Chicago Past, Present, Future by John Stephen Wright
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Title:Chicago: past, present, future. Relations to the great interior, and to the continent. By John S. Wright.

Author:Wright, John S. (John Stephen), 1815-1874.

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Print Source:Chicago: past, present, future. Relations to the great interior, and to the continent. By John S. Wright.

Wright, John S. (John Stephen), 1815-1874.

2d ed., for the Chicago board of trade.: 3 p. l., [v]-xlvi, 432 p.

plates, fold. map. 24 cm.

Chicago

[Horton & Leonard printers]

1870.

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ACKNOWLEDGMENT TO THE BOARD OF TRADE OF CHICAGO. GENTLEMEN: At length it is my satisfaction to put into your hands this volume of information relating to the growth of our City. Without bombast or vainglorying, it is designed to exhibit fairly our relations to the Great Interior and to the Continent, which is all’important to the interests of trade committed to your special care. If it but aid a little your praise-worthy efforts to maintain a standard of commercial integrity equal to the magnitude of the interests the Board regulates, this enterprize will not be regretted by any of us. Though prepared less to advance moral& than business, and for foreign rather than home use; yet no man can examine this mass of fact and testimony without impressions of weighty obligations for what has been done for ourCity by God and country, which will strengthen determination in honorable citizens to render our City worthy of her benefits. Reference is made, p. vii, to a statement here of the process whereby the Board has been induced to the novel plan of taking copies for its members, and for Canadian officials. It was supposed that the statement prepared by the Secretary, Mr. Randolph, the presentation of which caused the adoption of the resolutions by over two-thirds of the members present, would here appear; and my desire was to follow it with the names of the members who had previously given their written vote in favor of the resolutions. But some of the most steadfast friends, in view of the final action having been taken by the Board as such, consider that individual endeavors for or against should be forgotten. a

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Acknowledgment to Board of Trade. The following are the resolutions sanctioned by the written vote of a majority of members, to which Mr.

Fairbank referred ill moving the adoption of the measure at the annual meeting: .nesolved, That the Board of Directors are requested to procure one copy of the work, “Chicago: Past, Present, Future,” for each member of the Board of Trade; and that with the Commercial Committee we join in the request to business men generally, capitalists and property holders, to give the-work a wide distribution. Resolved, That such a number of copies as the Directors deem advisable, be sent to Mr. F. C. Capreol, of Toronto, to distribute to the members of the Ontario Parliament and other Canadian offiicials, along with a letter printed in each copy, expressive of our interest in the construction of that important international work, -the Lake Huron and Ontario Ship canal. In no spirit of vain conceit or obstinacy has this measure been pressed to a successful issue, but with a sense of duty and of privilege which every citizen must exercise, who desires to do what he reasonably may to promote both public and private objects. Indissolubly blended by nature’s God, the more we work them in harmony, the more will we prosper as individuals and as a city. But judgment of my own bautling may be biased -and untrustworthy. It should not be set up against that of the citizens generally. They have come around to my way of thinking on a good many points, and they may also upon this. At all ,events, by the liberality, and above all the good faith, of the Board of Trade, the volume being now in condition for fellovwcitizens to judge the merits, that judgment will be acquiesced in, and ati additional volume be prepared after the coming census, or not, as they shall determine. Whatever the result, my obligations to the Board of Trade, ,and especially to the advocates of the measure, will not be forgotten. Nor is any unkind feeling cherished for an opponent. About the proposition, men would honestly differ; and what little active opposition has been manifested, has been usually in so courteous a manner as to merely evoke moderate regret. But the aid has been given by the Board of Trade as such; and with a simple return of earnest thanks, it shall be my endeavor faithfully to further the objects of your organization, and my hope is ,to be a member of it while I live. Your obliged FellowCitizen, J. S. WRIGHT. ‘CHICAGO, June 10oth, 1870. 4 t.41,, r 0, ), 0 - It t..,i 1, .12 6 i

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“IWe the People of the United States, in order to form a more perfect Union, establish justice, insure domestic tranquillity, provide for the common defence, promnote the general welfare, and secure the blessings of liberty to ourselves and our posterity, do ordain and establish this Constitution FOR THE UNITED STATES OF AMERICA.”- United States Constitntion. 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, establish commerce, and to do all other acts and things which INDEPENDENT STATES may of right do.”-Declaration of Independence. ‘i.7

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QUERY. If our National Wheel of Commerce have its Hub immovably pivoted by Nature and by Art, should not every Business Man know it? CAUSESRESULTS.

