' some degree, participate in both foreign and domestic trade, yet we have those whose situations particularly adapt them to tlie one or the other; and we wish it constantly borne in mind, that an adaptation to internal trade, other things being equal, is worth nine times as much to a town as an adaptation in an equal degree to foreign commerce. It may be said, and with truth, that our great seaports have manifest advantases for domestic, as well as foreign commerce. Since the peace of Coast trade 5 Europe left every nation free to use its own navigation, the trade of our Atlantic tunes greater coast has probably been five times greater than that carried on with foreign fy,'.„i,rn. nations ; as the coasting tonnage has exceeded the foreign, and the number of voyages of the former can scarcely be less than five to one of the latter. Now, what is tlie extent and quality of that coast, compared with the navigable Ocean and river and lake coasts of the North American valley ? From the mouth of the St. i"'^^°j| °*^; Croix to Sandyhook, the soil, though hard and comparatively barren, is so well ^^.Ted. cultivated as to furnish no inconsiderable amount of products for internal trade, gt. croix to In extent, including bays, inlets, and both shores of navigable rivers, and exclud- Sandyhook. ing the sand beach known as Cape Cod, this coast may be estimated at 900 miles. From Sandyhook to Norfolk, including both shores of Delaware and Chespeake _to Nor. bays, and their navigable inlets, and excluding the barren shore to Cape May, the folk- coast may be computed at 900 miles more. And from Norfolk to the Sabine, there —to the is a barren coast of upwards of 2,000 miles, bordered most of the way by a sandy Sabme— desert extending inland on an average of 80 or 90 miles. Over this desert must be transported most of the produce and merchandise, the transit and exchange of which, constitute the trade of this part of the coast. This barrier of nature must lessen its trade at least one half. It will be a liberal allowance to say, that 4,000 miles of accessible coast are afforded to our vessels by the Atlantic Ocean — 4000 and Gulf of Mexico. Of this only about 2,500 miles, from Passamaquoddy to St. '"''<''^- Marys, can be said to have contributed much, until recently, to the building of our 2.500 miles Atlantic cities. To the trade of this coast, then, are we to attribute five-sixths of ^j^g'^j^f^^tic the growth and business, previous to the opening of the Erie canal, of Portland, cities. Salem, Boston. Providence, New York, Albany, Troy, Philadelphia, Baltimore, Washington, Richmond, Norfolk, Charleston, Savannah, and several other towns of less importance. Perhaps, it will be said, that foreign trade is more profitable in Pomestic proportion to its amount, than domestic. But is this likely ? Will not a New York *™,p''j,J'"^*" merchant be as apt to make a profitable bargain with a Carolinian, as with an English- foreign. man of Lancashire? Or, is it an advantage to trade, to have the wide obstacle of the Atlantic in its way ? Do distance and difficulty, and risk and danger, tend to promote commercial intercourse and profitable trade ? If so, the AUeganies are a singular blessing to the commercial men living on their western slope. Some think that it is the foreign commerce that brings all the wealth to the country, and sets in motion most of the domestic trade. At best, however, we can only receive by it imported values, in exchange for values exported, and those values must first be created at home. [The different effect of foreign and domestic trade are considered, Other points showing that we export necessaries and import luxuries, which is not condemned, consueic . but the point is made, that if they were our own products the commerce would have equal value. Then the error is controverted, of " attributing the rapid increase of wealth in commercial nations to foreign commerce."] Will it be said that, admitting the chief agency in building up great cities to In internal belong to internal industry and trade, it remains to be proved that New York and (^'^'f,"'},^^,^ the other great Atlantic cities will feel less of the beneficial effects of this agency aavantuso than Cincinnati and her western sisters ? It does not appear to us difficult to sus- over N. Y. ? tain by facts and reasoning, the superior claims in this respect of our western towns. It should be borne in mind, that the North American valley embraces the Variety of climate, soils, and minerals, usually found distributed among many nations. From ourpruducta. the northern shores of the upper lakes, and the highest navigable points of the Mississippi and Missouri rivers, to the Gulf of Mexico, nearly all the agricultural 302 Poioer of Internal Trade to Build up Great Cities. articles which contribute to the enjoyment of civilized man, are now, or may bo A • It r 1 produced in profusion. The north will send to the south, grain, flour, provisions, exchanges* including the delicate fish of the lakes, and the fruits of a temperate clime, in North and exchano-e for the sugar, rice, cotton, tobacco, and the fruits of the warm south. South. These are but a few of the articles, the produce of the soil, which will be the sub- .Aiinerii j^cts of Commerce in this valley. Of mineral productions, which at no distant products. day, will tend to swell the tide of internal commerce, it will suffice to mention Will ex coal, iron, salt, lead, lime, and marble. Will Boston, or New York, or Baltimore, change be Qp New Orleans, be the point selected for the intercliange of these products 1 Or "" •^"land'?'^'^ shall we choose some convenient central points on river and lake for the theatres of these exchanges? Some persons may be found, perhaps, who will claim this for New Orleans ; but the experience of the past, more than the reason of the \ a and t'liiigi will not bear them out. Cincinnati has now more white inhabitants than cin. " that outport, although her first street was laid out, and her first log-house raised lone after New Orleans had been known as an important place of trade, and had already become a considerable city. Valley have It is imagined by some, that the destiny of this valley has fixed .it down to almost something exclusive pursuits of agriculture, ignorant that, as a general rule in all ages iipsideagri- ^^ ^^^ world and in all countries, the mouths go to the food, and not the food to ^Dr^^Chalm- the mouths. Dr. Chalmers says: "The bulkiness of food forms one of those crs. forces in the economic machine, which ends to equalize the population of every land with the products of its own agriculture. It does not restrain dispropor- tion and excess in all cases ; but in every large state it will be found, that wherever an excess obtains, it forms but a very small fraction of the whole popu- Agriculture lation. Each trade must have an agricultural basis to rest upon ; for in every the basis. process of industry the first and greatest necessity is, that the workmen shall be fed." Again: "Generally speaking, the excrescent (the population, over and above that which the country can feed,) bears a very minute proportion to the natural population of a country; and almost nowhere does the commerce of a nation overleap, but by a very little way, the basis of its own agriculture." Error of The Atlantic states, and particularly those of New England, claim that they are New Eng- to become the seats of the manufactures with which the West is to be supplied ; land. ji^j^^ mechanics, and artisans, and manufacturers, are not to select for their place of business, the region in which the means of living are most abundant and tlieir manufactured articles in greatest demand, but the section which is most deficient in those means, and to which their food and fuel must, during their lives, be trans- ported hundreds of miles and the products of their labor be sent back the -same long road for a market. Population I^^^'' ^^^^ claim is neither sanctioned bj' reason, authority, nor experience. The not over 10 mere statement exhibits it as unreasonable. Dr. Chalmers maintains, that the percent. excrescent population could not, in Britain even, with a free trade in bread-stufiFs, ' exceed one-tenth of all the inhabitants ; and Britain, be it remembered, is nearer the granaries of the Baltic than is New England to the food-exporting portions of our valley, and she has, also, greatly the advantage in the diminished expense of New En<^- transportation. But the eastern manufacturing states have already nearly, if not land nearly quite, attained to the maximum ratio of excrescent population, and cannot, there- reached this, fore, greatly augment their manufactures without a correspondent increase in agricultural production. Agriculture Most countries, distinguished for manufactures, have laid the foundation in a the basis of highly improved agriculture. England, the north of France, and Belgium, have prosperity, g^ more productive husbandry than any other region of the same extent. In these same countries are also to be found the most efficient and extensive manufacturing establishments of the whole world ; and it is not to be doubted that abundance of food was one of the chief causes of setting them in motion. How is it that a like To be so cause operating here, will not produce a like effect? Have we not, in addition to here. our prolific agriculture, as many, and as great natural aids for manufacturing, as any other country ? Are we deficient in water-power ? [The abundanca of this is shown, and also of coal for steam-power.] Food brings ^^i'^I laborers be wanting? Where food is abundant and cheap, there cannot long cheap labor, be-a deficiency of laborers. What brought our ancestors (with the exception of the few who fled from persecution) from the other side of the Atlantic, but the great Cause abundance of the means of subsistence on this side ? What other cause has so hitherto. strongly operated in bringing to our valley the 10,000,000 or 11,000,000 who now inhabit it ? The cause continuing will the effect cease ? While land of unsurpassed Past^ Present and Future of Chicago Investments. 303 fertility remains to be purchased, at a low rate, and the increase of agriculture in the AVest keeps down the relative price of food; and while the population of the Must con- old countries of Europe, and the old states of our confederacy is so augmenting "■"'^' as to straiten more and more the means of living at home, and at the same time, the means of removing from one to the other are every year rendering it cheaper, easier and more speedy ; and while, moreover, the new states, in addition to the inducement of cheaper food, now offer a country with facilities of intercourse among themselves greatly improved, and with institutions civil, political, and religious, already established and flourishing — are farmers, and mechanics, and Best settlers manufacturers — the young, the active, and enterprising no longer to be seen P'^}''" ■°*°_ pouring into this exuberant valley and marking it with the impress of their victorious industry, as in times past? [Growth of New York is then considered, and the immense river navigation of the West.] But our interior cities will not depend for their development altogether on inter- Interior nal trade. They will partake, in some degree, with their Atlantic sisters of the '^''"^'' !.°'^?'*'® foreign commerce also; and if, as some seem to suppose, the profits of commerce trade, increase with the distance at which it is carried on, and the difficulties which nature has thrown in its way, the western towns will have the same advantage over their eastern rivals in foreign commerce, which some claim for the latter over the former in our domestic trade. Cincinnati and her lake rivals, may use the outports of Atlantic out- New Orleans and New York, as Paris and Vienna use those of Havre and Trieste ; P™'^- and it will surely one day come to pass, that the steamers from Europe will enter our great lakes, and be seen booming up the Mississippi. To add strength and conclusiveness to the above facts and deductions, do our Large cities readers ask for examples ? They are at hand. The first city of which we have inland. any record is Nineveh, situated on the Tigris, net less than 700 miles from its Nineveh, mouth. Babylon, built not long after, was also situated far in the interior, on the Babylon. Euphrates. Most of the great cities of antiquity, some of which were of immense extent, were situated in the interior, and chiefly in the valleys of large rivers, meandering through rich alluvial territories. Such were Thebes, Memphis, Ptole- Thebes, etc. mais. Of the cities now known as leading centres of commerce, a large majority have been built almost exclusively by domestic trade. "What country has so maoy Chinese great cities as Cliina, a country until lately, nearly destitute of foreign commerce ? cities. To bring the comparison home to our readers, we "here put down, side by side. Comparison the outports and interior towns of the world having each a population of 50,000 "f outports and upwards. It should, however, be kept in mind, that many of the great sea- " ports have been built, and are now sustained, mainly by the trade of the nations respectively in which they are situated. Even London, the greatest mart in the London, world, is believed to derive much the greatest part of the support of its vast popu- lation from its trade with the United Kingdom. [The table of 67 outports, and 142 Tai)ie interior cities, the chief of the world, is omitted.] omitted. If it be said that the discoveries of the polarity of the magnetic needle, the if invention Continent of America, and a water passage to India around the Cape of Good ^'^^j^'^ Hope, have changed the character of foreign commerce, and greatly augmented the advantages of the cities engaged in it, it may be replied, that the introduction of steam in coast and river navigation; and of canals and railroads, and McAdum — it ^ilso roads, all tending to bring into rapid and cheap communication the distant parts of t^. Vrade^^^' the most extended Continent, is a still more potent cause in favor of internal trade and interior towns. The introduction, as instruments of commerce, of Railways, steamboats, canals, rail, and ^McAdam roads, being of recent date, they have not ere, new had time to produce the great results that must inevitably flow from them, jj^gin^eu ion. last twenty years have been devoted mainly to the construction of these labor- saving instruments of commerce ; during which time, more has been done to facilitate internal trade than had been effected for the thousands of years since the creation of man. These machines are but just being brought into use ; and he is a A hold man bold man, who, casting his eye one hundred years into the future, shall undertake to J?-*.'''^^'! tell the present generation what will be their effect on our Nortli American valley when their energies shall be brought to bear over all its broad surface. Let it not be forgotten that, while many other countries have territories border- No inland ing the ocean, greatly superior to our Atlantic slope, no one Government has an '^°^°*'^"y ^'^® Interior at all worthy a comparison with ours. It will be observed that in speaking of the natural facilities for trade in the Lake valley North American Valley, we have left out of view the 4000 or 5000 miles of rich and 1*°' noticed, accessible coasts of our great lakes, and their connecting straits. The trade of 304 Poicer of Internal Trade to Build up Great Cities. these inland seas, and its connection with that of the Mississippi Valley, are subjects too important to be treated incidentally, in an article of so general a nature as this. They well merit a separate notice at our hands. Int. trade No. II. INTERNAL TRADE OF THE UNITED STATES, NO. II. Natural advantages of Interior. The lakes. Stretch BOUth^ — east. Lake and Varied sur- face. Providence has evidently designed the temperate regions of the interior of North America for the residence of a dense population of highly civilized men. Through- out its southern and middle "regions, which are elevated but a few luindred feet above the level of the Gulf of Mexico, the deflected trade wind bears from that sea the vapors, which, falling in showers, give fertility to the soil, and swell to navigable size their numerous and almost interminable rivers. Towards the north he has spread out, and connected by navigable straits, great seas of pure water, to equalize and soften the temperature of that comparatively high latitude, and to aid in irrigat- ing the surrounding countries. And he has so placed these seas, as to give them the utmost availability for purposes of trade ; for, while they reach to the highest lat- itude to which profitable cultivation can be carried, they stretch away south almost to the very heart of the great valley. Towards the east they approach the Atlantic, and extend westward towards the Pacific, more than a third of the dis- tance across the continent. To give the lake and river countries easy access to river valleys each other, he has placed them nearly on the same level; and strongly pointed closely con- ^y^^ j^j^j indeed, in some places, almost finished, the great channels of intercourse ""^ ^ ' between them. To invite and facilitate migration from Europe and the old states, he has provided the St. Lawrence and Mississippi rivers, and cuf a passage through the Appalachian chain, where flow the turbulent Mohawk and majestic Hudson. His munificence ends not here. He has diversified its surface with hills, voles, and plains, and clothed them alternately with fine groves of timber, and beautiful meadows of grass and flowers. Beneath the soil, the minerals of nearly every geological era, and of every kind, which has been made tributary to man's comfort and civilization, are properly distributed. [The country is described and its then settlement.] In anticipation of the early settlement of the fine country bordering on these waters, and its capacity to furnish the basis of a large commerce, the Erie canal was projected and opened. But its banks had hardly become solid, its business men been got into train and reduced to system, before the discovery was made that its capacity would little more than sulfice for the business of the countrv through which it runs, and of course, that it would soon be inadequate to the passage of the trade then just springing up, with indications of vigorous growth, on the upper lakes. Wild as were thought the visions of Morris and Clinton by the strictly practical men of their day, it turns out that what were considered visions were but practical deductions, falling short of the truth instead of exceeding it. Ten years after the chimerical grand canal was completed, men, having the reputa- tion of being eminently practical, thought they saw the necessity of making it about three times as large, and forthwith entered upon such enlargement. Practical men in other states have believed, perhaps prematurely, that such portion of the lake trade as they could divert from this New York route would pay them for the outlay of so many millions as will be necessary to construct two more canals, and the same number of railroads, from the Atlantic to the lake waters. Not only are cities and states entering upon a competition for this trade, but there are indica- tions that a few years will witness an active emulation between the United States and Great Britain, in endeavors, on the one hand, to retain, and on the other to acquire it. On all sides it is admitted, that the city of the Atlantic coast which receives the bulk of our eastern business will be the leading city of that border; and if it is not now admitted, it soon will be, that the emporium of the Mississippi Valley which commands the best channel of intercourse with the lakes, must be and remain the Queen City of that valley. But what is it that makes this lake country of such commanding importance ? In the first place, it is of great extent. It^ navigable shores, including bays and Shores 5,f'00 straits, measure more than 5,000 miles. Not only do these coiumaud a large miles. country lying back, in many places, much beyond the head waters of the streams which fiow into them, but, by means of canals and other artificial aids, no incon- TftUe trade of sidoriible portion of the Mississippi Valley is made tributary to their commerce. river valiiy. This is owing to their affording the cheapest and best route to New York and Enlarge- raont re- quired. Two more canals. Two rail- roads from lake to ocean. Lake trade mak'-s At- lantic city chief. Large area. Past^ Present and Future of Clucago Investments. 305 Canada. Even with the small canal between Buffalo and Albany, levying tolls high enough to have already paid for its construction, we find a strong inclination to that route, not only for the foreign and eastern manufactures that are purchased Draws from in the great Atlantic Emporium, and brought into the lake and Minsissippi Valleys, N. 0. but for the farming produce of sections of country that formerly floated it down to New Orleans. The strong tendency of business toward the lakes instead of the rivers, other east- was even then perceptible and well argued. Also, the increased facilities of the enlarged Erie canal, Chesapeake & Ohio, Pennsylvania canal and railroad, Welland canal, and the N. Y. Central, the Erie, and the Baltinaore & Ohio Railroads, and Mr. Scott proceeds : — Such are the great works made and making ; and for whom ? surely not for the For whom two or three millions that, within a few years past, have fixed their homes in the '"'^'1'^^ lake countries. No ! but for the anticipated tens of millions of intelligent and industrious freemen, who will, as a moderate forecast enables men to see, in no long course of years, spread over, and clear and cultivate and beautify these pleasant and fertile shores. Whatever other error may arise from making the past a basis No danger of calculation for the future, that of a too sanguine estimate could hardly be com- °^,?^®t" mitted, in treating of any civilized country of the present day, much less of ours, the most rapidly progressive of the whole family of nations. To exhibit the growth of the principal upper lake towns, from 1830 to 1840, we here give their population at those periods : — Buffalo Erie Cleveland Sandusky City... Lower Sandusky Perrysburg , Maumee City 1830 1840 8,653 18,213 1,329 3,412 1,076 7,648 400 1,433 351 1,117 182 1,0G5 200 1,290 Toledo Detroit Monroe Chicago Milwaukee. Huron 1830 Growth of 1840 '^'^^ cities, 30 2,053 2,222 9,102 500 1,703 100 . 4,470 20 1,712 75 1,488 Total 15,138 54,706 Showing an increase which, if the numerous villages that have commenced their Four-fold in existence since 1830 were added, would more than quadruple their number in ten ten years, years. The increase of business on the upper lakes has been in a greater ratio than even ten to one- Indeed it has nearly all grown up since 1830. If the reader doubt this, let him examine and compare the acoouut of the collector of canal tolls at Buffalo for that year with that for the past season, and add to the last the produce passing through the Welland canal. But it should not be forgotten, that while the relative amount of products of the Towns grow- soil, in proportion to the population, is rapidly augmenting, our cities and towns '°e' are beginning to receive a large accession of mechanics, manufacturers, and other business men, which will more and more tend by its increase, to keep down exports to the East. The intercourse between the agricultural aud manufacturing regions of our Trade to country will doubtless increase as fast, and be productive of as much i^'i^U'^1 ^°^n''g^c. benefit, as any friend of both sections now anticipates ; but the home trade within tions— the limits of our North American Valley will grow much faster, and possess a vigor —more still as superior to the former, as do the great arteries near the heart to those of the '^^p"[g^„ limbs of the human system. Western commerce with the Atlantic border, is valiey.' analogous to that of the Eastern and Middle States with Europe. This trade has been a rapid development, but by no means in proportion to the Domestic augmentation of that with their own coast and Interior. The foreign commerce of ^^,!;^^ '°' „„x Philadelphia, for instance, is no greater than it was in 1^87, when the population of the city and liberties did not exceed 40,000, while its home trade has increased Philadelphia ten-fold, and its population become more than five times 40,000. It will probably 20 306 P0. Indeed our interior capital has but two towns (New York and Philadelphia) before her, in number of persons, engaged in manufactures and trades. Our smaller towns, Smaller Dayton, Zanesville, Columbus, and Steubenville, having each about G,000 inhab- towns, itants, have nearly an equal proportion engaged in the same occupation. These examples are valuable only as indicating the direction which the industry Tlicseindica- of our people tends, in those portions of tlie West, where population has attained '°"*' a considerable degree of density. Of the ten and a half millions now inhabiting this valley, little more than half a million live in towns ; leaving about ten millions 10,000,000 employed in making farms out of the wilds, and producing human food and mate- ""^'" '^ rials for manufactures. When in 1890, our number reaches 53,000,000, according to our estimate, there will be but one-third of this number (to wit, 18,000,000) j^^ ^i,yQ employed in agriculture and rural trades. Of the increase up to that time, (being ;^,,'j()(),o'oo ia 42,500,000) 8,000,000 will go into rural occupations, and 34,500,000 into towns, towus. This would people sixty-nine towns, with each half a million. Should we yielding to the opinion of those who may believe that more than one- third of our people will be required for agriculture and rural trades, make the Suppose half estimate on the supposition that one-half the population of our valley, forty-seven 'fyr'^^"'^" ' years hereafter, will live on farms and in villages below the rank of towns, the account will stand thus ; 26,500,000 (being the one.half of 53,000,000 in the valley) will be the amount of the rural population ; so that it must receive 1G,-500,000 in addition to the 10,000.000, it now has. The towns, in the same time, will have an Then 26500,- increase of 26,000,000, in addition to the 500,000 now in them. Where will these 000 intowns. towns be, and in what proportion will they possess the 26,500,000 inhabitants ? Where? These are interesting questions, and not so impracticable of an aproximately ^j^^.^^^ correct solution, as, at first blush, they may seem. One of them will be either St. Louis or Alton. Everybody will be ready to One Alton or admit that. Still more beyond the reach of doubt or cavil is Cincinnati. We ^'- Louis, might name also Pittsburg and Louisville ; but we trust that our readers, who have followed us through our former articles, are ready to concur in the opinion Qjjjgf ^^^^.y that the greatest city of the Mississippi basin will be either Cincinnati or the town otMiss. val- near the mouth of the Missouri, be it Alton or St. Louis. ley. Witliin our period of forty-seven years, we have no doubt it will be Cincinnati. For 47 years She is now in the midst of a population so great and so thriving ; and, on the com- Cm. will lead pletion of the Miami canal, which will be within two years, she will so monopolize the exchange commerce at that end of the canal between the river and lake regions, that it is not reasonable to expect she can be overtaken by her western rival for half a century. But such has been the influx of settlers within the last few years to the lake A lake town region, and so decided has become the tendency of the productions of the upper *° ''^* ^'°' and middle regions of the great valley to seek a market at and through the lakes, that we can no longer withstand the conviction that, even within the short period of forty-seven years, a town will grow up on the lake border greater than Cin- cinnati. The following facts it is believed, will force the same conviction to our Reasons, readers : The States of Ohio, Indiana and Illinois, are bordered by both Lake and river. River avs. All have large river accommodation, but Illinois has it to an unrivaled extent ; ^'^^•*"^®"'"^ whereas it has but one lake port. Now let us see what has been the relative and positive growth of the river Relative region and lake region of these states, from 1830 to 1840. Southern Ohio, includ- fi7"^'''i(f ing all south of the national road, and the counties north of that road which touch lake regions, the Ohio river, had, in 1830, 550,000 inhabitants, and in 1840 730,000; showing an increase of 180,000— equal to 33.V per cent. Northern Ohio, in 1830, numbered but Ohio in 1880 390,000, which in 1840 had incre'ased to 805,000; exhibiting an increase of 413,000, and 1840. or 105 per cent. In 1830, Southern Ohio had 160,000 more than Northern Ohio ; whereas, in 1840 the latter excelled the former 75,000. This preponder- ance of the lake region has not been owing to the superiority of its soil, or the beauty of its surface ; for, in these respects, it is inferior to its southern rival. Let us now see how the river and lake regions of Indiana compare in 1830 and 1840. The national road is the dividing line. 310 Power of Internal Trade to Build up Great Cities. Ind. in 1830 Southern Indiana had, in 1830, '^^^'^S^r, and 1840. Northern Indiana " " oJ.UOU Southern Indiana had, in 1840, 397;000 Northern Indiana " " 278,000 Southern Indiana in 1830, 252,000 | ^.^^^ 145,000, or 58 per cent. II " 1840 3y/,0U0j ' ^ Northern Indiana had in 1830, 89,000 \ Showing a gain of 189,000, 1840, 278,000/ or 212 per cent. Such has been the rapidity of settlement of the northern counties of Indiana, for the three years since the census was taken, that we cannot doubt that the north has nearly overtaken, in positive numbers, the south half. Ills more Illinois exhibits the preference given to the lake region, in a still more striking striking. manner. A line drawn along the north boundaries of Edgar and Cole counties, and thence direct to the town of Quincy, on the Mississippi, will divide the State into two nearly equal parts. The three counties, Morgan, Sangamon and Macon, ■we divide equally, and give two-thirds of Adams to the North, and one-third to the South. Changes 1830 Southern Illinois had in 1830, 122,732 10 1840. Northern Illinois " " '• 33,852 Southern Illinois had in 1840, 242,873 Northern Illinois " " " 232,222 Southern Illinois in 1830 122,732 ) Showing a gain 120,141, 1840 242,873/ equal to 97 per cent. Northern Illinois had in 1830, 33,852 I Showing a gain of 198,370, " " "1840, 232,222/ equal to 586 per cent. N. half There can be no doubt, with those who know the course of immigration, that largest. Northern Illinois, at this time, contains many thousands more than Southern Illinois. Increase not It may be said that the lake region of these States, being of more recent settle- ouiy in per ment, and having more vacant land, has chiefly on that account, increased more cent, but than the river region. This might account for a higher ratio, but it would not account for a greater amount of increase. For instance ; the State of New York between 1820 and 1830, had a greater amount of increase than any western state, though most of them increased in a far higher ratio. So by the census of 1840, it appears that the amount of increase of Ohio, for the ten years previous, was about three times as great as that of Michigan, although the ratio of increase of Michigan was more than nine times as high as that of Ohio. These com- Lgt us compare, then, the amount of increase of the lake and river regions of pared. ^j^^^^ gj^^^j^^g . (■Northern Ohio 413,000 N. half 1830 Increase from 1830 to 1840 of -| " Indiana 189,000 ' Illinois 198,370 — iLl\;i.ctiOC 11 uu± x\jfj\j Lvj xu:ru 01 -< to l&W. J 800,370 S half 1830 f Southern Ohio 180,000 to 1840 " Increase from 1830 to 1840 of J •' Indiana 145,000 (. " Illinois 120,141 445,141 Ark. and Arkansas and Michigan, were it not that the latter has the advantage of not .lich. holding slaves, would afford almost a perfect illustration of the preference given to the lake region over the river country. Each has extraordinary advantages of navigation, of its peculiar kind. No State in the valley has as extensive river navigation as Arkansas, and no State can claim to rival Michigan in extent of navigable lake coast. ^r}^ll\^'K^ ^° l^-^'^' -"^I'cliigan had a population of 32,538 tolS40. Arkansas " " 30,388 In 1840, Michigan numbered 212 276 " " Arkansas " 97!578 Past, Present and Future of Chicago Investments. 311 These facts exhibit the difference in favor of the lake country sufficient to satisfy Potunt the caudid inquirer that there must be potent causes in operation to produce such <='>■"'*"«— results. Some of these causes are apparent, and others have been little under- —mtio un- stood or appreciated. The staple exports, wheat and flour, liave for years so 'leretooii. notoriously found their best markets at tlie lake towns, that every cultivator, who Grain seeks reasons at all, has come to know the advantage of having; his farm as near as pos- *^'' '"'^'■^• sible to lake navigation. This has, for some years past, brought immigrants to the lake country from the river region of these Slates, and frtun the States of Pennsyl- This draws vania, Maryland, and Virginia, which formerly sent their immigrants mostly to tlie ""wiK'"a'nts. river borders. The river region, too, not being able to compete with its northern neighbor in the production of wheat, and being well adapted to the growth of raislug.^ °^ stock, has of late gone more into this department of husbandry. This busi- ness, in some portions, almost brings the inhabitants to a purely pastoral state of society, in which large bodies of land are of necessity used by a small number of inhabitants. These causes are obviously calculated to give a dense population to the lake N. dense, S. country, and a comparatively sparse settlement to the river country. There are ^l'*'"®" other causes not so obvious, but not less potent or enduring. Of these, the supe- rior accessibility of the lake country from the great northern hives of emigration, l-akes acces- New England and New York, is first deserving attention. By means of the Erie ®'''''^* canal to Oswego and Buffalo, and the railway from Boston to Buffalo, with its radiating branches, these states are brought within a few hours' ride of our great central lake ; and at an expense of time and money so small, as to offer but slight impediment to the removal of home, and household goods. The lakes, too, are Propellers, about being traversed by a class of vessels, to be propelled by steam and wind, called Ericson propellers, which will carry emigrants with certainty and safety, and at greatly reduced expense. European emigration hither, which first was counted by its annual thousands, increase then by its tens of thousands, has at length swelled to its hundred thousands, in from Europe the ports of New York and Quebec. These are both but appropriate doors to the '^ '.^^'e lake country. It is clear then, that the lake portion will be more populous than ''''S"^"- the river division of the great valley. This is one reason why the lormer should Gives large build up and sustain larger towns than the latter. towns. A comparison is instituted between Cleveland and New Orleans, and ^^^^^^^q** Alton and Chicago, exhibiting the superiority of the lake towns. Chic" o*"* The facts we have adduced, taken altogether, seem conclusive in favor of the L^ke towns lake towns. Asa body they come out of the investigation decidedly triumphant, superior. But how shall we decide on their relative merits? There are several, whose citi- zens would claim preeminence for each — Oswego, Buffalo, Cleveland, the Maumee ^t'c^ to town, (be it Maumee City or Toledo) Detroit and Chicago. ^'^ The relative advantages of those towns being fairly considered, the range Cleveland, 1 /^i 1 1 n/r 1 /-^i • mi o Maumee and was narrowed to Cleveland, Maumee and Chicago. The water power of Chicago. Maumee, cheap fuel, fiicilities of procuring wheat, wool and cotton, lead to M. to lead, the following conclusion : — As a point for manufacturers and mechanics, the aids and facilities above Advantafea mentioned give Maumee an incontestable superiority over Cleveland and Chicago, of Maumee Let us now compare their commercial advantages: Those of Cleveland have ?^'®^ ^^®^®' been already set forth to some extent, in comparing her claims with those of Buffalo. In the exchange of agricultural products of a warm and of a cold climate, Cleveland by her canals and her connexion with the Ohio, can claim south, as against the Miami canal, no fartlier than western Virginia and eastern Kentucky. Maumee will supply the towns on the Lakes Erie, Huron, and probably Ontario, with cotton, sugar, molasses, rum, (may its quantity be small) rice, tobacco, hemp, (perhaps) oranges, lemons, figs, and, at some future day, such naval stores as come from the pitch-pine regions of Tennessee, Mississippi and Louisiana. Chicago will Chi. market furnish a supply of the same articles to Lake Michigan, Lake Superior, when that ®^''^°^''''®- lake becomes accessible to her navigation, and perhaps the northern portion of 312 Power of Internal Trade to Build vp Great Cities. But MaumeoLake Huron. How important these commodities are in modern commerce need not region most j^ j^p enlar"-cd on in a magazine whose readers are mostly intelligent merchants. vws'''°^^ During the forty-seven years under consideration, the countries to be supplied with these articles from Maumee will continue to be more populous than those depending on Chicago for their supply. This position seems too obvious to need proof. It is clear, then, that as a point of exchange of agricultural products of different Chi. only climates, Maumee has advantages over Chicago — the only place on the lakes that """"'■ can set up any pretension of rivalry in this branch of trade. . What are the relative merits of these towns for the exchange af agricultural of ^thesT" ^ products for the manufactures of Europe and the eastern States ? The claims of towns. Cleveland, in this respect, have already been considered ; and to some extent, also, those of Maumee. Cleveland The control of Cleveland south and south-east, embraces a country of about area. 40,000 square miles ; being a quarter larger than Ireland. For early spring sup- plies, and light goods, this domain may be invaded from Philadelphia and Baltimore ; but for the shipments east, and the bulk of goods from New York and Europe, it belongs legitimately to Cleveland. Maumee Maumee will have in this trade the chief control of not less than 100,000 square area. miles— say 12,000 iu Ohio, 30,000 in Kentucky, 30,000 in Indiana, 10,000 in Illinois, 13,000 in Tennessee, 5,000 in Mississippi and Alabama, and 5,000 in Michigan — to say nothing of her claim on small portions of Missouri and Arkansas. This domain is half as large as the kingdom of France, and twice as fertile. Maomee ^he Miami canal, connecting Maumee with Cincinnati, will, with that part of canals. the Wabash and Erie which forms the common trunk after their junction, be two hundred and thirty-five miles long. The Wabash and Erie canal, from Maumee to Terre Haute, will be three hundred miles long. Of this, all but thirty-six miles at its northern extremity, will be in operation the present season. By means of these canals, and the rivers with which they communicate, great part of this extensive region will enjoy the advantage of a cheap water transport for its rapidly increasing surplus. Chi. may Chicago, on the completion of the Illinois canal, may command, in its exchange equal M. in of agricultural for manufactured products, an extent of territory as large as that ^^'^^' controlled by Maumee. Admitting it to be larger, and of this our readers must Not equal in judge for themselves, it does not seem to us probable that within forty-seven years 4" years. it can even aproximate, iu population or wealth, to the comparatively old and well- peopled territory that comes within the range of the commercial influence of Mau- Chi in future naee. We have not sufficient data on which to calculate the extent of country that power un- will come under the future commercial power of Chicago. That it is to be very -nown. great, seems probable, from the fine position of that port in reference to the lake, and an almost interminable country south-west, west, and north-west of it. An Canal to extension of the Illinois canal, to the mouth of Rock river, seems destined to give "^ ^*° 'her the control of the eastern trade throughout the whole extent of the upper Mississippi, except what she now has by means of the Illinois river. She will also probably participate with Maumee in the lake trade with the Missouri river and Chi. only' St. Louis. On the whole, we deem Chicago alone, of all the lake towns, entitled rival of M. ^g dispute future preeminence with Maumee. The time may come, after the period After 47 y. under consideration, when the extent and high improvement of the country making ^jy^""*"™^ Chicago its mart for commercial operations, may enable it at least to sustain the °' second place among the great towns of the North American valley, if not to dispute preeminence with the first. Superior When we properly consider the future populousness of our great valley; the of m"'^^°* tendency of modern improvements to build up large towns ; the great and increas- ing inclination of population and trade to and through the lakes, and the decided advantages which Maumee possesses over any other lake port, we need not fear being over sanguine in anticipating for the leading town on that port a growth unrivaled, by any city whose history has been recorded. Conclusions _ The conclusions to which we have come, in this and the preceding articles on not popular, internal trade, are not expected to be universally or generally acceptable. Many of them run counter to the hopes and preconceived opinions of too many persons p^j . for us to expect that they will be considered with candor, or judged with impar- trover'tible'." *''^^i*^y- The facts therein contained will be encountered with less alacrity. On these we rely. For these we ask a dispassionate and fair examination.. If other and different conclusions are deducible from them than those we have drawn, it would give us pleasure to acknowledge our error, and correct it. But if. Past, Present and Future of Chicago Investments. 313 after a thorough examination of the subject, we have gone beyond the anticipa- l-ot critics bo tions of men, who, with more ability, have bestowed much less thought on it, let "^" eratp?and centralize. Since time began, no such power as the railway to develope the hidden No other ,., ii-iT-i-iT_ 1 equal power. resources ot a country, and give them world-wide distribution, lias been known to man. Nor was it ever brought to bear upon such another region as the No such area ° ^ . . . to work Great Interior. Somewhat of the nature and capacity of this section we upon. have learned. It seems to have been kept back by Providence from occu- Kept back pation, until both railway and telegraph should have been brought into and teie- existence to connect all parts of the civilized world with this storehouse of " nature's richest treasures. Midway between the ancient Orient and * At the Harbor and River Convention held here in 1847, 1 sought out Mr. Scott and told him of my ,, q xi j collecting materials to answer his papers in Hunt, pointing out his mistake. He inquired how, and upon mittej tjje explanatioQ at once admitted that Chicago must be the great City ; and ten years after he published the mistake, paper, p. 320, in our favor. But my engagements then and for several years in individual concerns precluded the preparation of the answer. o;^4r Power of the Railway to Develope and Centralize. Am. in con- Occident, the Occident now our Orient, and the Orient our Occident, it is made our glorious duty to develope and employ the wealth which ages have been appointed to gather, that it might be used in these years of wonderful progress to advance the best good of man, the highest glory of our God. Wemmtseo However careless or ignorant we may be concerning our destiny, we '**' cannot altogether close our eyes to the remarkable occurrences along our pathway, in which we are chief performers, and the result of which is so Providence unmistakable. We can no more fail to recognize the direction of Providence directs. ,^ man's work than in that of nature. As remarked pp. 40, 41, these individual, soulless corporations, each seeking its own special interests, have Roads right- yet operated so directly for the public good, that we could scarcely desire any important change in any existing line of railway. Not yet forty years since first have clapscd since the first horse-power railroads of Quiucy, three miles for stone, and Mauch Chunk nine miles for coal, were built, and under the next topic we shall ascertain present progress. Yet even now no other Northwest equal area on the globe has either so many miles of railway, or the lines so dated. admirably located to accommodate the country traversed, as this north east- ern quarter of the Great Plain between the x\Ueghany and Rocky Agricultural Mountains. This is that region whose agricultural products already astonish product uu- 1111 example^— statisticians, though not one or twenty acres has yet been touched by the plough ; but which the railways are peopling with such rapidity, that were —supply the the scttlcrs to be restricted to agriculture, they would soon glut the markets worl3. of the world. M.?i\T!^ of But to save from this calamity, nature has here showered in equal profusion, as we have seen, the chief essentials of manufacture ; and in conjunction, art supplies by her railways and water communication, Gathering abundant facilities to bring together materials, and to interehauo-e amongr an I diftribu- . . o o tiug facilities ourselves, and also to transport to various regions of our country, and to the whole world, all such products as we can most advantageously produce. Duty to To develop these advantages and employ them in the most active, efficacious way for man's benefit, is made our first duty, and the evidence of our regard for the Creator. What we do for ourselves and for our race, it is WiTafver! ^"^ViQ, must be done under a sense of our obligation to the Infinite Giver, or we fail to come up to our privileges as co-workers with our God. But that sense of obligation is all that the Creator requires of us in perform- ance to Himself; and should this be difficult for recipients of such unexampled benefactions ? Yet even the measure of our realization of Work for our God's goodness, is determined by what we do for our fellow-man. Let the follow-maii. , ^ ^ , . . „, doubter Study James, on this point. Ihe soul is only reached through the body, and every effort made to benefit the physical condition of man, is a Aco-w.,rki;r Very direct means to adopt to advance the glory of our God. We with God. . ^ „ ^,. i- i , . , need or all things to realize these truths, in order to properly fulfill our duties and faithfully employ the means our God has given us to promote His own great work, the advancement of our race. Past, Present and Fuhire of Chicago Investments. 315 For tills work no such means have been entrusted to man as the railway. Railway and and its liand-maid, the telegraph. What could answer more specifically to iiest means. Daniel's vision and prophecy, that "many shall run to and fro, and knowl- ^i"- ^"- A- edge shall be increased?" While we build them to make our dollars, as is our duty, will it detract from their profit to recognize our duty to God in Pecuniary •" i o ^ profit least their construction ? Will it diminish the satisfaction of pecuniary profit to well apprehend the truth, that that is the least of railway benefits ? The effect of railways in the West is a most difficult matter of judgment. "VY- raiiwaj •' . , progress Being yet in its first-half century of existence, and most of that period difflruit to confined to old settled regions, starting from one prominent town to run to another; we can hardly judge therefrom what the effect is to be in a new country. All the criteria worth a straw are supplied alone by the West. Especially as to the development of the country is the West a measure to its own . . . 110 •T-1 L measure. itself. Of what value is experience in our old btates, or in Jijurope, to estimate progress here ? Nor do we lack experience of our own. The difficulty is our application ourexperi- of it, and our incredulity in following it out to its legitimate results. In that eminently National work, the U. S. Census, in a very able introduction u. s. census '' .... . i860. of clxxii pp. to the agricultural volume considering the various questions afi"ecting this chief interest of our country, and toward the conclusion^ "Influence of Railroads upon Agriculture" is presented, which is very naturally confined to the West. After showing that railroads have in no way injured agriculture, the demand even for horses having been augmented, Mr. Ed- Mr. Edmunds observes : — We now proceed to show the positive advantages which all departments of Positive agriculture have derived from the construction of railroads. So great are their t'epefits of benefits, that if the entire cost of railroads between the Atlantic and Western States ''''''''^'*y^~ had been levied on the farmers of the central west, their proprietors could have paid it and been immensely the gainers. This proposition will become evident if we look at the modes in which railroads have been beneficial; especially in the —special to grain growing States. These modes are, first, in doing what could not have ^™'° ^'^''^' been efiected without them ; second, in securing to the producer very nearly the Means of prices of the Atlantic markets, which is greatly in advance of what could have Ijenefit. been had on his farm ; and third, by thus enabling the producer to dispose of his products at the best prices at all times, and to increase rapidly both the settlement and the annual production of the Interior States. A moment's reference to the statistics of internal commerce will illustrate these effects so that we can see the vast results which railroads have produced on the wealth and production of the country. If we examine the routes and tonnage of the trade between the Atlantic cities No other and the central western States, we shall find some general results which will prove means ade- the utter incapacity of all other modes of conveyance to carry on that trade without '^^'^ ®" the aid of railroads. A comparison is instituted between the tonnage of canals and railways canais and in 1862, and Mr. Edmunds remarks : — It is evident, therefore, that railroads not only cari-y two-thirds of the freights Railroads to and from the West at the present time, but .that such is the rapid increase of carry two- western products, and the surplus carried to Atlantic or foreign markets, that the *''"''**• time is near when all that can be carried by water will be but a small proportion of the whole. The transportation by wagons is no longer possible to carry the gjg Power of the Railway to Develojpe and Centralize. surplus products of the Interior States to either foreign or domestic markets. In fine in the absence of railways, the cultivation of grain beyond the immediate dis^^WeV wants of the people must cease, or the surplus perish in the fields. Such was exactly the state of things in the West before the general introduction of railroads. The orain-fields of Ohio, Indiana, Illinois and beyond the Mississippi, have been wist market mainty cultivated because railroads made their products marketable and profitable. In one word, railroads have done what could not have been done without them. Railroads secured to the producer very nearly the prices of the Atlantic fa'rme?* markets, which was greatly in advance of any price which could possibly be profits. obtained in western markets. It might be supposed that if the carriage of a bushel of grain fi'om Sandusky to New York was reduced from forty cents a bushel to twenty cents, the gain of twenty cents would inure, in part at least, to the con- sumer ; but experience shows this is not the fact. This gain of twenty cents inures to the producer. In proof of this it will be sufficient to adduce two or three well V Y ■ known facts. The prices of flour and meat at New York (estimating them at the not reduced, gold standard) have not been reduced in the least, notwithstanding the immense quantities of the products of grain imported into that city. On the other hand the A, n- prices at Cincinnati, on the Ohio, have doubled, and in some articles, such as pork, dnibied and have trebled. The great bulk of the gain caused by the cheapness of transporta- ^^^^- tion has gone to the producer. This depends on a general principle, which must Old country continue to operate for many years. The older a country is, the more civic and the to be fed. less rural it becomes. That is, the greater will be the demand for food, and the less the production The competition of the consumer for food is greater than that of the producer for price. Hence it is that Europe, an old country, filled with cities, makes a continual demand on this country for food. Hence it is that New England and New York, continually filling up with manufacturers, artisans, and cities, must be supplied with increased quantities of food from the interior West. Prices can- -A-^d hence, while this is the case, prices cannot fall in the great markets. Hence not fall. it is that the cheapening of transportation inures to the benefit of the agricultural NewEno-- producer. New England consumes more than a million barrels of western flour, land flour The transportation is cheapened a doUer per barrel; and thus, in New England increased alone, in the single item of flour, a million of dollars net profit is put into the profit.' ^^ pockets of the western farmer by the competition of railroads ; for a large portion of tliis flour is carried over the Massachusetts Western railroad. It is entirely true that the manufacturer of New England shares, on his side, in the gain of cheap transportation; but we are here considering simply the influence of railroads on agriculture. , . , In the western markets the gain to the farmer is palpable in the enhanced prices in West. of every article. At Cincinnati, in 1848 and 1849, (which was the beginning of the greatest railroad enterprise) the average price of hogs was $3 per hundred. In 1860 and 1861 it was double that, and has continued to increase. This was a Ohio $3 000-'^®*' giiii to the farmers of Ohio alone of from three to four millions of dollars. In 000 gain in the entire west it was a profit of more than twenty millions on this single animal, hogs For if there were now no railroads, this product could not be carried to market except on foot, which would take away half the value. No further illustration of West, prices t'^'s point need be made. Take the market prices of New York and Boston, on the grown to Atlantic, and of St. Louis and Cincinnati, in the West, at an interval of twenty ^^^^- years, and it will be seen that the cheap prices of the West have gradually approxi- mated to the high prices of the East, and this solely in consequence of cheapening the cost of transportation, which inures to the benefit of the fanner. Railroads Ey thus giving the farmer the benefit of the best markets and highest prices, stimulate railroads have increased the agricultural productions of the interior States beyond agncu lure anything heretofore known in the world. We have already shown that this increased production, or rather its surplus, could not have been carried to market without the aid of railroads, more than two-thirds of the whole being carried off by that means. Let us now reverse this operation and we find, on the other hand, Especially that railroads have stimulated and increased production. The Northwestern States in N. W. are those in which the influence of railroads on agriculture is most obvious. West, built In the five States of Ohio, Indiana, Illinois, Michigan, and Wisconsin there were since I860, comparatively few miles of railroad prior to 1850; but from 1830 to 1860 the con- struction of roads was most rapid. In 1850 there were only 1,275 miles of railroad Effect of in those States, but in 1860 there were 9,616 miles. Let us now examine the railways. profits of those States in 1850 and 1860, and see how the progress of railroads has eustained and stimulated agricultural production. The following tabic show^ the Past, Present and Future of Chicago Investments. 317 increase of the- principal vegetable and animal production in the five States of Ohio, Indiana, Illinois, Michigan, and Wisconsin in the ten years from 1850 to 1860 : In 1850. bushels. In 1860. bushels. Produce five Increase ^6^"' per cent, increase per cent. Wheat 39,848,495 177,320,441 32,660,251 13,417,896 3,438,000 79,798,163 280,268,862 51,043,334 27,181,692 5,371,000 100 Corn 58 Oats ■50 Potatoes 100 Cattle 59 This increase is decidedly beyond that of the population; showing that the Greater products of agriculture are, in those States, profitable. The aggregate in those Jljj^" poptilar States of wheat, rye, corn, flats, barley and buckwheat, in 1850 was 255,240,444 bu., in 1800 was 422,369,719 bushels. Then the concentrated form into which corn is put, in pork, beef and Com concen- whisky, is considered ; and prices at Cincinnati in 1826, '35, '53, '60, show that flour doubled, corn increased four-fold, hogs three-fold, and lard double. The benefit of obtaining distant manufactures is presented, and Mr. Edmunds remarks : — Again, the influence of railroads on the value of farming lands is too great Farming and striking not to have been noticed by all intelligent persons. We have, how- j^JJ^gg^"' ever, some remarkable instances of the specific effect of certain railroads ; we have, for example, the immediate eifect produced on the lands of Illinois by the 111. Cent Illinois Central railroad. That company received from the government a large ^- ^• body of laud at a time when the government could not sell it at $1.25 per acre. Since then the company has constructed its road and sold a large part of those Lands worth' lands at an average of $11 per acre, and the greater part of the lands of lUiaois *^^- is fully worth that. Notwithstanding the rapid growth of population, the larger Due to part of this advance is due to railroads. The following table shows the advance railroads, (by the census tables) of the cash value of farms in the five States mentioned in the ten years from 1850 to 1860. 1850 1860 Ohio $358,758,602 $666,564,171 Advance of Illinois 96,133,290 -432,531,072 f'*™^ '^^g^O Indiana 136,385,173 344,902,776 iseo.' Michigan 51,872,446 163,279,087 Wisconsin 28,528,563 131,117,082 Aggregate $671,678,075 $1,738,394,188 Increase in ten (10) years $1,066,716,113 $^066,716,- It is not too much to say that one half this increase has been caused by rail- Hulf effect of roads, for, we experience already the impcssibility of conveying off the surplus '''' "^^'^^• products of the interior with our railroads. Putting the increase of value due to railroads at a little more than one-third, we have four hundred millions of dollars added to the cash value of farms in these five States by the construction of rail- roads. This fact will be manifest if it is considered that the best lands of Illinois Land $1.25 were worth but a dollar and a quarter per acre prior to the construction of rail- now $20. roads, and are now worth twenty dollars. We need not pursue this subject further. If the effect on the central western States has been so great, it is still West of greater in the new States which lie beyond the Mississippi. They are still further Mis^. s^tiH^^ from market, and will be enriched in a greater ratio by the facilities of transpor- ^bK lation. Indeed railroads are the only means by which the distant parts of this country could have been commercially united, and thus the railroad has become a mighty means of Wealth, Unity, and Stability. 318 Power of the Railway to Devehi^e and Centralize. Benefit of Mr. Edmunds' views are unquestionable ; and thougli he does not say it, ^kuhure?yet the result is inevitable; that agriculture, more than any other department of labor, is benefited by railways. This must indefinitely be the predom- This chief in inating interest of the West. Besides a virgin soil of unsurpassed fertility **'■ and ease of tillage, no department of industry is deriving more benefit from inventions of machinery to save labor and time, and in none is the face of the country and the nature of the soil better adapted to their use. AVith even Feed Europe present means of transportation we can feed western Europe cheaper than Mouths can any other country. But, as Mr. Scott argued, p. 302, the mouths are come CO • j.^ gQ j^^ ^^^g food, and more and more who depend upon the West will come from the old States and from Europe, and for their food and clothing, do their part to develope the Grreat Interior. Arguing as we do, and must, nrni. s. B. from the past to the future, the report of Hon. S. B. Buggies, Delegate port^to^ Ber^ from the United States to the International Statistical Congress at Berlin, Progress of" in 1863, Supplies valuable information. After examining area and progress ' ' of population of the United States, "advance in the material wealth" is considered, which, excluding slaves, was ^8,048,825,840 ; the official valua- tion having been in 1850, 86,174,780,000; and in 1860, 814,222,618,068; and Mr. B. continues : — 10 years' The advance, even if reduced to $8,048,825,840, is sufficiently large to require increase of the most attentive examination. It is an increase of property over the valuation property. ^^ 1850 of 130 per cent., while the increase of population in the same decade was but 35.99 per cent. In seeking for the cause of this discrepancy, we shall reach a fundamental and all-important fact, which will furnish the key to the past and to Cause rail- the future progress of the United States. It is the power they possess, bj- means ways and of camils and railways, to practically abolish the distauce between the seaboard and cana 8. j^j^g wide spread and fertile regions of the interior, thereby removing the clog on their agricultural industry, and virtually placing them side by side with the communities ll,ai2 miles on the Atlantic. During the decade ending in 1860, the sum of $413,541,510 was iu West 1850, expended" within the limits of the interior central group, known as the "food ex- ^ porting States," in constructing 11,212 miles of railwav to connect them with the seaboard'; The traffic receipts from these roads were in 1860, $31,335,031 ; in 1861, $35,305,509 ; in 1862, $44,908,405. Saved Tlie saving to the communities themselves in the transportation, for which they $44,9(18,405 paid $4-f, 908,405, was at least five times that amount; while the increase in the tetlon"^^'^'^' ^^PO'"'-^ from that portion of the Union greatly animated not only the commerce of the Atlantic States, carrying those exports over their railways to the seaboard, but the manufacturing industry of the Eastern States, that exchange the fabrics of their workshops for the food of the interior. Increase of By carefully analyzing the $8,048,825,840 in question, we find that the six manu- each section, facturing States of New England received $735,754,244 of the amount; that the Middle Atlantic, or carrying and commercial States, from New York to Maryland inclusive, recived $1,834,911,579, and that the food-producing interior itself, em- West, Si- bracing the eight great States of Ohio, Indiana, Illinois, Michigan, Wisconsin, 810.000,000. Minnesota, Iowa.and Missouri, received $2,810,000,000. This very large accession of wealth to this single group of States is sufficiently important to be stated more States de- in detail. The group, taken as a whole, extends from the western boundaries of scribed. ]^evf York and Pennsylvania to the Missouri river, through fourteea degrees of longitude, and' from the Ohio river north to the British dominions, througli twelve 441,167 sq. degrees of latitude. It embraces an area of 441,167 square miles, or 2»2, 134,688 imlee. acres, nearly all of which is arable and exceedingly fertile, much of it in prairie and ready at once for the plough. There may be a small portion adjacent to Lake Superior unfit for cultivation, but it is abundantly compensated by its rich deposits of copper and of iron of the best quality. Past, Present and Future of Chicago Investments. 319 Into this immense natural garden, in a salubrious and desirable portion of the Increase of temperate zone, the swelling stream of population from the older Atlantic States, pc'p'il*tion. and from Europe, has steadily flowed during the last decade, increasing its previous population from 5,403,595 to 8,957,690, an accession of 3,554,095 inhabi- ^.?^''(Vt tants gained by the peaceful conquest of nature, fully equal to the population of '"'' ' Silesia, which cost Frederick the Great the seven years' war, and exceeding that of Scotland, the subject of struggle for centuries. The rapid influx of population into liiis group of States increased the quantity Increase of of the "improved" land, thereby meaning farms more or less cultivated, within *^^*'''"'*- their limits, from 26,080,361 acres in 1850, to 51,826,395 acres in 1800, but leaving a residue yet to be improved, of 230,308,293 acres. The area of 25,140,054 acres 25,146,054 thus taken in ten years from the prairie and the forest is equal to seven-eightlis of ''','^"^^. '" ^^ the arable area of England, stated by its political economists to be 28,00i),000 of ^^'^ ^' acres. The area embraced in the residue will permit a similar operation to be repeated Capacity 8- eight times successively, plainly demonstrating the capacity of this group of States '^^^'^ ^^^^' to expand their present population of 8,957,690 to at least thirty, if not forty millions of inhabitants, without inconvenience. The efi"ects of this influx of population in increasing the pecuniary wealth as Wealth in- well as the agricultural products of the States in question, are signally manifest in '''■•^^^*'^~ the census. The assessed value of their real and personal property ascended from $1,110,000,000 in 1850 to $3,926,000,000 in 1860, showing a clear increase of -52,810,000,- $2,810,000,000. We can best measure this rapid and enormous accession of wealth *^'^'^' by comparing it with an object which all nations value, the commercial marine. The commercial tonnage of the United States was in 1840 2,180,764 tons, in 1850 3,535,454 tons, in 1860 5,358,808 tons. At $50 per ton, which is a full estimate, the whole pecuniary value of the Anr.iial 5,358,808 tons, embracing all our commercial fleets on the oceans and the lakes and 'V'-'^''''*''. ,„ the rivers, and numbering nearly thirty thousand vessels, would be but 1:520 <, 940,- commercial 000 ; whereas, the increase in the pecuniary value of the States under consideration, mariue. in each year of the last decade, was $281,000,000. Five years increase would purchase every commercial vessel in the Christian world. But tlie crnsus discloses another very important feature in respect to these Cap'xcity to Interior States, of far higher interest to the statisticians, and especially to the ^^''^ ^ °° ' statesmen of Europe, than any which has yet been noticed, in their vast and rapidly increasing capacity to supply food, both vegetable and animal, cheaply and abundantly, to the increasing millions of the Old World. In the last decade their Increase of cereal products increased from 309,95(1,595 bushels to 558.160,323 bushels, consider- "cereals, ably exceeding the whole cereal products of England, and nearly, if not quite, equal to that of France. In the same period, the swine, who play a very important part Swine. in consuming the large surplus of Indian corn, increased in number from 8,536,182 to 11,039,352, and the cattle from 4,373,712 to 7,204,810. Thanks to steam and the railway, the herds of cattle which feed on the meadows of the upper Mississippi, Cattle, are now carried in four days, through eighteen degrees of longitude to the slaughter houses of the Atlantic. It is diificult to furnish any visible or adequate measure for a mass of cereals so Fisures diffl- enormous as 558,000,000 bushels. About one-fifth of the whole descends the chain ?^'J_' '° '■®*'' of lakes, on which 1,300 vessels are constantly employed in the season of naviga- tion. About one-seventh of the whole finds its way to the ocean through the Erie Erie canal, canal, whicli has already been once enlarged, for the purpose of passing vessels of two hundred tons ; and is now under survey by the State of New York for a second enlargement, to pass vessels of five hundred tons. The vessels called "canal boats," now navigating the canal, exceed five thousand in number, and if placed in a line would be more than eighty miles in length. Who doubts the efficiencv of railways as the chief instrument of these Railways th« *' -^ power. marvelous results ? Who imagines, either, that Mr. Ruggles found a false key to unlock the causes of unexampled increase of production over that of population in the past which will fail to unlock the future ? The water Water faciu- ,.,. ii'Pii i_ ties valuable facilities nature has supplied in our grand chain of lakes, are not to be ignored; nor the close conjunction of lake and river vallies, which art has 320 Power of tJie Railway to Develope and Centralize. improved and is carrying on unto perfection. Yet undoubtedly as Mr. Relievo Edmund.s showed us, p. 315, the railways are moving and are to move more railways, and uiorc our agricultural products to the East. How small is the propor- tion of our food products which we export ; yet were that little retained, usually our prices would be sunk to at least a very moderate remuneration. So in transportation. Only the most bulky, and that in which a few days' delay is of no importance, goes by water ; yet this relieves the pressure on the railways, and prevents prices of freight from reaching the exorbitant fio-ures which might be expected, were we subjected entirely to soulless Gathering railroad corporations. Then as to gathering here the products of the farm, tacilities. , i i • i i -i o what Other means are at all comparable with the railway : Centralizing Nor is the railway valuable only as a means to develope a country. J'j^7ways. Nothing equals it for centralizing. Man is naturally gregarious, attaining highest culture in the largest centres of civilization. As our destiny is onward and upward to a glory of which we can form no conception, and we undoubtedly are working it out under Divine conduct, while at the same Its use wise, time we pursue our own individual plans ; we show our highest wisdom in the large use we make of this chief centralizing power. What we need is to consider somewhat the ultimate results of our labors and plans, and not restrict ourselves to the narrow superficial views which pertain to us merely We operate as individuals. We want to realize more what we are as Citizens — Citi- zens of this City, of this State, of the Great Interior, of the Nation. City an ulcer A city, indeed, is styled an ulcer on the body politic of the State, and with entire correctness. The strongest hope of our country under God is the fact that the^Great Interior is to be the controlling power ; and because Does not the powcr here lies in the rural population. But does the ulcer make "itself? What is it but the natural gathering of noxious matter from the body pohtic itself, the effect of unhealthy action in its various parts and A vent for members ? Until inherent corruption is remedied, cities may be the best corrup ion. ^^^^ ^.^^ ^^^ body politic J Es in the human system ulcers frequently save limb or life. Centres of Nor are cities wholly evil. Far from it. From time immemorial they a ion. -j^g^^g been the centres of civilization. If they accumulate the evil of the State, they are equally prominent in their influence for good. Man works Associ'itcd out his destinv by his associated powers : and the worth of a great city effort needed , . , . , /, . . , -. i , i • i i , i Worth of a which IS rulcd by true principles, and actuated by high and holy purposes, rue ci y. -j. j^ impossible to over-estimate. Is it not our highest ambition to render Chicago such a city ? Modern ten- The tendency of population to towns in consequence of modern iraprove- tow^.*^^ ments, has for over a quarter of a century been widely observed. Prof. Prof. TucJc^ George Tucker in his philosophical examination of the Progress of Popu- lation and Wealth in the United States in Fifty Years, analysing the censuses from 1840 back to 1790, remarks upon — Cities and Cities and Towns. — The proportion between the rural and town population of a townB. country is an important fact, in its interior economy and condition. It determines, Past^ Present and Future of Chicago Investments. 321 in a great degree, its capacity for manufactures, the extent of its commerce, and the amount of its wealth. The growth of cities commonly marks the progress of intelligence and the arts, measures the sum of social enjoyment, and always implies increased mental activity, which is sometimes healthy and useful, some- times distempered and pernicious. If these congregations of men diminish some of the comforts of life, they augment others: if they are less favorable to health than the country, they also provide better defences against disease, and better means of cure. From causes both physical and moral, they are less favora- ble to the multiplication of the species. In the eyes of the moralist, cities afford a wider field, both for virtue and vice ; and they are more prone to innovation, whether for good or evil. The love of civil liberty is, perhaps, both stronger and more constant in the country than the town ; and if it is guarded in the cities by a keener vigilance and a more far-sighted jealousy, yet law, order and security are also, in them, more exposed to danger, from the greater facility with which intrigue and ambition can there operate on ignorance and want. Whatever may be the good or evil tendencies of populous cities, they are the result to which all coun- tries, that are at once fertile, free, and intelligent, inevitably tend. Growth of cities marks progress. Evils have cuuntervail- iug benefits. Civilization promotes tlieir growth A table is civen of 31 towns, all in the country which in 1840 contained ^3^, t°^?\of ~ • •' 10,000 innal> 10,000 and upwards, giving respective population in 1820, '30, and '40 »'""*«• and the decennial increase, and Prof. T. observes : — It appears from the preceding table, that the population in all the towns of the United States, containing 10,000 inhabitants and upwards, is something more than one-thirteenth (10-128) of the whole number ; that ten of the States, whose united population exceeds 4,000,000, have as yet no town of that rank ; and that in the other sixteen States the ratio of their town population to their whole population, varied from something less than one-third to less than one-sixteenth part. It fur- ther appears that the increase of those towns has been nearly the same, from 1830 to 1840, as from IBliO to 1830; and that, in both decennial periods, it exceeds that of the whole population nearly as 50 to 32. l-13th of entire pop- ulation. other points observed. Tables follow of all the towns in the United States containing less than Towns of 10,000 and over 2,000, concluding with a general table, valuable chiefly as upwards, exhibiting the small proportion of the towns in the Northwest to population. Few in N.w. The following is a summary of the sections, with the Northwest in detail : — •Proportion of Toivn Population in U. S., 1840. Proportion of towns in 1840. Population of Towns. Total. Ratio to whole Population. Sections and States. Of 10,000 inhab'uts and upwards. Between 10,000 and 2,000 inhabitants. 574,767 231,889 65,680 27,988 215,166 8a3,205 82,684 114,865 16,469 21,210 46,:i3S 789.9P3 1,065.094 148,364 142,853 16,469 34,974 90,244 12,786 11,708 9,102 85.3 20.8 4.4 Southwetttern States 6.6 4.S 13,7&1 43,906 12,786 11,708 9,102 4.5 5.9 1.8 2.4 4.3 84,017 91,266 175,283 4.2 Total 1,829,937 991,590 2,321,527 13.6 Towns of 10,000. Towns of 2,000. Ratio to whole pop- ulation. 21 322 Poioer of the Railway to Develope and Centralize. Towns in The fact is noticed that ia New England and New York the proportion mnda^'tf" in small towns is augmented by the township being called a town, and Prof. New York. ^^^j^^^. concludes :— i/gof popula- If the proportion in the whole United States could be correctly ascertained, by tion in " the correction of the errors adverted to, it would probably be found that those who ^^°^- live in towns aud villages containing at least 2,000 inhabitants, are not much more nor much less than one-eighth of the entire number. Railways The eifect of railroads, and of transportation by steam generally, is to stimulate stimulate the growth of towns, and especially of large towns. It is, therefore, likely that their growth ^^^ principal cities will, at the next census, show as large a proportional increase as tliey have experienced in the last decennial period. Examina- It is to be regretted that a like examination of the last two censuses has tion of other o-r»pmi) t-» i- censuses not been made with that of Prof Tucker s. But speculation upon what may be is too foreign to indulge even upon such a point. The anticipated effect of railways has been realized, and nowhere more than in the West. Growth of Mr. Scott, answeria"; the query on p. 307, "What has been the effect of the towns. ' " "f. Q,, 1 Mr. Scott, improvement on the growth of towns ( thus continues that paragraph : — * * * The first canal was commenced in that country by the Duke of Firstcanal Bridgewater, no longer ago than 1760. The invention of the spinning jenny, by 1760. Hargreaves, followed seven years after. Not long after this, the spinning frame Date of was contrived by the ingenuity of Arkwright. In 1775, Mr. Compton produced other inven- the machine called the mule, a combination of the two preceding. Some time after tions. jf J, Cartwright invented the power-loom, but it was not until after 1820 that it was brought into general use. The steam engine, the moving power of all this ma- chinery, was so improved by Watt, in 1785, as to entitle him to claim, for all Facilities of itnportant practical purposes, being its inventor. At the same that these great intercommu- inventions were being brought into use, the nation was making rapid progress in nication. ^^^ construction of canals and roads, and the duplication of her agricultural pro- ducts. Indeed, great part of her works to cheapen and facilitate internal trade, including her canals, her McAdam roads, and her railways, have been constructed within the last thirty years. The effect of these, in building up towns, is exempli- Mr. Slaney, tied by the following facts : Mr. Slaney, M, P., stated in the House of Commons, ^l- P- in May, 1830, that " in England those engaged in manufacturing and mechanical Increase of Occupations, as compared with the agricultural class, were 6 to 5, in 1801 ; they mnfrs. and were as 8 to 5, in 1821 ; and 2 to 1 in 1830. In Scotland the increase had been in England. ^^^^^ more extraordinary. In that country they were as 5 to 6, in 1801 : as 9 to 6, in 1821 ; and in 1830, as 2 to 1. The increase of the general population for the preceding twenty years, had been thirty per cent. ; in the manufacturing population it had been forty per cent. ; in Manchester, Liverpool, Coventry, and Birmingham, the increase had been fifty per cent. ; in Leeds it had been fifty-four per cent., and in Glasgow it had been one hundred per cent." The increase of population in England and AVales, from 1821 to 1831, was 16 per cent. This increase was nearly Growth in all absorbed in towns and their suburbs, as the proportion of people engaged in towns. agriculture has decreased decidedly with every census. More scientific modes of culture, and more perfect machines and implements, combined with other causes, have rendered an increased amount of human labor unnecessary in the production In 1831 1^ in of 8. greatly augmented amount of food. In 1831, but one-third of the people of agriculture. England were employed in the labors of agriculture. In 1841, very little more than Iq 1S41 ^. one-fourth were so employed. In Scotland, seven of the best agricultural counties Changes in decreased in population from 1831 to 1841, from one to five per cent. ; whereas, the Scotland— counties in which were her principal towns, increased during the same period from 15 per cent, to 34.8 per cent., the latter being the increase of the county of Lanark, in which Glasgow is situated. The average increase of all Scotland for those ten — in Eng. years was 11.1 per cent. According to Marshall, the increase of population in England for the ten years preceding 1831, was 30 per cent in the mining districts ; 15^ in the manufacturing, and 19 in the metropolitan, (Middlesex county ;) while, in the inland towns and villages it was only 7| per cent. Past, Present and Future of Chicar/o Investments. 323 The railways which now traverse England in every quarter, and bring into near Railways in- neighborhood its most distant points, have been nearly all constructed since 1830. ^''^'^setowun. Their olFect, in aid of the other works, in augmenting the present great centers of population, will, obviously, be very considerable ; how great, remains to be devel- oped by the future. London, with its suburbs, has now about 2,000,000 of London to inhabitants ; but she is probably far below the culminating point of her greatness, grow. The kingdom of which she is the commercial heart, doubles its population in forty- two years. It is reasonable, then, to suppose that, wilhiu the next lifty-years, London and the other great foci of human beings, in that kingdom, will have more than twice their present numbers ; for it is proved that nearly the whole increase Growth in in England is monopolized by the large commercial and manufacturing towns with ^"S- cliiefljr their suburbs. '° *"""^^- Will similar causes produce like efl'ects in the United States ? In the States of So in U. S. Massachusetts, New York, Pennsylvania, and Ohio, the improvements of tlie age operated to some extent on their leading towns from 1830 to 1840. Massachusetts Maas. had little benefit from canals, railways, or steam power ; but her towns felt the beneficent influence of her labor-saving machinery moved by water power, and her improved agriculture and common roads. The increase of her nine principal 9 townsmore towns, commencing with Boston and ending with Cambridge, from 1830 to 1840, J'j^" ''.'