NATURE laid from the Atlantic Ocean into the heart of the Continent, this chain of rivers and lakes, nearly two thousand miles of the grandest inland navigation on the globe; and from the Gulf of Mexico, opened up a river navigation of many thousand 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 Northwest, 600,000 square miles of the richest arable land, in the heart of the temperate zone, is already bound indissolubly to this unequaled 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 Vallies.

If of the Old Northwest emporium, she must be of the present West, more correctly and definitely styled, the Great Interior; if of the Great Interior, she must be of the Continent

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CHICAGO: PAST, PRESENT, FUTURE. RELATIONS TO THE GREAT INTERIOR, AND TO

THE CONTINENT. BY JOHN S. WRIGHT. By JOHIN S. WRIGHIT. PROVINCE, GOVERNMENT, AND RESPONSIBILITY OF THE CITY. -Ian’s Institution-Significant Name of the first City.-” Then Cain went out from the presence of the LORD, and dwelt in the land of Nod toward the east side of Eden. Cain also knew his wife which conceived and bore ENOCH LTAUGHT, or DEDICATED, DISCIPLINED]: and he built a city, and called the name of the city by the name of his son, EsNOCH.”-Gen. iv, 16-17. The best Government for a City.-” Therefore, saith the Lord God of Hosts, the mighty one of Israel, Ah, I will ease me of mine adversaries, and avenge mIe of mine enemies.

Then will I turn mine hand upon thee and burn out thy dross until it be pure, and take away all thy tin, and I WILL RESTORE THY JUDGES AS AT THE

FIRST, AND THY COUNSELLORS AS AT THE BEGINNING; afterward shalt thou be called a city of righteousness, a faithful city. Zion shall be redeemed in judgment, and they that return in her, in justice.”-Is. t. 24-27.

Responsibility of a City according to Strength, Prominence, and Illumination.-” Ye are the salt of the earth: but if the salt have lost his savor, wherewith shall it be salted? It is thenceforth’ good for nothing, but to be cast out, and to be trodden under foot of men. Ye are the light of the world. A CITY THAT IS SET ON A HILL CANNOT BE HID.

Neither do mlen light a candle and put it under a bushel, but on a candlestick, and it giveth light unto all that are in the house. Let your light so shine before men, that they may see your good works, and glorify your Father which is in heaven.”-Matt. v. 13-16. second Edition, for the Chicago Board of Trade. CHICAGO: FOR SALE BY ALL CHICAGO BOOKSELLERS. 1

87T0

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Entered according to Act of Congress, in the year 1868,. by JOHN S.

WRIGHT, In the Clerk’s Office of the District Court of the United States for the Northern District of Illinois. HORTON & LEONARD, Printers, Chicago, Illinois. i.1 I

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CONTENTS. Page - vii x:, .X. xSit xi.i xii,, xiv X11 X1Vi xv x~V1i ..i Second Edition, for the Board of

Trade………………………………………… BASIS. Fact, not Hypothesis……………………………………………………..

Our Political

Institutions……………………………………………………….

Cooperation of Nature and Art from

Abroad……………………………… Our Railway System is immovable…………………………………………… The whole Capital of New York, and New England supports Chicago….. AIMS. Not to promote Speculation, but Confidence in the Real Estate…… To show that the Great Interior must build up many great Cities………… To show that the Great Interior, a complete Unit in Interest, must have its own Centre, which is found and established……………………….. To show that the Chief City of the Great Interior must, probably, be Emporium of the Continent………………………………………………. To show that Chicago has a Population equal to her Advantages………… To invite Consideration of the Obligations of City and Citizens, in view of the unparalleled Benefits showered by God and Country………… To show Fellow Citizens their Right to prefer Expediency to Command, Privilege to Duty……………………………………………………………

OBJECTIONs. “Too much Puffing of Chicago

Already……………………… “Invidious Comparisons render us odious “…………………………………. “Everybody already knows about Chicago “…………………………………. “It tends to create a spirit of speculation………………………………… “Too long a Story

“……………………………………………………………..

DUTIES. To ourselves and

Families……………………………………………. To the Church……………………………………………………………………

To our C i
ty………………………………………………………………………..

To our

State……………………………………………………………………….

To the Great

Interior……………………………………………………………

To our

Nation……………………………………………………………………..