^'^ was 66,373, equal to 53 per cent ; being more than half the entire increase of the crease. State, which was but 128,000, or less than 21 per cent. The increase, leaving out those towns, was but 11 per cent. Of this 11 per cent., great part, if not all, must have been in the towns not include^d in our list. ***** * The growth of two (owns in the State of New York, during the same period, is Growth in mainly due to her canals. That of the fourteen largest, from New York to Seneca, ^' ^■~i inclusive, was 204,507, or 64^ per cent. ; whereas, the increase in the whole State was less than 27 per cent, and of the State, exclusive of these towns, but 19 per cent. Of this, it is certain, that nearly all is due to the other towns not in the list of the fourteen largest. Pennsylvania has canals, railways, and other improvements, that should give a — iuBa. — rapid growth to her towns. These works, however, had not time, after their com- pletion, to produce their proper effects, before the crash of her monetary system nearly paralyzed every branch of her industry, except agriculture and the coal business. Nine of her largest towns, from Philadelphia to Erie, inclusive, exhibit a gain from 1830 to 1840 of 84,642, being at the rate of 39A per cent This list does not include Pottsville, or any other mining town. The increase of the whole State was but 21J per cent. Ohio has great natural facilities for trade, in her lake and river coasts; the _ia Ohio, former having become available only since the opening of the Erie canal, in 1826, and that to little purpose before 1830. She has also canals, which have been con- structing and coming gradually into use since 1830. These now amount to about 760 miles. For the last five years, she has also constructed an extent of McAdam roads exceeding any other State, and amounting to hundreds of miles. Her rail- ways, which are of small extent, have not been in operation long enough to have produced much effect. From this review of the State, it will not be expected to More rapid exhibit as great increase in town population, from 1830 to 1840, as will distinguish hereafter, it hereafter. The effects of her public improvements, however, will be clearly seen in the following exhibit : Eighteen of her largest towns, and the same number increase of of medium size and average increase, contained, in 1830, 58,310, which had aug- 18 towns, mented, in 1840, to 138,916; showing an increase of 138 percent. The increase of the whole State during the same period was 62 per cent. The northwest quarter of the State has no towns of any magnitude, and has but begun to be settled. This quarter had but 12,671 inhabitants in 1830 and 92,050 in 1840. Confirmatory of these anticipatioas as to England and our old States, we These opin. have the paper following ; for although nothing is said specifically about the firmed, centralizing power of railways, and the relative growth of town and country is not even alluded to, the argument is the more effective for the present purpose. Though only discussing the general results of railways, yet the a country chief point — and the one of all to be regarded in old settled countries — is fts" railways, clearly Remonstrated, that increase of imports and exports is pari passu 524 Power of the Railicm/ to Develope and Centralize. Cominercel end mufrs. centralize. Rail-n-ay ex- tension aud results. Mr. Baxter. Distribution of English railways. London the cenlre. Other cities. Paris. Madrid. Other Kiiropean cities. United ii titles. Manchester and l.iver- liOul. Converging p lints. Mnfg. and commercial centres. with railways. What is this but to exhibit their power in concentration, involvino; the two chief elements of cities, commerce and manufictures ? So that the most satisfactory paper which has come under observation, upon this very important point, is this by R. Dudley Baxter, M. A., which was read before the Statistical Society of London, November, 1866, and was reprinted in the 3Ierchanf.i a work in IB-lo entitled " The United States ; its Power and Progress," progress. and remarks in the introduction : — m. Pmasin. But on the other side of the Atlantic, a nation is now rising, which though by to become a the same race, and moved by the same ambition, is in every respect better adapted chief com. to become one of the greatest powers among the commercial nations of the world. ^'^''O"- Day by day it is advancing farther and farther into the lists, and already menaces Riyai toQt. with disastrous competition the former queen of the seas, its only rival. But yes-^'''""°' terday the American nation was a people of consumers; to-day it reveals its power and its just pretensions to lavish on the other nations of the world its immense natural wealth, and the marvelous products of its industry. AVhy should it not i?e able to covet the rich inheritance of Great Britain, of which it will one day be able to jj^^Tussess dispossess it? To cousumate these ambitious views, it pursues a course entirely the opposite of Pursues an that which has so well served the interests of England. The ascending movement °|'Jj":'^^''' of the one has been occasioned by the energy of its compact aristocracy. The supremacy of the ocean will be obtained by the other through the force of demo- Democracy cratic principles. On the banner of the one is inscribed tlie motto, Dieu et mon^^^ ^^' droit; on that of the other will be inscribed the freedom of the seas, thus recog- nizing that grand and salutary principle, that ttie flag of a vessel protects its Sailors mercfiandise. This sacred principle will powerfullj' contribute to the reconstruction ^'^ '*" of the social edifice. In its defence, the American nation will rely not only on its navy, but on its Sovereignty ambition and its commercial interests. Its strength lies in the sovereignty of the "^ peop e. people. To this, in fact, it owes its origin and its unexampled prosperity. Founded, principally, on the love of liberty, on patriotism, on the attachment of the citizen to the constitution of his choice, the Union presents the imposing spec- tacle of a compact nation provided with all the elements of strength and durability. Its citizens, happy under the empire of their institutions, would only lose by No change modifying them ; and they will not risk the experiment — for they would thus ''^"'' ' compromise the future, of which their present prosperity is tlie most solid guarantee. M. Poussin describes with great accuracy our lines of interior coramu- internal nication, rivers, lakes, canals and railways, judiciously considering them J^en'tsT^ as a means of military defence. He says of — Railroads. — The distinctive character of the American people is that of being , eminently productive. In this respect, no country, perhaps, with the same popula- tion, has equaled them. But in no country has an equal degree of activity and 334 Poioer of the Railway to Develope and Centralize. constant application been exhibited with the object of procuring means of exchange for the products of the soil, or additional facilities for their transportation. Araerican Jq the o-io-antic application, so to speak, of that important means of communica- 6kill in their ^.^^ ^^^ transportation, the railroad, the Americans have especially manifested nevelop- their characteristic intelligence and their unerring instinct. The employment of nient of our ^u the resources which nature has so generously distributed throughout their vast resources. ^^^ magnificent territory, for the development of commerce and wealth, the prin- cipal sources of public happiness, would seem to have been the principal and almost exclusive objects of their lives. Democratic The American seems to consider the words democracy, liberalism, and railroads liberalism g^g synonymous terms, whether because they all equally express the constant object an rai roa a ^^ human eifort in the gradual amelioration of the social condition of man, or because of the happy influence of the diffusion of knowledge on all classes of society. People de- When the question concerning the construction of the railroad — an improvement cided about which was SO powerfully to second the active genins of the Americans — was agi- '^^'t'^t^'t^' fated, public opinion was alone invoked. It was no business of the State to decide whether the innovation, such as it presented itself, should immediately be intro- duced into the country, with all the imperfections attached to a recent discovery, or whether postponement of action until some other country should commence the experiment would be the wiser course. I well remember this circumstance. The At once Americans did not hesitate a moment. They adopted the discovery at its inception, adopted. ^^^ immediately applied it to their necessities, with due relation to locality. Experience This mode of proceeding was rational, for it is difficult to judge properly of the the test. merits of any invention, or of the improvements of which it is susceptible, apart from direct experience. This course the Americans have invariably pursueil iu all their enterprises. They have never believed they could import anything in a Only depend- state of perfection. For the suggestions of improvements which experience alone ence. can supply in the varied circumstances peculiar to each country, they have considered experiment the only safe dependence. Practical in These practical views are exhibited in everything the Americans undertake ; a all things, circumstance which, among others, must, in my opinion, place the United States at the head of all other nations in everything that relates to the industrial arts. At all Steam large- events, they have applied steam more extensively, in every branch of industry, ly used. than any nation in the world. Moderate Our practical ";ood sense has not only been shown in the abundant use of cost of rail- ,^ ,?,.,,. . roads. the railway, but in building them according to our means. We could better serve the public and mate more money by building and furnishing two miles Improve- of road imperfectly than one mile thoroughly. Improvements of road-bed, after. rail and machinery are more cheaply made after a road is in full operation. Most miles -Especially is this the case in the West, A road in a new country sparsely settled, if quite inferior, is of incalculable value for its developing powers ; and as they are felt, and the local traffic augments, the railway can be and is improved to meet demands. Views 25 M. Poussin wrotc his views, it must be remembered, in 1843, before the years old. West had begun to understand the worth of railways, or the East to appre- ciate the adaptation of this region to their use, and the resulting profits. 222 miles in In 18-i2, of 4,863 miles, Kentucky had 28, Ohio 84, and 3Iichigan 138 ; and no increase to 1844, except 68 miles in Michigan. In 1843 the editor Mr. Poor, of the Railroad Journal^ Mr. Poor, exhibiting the difficulties encountered Journal, '43. ^nd chauges in 11 years subsequent to its establishment, remarked : — Difficulties The editor also thought it necessary to refer to several gentlemen of the city as m startiug guaranties for the continuance of the work. Before many numbers had been issued, information from all quarters poured in, and a very lively interest was felt in the undertaking. The demand for railroads throughout the country increased, and popular as well as scientific information was in request. Past, Present and Future of Chicago Investments. 335 Let us now compare the present state of affairs with this humble commencement. Change in H There are now between four and five thousand miles of railroad in use in the United YhI^q"' States, bnilt by the expenditure of nearly one hundred millions of dollars. Eleven years ago there were but about one hundred miles in use. There are now probably 1*^!^ ™''?s 1° more than five hundred locomotive engines in use, nearly all of them made in tbiis -j^g'^p '° country. Eleven years ago, the few engines in use were imported from England, and were of the oldest patterns. Since then fifty or more American engines have Engines been sent abroad — some to Russia, some to Austria, and several to England. Had exported. this fact been predicted, even in the most indirect manner, in the first number of the Railroad Journal, it would have sealed its doom. Eleven years ago, a dead level was, by many, deemed necessary on a railroad. High grade and grades of thirty feet to the mile were hardly thought admissable. Now, engines ascended. are in daily use which surmount grades of sixty and eighty feet to the mile. Eleven years ago, inclined planes with stationary power were considered the 7ie inclined plus ultra of engineering science. Now, they are discarded as expensive, incon- I'l^^n's aban- venient, and incompatible with the free use of a railroad. ' "°'^' ' Eleven years ago, it was thought that railroads could not compete with canals Compete in carrying heavy freight; and even much more recently statements to this "'■'^'^ canals, effect have been put forth by authority. Now, we know that the most profitable of the eastern railroads derive one-half of its income from bulky freight, and that coal can be carried more cheaply upon a railroad than in canals. Eleven years ago, the profitableness of railroads was not established; and, dis- Areprofita- couraged by the vast expenditure in several cases of experiment in an untried field, ^^'e. many predicted that they would be unprofitable. Now, it is already demonstrated, by declared dividends, that well constructed railroads, when divested of extraneous incumbrances, are the most profitable investments in our country. The New j^g^^. j^g. England railroads have paid, since their completion, 6 to 8 per cent. ; several other land 6 to 8, roads, 6 and 10 per cent. The Hudson and Mohawk (of fifteen and a-half miles, c'*^'^''** ^ to costing about one million one hundred thousand dollars) paid, in 1840, 7 per cent, profit. ^ on that enormous outlay. The Utica and Schenectady, and Syracuse and Utica, pay 10 to 12 per cent. The stock of the Utica and Schenectady Railroad has never been down to par since operations were commenced in 1836, and has maintained its stand, without fluctuation, at a higher rate than any other species of stock during all our commercial revolutions. Eleven years ago, there were but six miles of railroad in use in the vicinity of Smilesji^t Boston. Now, Boston has direct connection with a web of railways one thousand two hundred and three miles in length ; all of which, except about twenty-four —now 1,003. miles, are actually in use — being a greater length of railroad than there was in the whole world eleven years ago. It is difficult to realize that one s:eDeration should have witnessed the ere- Railway ... . progress ation of such a power as the railway, so soon attaining its huge proportions, wonderful. Had any man predicted the work, who would have given credit? Would not the universal inquiry, and conclusive against even possibility of accom- plishment, have been — Whence shall the money come to do this ? Yet done it is ; and most here in the West, where the largest expenditure according to population has been made, though not of our own money by considerable. Mr. Ruggles told us, p. 317, of the consequent fabulous increase of property, propem-. ''^ It is with the West we have to do : and though the information quoted was Knowledge 1 11 1 • • 1 • 1 , of the West necessary to understand that progess here is not exceptional, in order to be wanted . certain of continuance, we need to have information about the West itself in order to judge accurately concerning the future. Nor is this a departure from our plan, introducing an hypothetical basis, inveetmenta Unless new forces are invented to supplant the railway — and no section can "^ ^° °°" employ more advantageously a superior means than the Great Interior — the investments must go on indefinitely. The chief lines have become gigantic corporations corporations with almost unlimited credit, and all strong competitors in ^*''°°s- 336 Power of the Railway to Develope and Centralize. Atlantic cities Sf^ek their own advantage. Their net- work. The ■^7est a safe reliance. Trade with East in- crease. Persever- ance sure. "Western railways pay virell. West will build its own centres. Merch. Mag, extendino- trunks and multipyling branches. The seaboard cities, extending their railways throughout the West for their own advancement, have Httle realized that the eiFect must be ultimately to build up greater cities inland ; but with jealous rivalry between themselves, they have had honorable and strong contention as to which should grasp most of this chief producing re-"-ion. They have spread a complete net-"Work of railway over this entire Old North-west, expecting to draw all the fish to the seaboard. From the beginning the trade of the West has been the coveted prize. This built the Erie canal and the many great works which have more than fulfilled san- guine anticipations relating to Atlantic cities, and will indefinitely in the future be their chief and safe reliance. But it is one thing to be satisfied with a moderate part; quite another to expect the chief The trade of East and West, however extensive the home trade in our respective sections, will constantly increase, and very many new lines into the West will be needed, and with them they will build many more throughout the Great Interior. The course has been so fiir advanced upon, that ft-om the build- ing of western railways no seaboard city would withdraw if it could, or could if it would. The trifling amount of grain exported is with them an abundant object to continue railway construction ; and as that shall dimin- ish by direct shipments from lake ports to Europe, other business will doubtless take its place. At all events, western railways which have proper management pay so abundantly, that capital will seek out other good routes until lines shall not be more than 20 to 25 miles apart. But while the West will always be the main reliance of the Atlantic cities, its benefits cannot be there chiefly bestowed. ltd own chief centres will most profit from its advantages. The census of 1860 developed the efi'ects of railways in the West, which it is evident that of 1870 will con- firm. An unknown writer in the Merchants' Magazine for January, 1861, considered — City popula- City Population. — The comparative growth of cities is always an interesting *''^"' branch of statistical research, and the late returns of the census give many import- ant facts in relation to the leading cities of the Union. The enumeration of the leading Atlantic cities show the following result : — Growth of chief cities. ;i8io. 1820. 1830. 1840, 1850. 1860. 1810 to 1860. Bo<,jO^ 33,250 10,071 96,373 4,402 43,298 11,767 123,706 7,175 6,507 137,097 62,738 12,067 13,247 24,780 27,176 7,523 61,392 16,382 202,589 15,396 10,958 188,961 80,625 16,060 18,827 30,289 46,310 7,776 93,383 23,171 312,710 36,233 17,290 258,037 102,313 20,153 23,364 29,261 102,193 11,214 136,881 41,513 515,547 96,838 38,894 408,762 109,054 27,570 40,001 42,985 116,375 15,312 177 902 Providence 49,914 821 113 New York Brooklyn 273 325 Newark 72 055 Philadelphia Baltimore.... Richmond.. 111,210 3.5,387 9,735 8,208 24,711 17,242 5,215 568,034 218,612 37 968 Washington 61,400 40,195 170,766 16,000 Charleston New Orleans Savannah Total 355,800 478,075 695,560 1,029,322 1,649,732 2,518,484 Past, Present and Future of Chicago Investments. 337 These aggregates show that the twelve cities named had five per cent, of the whole population of the Union in 1810, and the proportion rose regularly to 6^ per cent, in 1850, to 8|- per cent, in 1860. In nearly all these cities, however, the pop- ulation since the era of railroads has flowed over into the surrounding country, thus spreading the dwellings of those who carry on the business for which the city is important. In the neighborhood of Boston there are thirteen towns that are com- manded by railroads, and which contain the dwellings of Boston business men. [AVe omit the statement comparing towns and State.] Thus Boston may be said to contain one-fourth of the population of the State. The thirteen cities of Massachusetts have a population of 441.987, or 35 per cent, of the whole population; in 1850 the same cities had a population of 324,845, or 33J per cent of the whole population. It is to be borne in mind, however, that the towns around Boston are those which concentrated the population the most rapidl}', and one-third of the whole State population lives within a radius of twelve miles of Boston, dependent upon its commerce and manufactures. The population and valuation of the city of New York have probably received the most marked development. The increase of the population from 1850 to 1800 nearly equaled the sum of the entire population in 1840. The progress of the population has, however, been in the upper part of the island, following the course of the railroads, which, since 1852, have so powerfully aided in the expansion of the city in a northerly direction. Increase of 12 cities. Sxiimrban population. — i^tbof Mass. ]/^ of Mass. within 12 miles of Boston. New York. The growth of New York, Brooklyn, Philadelphia, Newark and Baltimore other east- , , ern cities. IS noticed, and — • The Chief Valley Cities. Valley cities. 1810. 1820. 1830. 1840. 1850. I860. St. Louis 1,600 1,357 2,540 4,708 4,598 4,012 9,642 7,248 5,852 10,341 5,566 24,831 12,568 16,469 21,210 6,929 46,338 21,115 77,860 43,194 10,478 115,430 46,601 160,577 70 2''6 Louisville Nashville 28,715 158,851 48 804 Cincinnati Pittsburgh Total 10,205 25,500 59,158 112,051 298,569 462 173 Growth from 1810 to 1S60. The five leading cities of the valley increased in the decade to 1850, during which the canals began to exert an intluence on their trade, about lal,000 souls, of which the largest portion was in Cincinnati. In the last decade, railroad building, hmd speculation, and immigration, have all exerted an influence upon the tributary country, driving trade in upon each of these centres, and tlie increase has been 168,000 souls, of which the largest proportion is in St. Louis. But during the last ten years those cities have encountered a more active rivalry in the growth of the lake cities, which have successfully attracted a large portion of the business of the belt of country bounded by the lakes, the Ohio river, and the Mississippi river, by means of the railroads and the attraction of capital operating through those points. 5 cities in- crease in 10 years, 181,- buO. St. Louis largest. Rivalry of— Chief Lake Cities. — lake cities. 1840. 1850. 1860. Buffalo 18,213 6.500 6,071 9,102 4,479 1,700 42,261 12,323 17,034 21,019 28,269 20,061 81,541 9,962 Cleveland 43,550 Detroit 46,834 Chicago 109,420 Milwaukee 45,326 Total 46,065 140,967 835,633 Growth of C chief, 18-tO to 1860. 22 338 Power of the Railway to Develope and Centralize. Chi. and Buffalo. Railroada help Chi. Produce to increase. Growth com- p;ired with •eastern cities. All the cities compared from 1840 to 1860. Lake cities largest in- crease. Causes. St. Louis benefited. N. W. sup- plied with railroads. Smoothing her way to market. The increase in those cities has been, it appears, to 1850, 95,000 persons, of which increase Chicago, at the other end of the lakes, had as large a share as ButFalo at this end. In the last ten years the aggregate increase has been 194,700 souls, of, which 81,000 has inured to Chicago, while Buffalo has increased but 39,000, or less than half the increase of Chicago. This great apparent prosperity of the former city has grown out of the immense concentration, not only of railroads at that point, but of the expenditure for railroad construction on a radius of 100 miles, all of which has reflected upon Chicago as a focus. That region is now to a consider- able extent settled, and every year must add to the immense quantities of produce that will seek Chicago as the primary point of shipment. This growth of lake cities is very remarkable, and more so if we compare it with the population of the prominent Internal cities of the Atlantic States, where manufacturing may be assumed as the chief element of growth. [ We omit the table of the twelve interior cities.] The growth here presented has been but 62,672, or 38 per cent, only in the last ten years. The whole growth of all the cities in the last twenty years have been as follows : — 1840. 1850. I860. percent. Twelve Atlantic Cities 1,029,322 1,649 732 2,518,984 50 Five Valley 112,051 293,569 462,173 58 Six Lake 46,065 140,967 335,633 130 Twelve Interior 101,014 171,112 233,784 36 Total Growth 1,288,452 2,265,380 3,550,574 52 Thus the lake cities have shown by far the largest proportional increase, and the increase of the valley cities, as well as those of the Atlantic and the interior, have been in a declining ratio. The large railroad expenditure, migration and specula- tive movement during the last ten years, have made the lake country the focus of migration, and St. Louis has largely benefited by the same state of affairs, since the aflluents that feed its trade have been swollen by the settlement and im- provement of the whole northwest region. That region is now well supplied with rails, that will require a large production of grain and other produce to pay the interest on the cost of their construction, and their competition for the freights will no doubt reduce the rates of transportation to a minimum, and therefore favor the business of cities at their termini. The value of the produce will be governed, as a matter of course, by the state of the markets of sale. In other words its value must fluctuate with the crops of Europe. The resources of that region are, how- ever, equal to any demand, and it is, by the continued smoothing of the way to market, brought daily nearer to the European centres of demand. Why not lake cities grow ? Mr. Scott's predictions — — more than proliable. Adaptation of this region to railways. Capacity to support them What shall stop the relative progress of the lake cities, until even the chief Atlantic cities shall have been passed ? With results like these to confirm Mr. Scott's predictions, obtained eight years ago, ought not the fair and prudent reader to consider further confirmation quite probable ? With an addition in the Northwest of 4,430 miles in the last eight years, over two-fifths increase notwithstanding the retarding influences of civil war unexampled in magnitude, ought not fulfillment of the predictions to be more than probable ? It is a most important point in considering this topic, as first presented, that never was the railway brought to bear upon such a country. No other area exists so perfectly acfapted to railways, in which the bed can be laid so cheaply, and so nearly level. Then, no other has equal capacity to support them. These influences conjoined are no doubt the prime'cause of the unex- ampled increase, and must operate until the Old Northwest of 600,000 square miles shall be spread over with a closer net work of railway than any Past, Present and Future of Chicago Investments. 339 100,000 square miles in one body elsewhere on the globe. To discuss this J^^^^gP^""^ important point would be to write the book over again. Let the reader run through the marginal readings of the relating topics, and its application and force will be perceived. In no other region have equal results been i-arge results witnessed from railroads : and as we shall see, their centralizing power has Yet only be- .... S"°' only begun. The country must be developed before it is centralized. Still, in this respect its effects in the West are already wonderful. To what other instrumentality are we indebted for the marvelous statistics of pro- duce and trade increase at Chicago ? Surely we have had abundant Testimony testimony in general of the Power of the Railway to Develope and Centralize, topic. and of its application in particular to the Great West and its chief empo- rium. Yet still, one other point is important to the completeness of the argument — that there is — No OTHER Point of equal Convergence of Rail and Water convergence r~, ^ here of rail Communication on the Globe. and water unequaled. The prime cause of Chicago's advancement is her possession of the Head of farthest extremity of the lakes, the head of the grandest inland navigation i>oint. of the world. The close confluence of lakes with the mighty rivers of the Conjunction . 1 • 1 with rivers West, IS another powerful cause ; nor has any other internal port equal another, advantages in regard to water alone. This, together with the peculiar position of Lake Michigan, stretching with Lake Superior nearly 600 miles north and south, forcing the fertile region beyond into tribute, was no doubt the cause of railway convergence. But these unequaled water facilities are altogether subordinate to rail- stiii, rail- ways. They have become mere adjuncts to the latter, their value lying rioi-. chiefly in moving the most bulky articles, as grain, lumber, coal, pig iron, iron ore, etc. Beyond the railways, as on the upper Missouri, they are still valuable for all commerce ; but where the railway reaches, the steamboat is entirely subordinate. For internal commerce the sail or steam vessel ren- Water faciii- 11-p • t 'iM • -111 •! *'*^ valuable ders chief service by competition with railways in carrying bulky articles in coujunc- of small value per ton, which, if cast upon the railroad, would greatly railways, enhance prices of all transportation. Not, however, that water transporta- tion is valueless. It is worth more than ever in itself, and will go on to increase indefinitely with the growth of the entire country. Yet neverthe- less, we have a means of inter-communication still more valuable in the railway. And instead of the latter reducing in futility the former, it increased by actually increases it. Mr. Edmunds, in the census report, said in Mr^Ed- introducing the Influence of Railroads upon Agriculture, quoted p. 315 : — ™" *' Although but slightly connected with the interests of agriculture, we may here increasedde- state another fact, that since the introduction of railroads, the building and mand for employment of steamboats on our interior rivers have also increased largely, so that, steamboats, even where railroads have competed directly with them, the steamboat interest has continued to increase in value and importance. This has not been always, we 340 No Equal Converging Point of Rail and Water. admit, in direct proportion to the growth of the country, but enough to show that, even where competition was greatest, this interest has not been injuriously affected. Douiikdin More than double the number of steamers were built ou the waters of the interior. ^ao^toTeo. ^^-est in 1861 than were in 1850. Boatin-rbasi- But tlie railway has clianged, and will change still more on the rivers, .less cbauged ^j^g character of boating business. As ou the lakes, for passengers and Aided by ligbt freights, boats cannot compete successfully ; but the railway stiuiu- iiuiways. i^iQ^ ^w departments to such an extent that it generates more than it takes away. But there are sections which railways will not traverse for some years, where they will be greatly serviceable to the water business itself. Upper Mis- The upper Missouri is a case in point. From Sioux City about 1000 miles to the mouth, it is a difficult, dangerous stream. We saw, p. 119, the interest Montanans take in being relieved of that part of the trip, hitherto not avoidable. Numerous other similar expressions have been seen since that was stereotyped which have not been saved, nor are they wanted. A A St. Lniiis gt. Louis aro-ument, together with the spirit inspiring, is better. The argument. ° . . . r 07 Mo. Dtm. Missouri Democrat, April 21st, had this article : — at LoHis and ^^- -^o"'*' ^^^ Chicago. — We do not object to a brisk competition in business, nor Oliicag.. to an honorable rivali-y, either between individual merchants or competing cities The life of trade and the benefit of communities lie in healthy contests for business, as they develope resources and stimulate enterprise. But to be healthy they should be lair ^^^^ ^® Confined to legitimate efiorts, and be stimulated only by truthful representations. Otherwise somebody is deceived, and deception in matters of trade is at best a swindle. Of the latter character is the following paragraph from the New York List not 'so! Shipping and Commercial List : Compct'tion "^^^ competition between Cliicago and St. Louis for the Far West is exceedingly sharp, and it is difficult <'l'C;iii :iiid to tell which will ultimately come out ahead. At present Chicago seems to have the inside track, as St. L. for far t'i6 "mountain trade," worth last year §8,000,000, promises to be diverted to the l^ake City Irom St. West' trade' Louis. By the competition of seventy miles of railroad from Sioux City to St. Johns (which seventy miles, though running southeastwardly, were subsidized by government as a branch Pacific railroad), Chicago has direct cummuuication with Sioux City. The distance by rail from Chicago to Sioux City is Chi. has ad- 540 miles. The distance from St. Louis to Sioux City liy way of the Missouri river is about a thousand vantage. miles, and the navigation of which is difficult and hazardous. As 540 miles of railroad is to a treacherous river, so is Chicago.tO'St. Louis in the prospect of selling annually $8,000,000 worth of goods to Montana. Same wrong We have met a similar statement several times before, floating'about in exchanges, in other pa- but originated in Chicago for the purpose of giving a false impression both of its ptrs. Q^^j^ facilities for trade and its superior enterprise, as well as for a reflection upon St. Louis in regard to either. We have not felt it worth while to correct the state- Waited for a meats until we find them indorsed by so respectable a paper as that from which the respectable paragraph is quoted, and which ought, from its pretensions, to be both candid and truthful. In this instance it is neither. Whatever may be the wishes of Chicago St. L. in no as to the "mountain trade," St. Louis is in no danger of losing it. We can sell danger. goods cheaper than Chicago, as we have direct water communication with the East and with foreign markets. Western trailers understand this, and parties who have not had their eyes opened in season, have found that they have paid much liigher for goods bought in eastern markets than they could have pttrchased for in St. trade Louis, besides paying an unnecessary freight. Then, as to the actual facts, we increasing, have been, ever since the early spring, selling largely to the "mountain trade," and the Missouri has been traversed by a fleet of steamers all the season with goods for the far West. In fact there has been an unusual activity in this trade, amount- ing to an increase rather than a falling off, as compared with previous years. St. Bupedority" ■^■''"*'^ Stands in no danger of losing this business imtil the advantages of water communication cease to be more commodious than land transit, to say nothing of N. T. editor the difference in freight. A little inquiry would have satisfied the New York learn'^tru'th.^I'^P^^ '^^ these facts and prevented it from becoming a party to dishonorable attempts to build up one large city at the expense of another, which is certainly entitled, in such matters at least, to have the truth told concerning her. Pa&t, Present and Future of Chicago Investments. 341 It is utterly impossible, from natural causes, that Chicago can ever become a Nat'iraliy dangerous competitor to St. Louis. Temporary advantages, from factitous circum- pior^to'ciiT stances, have been giveu to (Jhicago, but they are only temporary. Cliicago must always get her goods by overland transit cf nearly a thousand miles, which inevit- iieraclvaa- ably enhances the costs. Hex lake and water communication is closed during adages, large portion of the year, and from November to May, she can get no freiglit except by rail. The "mountain trade" is all over by May, and all Chicago can sell to it is from last year's stocks, or from high cost land freights. The simple statements of that fact carries more weight than a world full of windy boasting. With St. Louis, on the contrary, the facts are infinitely diiferent. We have Direct water direct water communication with the whole world, cheap and reliable. Some commuuica- winters navigation of the river below us is never closed, and at the worst from only four to eight weeks, which is not an appreciable obstacle to direct foreign importation of our goods. Even this slight interruption will be soon remedied by the extension of the Iron Mountain road to New Madrid, or some point on the Iron Mt. river below the ice line. Hence, at no distant day, St. Louis is as sure to become q''J'''"'^.''- the great importing center forthe entire western trade, on botli sides of the Missis- portjug (.jty. sippi, as the world is sure to revolve on its axis, and in five years from this date Chicago must come to St. Louis to purchase the greatest portion of her goods, Chi. to get because she can buy cheaper here than in New York, and save some hundreds of S'J""^ there, miles of heavy freightage. These are the results that nature settles, and time will explode all fallacious pretensions opposed to the facts. Upon another topic, however, the same article does us justice in relation to a Yet justice subject upon which we have more than once recently written. We extract the doue. following remarks : Considerable quantities of corn from (he AVest are coming forward via New Orleans— the time occu- Barge trade, pied in the transit from St. Lonis being from twenty-tive to thirty days. Facilities for rapid handling and drying have been provided at St. Louis, and elevators and warehnuses are in process of erection at New Orleans. When all the arrangements ^hall have -been perfected, a new era in the transportation A new era. i business will be inaugurated, and the vexatious delays connected with the grain movement will be to a great extentobviated. As fhiiw cannot take onboard full cargoes of grain at New Orleans, owing to the obstructions at the mouth of the Mississijipi, it is not imprubable that a large number of small, light- draft vessels will be called into requisition in this branch of the coasting trade. This illustrates the importance of the new movement, and shows that eastern .pj^g gg^j communities are awake to the benefits to result from St. Louis becoming a great intere.sted in grain center. AVe are pleased to know that a lively impulse characterizes this new S'- ^■ branch of enterprise, and its fruits are daily becoming more and more apparent. In every view our city is advancing in prosperity and in a sure growth of commer- cial importance. We do nothing spasmodically, and perhaps are too cautious. Nothing But our advance is healthy, steady and strong, and as one great enterprise after spasmodic, another culminates, we have every possible assurance of a glorious future, in spite Glorious of all invidious jealousies that seek to agrandize rivals be circulating incorrect and future, false statements. The editor is excusable for substitutiug assertion for argument, for lie has Assertion . „ . , iiot argu no basis for the latter. Quite a revolution in the coming five years is to be ment. effected from the past five, it appears ; yet nevertheless, our merchants will probably keep on for a year or two in unconscious security of the ruin so inevitable. Making so large calculations ourselves upon the benefits of We, too, rely the rivers, it is encouraging to us that St. Louis, who thoroughly knows rivers, her advantage, is still willing to trust them so entirely, and we are happy to give St. Louis the benefit of that statement without comment. We also wish success cordially ' endorse the concluding paragraphs, hoping sincerely that their trade'^^ strongest hopes will be realized in the barge trade. As before said, if Chicago prospers, it must be on the prosperity of the farmers ; and we need all the competition possible with the New Orleans route to keep down rates by the lakes and railways. Mr. J. S. C Kuowlton. of Massachusetts, in 342 No Equal Converging ^Foint of Rail and Wafer. Mr. J. s. a his letter to the Ship-Canal Conveution, 1863, expressed Chicago sentiments KnowUon. perfectly : — We hear much said, and we talk much ourselves, of the great natural outlet of fiuofjZis-the masaificeat Valley of the West, the Mississippi river, and its 80 to 100 eippi— tributaries or bayous — all employed in promoting a most healthful commuuication between the interior points and the exterior lines of this great and growing empire, whose destiny, it is scarcely too much to hope or believe, is the develop- ment and rounding-out, in their full proportions, of the industry of freedom, and —for man's the intellectual and moral elevation and improvement of the race as individuals uiTnT^ and in communities; so that it shall be an empire of men, and not alone of material interests. Monopolies Monopolies are adverse to the spirit of our institutions. None of us want to be adverse to limited to one dull routine, either of business or of enjoyment. Freedom of choice, our genius. ^^^ cheapest production, and the readiest sale, are the rules of industrial success ; and equally true is the declaration that " tivo markets are better than one." We of Eastand the East have our manufacturing and commercial centres ; and you of the West West have j^^^^ ^^^^^ agricultural and mercantile centres. The relations of these centres to centres ^^^^ other are those of mutuality, and their action, one upon another, is that of —to be reciprocity. It is, and must be a great question in political economy, how to bring brought into tijgge centres, as representatives of great communities around them, into the harmonious gj^gjggt and quickest action, without any jarring collisions of interest or of passion. Chi a"centre. The city of Chicago, sitting in queenly majesty, by the side of an internal sea, out of whose placid waters the sun seems to shoot its morning beams, is one of the most important of these great agricultural and commercial centres. Situated, as it is, at the most southern point of the great system of northern lakes and rivers, it must be, for one-half of the year, the common highway for the trade and travel between the populous East and the great region that lies beyond Lake ^lichigan, and around Superior ; and will continue to be, when the Atlantic and Pacific shall be bound together with bands of iron, for commerce between Western Europe and the great Eastern Empires of China and Japan. Long rail- If the Mississippi river is so far the cheapest and best communication with the ways show Qcean as to be regarded as a monopoly, why is it that we see upon every modern Miss. '8 Q'-'t jjj.^p qJ- tjjg United States, long iines of railway, stretching towards various points of monopo ise . ^^^ Upper Valley of the Mississippi, from the ports of New Orleans, and Mobile, Charleston and Savannah? What is the purpose of these railways, and what are they reaching after ? There can be but one answer to the question. The South Southa com- wants to drain the great Mississippi Basin of its vast wealth of agricultural and petitor— mineral products, and it feels the necessity of possessing itself of them in a shorter and more expeditious manner than by the slow and circuitous route of the —with the Mississippi river, giant as it is among rivers, for the heavy burden it bears. The ^Eaat. East also has its railways grappling the Mississippi Valley ; but it feels that some- Water -want- thing more is wanted, as of great national, commercial, and military importance to the ed besides country " It has the advantage of thousands of miles in the route from the railways. Mississippi to the Ocean and to Europe. That is not enough ; it wants a cheap as well as an expeditious route. It wants a water track as well as an iron track, and for this simple reason, that while the cost of the iron track, originally and continuously, is, of necessity, an immense expenditure, the tvater track, when once wea^routy*"* constructed, neve'^ wears out. The ditference in the expense of operating the two routes is manifestly great. Railways for While railways between the East and the West will always be preferred for w^^t^'" f travel, and for light and quick freight, a water-communication intermediate heavy opera- het ween the Mississippi and the St. Lawrence direct, easy, and of sufficient tions. capacity for large operations, both in peace and in war, seems to have been left, by Divine Providence, for the employment of the inventive genius, the constructive skill, the imlustrial power of a great people, whose progress is to be obtained by a combined force of physical, intellectual, and moral activities. Kast wants I liave no means of juilging of the feasibility of the plans of im.provement which the shortest a,.g i,i contemplation, nor of their cost, nor of the extent to which such improve- rauuicat'ion. Dient would be generally, or even locally useful. I only know the general fact, that we want, if we can have it, an ample water-communication, over the shortest route possible, between the Mississippi and the sea-ports of the East. m^onVur ^'^ slight survey of the great physical features of the United States is an object. assurance that " the development, prosperity, and unity of our ivhole country " should Past, Present and Future of Chicago Investments. 343 be the ambition alike of East and West, North ami South ; since every consider- ation of national progres-3, strength, and unity urges the whole people as with an irresistible logic to find their highest prosperity and happiness in a common brotherhood of sentiments, of rights, of duties, and of obligations. But tlie want of the East even more than of the West, is to open the Lake Simcoe roate from the Georgian Bay through Lake Simcoe into Lake Ontario. lyVii!^'*""^ Then New York can compete successfully by the shorter canal route from Oswego with the St. Lawrence, and New England will have its best accom- modation from Ogdensburg or Montreal by rail, and by the Champlaiu canal by water. Hon. John A. Poor, of Maine, who has well studied this nm. j. a. question as I happen to know, said in his letter to the Ship-Canal Convention : — Your call seems to limit the object of the Convention to the single purpose of an siup-Canal enlargement of the existing canals between the valley of the Mississippi and the convention- Atlantic ocean — works of obvious value, if not all of them of immediate neces- ~"?'''''"^'' *" sity — yet, it may fairly open the entire question of the internal commerce of the present country, and the means of transit between the grain producing regions of the canals. interior of the continent — the great Northwest — and their place of market. Questions of this character are of interest to all, and must, for years, if not for These generations to come, become the most engrossing topics of public concern ; from important the physical configuration of the North American continent, the limited capacity iw^stions. of its natural channels of trade, and the political difficulties in the way of all efi"orts at the opening of adequate avenues, by artificial means, to meet the wants of a rapidly increasing business. Great as is now the internal trade of the country, it is a little only of what it Internal will, in a few years, attain to. The production of food is not, at this time, 'equal to *'''"'''| ^^^ one-tenth of the capacity of the Northwestern States, without resort to the artifi- cial stimulants that are common in the British Isles. Besides this one-half of all Grain con- the grain raised in the United States is produced at points so remote from market, sumcci in that its value would be consumed in the mere cost of transportation by the ordi- tr-'^sport. nary channels. With the aid of all existing canals and railroads, a bushel of wheat in the Northwest is only worth one-half its value in Liverpool, so enormous is the cost of present transportation. The question is, how shall this difficulty be Remedy of overcome ? And it is this question alone, that will engage the time and thoughts *.'^'''. *^® "'^" of the members of this Convention. It has seemed to me that (he great difficulty lies in the way of outlets from Chi- Outlets from cago, ^Milwaukee, and other Lake ports, rather than in the lack of means to bring ^'^'' ^'^nts'^- produce to the lake-shores. Cheaply-built and economically worked lines of sailers, with other means of transit, bring into these great granaries — the lake- ports — more produce than the outlets can economically take away. What is wanted, are cheap and expeditious means of transit, from the Upper Ample navi- Lakes to the open sea. To secure this most eflectually, we must make the St. gat'on from Lawrence-waters an open Mediterranean Sea ; so that, from the head of Lake ocean. Superior and from Chicago, ships of useful size for navigating the ocean can pass, free of duty, and with dispatch, to the Atlantic ports and Europe, and backward to the same places, fully laden. By this means, you could diminish by one-half the Save half cost of transit for the benefit of the farmers of the Northwestern States, and ^°pi„"jt_ indirectly, for the advantage of the entire population of the country. This is a matter of easy accomplishment, if undertaken in the right spirit and English- temper. The English-speakinj i^eopU of this continent are, for all commercial pur- speaking poses, one people^ holding a territory twice the size of the continent of Europe, ^'"^^ capable of sustaining as dense a population as that which now occupies that favored portion of the globe. This territory is held in nearly equal shares by the people of the United States and of the British North American Provinces, lying mainly on opposite sides of this great Mediterranean Sea, formed by the waters of the Lakes and the St. Lawrence. The laws of commerce disregard political boundaries, and the people of the Commerce Northwest should have their choice of routes to the open sea. Ships should load natio?ai'^^ at Chicago for any port into which an Atlantic sailor can enter, and by so many boundaries. 344 JS'o Equal Converging Point of Rail and Water. Advance in routes as can be created, from the St. Lawrence, by the way of LakeChamplain, one crop j^jq (jje Hudson, by the Ottawa, and by Lake Ontario. The advance in the price who'le cost of a single crop of ivheat would pay for making all these routes, from Chicago to the of improve- Atlantic navigable for ocean-going sailing-ships and steamers. Montreal harbor mentfrom gQuj^ be made for the trade of New York, what Albany is now; and that, too, ucean? "^° while ihe St. Lawrence basin, below the Victoria bridge, should be crowded, like the Thames in our day, from London to the sea, when this continent is as fully peopled as Europe. Lakenaviga- From Chicago to the Atlantic, for nearly the whole distance, navigation is as tiuu cheap°as cheap as on the ocean. Short canals and lockage would not detain ships more than ocean. ^j^g average adverse winds of the Atlantic, so that the transit of goods, to and from Chicago and Liverpool, would be nearly as cheap as to and from New York. At Not 1-10 of one-tenth of the cost of transportation by railway, such a line of navigation would railway. supply an outlet to the trade of the Northwest. To transport a ton of goods, by ordinary highways, costs on an average twenty dollars p.er one hundred miles. The railroads will perform this service for two dollars, the sailing-vessel for one- tenth of this, or twenty cents per ton. Open a ship-canal by the way of the St. Lawrence to Chicago, and the cost of freight will scarcely, if at all, exceed the cost of transit on the ocean, or the Lakes. * * * * * If not yet If, however, the time has not arrived when we can treat the English-speaking continental people of the Continent as properly subject to our commercial law — a result not commerce— ^^^^ ^^^. (j^gt^nt from our day — when an ocean-tariff shall extend witii uniform permission, for the collection of duties from Quebec to the Pdo Grande, and upon the Pacific ooast, with unrestricted power of internal trade ; or, in other words, if —let us do ^^^ British North American Provinces are not ready to adopt with us an American our best. ZoU- Verin, we must make use of our own independent advantages. We can, more Miagaraca- cheaply than the Canadians have built theirs, construct a ship-canal around Niag- nal, Amer. ara Falls, and from ()swego to the Hudson, that shall, for years to come, take away from the Lakes the surplus produce of the interior. We should further, with the improveSt. same broad view, deepen the channel of the St. Clair, and extend this water-line, CUiir river, with a capacity equal to the passage of an ocean steamer, from Chicago to the navigable waters of the Mississippi, so that produce can pass by either route to the sea. Wedealwith The people of the great Republic of the North American continent have been great sub- unexpectedly called upon to deal with great enterprises, vast and undefiuable in •'^'^ ^' their extent ; and while expending, without discontent or embarrassment, large war^and ^ sums- in suppressing insurrection, and guarding against foreign invasion, they build Pacifichave found time to contemplate, as necessary practical measures, a railway from railway. ^jig Missouri to the Pacific, and a line of ocean-steamers from San Francisco to the shore of the densely populated continent of Asia. A further knowledge of the Do other capacities of our country and of the capabilities of its people will ensure for them all full and complete success. Chief grain A route SO important to the eastern States and to Europe as that which ion market opeus to them free access for large vessels to the chief grain and provisioQ reached. market of the world, surely cannot long continue unimproved so as to afford requisite transportation. As Mr. Poor remarks, with ample knowledge and from'iakes ^^^^^ judgment, the necessities of both producers and consumers are best needed. served by increasing facilities fro7n lake ports to the East, rather than to them, Lake Simcoe froui the West. Suppose $20,0000,000, or even ^30,000,000 were requisite to open the Lake Simcoe route, though less than $10,000,000 will suffice; what would that be to the sea-board interest compared with the saving of over 400 miles around through Lake Erie, and avoiding Niagara ? Either the British or American interest could well afford the cost for themselves N. Y.and individually. But to say nothing of Canada, neither New York nor it, ^^^ Boston can use capital in any way equally as profitable to promote their separate interests, as would the opening of the route between Huron and Past, Present and Future of Chicago Investments. 345 Ontario promote their joint interests. To New York it not only saves the detour around through Lake Erie, but nearly one-half of the canal transportation. To make this improvement between Huron and Ontario, whoie >:ea^ the whole sea-board is equally interested ; and that done, the competition ested. between Quebec, Boston and New York would create all needed facilities. Nor need New York fear because she would lose half the tolls of the Erie n- y. need not fear loss. canal. Increased traffic would more than equal the loss, to say nothing of the immense stimulus to trade in all departments. The advantas-es of the lake route will then be so increased, that it would Advantages ° _ _ _ of lakes im- now be difficult to estimate its value too highly. Yet, be it observed, wepi-oved. are not obliged to anticipate that to make good this caption ; for as already 1 -, 1 -1 1 -. • • • . 1 Yet supe- remarked, no other city has equal advantages in water communication with lior as they are. what Chicago now has. Because of superior facilities already possessed, has the lake route drawn from the rivers. But no proper view of the stm, im- future of Chicago can be taken, which ignores the certain passage from here to be re- to the ocean of vessels of 1,500 tons, and at least a quarter as large from" Oswego to New York. It is not in the least hypothetical. Nor are our western own canals to be overlooked. The Chicago Times, April 29th, remarked : — ^cht- Times The American '■^ Head Centre.^' — The supposition of some people, since railways Am. Head have become the great popular medium of travel and transportation, that canals centre. are "played out," is a very great error. Notwithstanding the multiplication of railways in New York, parallel to the Canals still canals of that State, the business and receipts of tlie latter have steadily increased, valuable. until any considerable further increase would require an enlargement of their carrying capacity. Notwithstanding the bisection by numerous railways of the Traffic of 111. whole region that formerly had no convenient outlet to Chicago but the Illinois and * ili<;li- ca- Michigan canal, the business of that canal has steadily augmented, every new "'^ ifcreas railway in its vicinity seeming to increase, rather than to diminish, the carrying trade which the canal has been called in requisition to do. A similar state of facts will probably be found wherever similar conditions of Raihvays comparison exist. Railways, by atfording the means of swift travel and quick ^^® nerves- exchanges of ideas — whether in mental or material forms, — supply to the body politic its nervous system, while water-courses may be aptly styled the muscular —canals the system of the same body. It is only where the nervous and the muscular systems S^"*,'^'^^ °^ exist together in full development that the highest state of human organism is poutic. found. The great importance of canals, in connection with railways, is made more Railways apparent at the present time by monopolizing tendencies which have made their monopolize, appearance so generally in railway management. Between railways and canals there can be no such rivalry as will beget consolidation or combination upon rate- Consolida- tarifFs. As the safety-valve prevents steam from overcoming the resisting power canals im- of iron, so a canal, parallel to an important line of railway, will prevent the latter piacticable. from overcoming, in its greed of high charges, tlae resisting power of the people. The West is "the land of railways." The West also might be — and, some day west the or other, must become — the land of canals. The great ship canal from Chicago to laud of both, the Mississippi river, already partially provided for, is certain to be a reality at a Its canals, future day. So also is the more direct canal from Chicago to the IMississippi at Rock Island. Likewise, the projected canal from Rock river to Green Bay, which may be designated as the "stern-wheel canal." The report of General Wilson on the survey of Rock river ( constituting Canal from executive document No. 15, of the present Congress,) shows the practicability of lake to Rock that project, at a cost of $5,252,013 for an ordinary canal ; or a cost of $14,783,370 "^'''* for a canal suited to the navigation of small " stern- wheel" steamboats. For the navigation of any larger craft, the report sets forth the fact that the summit reservoir (Lake Horicon) cannot be made to supply enough water. As the natural 346 No Equal Converging Point of Rail and Water. Only 4ft. supply of water is apt to dimiDish, rather than increase, as the country grows possible. older the argument is in favor of a canal rather below the capacity which any present theoretical calculation may show to be practicable. For a canal with the usual four-feet channel, the supply of water would be unquestionably abundant for all times. Chi canal From all the surveys for ship cauals to connect the navigation of the northern only one for lakes with the navigation of the Mississippi and its tributaries, the very significant large boats. fact act appears that the Chicago ship canal is the only one which can be made a ship „anal in reality, as well as in name. The "summit reservoir" from which the ^"'^'^h^'d^'^ Chicago canal will be supplied is Lake Michigan, — an "inland sea," on which the ^""^^ ' navies of the world might ride, and find "ample scope and verge enough." No lack of water here. The "summit level" which must be cut down to receive this Only 12 feet supply is less than twenty miles long, and requires to be sunk less than a dozen '^"'" feet to give a permanent depth of water on which the largest New Orleans steam- boat may enter the port of Chicago. Chi the can- Chicago, the present commercial centre of the Continent, is surely destined to be tre of interior the central point on a system of interior navigation that shall stretch from the Gulf navigation— ^f gj^ Lawrence to the Gulf of Mexico, and from the base of the Rocky Mountains to the Bay of New York. The great railway centre of the Continent is destined to be the grand centre of water navigation also, at once the heart and the brain — —despite St. the head (and) centre, — where continental arteries and nerves conjoin. Nothing Louis' growl- is more certain to be realized, notwithstanding that some of the present inhabitants "=■ of St. Louis may not live to growl over the reality. St. L'sseif "Grrowlins" scarcely expresses the spite which some St. Louis papers adulationbe- =' ,., i • n ^ ■ ^ ■ cause we exhibit. She seems to thmk we ought to rest satisned with present attam- seek further ii-ii i • • o ^ ••! iii improve- ments, and that- it betokens admission oi her superiority that we should ments. deem it necessary to seek for any additional channels of communication. Were the measure of our ambition merely to supplant the Queen of the Rivers, we could be satisfied with what we have, or much less ; but as the emporium of the Great Interior, we would lay plans and make efforts cor- respondingly.* Chicago characteristics are so totally different from those We pursue * We pursue the even tenor of our way, endeavoring to show what ought to be done, and rendering our own course. such aid as may bo in our power. Evidently in resnonso to that manly article, the Missouri Democrat Mo.Deni. of May 1st, contained the following characteristic travesty : — Chi. wants a Wanted, a Ditch /—Something must be the matter. That great city, that Babylon of houses that fall ditc'ii down, lorutt'd on a flat along the lake shore, which was to become the one and only great commercial city of this World, if not of another as well, and the iron arms of which were stretched out in all direc- tions, reaching after trade to support its fast horses, faster men, falling houses and fallen women, has at this is unhap- present moment a very evident touch of " the blues." Chicago is unhappy. Neither fast horses nor .any py other fast creature has power to charm away the melancholy which over-shadows with its dark wings because St. the depressed spirit of the Chicago merchant. Because, laugh as much as he may, St. Louis is sending Louis sends grain to New York and Liverpool. W^hen Milw.aukee stole the larger half of the trade, Chicago people grain to N.Y. said, '-ah, well, the little town is only a suburb of this city ; it has to come here for good.s." Hut now Milwaukee itself is ir h. panic, and passes resolutinns by the bushel, while Chicago, with not less real Smiles, too. apprehension but with more pluck, puts on a smile, sneers at big and muddy ditclies, and talks in private very anxivmsly of ship-canals. What can "Ship-caiiais!" Wiiat on earth can Chicago want of canals ? Has she not that miraculous provision Chi. M'ant of of nature in her behalf, the chain of lakes and rivers which make her a " port of entry ?" Of course canals? she has. And has she not told us a thousand times how utterly useless the Mississippi was and would She decries be — how it freezes up in winter, dries up in summer, and runs the wrong way all the year round; how the rivers — impossible it is for trade ever to run north and south; how "eternal laws" send all the grain for all future time straight to those big elevators which sometimes make mistakes in weighing or delivering; — yetwants how absurd it was for a small town on the banks of that muddy ditch to think of becoming a commer- a ship-canal cial town, because Chicago could and would build railroads all around it, and the like? Nevertheless, to reach here is Chicago talking about the expenditure of ever so many millions for a ship-canal to give that city them. an outlet into the Mississippi river! Why? Now can any une U-W why these busy men of the modern Babylon are so anxious to get water connec- tion with the Mississippi? Is it because somebody h iving proved that grain can be sent from St. Louis Current in to Liverpool by river cheaper than from Chicago to New York, the b isy men aforesaid begin to appre- St. L's favor, hend that one day they may be. left out altogether, switched oft" on a side track at a way station. If the commerce of the Mississippi valley will go by the Mississippi river — in spite of all the " eternal laws of nature" quoted by philosophers and poets ot the lake school — possibly it maybe well to get access to the said stream, even if it is muddy ! Past, Present and Future of Chicago Investments. 347 of St. Louis, she cannot judge us fairly. As shown in the article, April ^Jjf,,°g^""°| Still relies ou tiire. 21st, p. 340, she is still entirely confident that nature having designed that S'' she should have the mountain trade, it must come to her. On the other -yy^gj^gipom. hand, while we are sure Hercules is moving our wheel of commerce, yet we °"'^'' ^'^^' realize the necessity of Ufting ourselves to have the full strength of Her- cules. One would suppose she would profit by her experience in the loss of As we drew ■^'^ ^ ^ "^ '■ Miss, trade— the upper Mississippi trade, which was not in consequence of the war, as she now misrepresents, but as she herself showed in 1861 (pp. 111-113), the railways and canal had wrought their legitimate effect, drawing away her very life's blood. The same appliances to the Missouri will produce the— so the Mo. same result ; and the more effectually because of the dangerous navigation Navigation of the lower Missouri. The St. Josepli (Mo.) Register^ of May 22d, gxYing si. Jo. Regis- a list of the boats en route for the mountains adds : — As far as reported, but two of tliese mountain boats have as yet met with a 2 boats lost, disaster. The Carrie was snagged near Sioux City, and the Arabian sunk and lost near Atchison. St. Louisians imagine that because they are sending not only as many, st. l. has but more boats to the mountains, they are having the bulk of the tain trade, trade. Doubtless the trade this year is more than doubled. Where has the increase gone to? Our merchants are well satisfied with their ^^'; '^j'"^'''^'^ " Willi hers. beginnings. The hold St. Louis has had is not at once to be shaken off; but that trade is to be done mainly by railroads, and by so much as Chicago To be don bv r^il, excels iti these facilities, will she excel in the mining traffic. St. Louis will doubtless have a good deal, if she prove more energetic in her railway building ; but Chicago must have a good deal moi'e. We do not, however, expect railways to do all for us. Though the days Rivers also of boating expensive goods up stream below Omaha and Sioux City are about ended, still the great rivers of the Interior are to be used more and pownfreight ' o by barges. more for down freighting by barges. To enable these to reach the lakes •1 n ^ • p ^ -r^^• • -x -\if ^ • /-ii Canals Wiint- witliout transier, we seek improvement or tlie Illinois and Michigan Canal ed for these and River, and also the cutting of the canal from La Salle to Rock Island, lakes. These works will surely be constructed on a scale commensurate with the joining of the grandest lake navigation, with the largest river navigation of the world. The different characteristics of the two cities seem to be well apprehended piference •*■ ^ between St. by parties who at all events ought to know St. Louis. The Atchison ^^■'^}"^'^^^^- ■^ ^ o Atchison (Kansas) Free Press, says of — Free Press. Chicago and St. Louis. — There are two great business centres in the West — Chi. and St. Chicago and St. Louis. Each of them is extending its arms to draw to its bosom ^- *^° gr^a* the trade which otherwise will fall to its rival. There was a time when St. Louis Beware, Chica-geese ! That river dries up in summer. It freezes up in winter, especially above this Chica-geese point. Your caml will be of ni sort of use to you, for it will only send all your dealers to St. Louis to bewarel buy iron and goods of foreign manufacture, imported directly by river. It is a frightfully dangerous experiment. "But," mutters Chicago, "something mast be done. Business is dull : not enough produce Especially moving to employ the loanable money of the banks." Ah ! Those houses of yours ai'e built of of your remarkably slender splinters, philosophers of the lake school. houses. 348 iVo Eq^iial Converging Point of Rail and Water. St. L. had all. Cin. a ham- let. Fur traJe. Morchants staid, sub- it tantial. No \ antees. So it is to- da3'. Chi. not be- gun- Active merchants buy grain by wagon load. Then rail- roads begin. Chi. cuts off St. L. to the east, the north, now west. Nebraska trade se- cured. Provision trade. Exchange operations. Activity of Chicago merciiants. Facilities of transport. Streams bridged. St. L. works, but slow. Wants Chi. enterprise. ■was the centre of all the trade of the West; — that was when nearly everything depended upon the trade in furs, and the French were the only white inhabitants of the Mississippi Valley, and the region of the upper lakes. When Cincinnati was but a hamlet, gathered around Fort AVashington, and but a few pioneers from Pennsylvania and Virginia had begun to penetrate the forests of southern Ohio and Indiana, the French had already an occupancy of all the tributaries of the Mississippi, and St. Louis was the focus of all their traffic. Merchandise found its way up that stream from New Orleans, and was at St. Louis exchanged for furs and peltries, which the voyaijeurs brought in from every valley of the West. Long after the West was transferred from the French to the Government of the United States, and emigration had poured its myriads from the eastern States into the Mississippi Valley, St. Louis continued to retain the character it had early formed. Its merchants were- staid, substantial men. The current of their business flowed on as smoothly as the placid waters upon which all their commerce floated. The nervous, far-sighted, often reckless Yankee, was not there, or if he came he could not unloose the purse-strings of those whose wealth was necessary to extend speedily from that point, the arms of railroad system over the West. And so it is, in a great measure, to this day. Chicago had not begun to spring up till long after St. Louis had become opulent in her quiet wealth and ease. But at length shrewd and active merchants set their stakes at Chicago. At first they bought grain by the wagon-load, and sent it all by schooners down the lakes. Then they commenced the construction of railroads. In all directions they caused them to push their way out over the prairies to bring in the productions of the ten thousand farms, opened upon the exhaustless soil of all the States over which the ordinance of 1787 had spread its aigis of freedom. St. Louis merchants clung to the fogyism and the faith of their correspondents away down the Mississippi. Chicago merchants comprehended the most progress- ive ideas of modern commerce ; and they sent out their iron rails, and erected their towering castles for the reception of all the grain of the Northwest. Chicago railroads cut St. Louis off on the east, away down to Cairo, long ago ; cut across the State of Missouri to the Missouri river, long ago, and penetrated to the heart of Iowa, and cut across Wisconsin to Minnesota. Now they reach across Kansas by two lines — one by the way of Cameron, Kansas City, and the Eastern division, Pacific; the other by the Central branch Pacific, from Atchison. They cross Nebraska by the Pacific Trunk to the Rocky Mountains. They reach the Territory of Dacotah at Sioux City. And everywhere these iron arms are being rapidly lengthened out. Chicago merchants bought Nebraska grain two years ago, and paid more for it than would St. Louis merchants, though the latter could bring it to their own mills without change of bulk. And it is not only grain but the beef and the pork of the Northwest that the Chicago merchants monopolize by their superior enterprise. AVe published the other day the statistics of Chicago beef and pork-packing. ,St. Louis can make no such showing. While Chicago has gathered up the produce of the West and marketed it in every eastern city and in Europe, she has kept her exchange accounts even. The grain merchant does not from his sales bring currency to buy more grain with. He gets a bill of exchange. This is transferred to the Chicago dry goods and grocery merchant. To every point from whence comes grain to the Chicago market, Chicago dry goods and grocery merchants sent bills of goods. Every northwestern town is visited by the Chicago merchant, and orders solicited. Every newspaper in the Northwest teems with inducements oflered by Chicago merchants to retail dealers. These inducements are real and they are accepted. The Chicago merchant has his arrangements for shipping complete. His transfers, if any, are made with the utmost facility. Every stream is bridged or being bridged. Not many months hence Chicago will reach the furthermost confines of every northwestern State without breaking bulk. Modern St. Louis men are working out a railroad system, — but at a slow pace. St. Louis merchants, at the spring rise in the river, manifest much spasmodic life ; and then they sell considerable bills of goods. But the unceasing enterprise, the unfailing energy of the Chicago merchant is wanting among the merchants of St. Louis. Past, Present and Fvture of Chicago Investments. 349 This gives over-credit on one important point. Chicago merchants have ^^n']';'"^^''* not at all built our railroads. Many of them could be named who are *J'»">; , •' niercliants among our wealthiest men, who from the first opposed them as an injury to ';|'}?°^|^'|, the City. They could appreciate the benefits of 1,000 to 1,500 "prairie schooners " making advent daily to the City, and with nervous energy, inspired by the loss of dollars — the only lode-stone to move their sensibili- ties — they would declare that " grass will grow iu the streets when the railroads stop the teams." But most of our merchants and active business Most not of men have not been of that miserable set, or Chicago would not be here. Still, they have not built the railroads. They have had no money for Nomoneyfor them ; and nothing but the strongest public spirit led to the initiation of the eiforts which in only about 20 years from the very beginning, have made Chicas^o the greatest railroad centre of the world. In the ^^ Y\x%iM npp.oai. annual report of the Gralena & Chicago Union Railroad Company," dated 5th April, 1848, Mr. W. B. Ogden, the President, said : — Mr. Ogden. The MicLigan Central Railroad Company, decided to terminate their road at New Mich.Cen.at Buffalo in .July last, and steps were taken preparing the way for an extension of N«^^ Buffalo, their road to Chicago about the same time. Upon this, your Directors proceeded (5^^,^,,^^ j^ at once, to announce their intention of opening books of subscription to stock, for connect, the extension of this continuous line of railroad from Chicago westward to Galena. Books were accordingly opened at Chicago and Galena, and at the towns ?250.000 intermediate, on the 10th day of August last, and about $250,000 of stock were ^tock taken, then subscribed. The first expectation of the Board was to obtain a general subscription from the Suiisrnp- citizens of Northern Illinois and Southern Wisconsin, residing along the line of the *''^"s in the contemplated road, and in its vicinity, as indicative of their faith in the profitable gj^"^. ^o^g. character of the road when constructed, and of the general interest of the people dence— in its construction; and, with the aid of this subscription, to open negotiations ~*°°l''''''" with, and solicit other subscriptions or loans from eastern capitalists, sufficient in Itlfi.*^'^" '^*^" amount to justify the commencement of the work. The amount subscribed, however, on the opening of the books, was so liberal, Subscrip- and the feeling manifested along the line, so ardent, and so universal, that it was tions suffice quite apparent the country and the people immediately interested in the construe- b'eci"toEVgin" tion of the road, were able to, and would increase their subscriptions to an amount sufBcient, in connection with the credits on irou and engines then offered us, to build the road from Chicago to Elgin at once, and own it themselves. Experienced parties at the East, largely interested in Eailroad stock, and decid- Eastern cap- edly friendly to the success of the Galena and Chicago road, were consulted, and itaiists con- made acquainted with the particulars of our position at this juncture, and with the suited, proposed plan for obtaining the additional means at the East, necessary to secure the completion of the road to Fox river. They were clearly and decidedly of the opinion, that the wisest and surest way Advise the to accomplish the speedy extension and completion of the entire route to Galena, v^-^v^^ to was, for the inhabitants along the line of the road, to raise the means themselves, ni'iics them- for its commencement and completion to the Fox river and Elgin, 41 miles, when selves. there was every thing to assure us that the comparatively small cost of construc- tion and extreme productiveness of the country tributary to the road, would secure vrould such large returns as would enable us to command capital from any quarter or spcureexten- loans or increased subscriptions to stock for the extension of the road to Rock ^'""• River, and to Galena, without delay. This course was adopted, the object explained and approved by subscribers, and «g6n,noo sui)- further subscriptions solicited and obtained on this basis of operation, to an extent scribed, exceeding altogether, the sum of $350,000 (about $10,000 of stock subscriptions have since been added,) and the work was commenced in earnest. A Corps of Engineers was then (September last) immediately employed to survey Route snr- and locate the line from Chicago to the Fox River, and prepare it for letting. The ^''-''^''' 350 -tVo Equal Converging Point of Rail and Water. time occupied in doing so, has somewhat exceeded what was at first supposed to be necessary, and the road, except the first seven miles, was not prepared for letting 31 miles con- until the first of March last, when the grading and bridging of the first 31 miles traded. (inclusive of the seven miles let last fall',) was put under contract, and on very favorable terms, as will appear by reference to the report of the Chief Engineer herewith submitted. Timber ami By reference to that report, it will also be seen, that all the timber and ties neces- tiesforil sary for the entire superstructure to Elgin, 41 miles, have been contracted for on miles. favorable terms. A thorough I"- ^^^ always been the desire and intention of the Directors, to commence the road with T road in a thorough and substantial manner, and if possible, with our means, to rail— finish it with an edge rail, which all experience seems to have approved, as being greatly preferable, and in the end more economical, —if ossible ^ superstructure — cross ties — suited to such a rail has accordingly been adopted, ^°^^ and an edge rail will be procured if the means of the Company shall prove sufficient to obtain it. * * * Flat rail at I^ is also proper to remark, that many considerations suggestive of the propri- first. ety of adopting a flat or plate rail, in the first instance, as far as Fox River, have presented themselves. Economy in- In a country where money is worth as much as it is here, and where the means dispensable, ^f g^ company are as limited as ours are, and the necessity for the immediate con- struction of a railroad is so great, in consequence of the very bad character of our common roads, and of the great amount of produce to be transported over them ; there are reasons favoring a commencement with a plate rail, which would not be entitled to consideration under better circumstances. Trail can be Should the future Board find themselves at any time hereafter, relieved from the substituted necessity of adopting a flat rail, in consequence of the fall of iron, or of increased °^ '"^' funds or credit suited to their circumstances, they will, no doubt, avail themselves of a rail of greater weight and more improved form. Extension Upon the extension of the road beyond Elgin, a greater necessity will exist for a will make it heavier rail, from the increased business that will result from such extension ; and necessary, ^j^g ^,^^ j.^jj ^^^ ^^^ timber upon which it is placed between Chicago and Elgin, if used there, can then be taken up and relaid on a branch road to Beloit or to other points to which there will be occasion for branches. Our railways With these moderate plans the first Chicago railroad was begun. Yet moderately- the report of the preliminary survey the previous year by Col. II. P. Mor- gan exhibits ample conception of the magnitude of the undertaking and —yet the fu- ultimate benefits to the public and to shareholders. After speaking of anticipated, eastern works and the pressure of trarel and freight, the route was described, an estimate made of cost and receipts, and a comparison insti- tuted between this and the Western Railroad of Massachusetts, concluding with the connexion at New Buffalo with the Michigan Central. Extracts Mr.Ogdm. would be interesting. Upon this connexion with the Michigan Central Mr. Ogden said in his report of 1848 : — Connexion It cannot have escaped the observation of all acquainted with the region of with Mich, country to be affected by the construction of this important work, that if cou- ^^^- structed now and extended east from Chicago, around the head of Lake Michigan till it meets the Michigan Central Railroad, as it soon will be, it secures to the The N. W. country through which it passes, the great Northwestern Railroad thoroughfare, for fHrTccftein. «" '^'"^^ ^° <^<"««- No possible No other continuous route of railroad will ever be made to that great and rapidly cjmpetiUon. improving country lying west and northwest of Lake Michigan, to the north of the southern end of that lake, if this road is established there first. No line to the south of it, near enough to compete with it, will be at all likely to be built while the business of the country can be prosecuted upon the road in which we are now engaged. Indeed no other line to the south of it can compete with it, for the trade and travel of more than half a million of people now at the north and west 41 miles to of it, and tributary to it; and the only struggle we have to secure all the great Elgin makes considerations and ends we have in view, lies in the completion of the road to all eure. ' ^ Past, Present and Future of Chicago Investments. 351 Elgin. Once finished to that point, it will promptly demonstrate its profitable character and usefulness and command the confidence of all, and the means necessary to ensure its immediate extension to its termination at Galena. That italicized declaratioa of Mr. Ogden's he has emphatically repudiated. Mr. Ogden The location of another truer Northwestern, both in name and location, of his deciara- which he has been chief patron, has not only been built, but has actually Built a true absorbed and wiped out of existence even the pioneer Galena. How much is due to public considerations, how much to personal retaliation for opposing his enlarged plans, and removing him from the Presidency, he knows, and I do not. But the change as yet seems to have been beneficial ciwnse a to the public, and especially to Chicago. Notwithstanding stockholders ''"^ '^^°° ' grumble for want of dividends, if necessary to have withheld them to make Dividends connection with the Pacific road from Omaha, what reasonable man can doubt the wisdom? In this land of great enterprises, developing withoidmea- railroad speed, plans and means adapted to former measures of progress, are not answer, wholly misplaced, injurious to the public, unwise to stockholders. To forego dividends of 10 or 20 per cent, such as the old Galena paid, may be quite unpleasant, yet it may be very wise. The Chicago Tribune, February c%j. rntMne. 18th, had a full account of railroads from which we quote largely. It thus spoke of the Galena — Our First Railroad. — The organization of the first line of our present magnifi- OM Galena cent railway system dates back thirty-oue years, to 1836, when the Galena & railroad. Chicago Union Railroad — the pioneer road of Illinois — was incorporated by the Legislature. At that time there were only about 1,000 miles of railroad in the InlS36 United States. The time proved a disastrous one for public undertakings, as the ^''^'.1? ^mXes financial crash came in the year following, making it impossible to go on with the work. It lay dormant for ten years, when, in 18i7, the first rail of strap iron was laid on the present line to Freeport. In 1850 it had reached Elgin, forty-two miles from 1S50 at EI- Chicago, and from there it was soon built to Freeport, where it connects with the S'Q> -t-miles. Illinois Central Road for Dunlieth and Dubuque. About this time the Company purchased the Mississippi & Rock River Junction Railroad and completed it as the Dixon Air Dixon Air Line Road, to the Mississippi at Fulton, in 1855. ''''^<-'' 1855. . In 1864 this parent road was purchased by its young and ambitious son, the l^s-'-''^- Chicago & Northwestern, and absorbed in it, losing its old and honored name. n.'^W. ^ Although the road was projected from a little trading town back upon the almost its develop- unsettled prairie, its coming caused villages and farm houses to rise along the way i°g ^'le with marvelous rapidity, furnishing to it, almost from the very first year, a liberal '^'^"° ^^' and profitable business. In 1850 the dividends of the road were 10 per cent. ; in Larje divi- 1851, 15 per cent. ; in 1852, 15 percent. ; in 1853, 20 per cent. ; 1854, 21 per cent. ; deuds. in 1855, 17 per cent. ; in 1856, 22 per cent. ; and previous to its sale to the North- western Company, its stock was in demand at as high as 24 per cent, above par. Thus this parent road of Chicago, built as an experiment, and with much Its great misgiving and doubt, proved to be very profitable, returning handsome dividends success. to the men who had the courage to inaugurate the bold system of railways which has made Chicago what she is, and whose receipts from this city alone reached, in 1867, the immense sum of $11,680,938. The Chicago ^ Nortkivestern Railroad. — In 1848 a charter was procured by the Chi. & N. W. officers of the Galena & Chicago Union Railroad Company for a branch of their road into Wisconsin, to be called the Beloit & Madison Railroad. Various changes Changes and and combinations took place, the Illinois & Wisconsin Railroad Company being tio'^s.'"*' incorporated 1851 and merged in 1855 with the Rock River Valley Railroad (formerly the Beloit & Madison,) into the Chicago, St. Paul & Fond du Lac. In 1857 this road was consolidated with the Wisconsin & Superior Railroad, which had received valuable land grants for a line to the great iron and copper regions of 352 No Equal Converging Faint of Rail and, Water. Ke-orpan- ized 1Sd9. 1S61 bought the Galeua. Dixon Ail- Line, or Ful- ton branch. Bridge orer Mississippi. Connects with Pacific at Omaha. Chi. & Mil. absorbed. Peninsula road. Steamers connect from Green Bay. Extension from Madi- son to St. Paul. Officers. Takes all points !rom N. to W. A danger- ous power. Charter granted without ex- perience. Rival lines should not be consoli- dated. Subject can' not be dis- cussed. Lake Superior. In the revulsion of 1857 the Chicago, St. Paul & Fond du Lac Railroad was mostly ruined. It survived the storm, though badly shattered, and iu 1859 was organized as the Chicago & Northwestern llailroad. In 18G4 the Chicago & Northwestern achieved a great step in obtaining control of the Galena & Chicago Union Railroad, then one of the best paying roads in the country. The Fulton branch, which was included in this consolidation, is, with its extension across Iowa, perhaps the most important branch of the great line, on account of the vast westward- region which it will open up. It runs due West 136 miles almost on an air line to the Mississippi, at Fulton, where it crosses on a splendid bridge, erected in a rapid current, in some places forty feet deep, at a cost of $400,000, and pushes on across the rich fields of Iowa towards the Missouri River at Omaha, which place it- reached early in 1867, being 500 miles west of Chicago. Here it connects with the Great Union Pacific Railroad, which is already built 540 miles westward, over the plains towards the gold mines of the Rocky Mountains, and the rich valleys of the Pacific coast. When this great enterprise is completed, which will be probably by 1871, the whole immense territory from Lake Michigan to San Francisco will be bound by a continuous line of rail. In 18G5 the Chicago & Milwaukee became a permanent part of the great Chicago & Northwestern system by virtue of a perpetual lease. In 1862 the Peninsula Railroad was chartered by the Legislature of Michigan, to run from Escanaba, or Green Bay, to the great iron region at Negaunee, sixty-two miles, and thirteen miles south of Marquette, and in 1864 the Chicago & Northwestern Company obtained control of this also. The remaining link to Marquette on Lake Superior is supplied by the Michigan & Bay de Noquet Railroad. This line, in connection with the fine steamers which run from Escanaba and Green Bay, one hundred miles, where the main line of the Chicago & Northwestern Railroad terminates, forms a delightful route for summer travel, and opens up the great lumber and mining regions of Wisconsin and Michigan. An enterprise of scarcely less importance than any of those already mentioned, is now on foot to extend the Madison Division of the great Northwestern system to Winona, and thence up the Mississippi to St. Paul, tapping the immense fur and other business of the Northwest. The distance from Madison to Winona is about 130 miles, and from thence to St. Paul about 90 more — making 220 to be built. Negotiations are now pending in regard to the construction of this important line, which, it is hoped, will be successful. The principal officers of the Chicago & Northwestern Railway are : President, Wm. B. Ogdeu. Vice President, Perry H. Smith. Secretary, James R. Young. Treasurer, Albert L. Pritchard. General Superintendent, George L. Dunlap. Truly northwestern is that, for it runs to all points from due north to due west. No such corporation ought to have existence, for it is too dan- gerous a power to entrust to any one directory. Still it exists, and exists according to law, and until it unduly encroaches upon public rights and interests, it must and will be continued to the end of its charter. This charter was granted before any experience with railways, and my letters to the Boston Courier in 1847 (p. 21) urged as an inducement to invest in the Galena Company, that they could build a branch down Fox River, connect- ing with Alton and St. Louis. But experience teaches us the dangers of consolidating what should be separate if not rival lines to protect public interests. The risk of excessive competition to the injury of stockholders is very slight ; at all events can never countervail for the danger of exorbi- . tant rates where companies have no competition. But although it was my design to discuss this question here, and exhibit the propriety of consoli- dating longitudinal lines, not parallel, it is not essential to the present Past, Present and Future of Chicago Investments. 353 purpose and must be passed over.* Yet even this gigantic scheme, the coa- summation of which has given Mr. Ogdea the cognomen of llailway King, has competition from other powerful corporations. The Illinois Central^ \ia.\\\\^ i\\Q continuation of the line from Freeport i"'°oisCent. to Dunleith, which is continuing across Iowa, is a strong competitor with the Northwestern. As business shall increase from the west, the Illinois An inde- nt ^ •^^ n -x • • ^ i it i- I'endent line Central will nnd it necessary to construct an independent and direct line from Jbree- to Chicago from Freeport. It is well for the public, and especially for Chicago, that two such powerful corporations should be rivals in the field beyond the Mississippi, as well as this side. Said the Tribune: — cfd. Tribune. The Illinois Central Railroad. — This road had its origin in the year 1850, when Origin of Stephen A. Douglas and General Shields obtained from Congress a grant of alter- ^"' '"'^°''" nate sections of land on both sides of the proposed route, through the richest Land grant, portions of the Garden State, giving it an immense and increasing revenue from their sale, without which encouragement the road would not have been undertaken. In 1852 the officers of the road applied for permission to enter the city along the Bpgan 15 lake shore, which was granted, and the Illinois Central, fifteen years ago, was ^^""^^ ''^°' added to our railroad system. This is our southern line penetrating the State from the west to its extreme R"°^^^^ limit at the point formed by the Ohio and Mississippi Rivers at Cairo, 363 miles ™'|^^ '° from Chicago. After pursuing a southwesterly direction from this city the road jjne from unites at Centralia, 253 miles distant, with the North Division, which starts at Ceiitraiia to Dunleith, 343 miles away, at the extreme northern limit of the State, and thence pa9^]^\ g runs due south to its terminus. The total length of this immense line is 706 miles, and, with its vast grants of government land, which are gradually being sold and settled, it is one of the most wealthy and important corporations in the country. The value of this road in opening up and developing the agricultural and mineral Developed wealth of the State can hardly be over-estimated. At Cairo connections are made "'" State, with the trade of the great rivers and the Southern cotton and sugar fields, while River con- the lower portion of this State, with their high temperature and varied productions "ections of fruit and grain, pour in an unfailing supply of necessaries and luxuries to our northern market. The Illinois Central very materially facititated the speedy and Fruit traffic, safe transfer of fruit from this garden region by placing upon their road fast fruit- trains in the strawberry and peach seasons, bringing these delicious products fresh from the garden and orchard, so that they could be in the hands of the dealers, and perhaps on the tables of our citizens, in the early morning, twelve or fifteen hours after they left the vines or trees. The amount of fruit shipped during tiio ■'*''^'^'"^"*'''" els lierripfi last season was 14,000 bushels of berries and 389,000 baskets of peaches, which, oggg^Q ^,3g,j_ with small lots of other fruits and vegetables, made nearly Jiine millions of pounds, ets peaches. Of this vast aggregate Chicago received 12,500 bushels of berries and 289,191 boxes of peaches, the larger part of which were consumed in this city. The Central eifectetl an important extension on Oct. 1, 1867, by leasing for twenty Dnbnqne years, for a rem of thirty-five per cent of the gross earnings, the Dubuque & Sioux '"^^ Sioux City Railroad, which is already completed due west from Dubuque 143 miles to gj^^^ Iowa Falls, with a branch fifty-three miles long running southwest from Farley to Cedar Rapids, on the Chicago & Northwestern Railroad. It also connects at Cedar * Yet I cannot forbear to observe, that beyond a doubt we shall find we have a sovereign remedy for A relief from oppressive monopolies, in the judicious exercise of State Sovereignty; as in the rightful annihilation by monopo les the Sovereignty of New York, of the manorial rights. And only let U be well understood that the rem" erg^o-ntv edy exists, and its application will seldom be necessary. It is true that a State may come under the domination of a corporation, as New Jersey is ruled by the Camden & Amboy monopoly. But as before Oamden & observed, when we come to apprehend the doctrine of State Rights, and the strengtii of covenant obligi- Amboy to be tions, guaranteeing equal rights and privileges to all the citizens of all these States ; most assuredly we shall find means without resorting to Congress, which hasno right to interfere in the premises, to remedy the outrage. Would the two great States of New York and Pennsylvania submit to the discrimination against them which New .Jersey authorizes, if they apprehended the principles of National Union based upon State Sovereignty ? But it is equally unjust to all these States. 23 354 No Equal Converging Point of Rail and Water. Important region. Large ferry boat. Land grant 2.595,000 acres. Credit sales, No forfeit- ures. Present sales. Price $6 to $12. Land De- partment Officers. Falls, ninety-nine miles from Dubuque, with the Cedar Falls & Mineapolis Railroad, which is being built northward through Western Iowa and Minnesota. The Illinois Central thus gains a large and constantly increasing amount of travel and trade from these two fine States. The company is now perfecting facilities for shipping freight across the Mississippi, between Dubuque and Dunleith, without breaking bulk and is building for this purpose barges capable of carrying five loaded cars each. The company has also contracted for a new first-class ferry-steamer, to be delivered at the opening of navigation next spring. It is their intention to have facilities for transferring, both ways, two hundred and twenty freight cars a day, if necessary. The original grant of land to this company was for 2,595,000 acres. These lands have been in the market for twelve years, during which time 1,885,000 acres have been disposed of. In the early days the sales were made upon long time and at a low rate of interest, to induce settlers of small means to start and bring the lands into immediate cultivation and production. For the last three years the terms of payment have been either cash or upon short credit. No actual settler has ever been deprived of his home through harsh measures of the company, and up to January 1 last, full title papers have been passed for 907,365 acres. The number of deeds and contracts for farm lands issued to the same time has been 37,14-1, for an aggregate of over twenty millions of dollars. The business of the last year has been 203,834 acres, sold to 2,633 settlers, at an average of 10.67 per acre. One hundred and thirty-five thousand acres of these lands sold in 1867 lie on the Chicago Branch, in the great corn, cattle, hog and fruit producing districts directly tributary in business to the city of Chicago. The lands are sold in tracts of forty acres and upwards, at from $6 to $12 per acre, and are being taken up by a thrifty class of settlers who soon cover the wild prairie with waving cornfields and blossoming orchards. The road is thus devel- oping the country, which will in turn support the road. The Land Department in itself furnishes an immense business, as the foregoing figures show, though its^nerations make but little noise. It has a handsome stone building on Michigan avenue, built by the Illinois Central Railroad Company for its use, at a cost of $8C,J00, and employs some twenty-five persons in the Chicago offices. The Land Commissioner is John B. Calhoun, and the Salesman, C. P Holden. The chief officers of the Illinois Central are : President, John M. Douglas. Gen- eral Superintendent, M. P. Hughitt. Secretary and Treasurer, M. K. Ackerman. General Passenger Agent, W. P. Johnson. Mich. Cent. DifBcuUies witii la, and 111. to reach Chi. Union with Ills. Cent, in depots. Chi. Tribune. The Michigan Central was obliged to come in upon the Illinois Central line. It is difficult to account for the opposition which that important road had, both from Indiana and Illinois. Indiana refusing a charter, the New Albany & Salem charter for a railroad 35 miles long from the Ohio river was obtained, and an amendment procured from the Legislature, with the right of indefinite extension. The Michigan Central supplied funds to extend it 255 miles to Michigan City, thence to the Illinois line. To make the three miles connexion with the Illinois Central, a blind charter for a Union Railroad had been obtained from the Illinois Legislature. Jointly the Michigan and Illinois Centrals have constructed the breakwater, shielding the shore from abrasion by the lake, and at an immense expense have raised out of the water the extensive depot grounds, affording the very best facilities by lake and canal, and rail. This is one of the railroads which is in the hands chiefly of the original stockholders, and has paid regular dividends. Says the Tribune : — Progress of It was projected in 1842 and built in that year, from Detroit eastward to Mich. Cenf Ypsilanti, but did not reach Chicago until May 21st, 1852, previous to which time passengers between Chicago and Buffalo crossed the lake to St. Joseph, and Past, Present and Future of Chicago Investments. 355 travelled by stage until they readied its terminus. For more tlian twenty years 20 years of this road has gone steadily on in prosperity, with hardly a change in its manage- »"<■';'-'«'*• ment. Its total length is 284 miles. Four through trains are run daily, besides a local between Detroit and Dexter, and the Cincinnati express, between Michigan City and Chicago. In December last a party of business men from this city, and from places along Line to Sag- the line of the excursion, celebrated the opening of the Jackson, Lansing & '""w. Saginaw Railroad, which now constitutes an important branch of the Michigan Central, and brings a large amount of business to this city. It runs from Jackson, Route, on the latter road, and 1!0'2 miles from Chicago, nearly north, through Lansing, the capital of Michigan, Owasso, on the Detroit & Milwaukee Railroad, and other growing towns, to 8aginaw City and Bay City, near Saginaw Day, tapping the great lumber and salt regions of the Saginaw Valley, which already contains many populous towns and cities, and looks to Chicago as its most advantageous market Looks to for the sale of products and the purchase of supplies. The new road is 100 miles ^\"w long. The Michigan Central is, with many, the favorite route to the East, being always Favorite splendidly managed, and connecting, as it does at Detroit, with the Great Western route for Railroad, through a fine portion of Canada, and at Niagara, vrhere the traveller •'■'^^''''• has an opportunity to view the watery wonder of the world, with the New York Central railroad for the metropolis. Pullman's celebrated hotel and sleeping cars take the passenger from Chicago to Rochester without a single change, and it is intended soon to run them through to New York direct. The principal officers of the road are : President — James F. Joy. General Superin- Officers, tendent — H. E. Sargent. Assistant General Superintendent — W. K. Muir. The Passenger Agent at Chicago is H. C. Wentworth. One of the strongest points of this argument in favor of the certain An import- f t -^ ..,,. i.-i^ ant point is continuation or the railway system as now instituted, and its spread indefi- the interest nitely into the Great Interior, is the direct interest-which capitalists of jtaiists have eastern roads, mainly residents in New York and New ISngland, have in the roads.' construction of extending lines with ramifying branches. An off-shoot of the Michigan Central, running into its depot, a large part of the stock held by the same parties, with the same capable President over both, is — The Chicago, Burlington & Quincy. Said the Tribune : — Tribune. This road justly claims to be one of the best managed and most profitable roads Chi , Bnr- in the West, and is one of the very few railroads in the West which is in the hands J^"?**"!* of the original stockholders, who, in this case, are receiving handsome dividends on their investments. Its friends are in the habit of saying that its initials, "C. "C.,B. & Q. " B. & Q.," properly indicate its characteristics as the ''Cheapest, Best and Quickest." The line runs southwest, through some of the finest and best developed Ko«te. agricultural regions of the State, to Burlington, 210 miles from Chicago, with a branch of 100 miles, from Galesburg to Quincy, a branch from Galeshurg to Peoria, 54 miles, and a branch from Yates City to Rushville, 62 miles, making entire length 426 miles. The part of what is now the Chicago, Burlington & Quincy Railroad which was Beginning first operated was the Aurora Branch Railroad, which in the fall of 1852 was J^ilp^^^ ^^ completed thirteen miles, from Aurora to the Junction, on the Galena & Chicago Aurora. Union road. In the fall of 1853 it was completed southwest to Mendota, forty-five miles from Aurora. About 1856, the Chicago & Aurora road was consolidated with Conaolida- the Central Military Tract Railroad, from Mendota to Galesburg, and with the other!." Peoria & Oquawka Railroad, the western part of which was between Galesburg and Burlington. About the same time a consolidation was eli'ected with the Northern Cross Railroad, from Galesburg to Burlington, thus completing the Chicago, Burlington & Quincy Railroad. Until 1863, the trains of this road ran J^^' !'"'"' into the city over the Galena & Chicago Railroad track, from the Junction, thirty c!^. "* ** miles ont, but in that year the Company completed its own track, entering the city along Sixteenth street. 356 No Equal Converging Point of Rail and Water. Iowa ex ten 8ion. liiirlington & Mo. road, Hannibal k St. Joe. Atchison and Kansas City. 3 bridges. Mo. Valley railroad. Connects with Pacific at Omaha. Officers. Old Aurora road. A'lvantage of diagonal line. Atchison road. Kansas Pacific. Lawrence and Galvest- Chi. R. I. &. Pacitic. Prophecy fulfilled. Mr. Farnum. Mr.Sheffield. Charter ob- tained. Road built. The road is now virtually extended into Iowa by a contract made with the Burlington & Missouri Railroad, which is already built 156 miles west of Burling- ton forming a very important connection, as it taps the richest portion of Iowa, and is rapidly extending toward the Missouri, at or near Omaha. The Hannibal & St. Joseph Railroad, which runs across the great State of Missouri, from opposite Quincy, is also a very important feeder, connecting with Atchison, Kansas, and thence with the Central Branch of the Union Pacific Railroad. Costly and exten- sive iron bridges at Burlington, Quincy and Kansas City, each about 2,000 feet long, are now being erected across the Mississippi, and their completion will greatly facilitate the business of the road. The Council Bluffs & St. Joseph Railroad, which runs parallel to the Missouri, between these two cities, is being rapidly pushed from both ends, fifty-five miles being already in operation from Council Bluffs. The entire road will probably be completed during the coming summer, and will then prove a valuable feeder to the Chicago, Burlington & Quincy Railroad, through its immediate connection with the Hannibal & St. Joseph Railroad, and will undoubtedly attract a considerable share of business from the Union Pacific Road at Omaha. The officers of the road are as follows: President, James F. Joy. Secretary and Treasurer, Amos T. Hall. Superintendent, Robert Harris. Assistant Superinten- dents, A. N. Towue, H. Hitchcock and S. S. Greeley. General Freight Agent, E. R. Wadsworth. General Ticket Agent, Samuel Powell. When it was determined some two years ago by Mr. Stephen F. Gale and a few others, that the Aurora road should be continued on to Quincy, it required no great foresight to perceive the advantages which a southwest road through such a region as the Military Tract, must have. Its diagonal course gives it great advantage over a direct line west, and it is already fed by the important lines, the Burlington & Missouri, which will connect with the Pacific at Omaha, and with the Hannibal & St. Joseph, which is also fed by the Atchison, a road already in use about 100 miles, and also with the Kansas Pacific. With the latter road, too, it has another connection, by the Cameron road and a bridge now building at Kansas City. And at Lawrence it connects with the Galveston road, now in use 30 miles, which is to be finished through to the State line this autumn.* The Chicago, Rock Island & Pacific Railroad. — This is one of the roads urged upon Boston capitalists in 1847, (see p. 22,) the completion of which to Council Bluff's I predicted "within 20 years." Though wrong as to the road, yet the prophecy held good. The Rock Island is only a little behind, and will be there within a year, unless stock-jobbers prevent. In 1850 Mr. Henry Farnum came out at Mr. Ogden's invitation to look at the Galena road, with reference to engaging in its construction. Not arranging to his satisfaction, he considered the Kock Island route, and pro- posed to his friend, Mr. Joseph E. Sheffield of New Haven, Conn., to come out and examine it. The result was they obtained a charter and built the road. They had a very few subscriptions along the route, but most of the funds they raised themselves, Mr. Sheffield being a large capitalist and able to control funds for any enterprise he would undertake. Mr. Farnum 0«age In- * The Chicago Times has advices from Kansas, May 30, that a treaty has just been concluded with the snld^'n^ „ Osage Indians, who cede to the United States 8,000,000 acres of land through which the Galveston road ■ is to pa8B. . It is a very beneficial transaction to this road. Past^ Present and Future of Chicago Investments. 357 carefully superintcudcd the construction. It has almost uuifbrnily paid dividends. The Tribune observed :— <^'"- ^'•'''""« This road bears off in a southwesterly direction to Hock Island, on the Missis- Commenced sippi, at the mouth of Piock River, 82 miles from Chicago. It was commenced in |stH'(i'i8'='4 April, 1852, and completed in February, 1854, being only one year and ten months, i year 10 ' Here it crosses the river on a tine and costly bridge, and joins whui was formerly wunths. the Mississippi & Missouri Railroad, with which the Chicago & Rock Island Road was consolidated August 20, 1865, the name being changed to the present one. The great consolidated line, therefore, will eventually reach from Chicago to the Kxtonsion to Mississippi, and thence directly across the broad and fertile State of Iowa to ^^^'^g'' Council liluifs, opposite Omaha, on the Missouri River. The road is already in operation to DesMoines, the Capital of Iowa, and is being rapidly pushed north- westerly to Council Bluffs. Within a few weeks the directors of the road have issued additional stock to the amount of $4,900,000, for the completion of this important part of the line, and a large portion of it has been sold at nearly par value, the road ranking among the most prosperous roads in the West. When the Shortest line is completed it will be the shortest route from Chicago to the Missouri, and of '"'*'■ course receive a large addition to its business. It is already graded about fifty miles beyond DesMoines. The company has now 182 miles of main line in opera- Has now 450 tion in Illinois, and a branch of forty-sis miles from Bureau to Peoria, and by its °" *"" consolidation with the Mississippi & Missouri, it now operates 450 miles of road. The last annual report, dated April 1st, 18G7, shows the following facts : The Cost$l5,3l3,- cost of the road, equipments, land and all other property was $15,813,822. This ^-^• includes the cost of the two consolidated lines, the Chicago & Rock Island and the Mississippi & Missouri. To aid the latter a large amount of land was granted by Land grant the acts of Congress and the Legislature of Iowa, of which there has been certified by the Government of the United States to the company $481,000. There has been a large amount of rolling stock placed upon the line during the Iniprove- year, and a splendid depot in Chicago has been built in common with the Michigan ^f-u's- Southern Railroad. The receipts of the road last year amounted to $3,574,033 ; Receipts and the expenditures, $1,995,034; leaving as the net earnings $1,578,999. The com- "^^^ earnings pany have 92 engines, 4(3 passenger coaches, 20 baggage and express cars, and 880 other cars. The amount of freight transported was 1,197,824,158 pounds. During the year the company have built, about two miles south of the city limits. Work-shops a large round house and very extensive car shops, which will probable employ ''*^'^'"- nearly a thousand men, and quite a village has already begun to spring up there. Speculators have bought up tracts of land adjoining the works and divided them Increased into lots, which they have sold, or still hold, at almost city prices, and when, pr,'"g,°tv. as in due time no doubt will be the case, frequent "dummy" trains are run to this point, stopping at every street for passengers, a populous suburb will grow up along the line. The principal officers of the Chicago, Rock Island & Pacific Railroad Company, Officers, are as follows: President and General Superintendent, John F.Tracy. Treasurer, E. W. Dunham. Secretary, Francis H. Tows. Assistant General Superintendent, P. A. Hall. This mammoth corporation, however, is at present in the hands of stock- stock-gam- gamblers. It would seem that "a pool" has been made up to "bull the work. Northwestern; and after obtaining a majority of that stock, in order to give it greater buoyancy, they endeavored to obtain control also of the Rock j°{""^^^g£j Island, in order to stop the road at Des Moines, giving the Northwestern n. w. the advantage of sole connection with the Pacific at Omaha. But Mr. Tracy, the able President of the Rock Island, very shrewdly took advantage Mr. Tracy of this new demand, and put 49,000 shares, $4,900,000 of stock, quietly for them, upon the market, to obtain funds to build the road from Des Moines to Omaha. This being precisely what the Wall street sharks did not want, Courts used they have resorted to the New York courts to advance their schemes, and Mr. Tracy to the Iowa courts and Legislature to protect public interests and 35S ^0 Equal Converging Point of Rail and Water. Iowa Legis- secure the completioa of the road. The Legislature legalized the sale of lature. gtock, which was a fair and legitimate operation, and also required the immediate construction of the road through to Omaha. N. r.Sun. The New York Sun of 29th May, had this sensible view: — Objects of The Approaching Annual Meeting of the Chicago, Rock Island Sf Pacific. — The Wall street approaching Rock Island meeting, called on the 3d prox., is assuming great Bharks. importance. The promised success of the disaffected is supposed by some to have run the stock up to 98j to-day ; but others believe that the market was made active for the purpose of unloading the stock, not having confidence in a satisfactory To prevent result from the meeting. Disguise it as we may, it is known by all interested in continuation Wall street, that the parties initiating this call were induced to make their pur- ot K. I. to gjjf^ggg ^f Rock Island under the belief that they could pi^vent the extension of the road to Council Bluffs, which would afford a more direct communication with the Pacific road than that already built in connection with the Chicago & Northwestern road; but being defeated by the issue of 49,000 shares, they were foiled in their purpose, and now are attempting to gain an advantage for their investment in the N W can Chicago & Northwestern pool. The Chicago & Northwestern railroad, with its afford to let large earnings, showing an increase of two and one-half millions over the previous it be built, year, and earning more net income than the New York Central, its managers can well afford to allow the Rock Island extension, without attempting to swallow a competing corporation, by a system of devices which, although admirable in AVall street, cannot be commended in other walks of life. Purchasers If legitimate purchasers of Rock Island stock, why desire to prevent the niimicaito i^yji^JQ^ (jf ^\^Q most important part of the line, through to Omaha, giving it the large share of that immense traffic to which it is entitled as the direct road ? Is it not evident that ulterior, unnatural purposes controlled New inter- thesc new purchases ? Nor was it the present directory of the Northwest- estsinN. w. gj.jj^ Or the shareholders which elected them, who are these buyers. An entire change in the Directory of the Northwestern is to be effected that stock. these stock-gamblers may create a factitious demand for the Northwestern. gam ng. j^ .^ doubtless for that purpose that the operation has been made, and not, as the SiinsAjs, that having been foiled in regard to the Rock Island, they "now are attempting to gain an advantage in the Northwestern pool." Meresur- This, of coursc, is mere surmise, which events only can determine. * ^^^^' Another solution is made, in that the holders in Milwaukee roads are endeavoring to obtain the control of the Northwestern, to prevent the construction of the line from Madison to St. Paul, and other diversions Public inter- adverse to Milwaukee. It is one of the evils of these railways, that the nmde'sub-^ Corporations can thus be used for private schemes, adverse to public Yet^wm interests. But these general interests will eventually rule, and the capital nj^te'iy.'" ^^^^ ^^ employed to construct all lines which are important to the traffic of the country ; and if there be a natural converging point, as the existing system so plainly indicates, it will become so more and more as the present lines are extended and new ones created. StockhoM- * Since that was in type, the annual meeting of the Northwestern Company has been held 4tli June. *{•%' w'''"^ ^°'^°'''"*'^*"*"8 is acknowledged with pleasure, in saying there was to be an entire change in the Directors. Chaiigu of Mr. Ogden with usual grace, withdraws from the Presidency; but Messrs. Smith, Dunlap, Turner and Directors. Ferry are elected Directors, and very likely may be continued in their oflHces. Should there be an oppor- tunity to correct further anticipations of perversion of the road from its legitimate purposes, and from public iuttrests, it will be cheerfully embraced. But it is foreign to the purposes of this effort to enter into the projects of stock-operators, farther than is necessary to exhibit their effects upon public interests. MICHIGAN SOUTHERN AND ROCK ISLAND DEPOT. Past, Present and Future of Chicago Investments. 359 The 3Iichic/an Soufhcrn (& Northern Indiana Railroad. — This important Mich. Pnuth. 1 i i 1 /I 1 • • • f r\y • 1 • ^ i ^ North. lud. road, next to tiie IxuJena in running trams irom (Jnioago, which was done 20th February, 1852, has had its ups and downs, its stock havinc; been Trainn from •"' i ' '^. Chi. 20 Fob. ahnost valueless, though for several years approaching par, notwithstanding 1852. dividends have been withheld to make necessary improveineuts iu the road. Its elegant depot is thus described by the Tribune : — cin. Tribune. This compauy, in conjunction with the Chicago, Rock Island & Pacific Railroad Depot. Company, completed, in May last, on Van Buren street, between -Griswold and Sherman streets, an immense and magniticent union passenger depot; the finest, it is said in the whole country, in point of size and accommodations. It is of stone, Co8tf250,000 in the Italian style, and cost $2.50,0U0. The length is 594 feet, the width 160 feet. Description. The front section, which contains the general offices of both companies, is 52 feet deep by IGO feet wide, and three stories high. On the front are three towers, the middle one eighty feet high, and the two at the corners each 74^ feet high. The Michigan Southern Road has also built during the year an immense brick freight ^'''* '^^Po*- depot, south of the passenger depot, on Griswold street, north of Polk, 51 feet wide and G03 feet long, containing standing room for twenty cars, and storage room fur two thousand tons. The front portion is two stories high and contains the freight offices. The building cost $47,000. Its chief officers are. President, E. B. Phillips, Chicago ; Treasurer, Le Grand Officers. Lockwood, New York; General Superintendent, Charles F. Hatch, Chicago; and Chief Engineer, Chas. Paine, Chicago ; Com. Freight Agent, Chas. M. Gray, Chicago. The Chicago i^epwi^ica?! of January 22d, 1867, gave an elaborate history ch^- ^^■ of the road from which the following is taken : — The Michigan Southern & Northern Indiana Railroad Company was formed 2 cnmpanies April 25, 1855, by the consolidation of two previously existing companies, viz : the consolidated. Michigan Southern Railroad Company and the Northern Indiana Railroad Company. The Michigan Southern Railroad Company was chartered by the State of Mich i- Mich. South, gan May 9, 1846, in pursuance of an act authorizing the sale to them of the ^''^p'"''®'^ Michigan Southern Railroad, and Tecumseh (now Jackson) branch, both owned and operated by the State of Michigan. The organiaztion was completed, and the conditions of the act complied with, in December, 1846, so that the Michigan Southern railroad entered into possession of said road and branch that year. The Northern Indiana railroad, as it stood at the time of the consolidation with Nortli. Ind. the Michigan Southern Railroad Company, in 1855, originated iu a company first !|l,'!J'.'''^''''i' , chartered in Indiana, in 1835, as the "Buffalo and Mississippi Railroad Company," & Miss. Co which, with a company chartered in Ohio, March 3d, 1851, as the "Northern Indiana Railroad Company," and another organized in Illinois, under the general railroad law of that State, as the "Northern Indiana and Chicago Railroad Company," had become merged into one, known as the Northern Indiana Railroad Company. The Michigan Southern Railroad, from Monroe westward, was commenced by Mich. South, the State of Michigan about 1838, but was only finished to Hillsdale at the time of ^"^^o 1838. the sale to the Michigan Southern Railroad Company, in 1846. It was extended by that company, in 1852, to the Indiana State line, near Middlebuiy, and connected therewith the Northern Indiana railroad, which was completed to Chicago in Through to June, 1852. Chi. 1S52. The Tecumseh (or Jackson) branch was extended to .Jackson, from 1853 to 1856; Mich, and a branch was built from Constantine, the terminus of the old Michigan Southern "'^"''"^s. railroad, to Three Rivers, in Michigan, in 1853. The Goshen branch (formerly so Goshen called) forms part of the Goshen Air Line, from Toledo to Elkhart, where it connects branch, with the old line from Monroe to Chicago. The Erie and Kalamazoo railroad, from Toledo to Adrian, leased from the Erie -. v^rai and Kalamazoo Railroad Company, is run and used as part of the old or main line roa'ls con- from Toledo to Chicago ; and part of the Detroit, Monroe and Toledo railroad, '^'^'"^"'^•^■ mostly built by the Michigan Southern and Northern Indiana Railroad Company, and exclusively controlled and operated by them, is used as far as Monroe as part 360 No Equal Converging Point of Rail and Water. TUrougli to Cbi. ii May lSo2. Line built in 20 mouths. Early diffi- culties. Distrust of West Triumph over obsta- cles. Chi. k Alton. Chi. Tribune. Length 275 miles. To St. Louis 7 miles. Ctonnections there. Consolida- tion of roads. Changes of Co. Alton to Spriiigtield, Springfield to Joliet, 1804. Joliet to Chi. 1857. Its vlcisi- tudi.-g. Korcloguro 1862. of the I\Iicbigaa Southern railroad line from Detroit to Chicago— said' Detroit, Monroe, and Toledo railroad being also used as a line from Detroit to Toledo, con- nectino- there with roads to Cincinnati, Cleveland, and all points east, south, and southwest. On the 22d of May, 1852, the entire line was opened, and a passenger train went through to Chicago. A large portion of the track was laid in the very severe winter of 1851-2, and consequently was in poor order, and had to be run over with care. The work of adjusting and ballasting the track, with the read in operation, involved a heavy expense. In the space of twenty months, embracing two winters (one particularly severe for such work) and one summer, the company constructed about one hundred and sixty miles of new road, and relaid, and nearly re-built, lifty miles of old road. The construction of a line of railroad of this length, in so short a time, was then looked upon as without precedent. Should this article meet the eye of any of the old stockholders, they will recol- lect the difficulty of procuring subscriptions to the stock. The Directors had strong confidence in the success of the undertaking, but the general feeling of capitalists was distrust of Western investments, and very few men were disposed to hazard any considerable amount in the undertaking. And, in addition to this, the financial crisis of 1851 came at a time most embarrassing to the affairs of the companies. During the whole progress of the work they encountered an active hostility, which was directed against their credit, assailing their securities, dis- crediting their finances, and, as far as possible, impairing the confidence of those engaged in the work. It is sufficient, at this time, to say that all obstacles were surmounted, active progress maintained, and the work brought into use with unprecedented rapidity. The Chicago & Alton Railroad. — This is another of the important lines anticipated in 1847, which fell into the hands of speculators, but is now a completely equipped, well managed railroad. Says the Tribune : — This road strikes the Mississippi at Alton, 275 miles from Chicago, where it con nects with the Alton. & St. Louis Railroad, which is operated and virtually owned by the same company, (the payments of $800,000 for its purchise being nearly completed) and follows the river to St. Louis, 282 miles from Chicago. Here con- nections are made with lines of steamers up and down the Mississippi and up the Missouri to the wilds and gold fields of the northern Territories, and with the Missouri and Kansas Pacific Railroads and other lines through the great State of Missouri. The road is formed by the consolidation of several distinct lines of which the first was the Joliet & Chicago, to which the right to enter the city on the Archer road was given January 5th, 1857. The earnings are reported below from the organization of the road in 1855. The Chicago & Alton Railroad- proper was built under two charters — the first to the Alton & Sangamon Railroad, granted February 27, 1847, and the second to the Chicago & Mississippi Railroad, granted June 19, 1852. In 1855 the name of the road was changed to the Chicago, Alton & St. Louis Railroad ; the company was again reorganized under the title of the St. Louis, Alton & Chicago Railroad in 1857, and again, for the third time, reorganized in October, 1862, as the Chicago & Alton Railroad The first portion of the present line that was constructed was the Alton & San- gamon Railroad, from Alton to Springfield, which was completed in 1853. The Chicago & Mississippi Railroad, from Springfield to Joliet, was next built, in 1854, and arrangements were made with the Chicago & Rock Island Railroad, from this city to Joliet, and with the Terre Haute, Alton & St. Louis, between the two last named places, completed the line from Chicago to St. Louis. In 1857 the Joliet & Chicago Railroad was built under a separate charter, and the trains of the Alton Road run over it until January, 1864, when it was perpetually leased by the latter, and in the same year the Alton & St. Louis Railroad was purchased, completing the ownership of the present Chicago & Alton Railroad Company of the entire road from Chicago to St. Louis. Tlio road has passed through many financial vicissitudes since its organization, wliich seemed for a time to have utterly wrecked it. In December, 1859, its heavy mortgages were foreclosed, and it passed into the hands of a receiver. In Septem- ber, 1862, the road was sold at Joliet, under a decree of the United States Court, Past, Present and Future of Chicago Investments. 361 Messrs. Samuel J. Tiklen and S. II. Meyer becoming the purchasers for the bondholders. The road was then reorganized, the first mortgage bondholders receiving new bonds, the second mortgage bondholders receiving preferred stock, and the third mortgage bondholders receiving common stock. A hirge amount was Pr^spnt firm spent in repairing and equipping the road, and it is now in splendid riiuriing con- ''""" ' "^"" dition, and is a first-class road, running through some of the best farming country in the State, most of which is thoroughly improved, and connecting the two prin- cipal cities of the West, between which there is a large and increasing amount of travel and business. The principal event of the year, in connection with the Chicago & Alton Road, .T.icksonvillo has been tlie opening of the Chicago, .Jacksonville & St. Louis Railroad, which l"''""='i- runs from Bloomington, on this road, tlirough Jacksonville, 150 miles, to Monticello, eight miles above Alton, where it connects again with the main line. This new line was opened September 23d, by a very pleasant excursion from this city, and Taps a fine it has since proved a very important feeder, as it taps a wide belt of splendid agri- country. cultural land wiiich has been settled and developed for many years, but until tiiis had no railroad communication. Although lying much nearer to St. Louis than to TmUos traflo Chicago, by far the largest part of its grain and cattle are sent to this market, ^''"".""''^''J^^ • LiOUlH to Olll from which merchandise of all kinds are sent in return, to the profit of both seller and buyer. The fact that Chicago can draw trade from within forty or fifty miles of St. Louis, paying better prices for products and selling goods at lower rates, shows its superior advantages as a market. The principal officers now are : President and General Superintendent, T. B. Officers. Blackstone ; Secretary and Treasurer, W. M. Larrabee ; Chief Engineer, K. F Booth. TIls Pittshurgh, Fort Wayne & Chicago Railroad, coanects with the i''tts-: Ft. w. Alton & St. Louis road, aud have their depots together. It is in contem- plation that these roads and the Northwestern shall join in erecting a depot Ki'ie prospect. of more gigantic dimensions and greater splendor than anything before conceived, much less executed. But even these gigantic corporations are so iiiiiiroacis ,, , ..,, uucertaln. entirely subject to the most selfish schemes oi heavy and unprincipled capitalists, that until a work is accomplished, it is impossible to say who may be favorable and who inimical. The Tribune says : — ad. Tribune. This line is one of the longest roads in the country, running from Chicago to Long line, Pittsburgh, 468, miles, where it makes direct connection with the Pennsylvania ^'^^ '■"l^*- Central Railroad across the Alleghanies to Harrisburgh, Philadelphia, Baltimore and New York. The road was incorporated in 1852 as the Fort Wayne & Chicago Railroad. The Tnrorporated work progressed slowly, the company not being able to make a free sale of its ^''*^''^- securities. In 1856 it was consolidated with the Pittsburgh Division under its present name and completed November 10th of the same year. In 1861 it met the Foreclosed fate of many Western roads, and was sold by a decree of the United States Circuit ^"^'j'^"'** Court; being reorganized and placed in the hands of Trustees in February, 1862. Since then it has been very prosperous, doing an immense through as well as local Line proa- business. _ . F^'™"*'- The company has in contemplation the erection, in connection with the Chicago i^,„.jjo depot & Northwestern and the Chicago & Alton Railroad Companies, a splendid passenger toiie con- depot, in the West Division near the river, and somewhere between Lake and ^"'"'^'<^'^- Adams streets. The plans, which are already made, describe a massive stone structure thirteen hundred feet long, and costing nearly two millions of dollars, $2,000,000. forming by far the finest railroad depot .in the world. It was thought when this work was planned that the Chicago, Burlington & Quincy, the Michigan Central, and one or two other roads, would unite in the project, forming one grand union depot, into which trains from all directions should centre, o^viating the great inconvenience aud expense of omnibus and baggage transfer. Although the com- Several will bination will not be as general as was first thought of, it will al least include three um'e. prominent lines which, with their branches, coverall points of the compass, and will prove a great convenience to the traveling public, as our two principal union depots now do. It may be some time before this immense work is commenced, but Mnst bo the three companies interested in it all need better depot accommodations, and wiil^'"^'' probably not defer it long. 3{;2 Ko Equal Converging Point of Rail and Water. Officers The officers of the road mainly reside in Pittsburgh. They are: Geo. W Cass, President; J. N. McCullough, General Superintendent; J. P. Farley, Auditor; . P. Henderson, Secretary. The passenger agent in this city is W. C. Clelland. Earnin-^. The earnings of tliis road have been as follows : 1857, $1,660,424; 1858, i857to°is67.g^.^.„232j 1859, Sl,965,987; 1860, 62,335,353; 1861, 83,031,787; 1862, 63.745,310; 1863, §5,132.933; 1864, §7,120,465; 1865, $8,489,062; 1866, 67^467,217; and 1867, 67,242,125.* Pa. Cent, its This important road is supported by the capital and efforts of the Penn- pwfa" sylvania Central of which it is the main feeder, and by the capital and business of Philadelphia, as the previous named roads are by the capital of Competition New York and New England. They are competitors with the Pennsylvania Tildx. k' interest, in drawing business to Chicago, in order that they may obtain their due share of traffic, the natural course of which, to the extent that it is destined for the East, would be south of this. And this road is a competitor with them for both freight and passage for the region northwest Large of here. Its enormous revenues bespeak at once its importance, and the superiority of Chicago as the gathering point. Col. cui. & The Columbus, Chicago & Indiana Central Railroad Company. — A close Baltimore & Competitor with the Pennsylvania Central is the Baltimore & Ohio, in con- peti'tor.'^"™ nexion with the Ohio & Indiana Central Ptoads, which has had its connexion with Chicago by lines which have several times been changed, as the Chi. Tribune. Tribune describes : — ■ Chi. & Gt. The Chicago ^ Great Eastern Railroad. — This is the most westerly of the roads ^^'' radiating to the southeast, and is the most recent of the trunk lines of Chicago. It was formerly known as the Chicago & Cincinnati Air Line Railroad, and entered the city over the Pittsburgh & Fort Wayne Railroad from Valparaiso, forty miles Present distant. It now has its own track the entire distance from Richmond, Indiana, to ^ute, 224 Chicago, 224 miles, running parallel with and just west of the city limits to Kinzie street, and thence using the track of the C. & N. W. R. R., to the depot on the corner of Kinzie and West Water streets. The company propose, eventually, to erect a Richmond fine passenger depot in Carroll street. At Richmond the road connects with the connections. Cincinnati, Eaton & Richmond Railroad for Cincinnati, to which place it is the shortest route from Chicago, and where it connects with main lines for the West and South. Cous.ilidated At a meeting of the stockholders on January 15th, it was voted to consolidate with Col. & the road with the Columbus & Indiana Central Railroad, which runs from Columbus, Ind. Cent. Ohio, to Indianapolis, Ind., t-^/a Richmond, the terminus of the Chicago & Great Eastern Road, and has a branch which is just completed, running from Union, Ohio, through Logansport to the State line between Indiana and Illinois. New Co. The stockholders of the Columbus & Indianapolis Central also voted, unanimously, on the 17th for the consolidation, which is therefore assured, and the directors of both roads will meet in Columbus on the 12ih of February to elect Directors for the new company, which will be known as the l^d'c^^t' * ^''^ Columbus, Chicago ^ Indiana Central Railroad Company, the name of the Chicago & Great Eastern Railroad thus passing out of existence. Last link The last rail in the Union & Logansport Railroad which forms a part of the new fSuialied. line, was laid on the 16th of January, making the connecting line for another and the next to the shortest route between Chicago and New York. It is expected that This omitted * The list of earnings of Chicago roads, p. 41, did not contain this important road, the reports not hav- 1°, l''^"" '' ing been received. Then, forgetting that another road was to be added, the page was stereotyped without leaving space for the addition. Past, Present and Future of Chicago Investments. 3G3 the road will be opened for passenger travel about, the last of February. The now vis miles. line will embrace 718 miles of track, as follows: Chicago and Great Eastern, U24 miles; Indiana Central, 88 miles; I'eoria, Logansporl & Burlington, 183 miles; Union & Logansport, 'J3 miles. The main shops of the new company will be located at Logansport. The officers are: 13. E. Smith, President; W. U. Judson, Assistant President ; Officers. J. E. Young, Vice President; James Alexander, Treasurer; 0. Moodie, Secretary; J. M. Lunt, General Superintendenl ; C. W. Smith General Freight Agent. It is the intention of tlie company to put the whole property in perfect order at A through the earliest possible moment, and to largely increase the equipments. The new ''"•-■ *° *"*■ portion of the line is being thoroughly ballasted, and, as soon as completed will be "'"^ ' open as a through line between Chicago and Pittsburgh, New York, Philadelphia, Baltimore and Washington. The Directors are now in the city for the purpose of taking initiatory steps Thorough toward putting the whole of their long line of road, as well as their rolling stock, c'^ili''""- in the best possible repair. It is their intention, also, as soon as it is practicable, Depot atChi. to erect depot buildings in this city, of a character tliat shall be commensurate with the importance of the line, and with Chicago as one of its terminal points. This liue is now opened through and sending freight and passengers inigjnfun large amounts directly to Pittsburgh, and will be almost as good a feeder to "P'^'^"*'**"- the Pennsylvania Central, as the Pittsburgh & Ft. Wayne. Although this Central route would seem to belong legitimately to the Pa. Ruper- Baltimore & Ohio, yet that corporation seems to have lost the enterprise for & ohio. which it was formerly distinguished, and the Pennsylvania Central now eclipses all others in enterprise, and far-reaching and wide spreading plans. It happens, too, that from Chicago to Pittsburgh is only 29 miles further oniy 29 by this Columbus route than by Ft. Wayne. So that it is not singular that t'opitt". the energetic Pennsylvania corporation should have secured this line to its interests also. If Baltimore is to avail itself of its advantages and obtain Bait, to be its part of the trade of the Great Interior, which formerly was duly appro- getic. eiated, she must see to it that some of the old spirit be revived in the Baltimore & Ohio Railroad. The Louisville, New Albany & Chicago Railroad, not having had the Louis., New ' -^ . . . Albany & management which the Michigan Central has given to its own line, nor the Chi. business to support it, is in trouble, and the Neio Albarii/ Commercial says : — :^'ew Anany We learn that the plaintiffs, Horner et al., in the recent suit against the Louis- Receiver ville, New Albany & Chicago Railroad, have, in accordance with the decision appointed, rendered by Judge La Rue, nominated as Receiver of the road, William Foster, Esq., the present Superintendent of the Logansport & Peoria railroad. It is said that Mr. Foster's appointment will not be opposed by the defendants in the suit, and it is probable that he will be confirmed by Judge La Rue by common consent. It is understood, we learn, that in the eveut of his appointment, Mr. Foster will Mr. Culver tender the Superintendency of the road to A. B. Culver, Esq., and that he will li'l't'Super- accept it. We give these reports without vouching for their truth. We are inclined, however, to give them full credit. Both Mr. Foster and Mr. Culver formerly occu- pied the position of Superintendent of the road; both are gentlemen of large experience, mature judgment, liberal and energetic enterprise, and their appoint- ment would insure the inauguration of such an era of prosperity to the road as it has never heretofore enjoyed. This completes the list of fifteen trunk lines, enumerated p. 36 ; the 15 trunk Northwestern having four of them besides the Galena, and the Burlington Jra'ted."""^* 364 2\^o Equal Converging Point of Rail and Water. EArnings $49,816,419. Other roada estimated $10,183,580. 18 ve.irs from $27,418 to $60,000,- 000. & Quincy two. Adding tlie earnings of the Pittsburgh & Ft. Wayne, 87.242.125.96 to the earnings of the otherS, p. 41, makes a total of those which have their centre here, $49,816,419.85. Surely it is moderate to estimate the earnings of other lines and branches which fairly belong to Chicago, though not reckoned in our reports, $10,183,580,15, making a grand total of $60,000,000. Is it not more like magic than reality, that from $27,418 of earnings in 1849, the railways should in 1867 have increased over $49,700,000 ? in fact over $60,000,000 ? To exhibit the relative increase of the States and sections these tables are prepared : — Mileage in different Railway Mileage in the several States from 1838 to 1868.* 18^8 to i8ti8. ■ States and Territories. 1838 1842 1846 1848 1850 1852 1854 1856 1858 1860 1865 1868 12 37 64 19 112 263 92 893 68 270 1,019 239 981 16 324 245 465 279 1,035 68 412 1,403 205 822 39 253 822 567 471 1,047 68 606 2,249 317 1,113 39 326 21 954 311 598 909 21 161 96 185 359 &43 511 1,144 94 506 2,567 375 1,404 44 326 429 656 629 1,272 107 589 2,641 485 1,799 79 326 467 656 529 107 58;) 2,675 51U 2,081 123 361 472 606 556 1,272 107 6(r3 2,701 559 2,442 136 380 509 6.59 597 1,324 152 665 2,956 867 3,967 140 487 365 1,379 977 989 1,421 402 898 867 1,318 38 336 452 614 8,393 959 2,196 3,206 1,045 281 1,001 925 112 108 307 512 667 588 Massachusetts Rhode Island 126 50 36 325 108 562 16 181 435 50 23S 590 186 893 16 223 626 50 238 873 186 893 16 285 1,400 119 637 3,244 911 Penneylvania 4,252 160 M^irylaiid & D. C. . 626 364 125 ""l37 57 223 87 204 323 223 87 204 576 46 806 155 204 602 23 111 75 515 248 289 643 21 132 1,218 534 669 983 1.841 638 847 1,165 56 454 413 541 1,594 789 9U6 1,297 198 531 604 887 1,771 889 987 1,40 ; 401 743 872 1,197 88 334 306 567 2,900 799 2,125 2,867 922 ""679 817 1,494 1,000 1,007 1,547 639 North CaxoUna..... South " Florida 46 46 304 222 329 850 897 1,326 113 40 40 40 50 79 79 198 32 241 2,001 4-14 1,317 788 97 249 71 267 2,522 600 1,806 2,135 276 ""253 144 281 205 458 2,651 612 1,994 2,733 647 ""379 547 333 495 22 28 84 138 28 84 238 30 22 28 274 264 86 22 78 575 342 228 110 20 94 1,385 430 755 412 70 6.34 Ohio 8,397 1,462 2 300 Illinuis 22 3 224 1,036 419 1,283 984 Miatiesota 37 494 555 Ciilitornia 22 22 70 382 39 3 20 19 1 Aggre^rate inU. 8. 1,843 4,863 4,828 6,491 8,588 13,497 17 ,.337 22,fi25 26,751 30,592 35,935 38,821 SonrceB of * This table is made up from 1838 to 1848 and also for 1865, from Appleton's Eucyclopedia; from 1-850 information, to I860, from U. S. Census ; and for 1867 from the Railroad Journal. It will be observed there is a differ- Incorrect- enee between these figures and those p. 329 from the Railroad Journal. Not only so, but my figures are aos8. carefully quoted from the U. S. Census volume, audit will be seen that the amounts in the annual columns, do not agree with the summary of sections. All pains possible have been taken to quote correctly, but I do not take respoimiblllty usually to correct figures quoted. One exception, however, is in the column of the Railroad Joitrnal iihove fur 1867, which is footed both in that column and in its sectional summary, 38,821,81 miles. But if the mileage of the different States be correct, the amounts above are correct, except that not having space for the decimals, they are left off the columns but are added in the amounta. Corrections corresponding are made in tables following. Past, Present and Future of CJiicaijo Investments. Progress of Railioays in North Interior States, and in U. S., 1850-1868. 365 North Interior States. Mileage.* Cost of construction, 4c.* Per mile. 1850 1860 1868 1850 1860 1868 575,27 228,00 842,00 110,50 20,00 2,999,45 2,125.90 799 .3(1 2,807,90 922,61 8,397,84 2,300.05 1,462,82 3,224,19 l,O36„')0 419 50 1,283,00 98475 494.00 555,IK) $10,684,400 3,:!80,533 8.945,749 1,440,507 612,382 $111,R96,.351 70.295.1 18 31,012.399 104.944.5111 33,555,606 $149,540,950 89,50(1,722 45,04.'!. **70 149,01 M 1.007 44,008 8^.838 Michigan 42.374 40 -J 16 40.if.(l 1.S2 .S9..523 ll.'jril 1,1 Kill 51, 191. 4.^)11 55.754,1 0.-J 22,500,00.1 25,000,000 20 S17 679,77 817,45 19,494,&S3 42,342,812 39.9(10 56.603 49..595 45.045 Interior States, North 1,275,77 11,212,-38 16,163,95 $25,063,571 $413,541,510 $639,807,946 42,891 Miles and cost of rail- w:iys in Noi th Inte- ri'ir St.ite.<, Section. Mileage.* Cost of Construction.* Per. 1850. 1860. 1868, 1850. 1860. 1868. mile. 6 New Eng. States.. 6 Mid. East. States.. 5 South. At. States.. 4 Gulf Stato? 2,507,48 2,723.90 1,717,-37 287,00 78.21 1,275,77 3,669 39 6,321.22 5,454.27 2,256.21 1.806.35 11,212.38 73.85 3,925.71 9,5.19.73 5,489.27 2,.576.90 2,074.25 15,163.95 432 00 $ 97,2.54,201 130,3.50,170 86,875,456 5.286,209 1,830,541 25,063,571 $ 148,366,514 829,528.231 141.739,629 64,943,746 49.761,199 413..541,510 3,680,000 $ 166,435,366 526,11.3,091 140,453.949 82,.363,666 75.696,791 639.807,940 29,590,009 ^2.367 55,033 25.5S9 38,477 3 Int. States, South 10 Int. States, North 33,477 43.336 68,495 Total U. S 8,589.79 30,793.67 39,421.81 $296,660,148 $1,151,560,829 $1,660,460,809 $42,797 Miles and cost of rail- ways in U. S , 1860, '60. '68. * For 1850 and 1860, the figures are taken from U. S. Census ; for 1868, from the Railroad Journal. These fiijures are very instructive notwithstaniiing they may bo imperfect. No doubt the war has much retarded railway building in every section, yet no where more than in the We.st. Oar railroad building has not been done by us, having very little capital therefor; and such operations on the part of non-residents, the war would greatly retard, except tho.se needed for war purposes. Consequently the seven years of the present decade show an increase of expenditure in the North Interior of only 8226,266,436, against ao increase of 8388,477,939 the previous decade ; and previous to 1850 the total expenditure was only 825,063,571. Because of this retarding of con- struction, it must and will advance with greater rapidity in future. Another favorable feature pertaining to lines not further west than Missouri and Iowa, is their less cost of construction. The above figures of cost include incomplete mileage, though the divisor of miles is the com- pleted mileage, and the Railroad Journal gives another total allowing for incompletions, and showing the cost per mile in New York, 854,646 ; in Pennsylvania, $50,029 ; in Indiana, 834,954 ; in Illinois, 841,595; Wis- consin, $37,551 ; Minnesota, 826,817 ; Iowa, 835,910; Nebraska, 845,045 ; Missouri, $53,773 ; and Kansas, 836,676. These are the States, especially the last six, wherein railway building is to be chiefly prosecuted for the next ten years ; and within that time the supply will equal the rest of the North Interior. In Indiana and Illinois, the work is mainly to fill in branches to existing trunks ; though a few trunk lines will be made as intimated p. 283. Instructive tables. Railway buililing re tiirded by war. More rapid hereafter. Less cost of western roads. Cost in sev- eral State.i. Most build- ing in the West. Branches in Ind. and 111. 366 Ko Equal Converging Point of Rail and Water. Concentrate These branches, as with the Jacksonville branch of the Alton and St. Louis »tcui. road, (see pp. 95 and 360,) will aid no less effectively than the trunks to concentrate business at Chicago. New trunk \^ other States, however, trunk lines are to be supplied which will be lines. done with more rapidity than has ever been witnessed ; and branches will multiply along with them. Not only shall we have the same influences operating from the East in favor of railway extension, which have produced Consoidating the existing marvelous system ; but the consolidation of eastern roads into ^3 Them?*** long lines will go on more and more, supplying unlimited capital and credit to extend and strengthen their relations. From this centre at the head of Portland to lake navigation, they are wide-spreading on the ocean from Portland to Baltimore, and soon to Norfolk ; every one of the Atlantic cities, as here- tofore shown, having more interest in multiplying facilities of intercourse with Southern Chicago, than with any other business centre. Philadelphia, Baltimore and u directly Norfolk, it is true, could best serve their pui-poses by preventing trade ^^ ' south and southwest from coming to the lakes. This they in vain have essayed to do, and find their best interest in yielding to the natural current. Traffic seeks As has been abundantly substantiated, the grain and pork and cattle trade has a natural lake-ward tendency, which will operate with increasing power, so that less and less of it will be drawn eastwardly without coming to Chi- Wiii find its cago. If tliis Grreat Interior has its natural centre, as seems to have been centre. pretty well proved, its traffic will more and more there concentrate ; for buyers will go to the chief market to purchase, and sellers will go where Southern they Can have most competition in buying. So that, as heretofore shown, even CI les o e ggjj|3Qj^j.(j citics south of here are to derive far more benefit from traffic with Rivalry of Chicago than from any other one point. And this one obiect to reach Cht- cities to ",, ..,, ,»,... ,,.!•« r<5ach Chi. cago, IS already creating rivalry between the Atlantic cities and their chiei railways to the West, in absorbing the short lines, and constructing some links to make new, continuous lines hither. Nor has the West any more direct interest in the success of these efforts than have those cities Competition thcmselvcs. Herein lies the safety of the Grreat Interior and of its empo- "^ "^ *^ ^" rium. The lines of railway to one Atlantic city may possibly come under one directory, as attempted by that wonderful genius of great enterprises, Cities must Mr. Vandcrbilt. But the rival cities are not to be consolidated. Nor can euiwltion.""" any one of them favor any such schemes as Mr. Vanderbilt's. The interest of each city is identical with that of the West, to create the greatest number of All must lines into the whole producing area. To the extent that the traffic of the tr&— Great Interior needs to seek a centre, with that centre they need to have the greatest possible facilities of intercourse ; and for what can be taken —yet trade direct from the producer to the consumer, on the seaboard or in foreign to go by ' ~ cheiipest lands, not only the producer and the Atlantic city want it to be carried at P^'.^^perityofthe least possible cost, but Chicago also. The prosperity of Chicago, then, upon whole is closely identified with and is based upon that of the whole country. Need country. v i we a more solid ground-work ? Past, Present and Future of Chicago Investments. 367 is not long since Baltimore and its chief corporation, the Balti- Rait, una hio Railroad ; and Philadelphia and its chief corporation, the immi to The time more and Oh -r-> 1 • n 111 1 ■ 1 II 1 • ■ 1 1 • 'l'"iiw trade Fennsylvaaui Central, labored with all tlieir niiujht to counteract the centri- directly eaHt. petal forces of commerce in the West, to draw to themselves directly the rich traffic of the Great Interior; to control which created beyond any doubt the great commercial city of the Atlantic. It was a prize worthy of the P"'-" worthy mighty efforts which those cities and corporations have put forth, and which have been the chief promoters of the many east and west lines stretching across Ohio, Indiana and Illinois. But every degree of longitude west, the Lake-w.vd lake-ward draft increases in force, so that in Illinois the east and west lines feed more into Chicago than any other city. But the intelligent, sagacious, active business men of the eastern cities, interior are evidently coming to apprehend the important truth, that the Great In- us'centre. terior has and must have a centre of its own ; and that Atlantic port which E.ist. rivalry „.,,, ,, „.,.. „. -11 '" reach it. can furnish the best and cheapest facilities of intercourse with that centre has a large advantage. As to Philadelphia and the Pennsylvania Central, Pa. Cent. & no fact is more significant of their views than the consolidation of that im- wayiiecon-' portant road with the Pittsburgh and Ft. Wayne. The whole subject is fairly presented, at once motives, means and results, by the United Stateif ^-^ ,^ R-<^ Railroad and Mining Register, for May 'iOth, for which space must be taken to quote entire : — The railroad situation ia the United States is made reassuring to investers at the Railway same time that it is made intelligible to the interlrading public. The insolvency, ^-^'*'™*°*'® in one place, of a railroad corporation whose line failed to command traffic sufficient to yield profit equal to interest on cost of construction, and the duplication of a road at another place, at enormous cost, on a route parallel to an existing line Mean.? of capable of moving all the buisness ottered, has had the wholesome efi'ect of causing correction, railroad managers, whose works are necessities to the public and sources of income to their owners, to turn their experience and judgment to practical account for the security of their constituents, and also for the vindication of the system of trans- Great capital portation by rail, which they administer, and in which is invested capital next in amount to the national debt. Of the great roads in America, first and foremost, among the Atlantic trunk lines, Pa. road is the Pennsylvania Railroad ; and first and foremost among Western lines is the ^^^^ '" East- Pittsburgh, Ft. Wayne and Chicago Railway. The Pennsylvania Railroad, '854 9-10 —Pitts. & miles long, covers the ground between Philadelphia and Pittsburgh, reaching from ? '• ^.^ '_'-j "® tidal docks to the Ohio River. The PittstDurgh, Ft. Wayne & Chicago Railwny, 468 3-10 miles long, covers the ground between Pittsburgh and Chicago. Together these two roads 823 2-10 miles long, make the shortest and best route between Chicago and^-'^ miles, the seaports, for the combinations of the Pennsylvania Railroad Company include rJ,','Jtp7o sca- the Northern Central Railway of Baltimore and the Camden & Amboy Railroad to board. Jersey City. From Chicago OTa Pittsburgh, Harrisburgh, West Philadephia and Trenton to 900 miles to New York, the distance is 900 miles, whereas from Chicago via Toledo, Cleveland, N. Y. Erie City and Dunkirk to New York the distance is 950 miles, or fifty miles more ! From Chicago via Harrisburgh to Baltimore the distance is only four miles greater To Baltimore than will be the distance over tlie Connellsvillc route, when the latter shall have ""^^ ^i^Jj'*"* been completed — a small item in mileage, which is more than oflfsetbythe superior connelUville character and larger capacity of the Harrisburgh route. At Pittsburgh, by a contract with the Pennsylvania Railroad Company, the Pitts- Firstdasa burgh. Ft. Wayne & Chicago Railway Company puts itself in communication with roads to N. Philadelphia, New York and Baltimore, over the Pennsylvania Railroad, the Cam- ^" ^n^Balt. den & Amboy Railroad, and the Northern Central Railway — all works of the first class, in excellent condition, operated in unity and reciprocity, with efficiency, dilligence and success. 3(3S No Equal Converging Point of Rail and Water Benefit of To the Pennsylvania Railroad Company, in which interest ig incladedthe North- combining ern Central Railway to Baltimore, and also the Pittsburgh, Cincinnati and St. Louis tiiis inii-iest i^.j^jroad, 19- miles long, from Pittsburgh to Columbus, the alliance with the Pitts- A n Wavue burgh, Ft. Wayne & Chicago Railway assures peaceful and profitable communication with Chicago, St. Louis, Cincinnati, in fact with the whole Western country acces- Avoids injii-sible from Pittsburgh, over diverging roads according to a scale and plan adjusted rious coiiip«;- to o-eoo-raphical distribution and the avoidance of illegitimate competition. And ''''"°- considering that St. Louis is three degrees fifteen minutes due South of Chicago, whereas Washington is only one degree forty-nine minutes south of New York — the railroad distance from New York to Washington being 226 miles, whilst from St. U and Chicao-o to St. Louis it is 280 miles, 54 miles more — it follows that a direct route from Chi. 'on dif- Pittsburgh to St. Louis traverses a different base from a direct route from Pitts- ferent l*^'^- |jur(,{j ^q Chicago; and that, consequently, there is no valid reason for antagonism between two lines so divergent westward. Hence the case is one which is recon- cilable, where the parties are animated by a common purpose to promote joint cor- poration objects and interests. Chi termi- Chicago and San Francisco will be the practical termini of the Union Pacific nus of Union Railroad ; and at Chicago rather thauat Omaha the seaports will compete for Union Pacific R. K. Pacific Railroad traffic. In combination with the Pennsylvania Railroad and its Pitts., Ft. allies, the Pittsburgh, Ft. Wayne & Chicago Railway will be a power in Chicago, Wayne & because from Chicago it is a long part of the best route to Philadelphia, New York Chi. a power. , n ii- " and Baltimore. St L termi- ^^'^ '^^ '^'- Louis, in like manner, will be the practical eastern terminus of the nus of Kau. Kansas Pacific Railroad, the Pan Handle line will be part of the best route from Pacific. tijg Eastern Division Pacific Railroad to the same three seaport cities. B n fit of Moreover, with the Pennsylvania Railroad and the Pittsburgh, Ft. Wayne & Chi- uuiting Pa. cago Railway made a unit by compact, the Pennsylvania Railroad Company can the Cent, and sooner carry its plan for putting the Philadelphia & Erie Road in connection with Wayne ^^^ Western Pennsylvania Railroad, thereby to open and operate a cheap freight railway line from the Ohio to the Susquehanna and through to tidewater. With the Accommo- Juniata route for passengers, fast freights, etc., and the West. Branch for cheap and date wiiole beavy freights, the two parties to the combination will both be in unrivalled con- «>un ry. (jitjon to handle traffic and command travel between the East and the West — between New York, Philadelphia and Baltimore on one side, and Chicago, St. Louis and San Francisco on the other side. N Y. route. The negotiations, as reported, stipulate that the through business, for New York account, shall be carried via (West) Philadelphia, thereby including iu the pro- gramme the whole mileage of the lines in interest; this route is only nine miles All«ntown longer than the Allentown route — a consideration of no moment in a joint mileage bad ijecause of 909 Qjjigg — especially when Considered in oil'set to the fact that the Allentown Camden & route evades the Camden & Amboy Railroad, 88 miles, and also 103 miles of the Amboy ! Pennsylvania Railroad. This stipulation will doubtless stimulate the work of reducing the curvature and adding more straight line to the old State road between llaverford and Downingtown — an improvement long contemplated and greatly needed. Terms of '^^^^ joint roads of the respective parties in the negotiation, it is said, are made a union. through route to the exclusive use of which, between certain points or areas, both are bouml, whilst, too, both are pledged against granting material aid to rival lines or interests, within limitations set forth ; and to insure equitable results to the con- tracting companies a commission or bureau is created, composed of representatives appointed by the respective parties, with a remedy for final adjudication in case of Alliance of- misunderstanding or dispute. The contract, in short, as may be supposed, is in fensiveand etfect an alliance, offensive and defensive, entered into to protect the investments enmve. of the Pennsylvania Railroad Company and the Pittsburgh, Ft. Wayne & Chicago Railway Company, made and to be made, and also to increase the business and income of the two roads considered as one for through transactions, within judicious Vjoundaries. One party The single consideration that one party is owner of the shortest and best road to liaa PiiiB.— Piushuri/h, and the other party owner of the shortest and best route to Chicago, —the other makes the two roads jointly the shortest between Philadelphia and Chicago, and Cii- causes a common interest to prevade the entire mileage from end to end. A unit of Looked at as an unit, under a contract grounded in mutual appreciation and good g.wd f.-eiinj;. feel i rig, and founded in a reciprocated desire and determination to do justice and Iron way 8:a lasting good service to the parties to it — what a magnificent iron way looms in the miles. vista, in direct course 823 miles, hence to Chicago ? Stand at Chicago and look sea- ward through Pittsburgh, to the three great cities on tidewater. Remember that, Past, Present and Future of Chicaqo Investments. 369 henceforward, the Pittsburgh, Ft. Wayne & Chicago Railway is in alliance reaching a view from to three seaports, in a wny which will allow its owners to expaml its capacity be- '^'"'• tween its termini, with faces turned "Westward," whither "tlie course ot em- pire takes its way,"' leaving an ally in the rear, operating a trunk line from Pitts- burgh to tidewater, with roots spreading to and into three cities, on three open and free ways to the sea. Stand at Philadelphia, remembering, meanwhile, that on your right hand is the A Pliil.viow. New York and the Camden and Amboy Railroad ; on your left hami Baltimore and the Northern Central Railway ; contemplate Pittsburgh as the technical terminus of At Pitts. 2 the Pennsylvania Railroad, at the head of Ohio river navigation and the starting ^^j''^'j^i^'' ^' point of two friendly roads reaching out West, and spreading wider and wider apart— St. Louis the final goal of one — Cliicago the actual goal of the other; im- magine the length and breadth of the Mississippi valley ; see it as a checkered expanse of populous and potential States; conceive it as the seat of future empire. Points worth ruling the destinies of the continent ; turn back through the short span of time """■f '^o""''!- which has developed the Pennsylvania Railroad; note the growth of that work ; jhey'"wii'l^'"* then turn forward to the anticipation of events of years to come; in their fore- have, shadowed results see the Pennsylvania Railroad, then as now the great highway of the nation, its operations expanded, its totals multiplied, its domination as the par- amount Atlantic trunk line a demonstration and confession. All honor to railroad ofiicials of comprehensive minds who make peace for uni- Benefits of versal good to the transportation of interest; who make strength for mutual benefit ^;"isolidi^ by wisely joining hands and influence together. The general railroad interest of the country is commended more and more to the popular confidence by compacts akin to that which has welded into one line two great roads, with a single policy for through transactions, between the seaboard and interior cities of the State. Consolidation of the Pittsburgh & Ft. Wayne with the Pennsylvania More evi- Central, is not the only evidence of appreciation of Chicago. Control of the pa. aj'pi e- late Great Eastern, Pennsylvania has also deemed important; though Chi- *^'* *^ cago self-conceit is not sufficiently blinding to prevent our seeing that this point is less the aim in that enterprise, than is the direct connexion from Logansport through to Omaha. Still, we cannot but accord them the sin- cerity claimed for ourselves in the belief that "at Chicago rather than atchi. not Omaha the seaports will compete for Union Pacific Railroad traffic." But miuution of if "St. Louis, in like manner, will be the practical eastern terminus of the Kansas Pacific Railroad ;" Omaha will as certainly be of the central route. It is at all events a sagacious move of that energetic corporation to secure the two strings to its bow ; for Chicago will either be the practical terminus Weii toiiave of all the three projected Pacific roads, or she will be of none. One w ould to one^8"buv/. imagine that far more than our own produce, Asiatic trade, especially for the Grreat Interior which is to have unequaled distributing facilities, would Asiatic; tra.ie seek a centre for distribution. Should it lack usual centripetal force, how- trate.'^""''''"' ever, then the northern trade will doubtless concentrate at St. Paul, the EfTect oi central at Omaha, and the New Mexican at the Rig Bend of the Missouri or at St. Louis. At all events, this energetic, ambitious corporation, next to absorbing the late Great Eastern, never did a wiser thing than to unite its 2 wise acts of interests indissolubly with a railway like the Ft. Wayne, the revenues of which have risen from 81,600,000 in 1857, to 88,400,000 in 1865, for the temporary diminution of which good reasons are given in the reports. The able President, Mr. Cass, remarks in his last report : — Mr Cass' Jieprrrt. The marked characteristic in railway policy the past year has been to the aggre- TeiKieuoy of gation of capital and roads, and this policy is likely to continue through the ^'''^^'''''M'' ''^ current year. Within certain limits the policy is well enough both for the interest tion 24 370 No Equal Converr/ing Point of Rail and Water. Policy good of shareholders to secure permanent income, and for the public to bring the lead- souietiuies. j^g. dyenues under such a unit of management that they can be worked with greater ethciency and economy, and thereby better serve the purposes of the public. The Objections, objectionable feature to this aggregation is the rapidity with which the controlling interest in these great corporations change ownership, without consulting the wishes or interest of minority holders, and sometimes without any considerations Avoided ex- Qf public policy. Your Board of Directors have avoided all such alliances and ceptouce. combinations, excepting in the case of the St. Louis, Alton and Terre Haute Road, heretofore noticed, and which cannot be regarded as of the character just described. Chip of old A true "chip of the old block," overflowing with generous zeal to pro- '''"'■''■ tect railroads on all sides from the rapacity and selfishness which these Disinterpst- corporations are so apt to manifest, Mr. Cass had already explained the disinterestedness of the Pittsburgh & Ft. Wayne arrangement with the Mr. rags' St. L., A. & T. H. road in the same report : — Reason for The object of your Board of Directors in entering into the arrangement for arnin^'iiig operating the St. Louis, Alton and Terre Haute Railroad was to harmonize all ^'dVir''"^" interests east of Indianapolis in the working of the single line of roads from road. Indianapolis to St. Louis, in such a way as to give to the several roads and lines east of Indianapolis their several fair and equitable proportions of the business east from St. Louis by this route, and at the same time remove all temptation from the parties in an etfort, each for itself, to get an exclusive contract of the single Oilier roads Railway line west of Indianapolis. For nearly a year previous to the consumma- selfish. tion of the arrangement each of the lines of road north and south of your road had been engaged in etforts to obtain exclusive control west of Indianapolis, the Would cut etfect of which, if accomplished, would have been to cut this Company off from all oiT Pitts., Ft. St. Louis business excepting by the way of Chicago. When, therefore, the plan g^,'J-^'"''j^ was suggested to your Board of Directors to join with all the other interests in an for common arrangement for working the line between Indianapolis and St. Louis for the corn- benefit, mon benefit on an equitable basis, it seemed so eminently to the interests of this Company, as well as to all, that they did not hesitate to commit this Company to the plan. Unfortunately before the final signing of the papers, and the formal taking possession of the property, the Pennsylvania Railroad Company withdrew from the arrangements for reasons which the other parties were not, aud have not yet been, able to appreciate, and consequently they were unwilling to adopt them, and thus break the pledge entered into by them with the St. Louis, Alton and Terre Haute Railroad Company. It is hoped, as it is very desirable, that the Pennsyl- vania Railroad Company will yet join in the arrangement, and thus harmonize all interests, as was originally designed. Pa. Cent. Probably the continued stupidity "of the lines of road north and south" edness not preventing them still from appreciating the disinterestedness of the Penn- sylvania Central, is doubtless the reason why that paternal road takes its worthy off-shoot, the P. & Ft. W., into consolidated union. At this rate, N.T.rciiev'd before New York is aware, she will find herself relieved of all anxiety o anxie y. ^q^^ wcstem railways, for the Pennsylvania Central and the Ft. Wayne p.i. Cent. and will liave taken them all into their ZioZy keeping:. Mr. Cass had frankly Ft. Wavne .... J if o J take care ofsaid in his report for 1866 : — aU. . ^ Jtaiirond re- To provide for the future wants of this very important line of road which you Bpousibility. Q^n, and to meet the just demands which will be made on you for transportation, by the people of the several States from which you obtained your corporate exist- ence, is a question which has ever been pressing, and to-day as important as ever. A private A private individual or firm, and corporations of certain kinds, may, and often do set individimi bounds to their business and their desires for acquisition ; but a Railway corpora- can b« linut-,. • !• i. 1 , ' , „ . .,, ^ ■, ed— tion owning a line oi road such as you own, cannot say "thus far it will go and No limit for no further." Neither public policy, public duty or private rights and interests railways. ^yjn permit you to stand still so long as the world around you moves. * * Why not In view of the results accomplished, and the large expenditures made, many '■'"". shareholders may enquire: why not wait a period before embarking any more Past, Present and Future of Chicago Investments. 371 capital in the road ? Our reply to ibis question is that unless the capabilities of the Rr.a">;": I^- it was created, tor the reason that its management is divided among seven distinct corporations without that unity of action which can alone make it a successful aid to our commerce; but after the opening of the Atlantic and Ontario line, they would be forced to unite, and would become a great aid to the commerce of New England. 4. Under the laws of the State of New York, the Atlantic and Ontario Railroad, f:/'^^^^ • \ /* t 1*1 J.' iiiiOi 1" line, Aiifiii" a new line, may be constructed without further legislation by that State; making ti^.^^ Quta- the whole distance from Boston to Lake Ontario, by way of Fitchburg, Vermont rio. and Massachusetts, Troy and Greenfield, and this new line, 3G0 miles, about, the same distance as it is by the Erie Canal from Buffalo to Albany. 5. A double track railroad from Lake Ontario to Saratoga with the natural bar- ^j. Jp^^Pj^^'^ riers to be overcome by this route, is capable of moving at the rate of six miles per hour, eight million tons of freight from West to East, which can be delivered to the Boston & Albany, the Rutland & Burlington, and Fitchburg, and (when com- pleted) to the Hoosac Tunnel lines, as fast as they can move it with present increasing and local business, at a rate of cost per ton per mile, including interest and expenses of maintaining and operating the road, not exceeding the Erie canal charges for 18tJ6 and 1867. 376 No Equal Conven/ing Point of Rail and Water. 8 KeliaMe 6. An essential element for a prosperous commerce and the largest development cransportu- of aTicultural production is in tlie establishment of a line of communication, lion essential ^j^^°g reliable, with fixed rates for transportation, and perfect unity of action in its management. Govt to 13- 111 consideration of the foregoing facts, ought not the government of the esaniine State to forthwith appoint a commission to officially examine this route to Lake route. Ontario, make the necessary surveys, with full power in the premises, and report to the next legislature ; and further, that this commission be directed to examine and report what legislation is necessary to enable our citizens to avail themselves of the use of the empty cars going West over our several Hues of railroad ? Should U S ship not the general government at once construct a free ship-canal on American soil, canal around connecting the water of Lake Erie and Ontario, for the purpose of the full devel- Niagara. opment of the agricultural, commercial and manufacturing interests of the country, as well as for the protection of the mercantile marine of the lakes in case of war. ,Mas8.BhouId The government of Massachusetts should lead the commercial and manufacturing lead." interests of New England, and the agricultural industries of the West, in memorial- izing Congress in favor of speedily constructing a ship-canal uniting Lakes Ontario and Erie, and requesting our Senators and Representatives to cooperate to this end. N. Y. and These views show that New York and Boston perceive the necessity of nicvi''i!g. doing something, though they put too little stress upon the best means. Not only do the Atlantic States need to increase facilities for transportation in order to export advantageously, but to hold their own in the onward Must have progrcss. The tendency as we have seen is for mouths to come to food, cheap tood. ^i^-gj^ gj^jj Qjjiy |jg counteracted by cheap transportation, for the East can never compete in production. It is bulky food, too, that is to be carried j and though they must make the most of railways, and create new lines, yet far more efficacious, and a never-failing source of relief would it be to give Best relief a free coursc to propellers of 1,500 tons to reach lakes Ontario and Chaiuplain of ucKTto^nsfrom Lake Michigan. This is a means in which New York and Boston uiidch'am- cau havc no competition with their southern rivals. And although Balti- uait.'and moi'c and Philadelphia acquiesce in the lake-ward tendency of trade, and draw'trade must make Chicago their chief objective point, yet they will never cease "^'■*' their efforts to draw business straight to them, and keep all from the lakes iHiis. Gaz. which they can. The Pittshurgh Gazette quoted some time ago from the "AmeHc(m. Philadelphia North American and remarked as follows : — St. L. bridge '■'■ Importance of the Railroad Bridge at St. Louis. — The St. Louis bridge will be, in importaut. many respects, the greatest wonder, in the bridge line, of the present day, as well by reason of its length and height above the river as of the huge steel arches and Connects the monstrous tunnel that are to form parts of it. This vast structure is intended Bait, and ^^ connect the long lines of railroad reaching lUinoistown, from Baltimore and Pliila. with ,,,.,,,,. -11 T^ ■ . -1 o >ir- -111 Pacific road. Philadelphia, with the Pacific railroad of Missouri, and so make the connection with the Great Union Pacific railroad, now building across the wilderness to Cali- fornia. Without the completion of this bridge the working of the through line will be imperfect, as it is impossible to tranship across the river all the freight and Isesaential. passenger business of a highway such as this is destined to be. It is, therefore, essential to the plans of most of the great railroads that this bridge should be built at once ; that it should be of a solid and substantial character, and able to Steel arches, bear any amount of strain that maybe put upon it. It is for this reason that Wide span, the arches are to be of steel ribs; but the span of these arches, between four hundred and five hundred feet each, will be immense." * * * A necesrity. The North American justly characterizes the construction of a bridge over the Mississippi at St. Louis a necessity. The Union Pacific railway of the Kansas, which is destined to be the great natisjnal highway to the Pacific, is opening up a region of incalculable resources and value. By means of the bridge now building Past, Present and Future of Chicago Investments. 377 at Quincy, find another across the Missouri at Kansas City, Chicago will have at Chi. con- once an uninterrupted connection with that road, of uniform gauge, and thus the "'^'^^^'"' Y''^ entire system of roads converging at Chicago will be united wirh that road. '" Trains may be run from New York, or Boston, or Portland, or Philadelphia, or Cjh-^ through Baltimore, or Pittsburgh, by way of Chicago, to the farthest extremity of that road. ^V',"" •^"•'"■ There would be no break in the line in any place. Thus, although the country is mainly indebted to the enterprise of the capitalists of St. Louis for the Union Advantage Pacific railway of the Kansas, that city, without a bridge, would be thrown off the ^''"^V" °^ unbroken line of its eastern connections. To it, therefore, that bridge is an ' ' imperative necessity. But to Penuslyvania, and its two principal cities, it is almost equally a necessity ; Kqimlly im- for St. Louis, rather than Chicago, is on our natural and most direct line of com- '|'>'('j'|!"',i„|i*' mercial intercourse. Give us a good bridge at St. Louis, and it will be a virtual B:,it. extension of our oM'n magnificent Pennsylvania Central entirely across the conti- nent by the smoothest, the richest and the most salubrious route that exists. As Kansas best beyond the Mississippi we believe the Kansas route will be the most popular and ''"'''^'-'~ most successful, so on this side we are satisfied that the Pennsylvania route will be ""'*.'' ^*- the same thing. But to all this a bridge at St. Louis is essential. tiai'.'' Ere long New York and New England will be again aroused to the neces- x. y. and sity of increasing means of transportation, and will appreciate the advantages r/y^jj^^y^" ^'" they possess by water. Their interests are still ours ; and though we ^,,5;^ jnter- rejoice in close connection with Baltimore and Philadelphia, and that they e'*'^''""' begin to appreciate the importance of this centre, yet our reliance as hitherto is mainly upon the joint interest of New York and New England in draw- ing business to the lakes ; and this depends very much upon means of transport from the lakes. Great, then, unequaled as are our present facilities by rail and water Facilities eastward, they are small compared with what they must yet be made. And crease. what are our prospects westward ? ^°^^' ^®'*' 1. The conjoint interest of New York and New England with Chicago, 1. joint in- as we saw, has been the basis of our calculations for future increase from y. and n. the very beginning. Has it failed us ? Have their reasonable expectations "^' of profit to themselves from their endeavors, been disappointed ? The lakes, it is true, have aided mightily, yet they would have been powerless but for Their capital 11 indispensa- the liberal expenditure of eastern capital. What has been done is a pledge bie. for more doing of the same sort. Not only the same general object of securing the trade of the West operates, but the gains from the loi^g ^^V^y'^gj^" avenues owned by them in the East and in the West will be largely augmented by addition of other lines; and far more influential is the immensity of trade obtained and to be obtained, which already surpasses the wildest expectations. We welcome the aid which we have from the Atlan- ^,^}^°™j^ tic regions south, which will steadily augment as they find the trafiic of the ^^— Great Interior seeks more and more its natural centre ; but what they do for us is compelled by what the region north of them has done and will do. Our reliance, therefore, in the future as in the past, is upon the conjoint— rely upon n A •! J nurthern. interest with Chicago of New York and New England ? Can it fail us r 2. Capitalists have invested over $75,000,000 per annum in railways for 2. Railway 1-11 rm invcstmenta eighteen years, and never was there more surplus capital than now. J he to go on- old States are quite well supplied already, except a few more lines into the 378 No Equal Converging Point of Rail and Water. -must come West ; and where sliall capital in that use more likely find investment than ^**'' here in the Great Interior, so admirably adapted to railways, and where profits are at least equal to any other section ? 3. Capital of 3- l^^st of the Mississippi the benefits of railways are already very great creasVd"" ii ^^^ enhanced value of real estate, and increase of agricultural profits. No- where is Mr. Baxter's correct judgment, (see p. 332) upon the interest of land owners in constructing branch railways, more applicable than here in Co. bonds to the Wcst. Couuty bonds will be the means employed, which the farmers themselves can take in large measure. Much information has been herein- before presented, to bear particularly upon this point. Nowhere else has the railway equally augmented capital ', nor can any more profitable invest- ment be found by the farmers, for their surplus, than these branch railways. Ease of ex- Present lines afford abundant facilities, by a small expenditure, to extend the benefits to every neighborhood. A large amount of favorable testimony could be supplied, but space will only be taken for two examples, and these 2 examples, jq regions hitherto wholly foreign to Chicago ; one in southeastern Illinois, T^erfrom and another in western Missouri. A letter was published in one of our Co'm'^^ papers, from Mason, Effingham couuty. Ills., May 4th^ as follows: Southeastern The Southeastern Illinois Railway. — The points on the Southeastern Illinois Rail- Ill, railroad, yy^y are now determined and made permanent. The last point (Mason) voted dona- tions on the 27th and 28th of April last, amounting to $40,000. The several County sub- counties, townships and towns along the line of the road have voted subscriptions Bcriptious. ^uj donations to the capital stock of the company, as follows : Gallatin County, $100,000 stock, and $100,000 donation, besides donating swamp lands to the amount of not less than $20,000; White County, $100,000 stock, and $100,000 donation; Wayne County, $100,000 stock and $100,000 donation, besides donating swamp lands worth now $20,000; Clay County, $100,000 stock, and $40,000 donation ; Mason Township, Effingham County, $30,000 donation, and the town of Mason, Effingham County, $10,000 — the total amount being: Stock, $400,000; donations, including swamp lands, $430,000. It is expected that the four towns of Shawneetown, Fair- field. Flora, and Louisville will donate $10,000 each, which will make an aggregate $870,000. of 8870,(100. The stock subscriptions amount to donations virtually. Pointsof The points determined upon are : Beginning at Mason, on the Chicago Branch line. of the Illinois Central Railroad ; thence to Louisville, in Clay County ; thence to Flora; ttience to Fairfield, in Wayne County; thence to Carmi, in White County; 100 miles, thence to Shawneetown, in Gallatin County. The road will be about one hundred miles in length, and will pass through some of the finest and best wheat, corn, grass, grazing, and fruit lands in the West. Being 6ur- Corps of engineers are now in the field, and the road will be located between the veyed. points named above within the next sixty days; and it is expected that a full force of men will be at work upon the road bed by the 1st of August next. The com- pany start out with a good financial basis from which to operate, and it is intended to rush the work something after the style in which the U.ion Pacific road is now BniltinlS being built. The road will certainly be built and in full working order from this months. place to Shawneetown within eighteen months from this date. Connects From opposite Shawneetown to M.idisonville, Ky., a distance of about thirty-five Ky. roads— jjjjjgg^ j^ vonii is now being built to connect with the Henderson & Nashville Railroad, and which is intended as a continuation of the IMason & Siiawncetown Road, both roads being owned and controlleit by the same company. The Kentucky road con- — witnall nects the Shawneetown road with the whole system of Southern roads, and gives us the South, rail communication with the whole South and Southwest. Leaven- But of all prospective branches, none probably is of equal importance to Dea M..iu(-s Chicago with that from Leavenworth, Mo., to Des Moines, Iowa. Not only moBt import- 1 . , , , ~ . , ant because tlie local traffic is very large; not merelv because it affords an Past, Present and Future of Chtcago Investments. 379 avenue for tlie immense business beyond ; but because while supplying these, it creates healthy competition with the Quincy, Hannibal & St. Oimpi'tition Joe route for the business of the Atchison, the Kansas Pacific, and the St.. loi-.^outo Gralveston, and the other roads which must converge at the Big Bend of the Mis.souri, do we esteem this the most important branch line contem- plated. The following is inserted in our papers with strong commendation : — Co's.circuiar The Leavenworth and Des Moines RaUivay Compani/ have deterinined to con- Lonv. A Des struct and complete their railroad, witbout delay, from Leavenworth to Man Moines — Moines road direct. The located line is through the we.althy counties of Platte, Clinton, De Kalh, ^','„'.'^' ''"'"''* Daviess, and Harrison, in Missouri; and Decatur, Clark, Warren, and Polk, of Route. Iowa — a distance of 168 and 8-10 miles. At Leavenworth, it connects with the Union Pacific railroad, eastern division, Comiectg now completed over four hundred miles towards the west; and with the Leaven- "'".' 'J"'on worth, Lawrence and Galveston railroad completed 35 miles south from Lawrence, {vf/if'^i^aw- and rapidly extending onward towards the gulf, under the direction of Chicago rcncc Hnd capital, energy and enterprise. Gaivc-stij-, as The cost of transportation on that road is little, if any, less than the former cost ''^ '*' by ox-team express. Practically, all that private enterprise is able to save by its construction is time. That, to be sure, is something ; but it is not all that the country has expected, and has the right to expect. Another important fact appears ; that is, that the Cheyenne road, notwithstand- n.is plenty ing its enormous charges, finds plenty to do. It is not scarcity of freights that^'" ' makes high charges necessary to an adequate remuneration ; it is simply because the road, haviag no rival, may get whatever prices its managers choose to demand. I^ep/'f corn- There is no practical remedy for this state of things but iu the building of a second ^"■'" '""' road. In the matter of local freights, the Kansas Pacific road (Chicago and Santa Fe Kansas Pa- line) may not be put in immediate competition with the more northern roads. ^'.'''" ""' Such competition will be created by the construction of lateral branch roads, pptition. Such branches will follow the construction of the main line as naturally as the Uranrhes tree puts forth its branches ; and thus while two main trunks prevent an oppres- pg*',;^^^'""" sive monopoly over the through trafiic by either, their respective branches will carry the same beneficent effects to all important localities in the broad belt of territory that stretches between them. By July the Kansas road will be finished to the eastern boundary of Colorado ; Kans.-g road and there, "in a wild prairie, a thousand miles from Denver or any other place, J^'^p^^'g"^' the government subsidy ends." The government ought never to have granted a subsidy to a railway which was Jh^ up nt to be chopped off in the wilderness and have its western end tied up to the four ^^J^J' "" ° hundred and eleventh mile-post. If the present proposition were to subsidize the road in that shape, it would be one of the projects concerning which it might be righteously said : " Not another bond." To do no more is to throw away that which is done. The proposition is to make Past.iid that portion of the road already built of national value, by building the rest of it ; ^^^^'^ to save the subsidy already granted and expended, — and which else might as well' have been thrown away, — by extending to this Pacific road the same measure of government aid that was granted to the other. General Sherman has shown that the saving to government by continuing this Paving to road to the Rio Grande will be $2,500,000 per annum on military transportation, "°^ *• and $70,000 per annum on mails. Not only will this saving cover the interest on the whole amount of Pacific railway subsidies, but, in less than a decade, it will Its safety reimburse the government for the outlay, with its lien on the road as a surety for "^^' *'• reimbursement besides. That the completion of this road will beneficially affect the interests of Cincin- Cin's. reason nati, may be a good reason for its advocacy by Cincinnati gentlemen who " don't want to move to Chicago." A better reason is, that it will benefit the interests of ^^'/j^;. '■'^*°° 384 J!^o Equal Converging Point of Rail and Water. the whole country, — more especially of the whole west ; and whatever will benefit the west, Chiciigo, as the present and future commercial metropolis of the West, naturally advocates. The history cf Chicago is not a history of enterprises aban- Chi. exam- doued halfway to completion. The example of Chicago is one that the nation P'^" which would thrive must emulate. Character of Every few days some of our papers publish articles of the sort which have not been preserved. Having had a son engaged in the survey of this road about 12 months, I have some knowledge of the route ; and although Son in the his letters are given more to description of the curious people in Mexico and Arizona, and the remarkable scenery, and other interesting objects, than Route favor- to the railway, yet he writes that the route has been found favorable beyond expectation. The last letter is from near Albuqurque on his return, dated 24th May, and he says : — Lines practi- All the distance through from Kansas, practicable lines have been obtained ; '^^^"^ although through some sections of countrj' the work will require a large outlay of h)°h*graiics! <'*'Pi'*^^' ^'^'^ *^^ grades will attain the highest rate allowed by law, which is 116 feet per mile. Yet most of the distance the work and grades are very light ; for Arable laud, instance where they follow a valley or cuneda. Much of the country is capable of being farmed to advantage ; and around the San Francisco mountains there are Rich in min- large forests of pine and cedar. The country will prove rich in minerals. There ^als. coal, jg plenty of gold and silver, and tine beds of coal have been found, and we saw one immense bed of white marble, covering five miles of ground. The latter when first exposed to the air is soft, but hardens in a short time, and will then receive a high polish. I have a specimen to take home. No opposi- No newspaper opposes the grant by Government, and most are its strenu- tion to .f...!!! grants. ous advocatcs ; and the propriety of continuing what has been so well begun would seem to preclude any fear of failure. Sooner or later, at all RoaJs will events, the roads will in some way be built. London" and To establish this topic futher, it was my purpose to have given a table railroad of the railways centering at London and Paris; but it is unnecessary. Eng. and Every railway of England and "Wales as given by Mr. Baxter, p. 330, miles. '" make a total of only 9,251 miles ; and we have already shown (p. 37) that Chi. 9,465 the trunk lines and branches of Chicairo may fairly be reckoned at 9,465 miles. . . . . miles, besides 1,546 miles paying some tribute. Since that table was pre- pared last February, several hundred miles have been added, and this season will add 1,500 or 2,000 miles. London is much less a centre than Paris; All Franco but all France has only 8,134 miles. What city in our country can be named in comparison with Chicago in railway facilities already existing ? Oii. Tribune. The Chicago Tribune gave this statement, Feb. 17th, of — Trains at Number of Trains Daily. — The following figures taken, from the time tables of Chi. daily, the difl'erent roads for .January, show the number of regular trains only arriving and departing daily over the different reading from Chicago, and that, too, at one Moreinsum-of the dullest seasons of the year. In the summer and fall, when the fruit and '"'"^" grain crops are moving, an immense number of extra freight trains are added, amounting probably at some times to 150 or more additional trains. Then, also. Double many of the trains that leave our depots are double, though drawn by but one trains count- r i o j edone. Past, Present and Future of Chicivjo Investments. 3S5 engine, and shoot. ofiF on bi-anches a little distance out to their separate destina- di. trains tions. It would be proper to count these separately, but this has not been done in '''"'^* the table. .Mw'^'Ti 1 TV-- Passenger. Freight. Total, p.^ Chicago & N. W. — Milwaukee Division 12 2 14 90. Wisconsin Division 6 8 14 FroiRlit 96. Galena and Iowa Division 16 14 g^ TotHi, 186. Chicago & Kock Island 6 8 14 Chicago & Alton 6 12 18 Chicago, Burlington & Quincy 8 14 22 Illinois Central 6 8 14 Chicago & Great Eastern 8 6 14 Chicago, P. & Ft. Wayne 6 8 14 Michigan Southern 8 8 16 Michigan Central 8 8 16 Totals 90 96 186 Adding the probable average number of extra trains the year round — freight, Extra trains excursion, pay, etc., — and it is fair to estimate the number of trains ariving at 250 daily. and leaving the depots of the twelve main lines of this city at 250 daily. The Galena and Iowa Divisions of the C. & N. W. Railway are separate lines, but 2 divisions, 1 the trains run a little way from the city on the same track, and they are therefore count, counted together. Less than every three minutes of the twenty-four hours, a train arrives or A train departs. Nor do most of them come and go on short routes, but on long utes'of 24'"' lines to Green Bay, La Crosse, St. Paul, Iowa Falls, Rocky Mountains, Des '°'"'^^" Moines, Chariton, Ft. Wallace, St. Louis, Cairo, Louisville, Cincinnati, Long routes. Wheeling, Pittsburgh, Toledo, Detroit, and numerous intermediate routes. As to water fticilities, there is no comparison with any other city. Water faciu- Therefore, we need only to take existing facts to establish this caption ; equaled, though it is very evident that water facilities must be greatly augmented, to Vie in- and that the mileage of railways in the Great Interior will be doubled Ruirways within five years, of which Chicago will have even a greater proportion ""^''-'''" than what she now has, besides numerous additions eastward. With the abundant evidence we have had of the power of the railway to dcvelopc some of and centralize, and that it never traversed a region better adapted to its tascs present use; with a certainty of increase of facilities on all sides, and a rapidity of * '^^^ *"" '''" development never witnessed ; with these powers brought to bear upon the best body of arable land upon the globe, and in the middle of the temper- ate zone ; with the largest and richest area of mineral wealth, and of greatest diversity; with a railway system of over 11,000 miles already so located as that no essential change is possible, converging at one centre the traffic of this unequaled area of agricultural and mineral wealth, over a million five hundred thousand square miles in extent, it must also be remembered, that — The Northwest and West are hereafter the Great Interior, ''"''f.v',^' » and W .broat Interior. Although chief actors in the mighty changes the New World is making, „, '^ o ./ o OJ Change of we ourselves have not perceived that we were converting the ancient Orient Orient not " perceived. mtoc^r Occident. The wilderness which has seemed almost illimitable to 25 386 Tlie Northwest and West Hereafter the Great Interior. Pacific rail- ways. Cbange our West. Great Inte-" rior. To be a unit. National cap- itiil sbuuld uot be moved the west, has kept our points of compass as brought from the Old World. Although discoveries of gold and silver gave us the Pacific States, still the vast area intermediate ceased not to be to us the West. But now, and before the most gigantic of civil wars is closed, we begin and carry forward with railroad speed that enterprise which is acknowledged on all sides to be the grandest, most important project of all time, the Pacific Railway; and ere one is finished, another line commenced as a branch, is to be pushed through as an independent trunk. Soon the iron horse travels on several roads from the Atlantic to the Pacific ; and where to this young continental Nation, has our West been placed ? Where can we look for our West, except across the Pacific ? Hence in the U. S. Census for 1850 we have (p. 365,) the proper classification of the Valley States into North and South Interior. These are all a unit in interest, as will be those adding to the westward of them, and will henceforth be known as the Great Interior. More and more will this section be found a unit as against the rest, how- ever we may difi'er among ourselves ; though there will be some important exceptions, as, for instance, in the removal of the National Capitol. Upon such a question it is to be hoped that State jealousy, if no other and better influence operate, may prevent the injustice of taking from the Old Thirteen the Capital, sacred with the name and hallowed associations of the Father of his Country.* Sac. Union. Aspiring West. St. L. wants national capital. Clii. claims. West seat of tniiiire. Its charac- teristics. Cal. and ,111. alike. West national. Its power.' 8 cillfH af a million in 25 years. * Said tbe Sacramento (Cal.) Union, upon — The Aspiring West. — The good people of St. Louis appear to be in earnest expectation that at some day, not distant, they may influence Congress to remove tbe capital of tbe nation to that city. They have resolved, tljruugh their Common Council, to that end, and operated on tbe State Legislature with good effect. They have already fixed upon the site of the new building, and are ijreparing to survey the needful "ten miles square," to include the beautiful location of Jefferson Barracks and the classic preciuet of " Vide Poche." Chicago has ber pretensions as well as St. Louis, and she will hardly compromise them away. The Northwest is outgrowing tbe Southwest, and the Northwest will go for Chicago. They will be apt to find upon trial that the measure cannot carry yet. Sooner or later, however, the national capita] must go to the West. That vant region, bound together by a common system of rivers and lakes, with a mild climate, rich soil, and incomparably enterprising population, made up from the contributions of New England, the Middle and Southern States, with a goodly mixture of Celt, Teuton, and Scandinavian elements, all fusing into one pec^ple, if it is not now, must in a few years become the seat of empire of this continent. The Ureal West is as sure to give her civilization and laws to America, as any event not yet decided. There is nothing provincial in the West. When the young man from New England meets his brother Americans from the Southern aud Middle States, the tirst thing each party sets about is to take the measure of the other. Criticisms of speech and ideas are mutually exchanged in a friendly way, and it is not long till the three comprehend that each has something to learn, something to forget, and some provincial prejudices to abandon. Jt may seem a bold assertion, but we make it, nevertheless, that the best and purest English spoken is that which one hears from the man.of Western or California education. The reason is clear enough to those who tave resided for several years in that or this country. Our spoken language improves by criticism or deteriorates from lack of criticism. The provincial man is insensible to his errors till some one from the outside wcjrld takes him up and corrects them. This is what is constantly going on here and at the West, because the provinces all regularly contribute to our J opulation. Caliloruia is cosmopolitan. So is lilinois. Both are eminently national. In a i)opulation so mixed and constantly fusing by intermarriages, by attendance at the same schools and churches, and piirticipation in the same industi ies, there can be no time or taste for the narrow, provincial philosophy which in the retired and excluding retreat of Abbeyville produced such bitter fruit from the brain of Calhoun. Everything in the west is on a grand scale — is national. Foreigners become Americanized there quicker than anywhere else, because they see America in her grandest aspects, and are always cordially welcomed by the people who need populatun, but have land to spare for the taking. For the next quarter of a centtiry the Eastern and MidiUe States must needs increase slowly, while the Great West will twice double her wealth and inhabitants. At the end of that time, if the West should work harmoniously, there is nothing she could demand but what she would receive — national capital, Niagara Ship Canal, ship canal from the Illinois to Lake Michigan, or anything else. She will then have at least three cities of each more than a million inhabitants, and one, perhaps, as large as New York, toward which will always tend the wealth and fashion of the great heart of the nation. Something like this we remember to have seen prophesied about fifteen years ago. Wo were incredulous then; but times have changed, and the prophecy seems no longer extravagant. The West has only to wait and work together to get all it desires and to rule the destiny of America Past, Present and Future of CUl<'a- J ' provemects. able, than those commented upon? ( pp- ^36-38.) Shall not immigra- tion from Europe vastly exceed that hitherto, nearly the whole seeking this I'egion ? Shall we not have of Asiatic laborers five or ten to one from Europe ? As millions upon millions of acres of rich arable land are brought under the plou2;h ; as hundreds of millions of square miles of rich mineral stimniato .... . . (^'ty growth. land are developed, and mining scientifically prosecuted with improved machinery, must not products of agriculture and of mines give an impetus to city growth never known before ? Must not such a region have several Several large of the largest cities on the continent ? If there be one city central to all ohief one others and which each will have more traffic with than any other — one from others. city, with which every town and village and neighborhood will trade more or less — must not the combined power of the Great Interior give its emporium such ascendancy, that with its central position in the Union, every city and section on the continent will have more occasion to resort to it than to any other city ? Is it, then, unresaonable to affirm ? that — Other Cities are no Measure for Chicago. other cities no nieasure This heading appears to be a natural and just conclusion unless the °^ argument be fallacious. Therefore it is not to be proved as most other ciuii^.^*^°°' points have been. If not established already, further attempt would be 3S8 Other Cities are no Measure for Chicago No boasting fruitlcss. Nor is it presented in a spirit of vain-glorious boasting. It is exciiiii- However weak and imperfect the writer, he is not so bad, I trust, that a six month's study of such a subject should fail to awaken a sense of weighty responsibility, as it will in nearly every Citizen-reader ; a spirit of dependence upon that Infinite Power which alone could bring about the unity of effort which from the first has been our most prominent character- istic; that energy in execution which is indispensable in the accomplishment of the unexampled results here witnessed. still, projid Still, we have a pride in our City, or this book would never be distrib- uted, would never have been written. And we have a right to be proud of the growth which is the wonder of the world, and which nearly every We should Citizen has helped to promote. We should not be the men to have accom- appreciate r i our position. pHshed this manly work, could we not better than any others appreciate the importance of the duties entrusted to us, and properly estimate the conse- Thi3 book to quenccs to ourselves, to our State, to our Nation, to the world. It is to aid *'^' in making this estimate with exactness, that the book has its chief value ; Will cuiti- and so far as it shall have influence, it will surely cultivate pride in every vate pride, ^^^^j ^^ ^^ — pride most ennobling, stimulating us to all needed efforts, that the destiny we know that faithfulness will ensure to us, fail not through our unfaithfulness. Best studied Instead of quoting from other writers touching this important subject, it ^*^^' is better to consider yet more the thoughts of Mr. Scott, who doubtless had more thoroughly studied this important subject of city progress than any other man ; and they are better than any present views could possibly be, the many years which have intervened having tested the soundness of his j/r.&o«, '48. theory. In Hunt's Merchants' Magazine^ October, 1848, he considered — 0„r cities- OUR CITIES— ATLANTIC AND INTERIOR. Atlantic and All proiid of All people take pride in their cities. In them naturally concentrate the great our cities, minds and the great wealth of the nation. There the arts that adorn life are cul- tivated, and from them flow out the knowledge that gives its current of thought to the national mind. Large cities The United States, until recently, have had large cities in the hope rather than hoped for. jq tij^ reality. It is but a few years since our largest city reached a population of one hundred thousand. Long before that period, sagacious men saw, in the rapid growth of the country, and the aptitude of our people for commerce, that such positions as those occupied by Philadelphia and New York, must rapidly grow up Tetnotbe- ^^ ^^ great cities. This, however, was by no means the common belief in this lieved in. country; and our transatlantic brethren treated with undisguised ridicule the idea that these places could even rival in magnitude the leading cities of their N. Y. not to^^^"^ countries. New York is now sometimes called the London of America. Not equal Loa- that those calling her so, suppose she will ever come up to that mammoth in size •^""- and importance, but becnuse she holds in the New World the relative rank which London holds on the old Continent. N. Y. not ^' ^^ believed that few persons, at this time, have a suflSciently high appreciation appreciated of the future grandeur of New York; and yet fewer can be found who doubt that she will always continue to be the commercial capital of America. If this should be her destiny, the imagination could hardly set a limit to her future growth and 150 years to grandeur It would be presumptuous to say that her population might not reach ha\-e 5,000,- five millions, within the next century and a h'llf. Of the few persons who have doubled her continual sunremacy, most have given the benefit of the doubt to New Past^ Present and Future of Chicago Investments. 389 Orleans. This outport of the great central valley of North America was believed N. 0. ex- to command a destiny, when this valley should become well peopled, that might P^ctt-d to eclipse the island city of the Hudson. grow. Some twenty years ago the writer tlien living in a southeastern State, was con- In 182S ox- viuced that the greatest city must, in the nature of things, at a not very distant r>"ti*'l day, grow up in the interior of the continent. Of this opiuion he thinks he was J^' o'„^'ulaua the inventor and, for many years, the sole proprietor. It it had been the subject of a patent, no one would have been found to dispute his claim to the exclusive right to make and vend, (if that could be said to be vendible which no one would be pre- vailed on to take as a gift.) That such an opinion should appear ab.surJ and Opiniuu con- ridiculous, may very well be credited by most people, who consider it not mucli '^'"''''"^■(l less so now. The largest city of the interior was tlien Cincinnati, having scarcely ('j',^| ,),e 20,000 inhabitants ; and the sum total of all the towns in the great valley scarcely lurgiot. exceeded 50,000. St. Louis at that time had but 5,000, and Butt'alo about the same st. L. small number. Here, then, was a basis very small for so large an anticipation. Who could believe that St. Louis, with 5,000 people could possibly, within the short period of 150 years, become greater than New York, with a population of near How could 200,000? But what seemed most ridiculous of all was, that the future riv.al of the ?''*' P*** great commercial emporium should be placed a thousand miles from the ocean, ' ' where neither a ship of war nor a Liverpool packet could ever be expected to arrive. Since 1828, some changes of magnitude have taken place; and the writer's Clmngfg exclusive right might now be questioned. There are now other men, considered ^'"'^'' ^''"^■ Bane men, who believe the great city of the nation is to be west of the mountains, and quite away from the salt sea. Governor Bebb, in a late address before the Gov. Bibt)'s Young Men's Library Association of Cincinnati, expressed his decided belief contiiii-ncoin that Cincinnati would, in the course of a century become "the greatest agri- '"'^'""'* '• cultural, manufacturing, and commercial emporium on the continent." There are other men, now, not much less distinguished for knowledge and forecast than Oiho-s now Governor Bebb, who entertain the same belief. What has wrought this change of '"'•''-'*<'. opinion ? Time, whose business it is to unfold truth and expose error, has given How tho proofs which can no longer be blinked. The interior towns have commenced a'^'^''"°'^' growth so gigantic that men must believe there is a power of corresponding mag- Rapid aitude urging them forward ; — a power yet in its infancy, but unfolding its energies rC'"""[.'li of with astonishing rapidity. towns' Let us make some comparisons of the leading eastern and western cities. New Enstfin and York was commenced nearly 200 years before it increased to 100,000 people. Cin- ";''.^'''"n cinnati according to Governor Bebb, has now, fifty years from its commencement, pared. 100,000 inhabitants. Boston was 200 years in acquiring its first 50,000. New York since 1790, when it numbered 33,131, has hail an average duplication 'every fifteen years. This would make her population in 1850, 530,096. This is very near what it will be including her suburb, Brooklyn. Cincinnati has on the average since 1800, when it had 750, doubled her numbers Cincinnati every seven years. J^^^'"-"*^ '° ^ iY(Sw York. 1790 33,131 1820 132,.524 1850 530,096 N. Y. from 1805 66,262 1835 265,048 1790 to 1850. Cinci?mati. 1800 750 1821 6,000 1842 48,000 Cincinnati 1807 1,500 1828 12,000 ' " 1814 3,000 1835 24,000 1807 1,500 1828 12,000 1849 96,00U J'^'^_^^^'^ '" It appear8 from this table, that, on the average of fifty years, Cincinnati, the Cincinnati leading interior town, has doubled her population every seven years ; while New ''""''leJ "» 7 York, on the average of sixty years, has scarcely doubled hers in every period of jj'.'Y.'in 15. fifteen years. If New York is compared with Cincinnati during the same fifty years, it will be seen that the period of her duplication averages over fifteen years, slie had, in 1800, 60,489. Doubling this every fifteen years, she should have, in 1850, nearly 650,000. This number will exceed her actual population more than 100,000, whereas Cincinnati in 1850 will certainly exceed 96,000. 300 Other Cities are no Measure for Chicago. For 54 years X. y. dou- b'es in 18, Cincinuatiin 10 years. N. T. 1904 Lave 4,000,- 000. Let US now suppose that, for the next fifty four years after 1850, the ratio of increase of New York will be such as to make a duplication every eighteen years, and that of Cincinnati every ten years. New York will commence with about 500,- 000, which will increase by the year 1868 to 1,000,000 1886 to 2,000,000 1901 to 4,000,000. Cincinnati will commence in 1850 with at least 100,000, which will double every ten years ; so that in 1860 it will be. ..200,000 1880 it will be. ..800,000 1900 it will be. ..3,200, 000 Cincinnati bave 4,066,- 667. For 100 years Ji. Y. double in 20, Cin- cinnati in 12. 1870 1890 .1,600,000 1904 4,066,667 ...400,000 The resulting figures look very large, and, to most readers, will appear extravagant. Let us suppose the duplication of New York, for the next 100 years, to be eifected on an average of twenty years, and that of Cincinnati of twelve years. N.Y. have 1850 500,000 I9o0, 16.- 1870 1,000,000 000,000. i"'""" > > Cincinnati 1850 100,000 bnye 25,600,- jgg2 200,000 1874 400,000 New York in 1890 2,000,000 1910 4,000,000 Cincinnati in 1886 800,000 1898 1,600,000 1910 3,200,000 193v 8,000,000 1950 16,000,000. 1922 6,400,000 1934 12,8110,000 1946 25,600,000 This looks like carrying the argument to absurdity, but if these two leading cities be allowed to represent all the cities in their sections respectively, the result of the calculation is not unreasonable. It is not beyond possibility, and is not even improbable. The growth of the leading interior marts, since 1840, has been about equal to the average growth of Cincinnati for fifty years past. This growth for the last cities equal gjgj^^ years, according to the best information to be obtained, has been more than Surround- ings in- cluded. Growth of interior 115 per cent., as the following table will show: and 1848, 115 per cent, 1840. 1848. Interior Cincinnati 46,000 95,000 cities in 1S40 St. Louis 16,000 45,000 Louisville 21,000 40,000 Buffalo 18,000 42,000 Pittsburgh 31,000 58,000 Cleveland 6,000 14,000 Columbus 6,000 14,000 Dayton 6,000 14,000 1840. Detroit 9,000 Milwaukee 2,000 Chicago 5,000 Oswego 5,000 Rochester 20,000 1848. 17,000 15,000 17,000 11,000 30,000 Total 191,000 412,000 Exterior cities. The growth of the exterior cities for the same period has beenabout 38 per cent., according to the following figures : — 1840. 1848. Growth in New York 312,000 425,000 1840,1848,33 Philadelphia 228,000 350,000 Baltimore 102,000 140,000 New Orleans 102,000 102,000 Boston 98,000 130,000 Charleston 29,000 31,000 per cent. 1840. Savannah 11,000 Mobile 12,000 Brooklyn 36,000 Portland 15,000 1848. 14,000 12,000 72,000 24,000 Total 940,000 1,300,000 Authorities. Inaccura- cies. Interior 3- f >ld fiiBter than At,lun- tic cities. The census for 1840 is our authority for that year. For 1848 we have late enumerations of most of the cities. The others we estimate. Tliere are doubtless a few inaccuracies in the details, but not enough to vary the result in any important degree. In the aggregate our interior cities, depending for their growth on internal trade and home nianuf.iclure, increase three times as fast as the eastern cities, which carry on nearly allthe foreign commerce of the country, and monopolize the home commerce of the Atlantic coast. This is a fact of significance. It proves that our fertile fields, after supplying food to everybody in foreign lands who will buy, and feeding the cities Past, Present and Future of Chicago Investments. 301 and towns of the Atlantic States, have BufBccd to feed a rapidly growiiig town popula- tion at home. It proves, also, that the western people are not disposed to accept the ^Ve«t not destiny kindly otlVred them by tiieir eastern brethren, of confininn; themselves to the '^""/'"'''l '" handwork of agriculture — leaving to the old States the whole field of machine labor. ^ Although the land on which the people of the great valley have but recently entered is new. tlie civil, social, and commercial condition of tliis people is advanced Adviuicid nearly to the highest point of the oldest coinniuiiities. Tlie contriving brain and '^'^'''''''''""• skilful liand are here in their maturity. The raw materials necessary to tiio arti- zan and the manufacturer, in the production of wiiatever ministers to comfort and elegance, are here. The bulkiness of food and raw materials makes it the interest cost.. ftrans- of the artizan and manufacturer to locate himself near the place of their produc- portuu belp. tion. It is this interest, constantly operating, which peoples our western towns and cities with emmigrants from the eastern States and Europe. When foout Western men now urge that with the coal and water facilities oifered by nature at Ailvuntages the West, with the removal of the tax on manufactures, and cheap freight facilities of West, and cheap labor, goods can be manufactured as cheaply as in the East, and that the time is not far distant when the large cities of the West will be in competition with those of the East ; that the true places for manufacturing industry — those 394 Other Cities are no 31easure for Chicago. Tiade cen- places which will be hereafter the true places for manufacturing industry — are the tres best for giiief centres of trade ; that it is not the possession of abundant water power, or '""^'^^' coal near at hand which will determine >the question, but that the question will oe determined by the advantages held out by these great centres of supply for disposing of products when manufactured. Beport of The last report of the Secretary of the Interior develops the tendency of manu- Sfc'y of let. fj^gtm-ing industry. From a large number of places, East and West, selected to East and give a comparative view of the productive power of that industry in the place Wost com- named, it was shown that the amount of earnings averaged by the operatives is less at P*"^^ ■ points where steam power is not used and coal mines are not at hand. The average earnings of each operative in Lowell, Manchester, Paterson, Pittsburgh, Philadel- phia and Reading are considerably less when compared with the average earnings for those places where there is no water power and an easy access to coal. It is also claimed that industry is more productive in money value at the Effect of Pa- West than in the East. The completion of the Pacific Railroad, it is prophesied, ciflc roads, ^yill tend to make the West the great seat of manufacturing industry, as it will be the centre of civilization. The question is one of political economy. Views of Numerous extracts from our own papers bearing upon this point must be press. omitted. That a live press like ours would be earnest and constant in calling attention to this important interest, is too much a matter of course to make Disinterested it necessary to take further space for their testimony. Much better than bettf™^" aiiy judgment of our own upon this essential point, we have another paper from Mr. Scott, which nine years more of observation enabled him to pre- pare, based upon the progress which a few years of railway power had 11 years' developed. Eleven years more, notwithstanding the retarding influences of war, abundantly confirm the soundness of his reasoning, and the modera- tion of his conclusion, notwithstanding it has been and still is deemed improbable even by our own Citizens. In the February number of the Mr.Scott, Merchants' Magazine for 1857, Mr. Scott discussed this subject : — 1857. ' -^^ ' •> West, move- WESTWARD MOVEMENT OF THE CENTER OF POPULATION, AND OP Se of popu- INDUSTRIAL POWER IN NORTH AMERICA. lation and industry. An interest- In the rapidly developing greatness of North America, it is interesting to look to ing subject. ^^^ future, and speculate on the most probable points of centralization of its com- mercial and social power. I leave out the political element, because, in the long run, it will not be very potential, and will wait upon industrial developments. I also omit Mexico, so poor and so disconnected in her relations to the great body of the continent. U. S., Cana- Including with our nation as forming an important part of its commercial com- ^' munity, the Canadas, and contiguous provinces, the centre of population, white Movement and black, is a little west of Pittsburgh. The movement of this centre is north of weat!"^ '^'^^ west, about in the direction of Chicago. The centre of productive power cannot be ascertained with any degree of precision. We know it must be a considerable dis- tance east, and north of the centre of population. That centre, too, is on its grand march westward. Both, in their regular progress, will reach Lake Michigan. T)ie centre of industrial power will touch Lake Erie, and possibly, but not proba- bly, the centre of population may move so far northward as to reach Lake Erie ^"th^^Zi ^^^'^^ Their tendency will be to come together; but a considerable time will be required to bring them into near proximity. Will the movement of these centres — on Lake be arrested before they reach Lake Michigan ? I think no one expects it to stop Michigan. eastward of that lake ; few will claim that it will go far beyond it. Is it not, then, as certain as anything in the future can be, that the central power of the continent Then lie will move to, and become permanent on the border of the great lakes ? Around permanent. ^ ° Past, Present and Future of Chicaqo Jnncstmcnts. 395 these pure waters will gather the densest population, and on their borders, will grow up the best towns and cities. As the centers of population and wealth approach, and pass Cleveland, that city should swell to large size. Toledo will he Toledo ben- still nearer the lines of their movement, and should he more favorably affected by eflti«J- them, as the aggregate power of the continent will, by that time, be greatly increased. As these lines move westward towards Chicago, the influence of their position will be divided between that city and Toledo, distributing benefits according to the degree of proximity. If we had no foreign commerce, and all other circumstances were equal, the Foreign greatest cities would grow up along the line of the central industrial power, in jty comtufrre westward progress, each new city becoming greater than its predecessor, bythe"" "" amount of power accumulated on the continent, for concentration from point to point of its progress. But as there are points, from one resting-place to another possessing greatly superior advantages for commerce over all others, and near enough the centre line of industrial power to appropriate the commerce which it offers, to these points we must look for our future great cities. To become chief Chiffessen- of these, there must be united in them the best facilities for transport, by water *'"''* "'^ *^®°' and by land. It is too plain, to need proof, that these positions are occupied by '^*'''' Cleveland, Toledo and Chicago. But we have a foreign commerce beyond the continent of North America, by means Forrign com of the Atlantic Ocean, bearing the proportion, we will allow, of one to twenty of "'*-''''^'^' lto20 the domestic commerce within the continent. This proportion will seem small to"*^ (li>tne8tic. persons who have not directed particular attention to the subject. It is, neverthe- less, within the truth. The proof of this is difficult, only because we cannot get the figures that represent the numberless exchanges of equivalents amongeach other, in such a community as ours. If we suppose ten of the twenty-nine millions of our North American commu- Annual pro- nity to earn, on an average, $1,25 per day, 312 days in the year, it will make an oij'joqJ) ' aggregate of nearly four thousand millions of dollars. If we divide the yearly profits of industry equally between capital and labor, the proportion of labor would be but $1,25 per day, for five millions of the twenty-nine millions. Tlie average earnings of the twenty-nine millions, men, women and children to produce two This reliablo thousand millions yearly, would be twenty-two cents a day, for 312 working days. This is rather under than over the true amount ; for it would furnish less than $70 each for yearly support, without allowing anything for accumulation. Of the four thousand millions of yearly production, we cannot suppose that more $3.(ioo,000,. than one thousand million is consumed by the producers, without being made the "^'' '"■" ^^ subject of exchange. This will leave three thousand millions as the subjects of '^ '""''*■ commerce, internal and external. Of this, all must be set down for internal com- merce, inasmuch as most of that which enters the channel of external commerce, first passes through several hands, between the producer and exporter. Foreign commerce represents but one transaction : The export is sold, and the import is bought Superiority with the means the export furnishes. Not so with domestic commerce. Most of the '" foreign, products which are its subjects, are bought and sold many times, between the producer and ultimate consumer. Let us state a case : — I purchase a pair of boots from a boot dealer in Toledo. He has purchased them Course ot from a wholesale dealer in New York, who has bought them of the manufacturer doniestic in Newark. The manufacturer has bought the chief material of a leather dealer in New York, who has made the purchases which fill his large establishment from small dealers in hides. These have received their supplies from butchers. The butchers have bought of the drovers, and the drovers of the farmers. The boots importing purchased are of French manufacture, they have been the subject of one transac- one transac- tion represented in foreign trade, to wit: their purchase in Paris by the American *'"°- importer; whereas, they are the subject of several transactions in our domestic Scvoial do- trade. The importer sells them to the' jobber in New York, the jobber sells them ""^'''''^"*"'' to the Toledo dealer who sells them to me. It can scarcely admit of a doubt, that the domestic commerce of North America Dompstic 20 bears a proportion as large as twenty to one of its foreign commerce. Has internal f Jrei^'iTtraf- commerce a tendency to concentrate in few points, like foreicrn commerce ? Is its nc. tendency to concentration less than foreign commerce ? No difference in this respect can be perceived. All commerce developes that law of its nature, to the extent of Allcom- its means. Foreign commerce concentrates chiefly at those ports where it meets '"'■''ce equal, the greatest internal commerce. The domestic commerce being the great body, 396 Other Cities are no Measure for Chicago. N. Y. chief draws to it the smaller body of foreign commerce. New York, by her canals, her of foreign as railroads, and her superior position for coast-wise navigation, has drawn to herself of domestic. ^^^^ ^f q-^^. foreign commerce, because she has become the most convenient point for the concentration of our domestic trade. It is absurd to suppose that she can always, or even for half a century, remain the best point for the concentration of domestic Change cor- trade; and, as the foreign commerce will every year bear aless and less proportion to tain. the domestic commerce, it can hardly be doubted, that before the end of one century frona this time, the great centre of commerce of all kinds, for North America will Supposed be on a lake harbor. Supposing the centre of population (now west of Pittsburgh) N. \v. direc- gjjj^ii average a yearly movement westward, for the next fifty years, of twenty miles ; rapidity ^'^^^ would carry it one thousand miles northwest-ward from Pittsburgh, and some five hundred or more miles beyond the central point of the natural resources of the country. It would pass Cleveland in five years, and Toledo in eleven years, Where it reaching Chicago, or some point south of it, in less than twenty five years. The strikes. geographical center of industrial power, is probably now in northeastern Pennsyl- vania, having but recently left the city of New York, where it partially, now for a time remains. This centre will move at a somewhat slower rate than the centre of population. Supposing its movement to be fifteen miles a year, it will reach Cleve- land in twenty years, Toledo in twenty seven years, and Chicago in forty-five years. If ten years be the measure of the annual movement northwestward of the indus- trial central p'oint of the continent, Cleveland would be reached in thirty years, Toledo in forty, and, Chicago in sixty-three years. Population It is well known, that the rate at which the centre of population in the United moving more States is now moving westward, is overfifteeu miles a year, and that it is moving with rapidly. ^^ accelerated speed. It is obvious that the centre of population, and the centre of Population industrial power, now widely separated by the nature of the country between New aiyl iiidiis- York and Cleveland^ by the superiority in productive power of the old northern and to come to- middle States, over the new States of the Northwest; and still more, by the inferi- gether. ority of industrial power of the plantation States, compared with the region lying north of them, will have a constant tendency to approximate, but can never become identical, so long as the inferior African race forms a large proportion of the Tendency of population of the great southern section of our Union. The constant tendency of latter north the Centre of industrial power will be northward, as well as westward. This will and west. -^^ determined by the superiority of the natural resources of the Northwest, over Advantages the Southwestern section, by the use of a far greater proportion of machine labor, of the re- in substitution for muscular labor, in the northern regions, and also by the superior ^^'^^' muscular and mental power, of the inhabitants of the colder climate. To these might be added the immense advantage of a vastly greater accumulated imiustrial power, in every branch of industry, and the tendency of the superabundant capital of the old world to flow into the free States, and the country north of them. British Prov- In the view of the subject which has been taken here, it will be seen that the ico^aud C^l. '■i'*^'!^ with the British Provinces north of us has been considered a portion of our not affect domestic trade, and that Mexico and California have been left out of our calculation, result. These may be allowed to balance each other. But together or apart, they will not be of sufficient importance to our continental commerce, to vary materially the results of its future for the next fifty years, as developed in this paper. U. S. and At their present rate of increase, the United States and the Canailas, fifty years Canada in 50 from this time, will contain over one hundred and twenty millions of people. If we have 120- Suppose it to be one hundred and five millions, and that these shall be distributed so 000,000. ' that the Pacific States have ten millions, and the Atlantic border twenty-five mil- ^'■*'*t Interi- lions-, there will be left for the great interior plain seventy millions. These seventy Oo'o. ' '" millions will have'twenty times as much commercial intercourse with each other as Mu«t have with all the world beside. It is obvious, then, that there must be built up in their the groat midst the great city of the continent ; and not only so, but that they will sustain several cities greater than those which can be sustained on the ocean border. Era of great This is the era of great cities. London has nearly trebled in numbers and busi- cities. ness since the commencement of the current century. The augmentation of her population in that time has been.a million and a half. This increase is equal (o the whole population of New York and Philadelphia ; and yet it is probable that New York will be as populous as London in about fifty years. A liberal but not improb- EHtimate of ^^'^^ estimate of the period of duplication of the number of tliese great cities London and would be, for London, thirty years, and for New York, fifteen years. At this rate, Past, Present and Future of Chicago Investments. 397 London will bave four millions and seven hundred thousand, and New York three millions four hundred thousand, at the end of tliirty years. At. the end of the third duplication of New York — that is, in forty-five years — she will have become n. Y. beat more populous than London and number neai-ly seven millions. This is beyond l-onrlon in .00 belief, but it shows the probability of New York overtaking London in about fifty y"'""- years. A similar comparison of New York and the leading interior city— Chicago — will N. Y. aud show a like result in favor of Chicago. The census returns sliow the average period ^'''• of duplication to be fifteen years for New York, and less than four years for Chicago. Suppose that of New York for the future should be sixteen years, and that of Cni- N.Y. doubles cago eight years, and that New York now has, with her suburbs, nine hundred j','. ."'. y^*"'*' thousand, and Chicago one hundred thousand people. In three duplications New "' '" ' York would contain six millions two hundred thousand, and Chicago, in six dupli- cations, occupying the same length of time, would have six millions four hundred thousand. It is not asserted, as probable, that either city will be swelled to such 48 years Chi. an extraordinary size in forty-eight years, if ever, but it is more than probable that largest, the leading interior city will be greater than New York fifty years from this time. A few words as to the estimation in which such anticipations are held. The I'""''' n*" *'> ffeneral mind is faithless of what goes much beyond its own experience. It refuses !"'''' P'''^*"'" to receive, or it receives with distrust, conclusions, however strongly sustained by facts and fair deductions, which go much beyond its ordinary range of thought. It is especially skeptical and intolerant towards the avowal of opinions, however well foundeil, whicli are sanguine of great future changes. It does not comprehend them, and therefore refuses to believe ; but it sometimes goes further, and without examination, scornfully rejects. To seek for the truth, is the proper object of those who, from the past and present, undertake to say what will be in the future, and, when the truth is found, to express it with as little reference to what will be thought of it, as if putting forth the solution of a mathematical problem. If it were asked, whose anticipations of what has been done to advance civiliza- '^°'' ^*°' tion, for the past fifty years, have come nearest the truth, — those of the sanguine ami fstrf-'ht^'"' hopeful, or of the cautious and fearful, must it not be answered that, no one of the former class had been sanguine and hopeful enough to anticipate the full measure of human progress, since the opening of the present century? May it not be the most sanguine, and hopeful only, who, in anticipation, can attain a due estimation of the measure of future change and improvement, in the grand march of society and civilization westward over our continent ? What is fanciful, unreasonable in that sacracious paper? Notwithstand-Thpso views ing the war has greatly retarded such enterprises as railways, has drawn reaiiiod. very heavily upon the West in agricultural laborers, and every way has deranged the natural current of events ; yet, have not the eleven years past given good evidence that those predictions are to be realized ? Is not "this the era of great cities?" Was there ever such a power as the Reasons why . . J . , Chi. has no railway brought to bear upon cities : Has it ever existed in equal precedent, power to work upon any city as Chicago ? Did it ever operate in any country where it had equal opportunity at once to develope and to centralize? Is not this gigantic railway system sustained aud promoted by the lakes, the grandest inland navigation of the world ? Is it not closely conjoined to and aided by the longest river navigation of the world ? Ls it not absolutely certain as the continuance of man and the globe in present condition, that in all these respects there can be no drawbacks, but steady, rapid progress ? Has any city ever arisen upon which any such influences were ever broim'ht to bear ? Why then should it not be admitted that no why deny „ . ,, 1 1- • 1 the fact? other city can be a measure for Chicago t At all events., duphcation has 598 Other Cities are no Measure for Cliicago. Chi. has been made and more the last 8 years. The following is an abstract of a doubled in Sggj-jgyg jygj. finished by the Board of Health for sanitary purposes, under the supervision of our capable head of the Board, J. H. Rauch, M.D.* Census of Chi. April Ist, 186S. Population 242,1-29. Buildings, 40,815. Census of Buildings and of Population of Chicago, \st April, 1868. ..^n !=! ?r S "> _a Si rr i « g= fl £ ■o 3 r^ u ° a la S,-o « a i o c * 3 fe ^ •r ■a ■=22 (5 w. -co ^2 .1 < o O '^1 1 1,122 310 506 1,937 196 ' 1,128 224 146 3,688 7,022 789 11,499 9, 215 10 l.oOl T.526 822 336 59 8 4,166 8,187 1,186 13,539 8 299 8T 2,127 2,513 1.9U5 232 73 29 8,052 7.689 879 16,620 4 312 25 2,355 2,692 2,635 118 109 28 11,007 5,372 120 16,499 5 44 2 2,IU6 2,152 2,011 50 50 31 1,588 11,837 9 13,434 fi 25 1 2,09o 2,122 1,240 198 144 5 1,519 10,879 9 12,407 7 25 52 388 209 70 3T 8,402 2,312 3,859 2,259 2,0S4 2,948 3,427 2,364 4,24T 2,46S 2,154 2,986 3,359 2,133 3,1.36 1,779 1,627 2,684 222 72 145 2t9 381 93 25 107 77 90 184 80 18 10 17 89 28 16 10,702 6,983 11,097 8,812 2,142 2,408 10,948 7,009 6,812 4,751 10,946 12,317 7 11 141 81 29 14 21,657 8 14,003 g 18,050 10 13,644 11 13,117 V?. 1 14,739 13 44 218 127 1,807 2.493 2,S8S 1,851 2,711 3,021 1,617 2,25T 2,927 80 92 81 3 61 24 00 9 24 1,493 6.197 10,044 9,590 7,968 10,367 30 3 18 11,113 14 14,168 1.5 6 20,429 16 293 1,751 2,044 1,819 411 81 14 9,0G6 6,909 36 16,011 8,480 442 36,393 40,315 32,047 3,938 1,391 417 100,164 138,603 3.362 242,129 Population The population in 1860 was 109,260, (see table p., 288) so that in this io9,26ot^ eight years, increase is 133,000, almost 11 per cent, on the average. My Predictions predictions in 1848 for 30 years were that we should increase 20 per cent, per aunum for five years, and 18 per cent, for the next five. These were Not realized, realized. But 16 for the next, and 14 for the next five have not been real- ized by considerable ; and is not the war an abundant reason ? I then cal- cukted for 12 per cent, for five years, and thefl ten per cent, per annum Census mod- indefinitely. The present census must be moderate, for it allows only five and a fraction to a building. Views 1861. Thesc remarks in my circular of 1861 are here appropriate: — Rapid growth of cities. Rail way power even in old coun- tries. Kail way 8 here i'u the beginning. Looking back only twenty or thirty years, within which all [railroads] have been built in this country and mostly abroad, we are amazed at the growth of London, Paris, New York, Philadelphia, etc. The locomotive more than any other influence has been the operating cause, notwithstanding the regions tributary to them being old or comparatively so, various places had by eiforts of many years, and the gradual accumulation of capital, become fixed as important business centres. The concen- trating power of railroads, however, in even these old countries, has given to the focal points a sudden and remarkable growth. But here, almost in the day-dawn of settlement of these heaven-favored States, has the best of means of intercommunication and of exchanging products, been spread all over them, and of necessity business will chiefly concentrate at central places. Also, the six thousand miles of railway in use, are so laid over one hundred and fifty thousand square miles contiguous to us, that three forths — forty-five hun- dred miles — have this one city for their centre ; and so admirably has the system been * A vast amount of information has been collected in detail important to show the condition of the city. The area is computed, showing the square yards in the blocks and in streets and alleys ; the grade, and condition of the surface; the drainage, length and size, and what houses connect with public drains and what do not ; the kind of privies and their condition ; the hygiene ; and full descriptions of the buildings, material and nso, and also the population. It being yet not wholly completed, some errors may be made in the above which will bo corrected in the next edition. Past, Present and Future of Chicago Investments. 39ii planned to accomodate the country, that but few farms are over twenty miles from Perfycti.m of a railway leading directly hither, and more than half within ten miles. Hail our ">'*'"'" best minds been employed in the begining to locate the roads with a view alone to concentrate at Chicago, the existing arrangement couhl hardly have been bettered, either for city or country, though each company has independently made its location, seeking its own interests solely. These lines, too, are constantly extending , and five to ten thousand square miles Expanding, and over, will annually be brought into the same close proximity with us, till a hundred thousand to two hundred thousand more are added to our domain. This could now liardly be prevented. The knowledge of this railway system, and of the relations Chicago bears to it, .Vdvantages is being widely extended and must be more fully appreciated. But even now, a ""^ '"'''• New Englander who desires to remove his capital, materials and workmen into the yTwEua^' midst of his western consumers, unless he preferred to do a small and restricted land seeks business, or had peculiar influences to control him, would of course seek Chicago. ^'''• Before the day of railroads, he might have hesitated and erred in his decision, but not now. If he changed to another location in the old States, a choice must be made with care, but not in the West if he have energy and enterprise to meet competition, — without which he had better avoid Chicago. On the other hand, these farmers will soon be rich, erecting fine houses and AiMlity of barns, grtting furniture and carriages and other things to correspond, and living '^"""'O" to not only in comfort but luxury. There will be a city within one to eighteen hours' ride of all of them, where th'^y can go and be certain to find every article wanted. One city all or of soon having it made, and that competition will insure fair prices, and that a '^*'* '''''"-■''• choice can be made in different establishments. Is it not according to the ordinary course of trade, that the large city should be resorted to for all considerable purchases ? In this direct way do railroads bring together manufacturers and consumers to Railniads their mutual advantage. Can it be doubted that such must be their inevitable effect ^■"•^"'j" '» cen- in the AVest, a field in which nearly all manufacturing establishments are yet to be mercuaud located, and which has par excellence, one great centre ? umfra. Not only is the railway powerful to centralize, but nothing equals it to advance Tlvir power settlements and develope a new country. This region had attractions, that even to deveiope. before the advent of the locomotive, multiplied inhabitants as in no other, and when it cost more to get produce to Chicago, then as now the chief market, than to raise it. But the increase of profits to the farmer is immense since the time when five Inoreise hundred to a thousand teams could be seen daily entering our cities from their teilious f'^rmerM journeys of thirty to a hundred miles and over. Wool would hardly compensate for such trips now-a-days, though wheat, corn, fruit, etc., were then the articles brought. Agriculture being the chief occupation in the West, its advantage is of first im- Can now portance, and no other has had its direct profits so increased by railroads, it is seud com. a literal truth that even corn, which consumes more. of its money-worth in trans- portation than almost any important article of farm produce, and is most valuable of all, western farmers can now supply cheaper to eastern farmers, transportation included, than they can possibly raise it. For transporting live stock, too, and Livestock, perishable articles, the railway is of much importance. It has doubled and trebled, and more, the profits of western agriculture. And the various lines connecting us with the old States, enable their citizens to come cheaply and easily to examine for can come themselves, and to remove their familes and effects. It cannot be questioned, that aud see. ten years will now advance the West in population and wealth and social progress, more than thirty would have done without this most influential of modern inventions. Other Cities no Measure for Chicago. — Hence, in anticipating the future of Chicago, other cities its progress is not to be limited to that of the most favored city, ancient or modern, uometuure None ever arose with which to compare it. Not only this new-found motive power ^^ '" of the railroad operates with unexampled force and effect, but no other ever had so vast, so rich a region, for its support. Besides, the whole country has made great progress, and its multiplied wealth and population, must with accelerating power and speed, advance this, its most growing section, and this, its most growing city. The Destiny of Chicago — Predictions for Twenty-Five Years. — If hitherto you have Its destiny, not particularly investigated the subject, you have probably entertained the general belief that Chicago is to grow along with other western cities to a large size, hav- ing, perhaps, in twenty-five to fifty years, two to five hundred thousand people ! But in the preceding views and those of Mr. Scott following | the article quoted, 400 Other Cities are no Measure for Chicago. If Chi. 8nr- But while we thus present the claims of this City, and it would seem citiesl-"^''*'^ that no other cities are a measure for Chicago, yet an important point in the calculation is, that — —room for ThERE IS EOOM FOR ThEM AND Us. them and us. No pent up Utica contracts our powers, The whole unbounded continent is ours. We are con- Unfortunately, and greatly to the misapprehension of our manifest des- tiny, and the contraction of our plans, that good old word of our fathers, Continental, has been abandoned. We need to realize that this our Europe no Xation, Stretching from the torrid to the frigid zone — the Atlantic ocean us. to connect us with Europe, the Pacific with Asia — is not to be measured by the progress of the contracted nations of the old world. With the Nation Influence of must its cities have corresponding superiority. And what is more, never did any land possess such a system of Government as this of ours for the development of its powers. Upon the Confederations of ancient Greece, whereby those petty States of that little country became the first powers in Our im- the world ; we have improved by adding the Republicanism of Rome, that provemen s. pj.jQgjp|g q^ J^epresentatiou, which enables the most extended States and Nations to conduct their affairs with the same unity and equality which can be obtained in the smallest State. We must re- Honce it is that only between the coats of arms of my State as the basis, itate Sov- of my Nation as the defender, can the Past, Present and Future of my city Natfonai ^^ be properly placed for consideration. This compound but not complex sys- tem of Government, is the prime cause, under Providence, of our unexampled progress. Under and by means of State Sovereignty, we have the strongest State Govt. Xational Union that can be conceived. We have all the benefits of State for local — —National Government to direct our local afi\iirs, the most efiective National Govern- foreign iiicnt in the world, as our civil war has demonstrated, to care for us against foreign dangers. This wonderful system of Government which we so little apprehend, is no doubt the main cause of our advance. With State Sov- ereignty as the basis of our every right, we have the gegis of E Pluribus Unum over us, not only to protect from abroad but to leave the currents of commerce and of manufactures free to flow in their channels, and to find their natural centres. Basis not As wc study into these great questions — as we surely shall — we shall ed. find that the solid basis of our prosperity has not been apprehended, could not Foreign in- \^q appreciated. Very certain is it that the examination will have an influ- ence inconceivable in drawing to us from the Nations of Europe. Then Asia, by means of the Pacific railroads will pour upon us millions of labor- ers, our chief deficiency. The effect of Pacific railways it is impossible to Mr. Blanch- over-cstimatc, especially upon city growth. A glance at the map of the world, which backs* the railway map, exhibits the directness of the routes. Traffic with * As before observed, I have no idea that we are going to bring by rail the traffic of Asia with *'*• Europe, or even for the Atlantic. It is enough for us that it must come that way for the Great Interior. Mr. BIan< h- Therefore it ig regarded a good hacker to add the map of the world which Mr. Blanchard, our enterprising ard's maus map publisher, baa kindly allowed me to use. Past. Present and Futurt of ChAcago Investments. 401 We saw (p. 321) in Prof. Tucker's able notes on the censuses from 1810 to Prof.Tnck- 1840, the much greater increase of towns than of country. Up to 1840 ism.^^'^*' the West had only 3 cities of over 10.000 ; Cincinnati, 46.000 ; Louisville, 21.000 ; St. Louis, 16.000. Since that period, railways having been spread Railway cen- like magic over the Old Xorthwest, instead of creating a few centres, their ^^^^ *° ^^^' power has been applied far better to the creating of many centres. This, as has been so often observed, and by various writers, is because the first demands of settlers are for articles which they can make near home, and which cost largely for transportation. This diffusion of common manufac- Mnfrs. dif- tures affords of all things the surest basis of prosperity. Then each of these towns needs some articles which it cannot produce advantageously, and goes to the larger city ; and these cities to the larger. These common manufactures are now widely diffused, and the time is fast coming when High ciTfli- this Great Interior will have all the wants of the highest civilization. Are West, they much longer to go away off to Philadelphia and Xew York to get these wm thev gj articles ? Besides the convenience of obtaining them at Chicago, pride in flrTrd&ct building up our own region, and rendering the Grreat Interior as important in manufactures as in agricultural productions, will more and more operate. Then the remarks upon the census of ISiiO, p. 338, exhibited the effects of Growth of • 1 • ,. 1 • 1^11 cities to I860 railways in their first decade, showing the growth of 6 lake cities to be 130 per cent., of five river valley cities to be 5S per cent., of twelve Atlantic cities 50 per cent. ; and will the census of 1870 show any retrograding on the part of the Old Xorthwest, or of its emporium ? Therefore, while we admit that former ratio of increase cannot be main- ihongh tained and is not calculated upon, yet beyond any city that ever grew must not main- it be kept up at Chicago. This city is in all respects exceptional. What has been witnessed elsewhere to compare with what is to be developed in this 600.000 square miles of richest arable land ; and 900,000 miles yet beyond of richest mineral land which must make this City their emporium ? Were it not for the constant and rapid addition of thousands upon thou- —present . />, • wiU be. sands of miles, to go on year after year until the whole Great Interior shall be as effectually united to it as is the Old Xorthwest. ratio would further diminish. But as it is, I hold to my former predictions. Besides, as before remarked. Coolie labor will be broueht into the South improve- ^ , ment of the as well as West, and the old system of cotton and sugar production will be South, revived. They are not going to the East altogether for their purchases as hitherto. They like the West ; and give them an equal opportunity to '"'.i'l tra<3« obtain supplies at Chicago and they will give it preference to Atlantic vvest. cities. Facilities already are very good, and will be constantly increased; and for a cotton market we shall not only have the demand of western manufacturers to supply, but also, direct shipments to Eurorie. 402 Other Cities are no Measure for Chicago. p. 380 was referred to,] do you discover anything unfair or improbable, except that If reason- the result is so incredible ? Does a single valid reason occur to you for rejecting able, admit jjjg conclusions, that Chicago in half a century will be second only to New York, it' the results. ^^ ^^^^ ^^ j^^^,^ ^^^ among the largest cities in the world? If not, then let the views in favor, which are certainly fair and powerful, establish your belief that probably it is so to be. Predictions Heretofore I have had considerable credit for good judgment as to the future of 1S61, that 20 this city, my predictions having been found nearly correct. I mean these shall to 25 years prove equally 80. Calling the population 110,000, sixteen per cent, per annum ouo^^o Chi. '" compounded, would give in iive years in round numbers, 230,000; fourteen per cent, for the next five years gives 380,000 ; twelve per cent, for the next five gives 650,000 ; and ten per cent, for the next five gives 1,000,000. Probably these figures will be reached within each five years or less, but to be surely within bounds, I allow a quarter more time to attain each amount, and say that twenty-five years will give Chicago over a million inhabitants. Near20 per From 1848 to '58, we gained almost 20 percent., and compounded each year ; and "°'vf^^^"« though other classes have come in, so large a part of the floating and laboring pop- ulation have left, that the total has not since increased, if it be as large. But that strengthens the probabilities of future increase, for with a return of prosperity, these or other laborers come back in a crowd. Take another estimate. Suppose we double in five years — as we surely will — gives 220,000; double again the next seven years, gives 440,000, and double the next ten years, gives 880,000; and three years are left of my twenty-five to reach the million. However improbable this may seem to others, it is very reasonable with my view of Chicago interests. The Progress of New York. — This prediction will not seem so very improbable, after glancing at the growth of New York. In 1810, it contained 96,373, and in 1830 had only reached 197,112. Brooklyn, Jersey City, Staten Island, Newark, and other places within ten or fifteen miles, are but appendages, and in a locality like Chicago, would not have a separate existence. In such a comparison they are properly to be reckoned as part of the metropolis, and in 1810 would not have made a much greater population for New York than Chicago now has. The late census gives New York city 814,277, and the surroundings have probably 700,000 more, making a total of about a million and a half. It will not be controverted, that could New York be put back to her 110,000, and duties would be posessed of only the advantages and means of intercommunication she had acquired fifteen years ago, that her progress would be two or three fold what it has been — that on the average one year would accomplish for her what two or three have done since 1810. Why, then, if there be any soundness in the preceding views, should it be deemed extravagant to expect a growth for Chicago that would be moderate for New York ? It may be said, that New York has been built up by the whole Union — that even this West, upon which Chicago depends, has contributed largely to its prosperity, and must in future. That is so ; but look at the immense territory directly tribu- tary to Chicago, which is vastly greater than that" of New York only fifteen years since. That city never had — has not even now — 150,000 square miles of territory, and a population of three millions, so closely identified with her and dependent upon her, as Chicago has to-day ; and this area is fast enlarging, and this three mil- lions will more than double each ten years for several decades ; and though New n"y \n^' °^ ^'°'^''' '^'^^ ^®''®*^^*^ *'^^^'^''^ ^''°'^ the whole Union, it cannot be claimed that only 1845. fifteen years ago it was the equal of what Chicago now receives. Then consider the rich and numerous advantages of this region, so far excelling numfrom'-18 to 1858. Another es- timate for 1,000,000. N. Y. com pared. 1860,814,277 Suburbs, 700,000. have in creased her progress. All the Union aids N. Y. Chi. has a larger de- pendent area — — stronger Greater pow- er of the whole coun- *'^ " "^ the old States — the means of intercommunication and concentration at Chicago, so much more powerful than were possessed by New York only ten years since — the general advancement of the whole country, and the augmented power to people and develope its newer and most desirable region — the large foreign immigration, which, though diminished of late, is far greater than ten or fifteen years ago, and No rivalry, every way more desirable, and chiefly seeks the West — and then consider the im- portant point, that in the East, not only New York, but several cities not a hundred miles apart, have grown to a large sire, and that here for a circuit of several hundred miles, there can be no considerable rival to this great centre of the West. 25 years at In view of all these influential considerations, is it unreasonable to believe that SO^at^N^Y *° *'^6'i'^y-five years will advance Chicago equal to what the last fifty have advanced New York ? Yet if only two-thirds that is realized, the above prediction is verified. Past, Present and Future of Chicago Investments. 403 But it is more certtiiu th;it the internal trade of the Great Interior itself, Yet intonnai bas been, is, and will continue to be the main means of progress of the reliance, whole country. If this siiall build up great cities on the Atlantic, much more will it build them up in the Interior itself. i want to •IT • 111 111- i(v-i write more. Though I want to write a good deal more, yet the book is surely sufficiently expanded for a beginning; and I am happy to permit my efficient coadjutor, Mr. Scott, to conclude with appropriate thoughts which 22 years have well tested, as they have the other articles, written for the Merchants' 3IaQar:ine,Mr.ScoU Q concludes. lebruary loio, upon — Viewa 1816. THE PROGRESS OF THE WEST CONSIDERED WITH REFERENCE TO GREAT Progress of COMMERCIAL CITIES IN THE UNITED STATES. '^^^«*- — Commer- The Albans/ Argus says, in the conclusion of an interesting article on the depend- '^Tjhani^^^' ence of eastern towns on the West, for their growth — Argm. "New York, if she wills, can still hold her present command over the western N.Y. can trade; but this will require immediate eiforts, such as will test the energies of her ^°^'* ^^s'"^™ merchants. He is blind who does not see that, at the present time, she is menaced*'^* *' by a spirit of competition on the part of wealthy, enterprising, and powerful cities, such as never before occurred in her past history. But, with an efl'ort, she holds the game in her own hands. The western trade is a prize worthy of those who A worthy would struggle for the colossal commercial power of America. A city sustained P'^i^^- by that trade, can never languish ; for the increase of production of the western Slates is almost boundless. Its city must be far greater than even Alexandria or Thebes. So long as New York remains at the head of the western trade, where With it N.Y. our State pride and her own commanding position justly place her, she must irre- advances, sistibly advance in wealth, influence and population, until she will be known not only as the great city of America but as the great city of the world." Most of the positions of the Argus are sound. New York undoubtedly has it in N- Y. best her power to hold more of the western trade than any other eastern city ; but it ^^tern"'^ should be remembered that the centre of trade in this country is likely to follow cities, the centre of population, which has already, in its westward course, reached the top of the Alleghanies. We lay it down as susceptible of demonstration, that the Great city to great city of America will be in the midst of, and not far from, the centre of the be in centre great population of America. Every man of tolerable intelligence knows that the tfou*'^"'*' centre is shortly to be in the great western valley. Including Canada, the North American Valley, already has eleven of the twenty-one millions under the Anglo- Saxon dominion. This valley will have — In 10 years 16,500,000 In 60 years 88,600,960 Progress of "20 " 28,100,000 " 70 " 124,040,134 ^^'iTn. "30 " 32,340,000 " 80 " 173,656,000 years *'40 " 45,276,000 " 90 " 231,540,338 "50 " 63,286,400 "100 " 308,721,777 To come to this result, we have allowed the increase for the first ten years to be Kate ot in- ■50 per cent., being nearly 24 per cent, less than the increase of the western states '^'"ease. from 1830 to 1840. After that and down to eighty years, we have allowed 40 per cent, being 4 per cent, more than the increase of the white population of all the free States, old and new, from 1830 to 1840. From eighty years down, the rate allowed for each ten years is 33i per cent., being the present rate of increase of the whole country. The Atlantic border will increase nearly as follows From 10 millions in 10 years, at 15 per cent 11,500,000 Increase of " " " 20 " " " 13,225,000 ^"^"^"J^^ ci