To our G
od………………………………………………………………………..

ErrFFECTS. Upon the Bodies

Politic……………………………………………… Upon the individual

Citizen……………………………………………………. Study the Past, to apprehend the Future, and improve the Present…………..

Former Opinions and Predictions were based upon a reasonable Hypothesis..

Real Estate, especially in a growing City, is the best Investment……………… General Pecuniary Revulsions may intervene, but can not change the Result Public Improvements anticipated 20 and 10
years ago. as a Basis…………….. The Basis of our Prosperity is no longer hypothetical………………………….. 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………… I, ‘, “. ” 41 1) xim, xix. xxi xxiii,, xxiv, xxv,ii xxix xxx xxxii xxxiii xxxiv XXXV’ xxxvi xxxix-, XI . xli xlii xliv xlv 1 214 16 21 25, 2 8’

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Table of Contents. ‘The Focal TPoint of the Gredt West is fixed immovably by over 7,500 of its 11,000 miles of Railway, centering at C(hicago………………………………36 The Pacific Railways in Progresstheir Effects…………………………………..42 The Illinois and Michigan Canal to the Illinois River. Its possible continua tion to Rock Islan,1, on the

Mississippi………………………………………..52 ‘Five Rival Railways

Eastward……………………………………………………….53

-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………………111 ~500,000 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 Emporium…………………………………131 ‘The Commerce of Chicago compared with St.

Louis…………………………….140 Abundant Manufacturing Advantages of Chicago. -Rapid Progress………….. 191 Conjunction of Coal, Iron, and other

Minerals…………………………………….222 Local advantages and City

Expansion………………………………………………249 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 either Rail or Water Communication, or of both, on the

Globe………………………………………………………….

339 The Northwest and West are hereafter the

GreatInterior……………………… 38) Other cities no measure for Chicago……………………………………………….. 387 There is Room for them and
us……………………………………………………… 402

,INDEX. Use of the Facts. The

Generalization………………………………..405-435 ,.:aPPENDIX.

Obligations of Promise, Contract and Covenant, according to the Code of Honor. Privilege and Duty of the President and Direct ors of the Board of Trade of Chicago, to maintain their plighted Faith lin regard to the Book, “Chicago: Past, Present, Future “…………….. 1-72 skvi

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Second Edition, for the Board of Trade. BASIS-AIMS.. Although these essentials to the appreciation of this volume of fact and testimony were put on its fore front, yet their elaboration might have obtained a different reception for the first edition. The reader could put no faith in the superstructure, until he knew the solidity of the foundation; nor could he intelligently pursue the argument, until he saw distinctly at what the author was driving. By the liberality, and above all the good faith, of the Board of Trade of our City, another edition being at length called for, the opportunity is embraced to invite attention to the Basis and Aims of the discussion. WNith a better understanding of the object of the author, and the strength of his premises, probably fellowcitizens would not be so slow in coming to his conclusions, nor so inappreciative of their importance. In correcting what appears to be misapprehension, hle is now not only concerned to maintain hiq own credit, but also that of the Board of Trade which has come to the rescue against general indifference, and especially the good judgment of the members who, from the outset, have been steadfast advocates of a subscription by the Board., together with the majority of memoers in the long catalogue preceding the title page, who gave a written vote in favor of taking one copy for each member (1,342); and also, to send copies to members of the Canadian Parliament, to encourage the increase of water facilities to the ocean. Mortifying indeed would it be to have inveigled the Board of Trade into patronage of an unworthy object. Unless an utter failure, for which no calculation is made, the endorsement b)y the Board of this examination into the causes of growth of our City, siLill be acknowledged one of the most judicious measures ever adopted -to promote our trade interests. At length, too, the volume has its index, without which no one can judge the worth of such a mass of fact and testimony. Though a logical argument, it was never imagined that the busy men for whom it is written, would begin with the preface and read to finis, and always remember the important truths here garnered. The design was to gather facts and statistics in regard to the whole region tributary, easy to find when wanted; and, as “straws show which way the wind blows,” these would indicate the Chicago

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Second Edition, for the Board of Trade. ward currents. Non-residents, for instance, interested in railroads, would0 value this inquiry into their growth in the Great Interior; and the index. would enable him to find the information, and in obtaining it, if not very stupid, he would get hold of its relations to Chicago. So an intelligent, merchant anywhere, wants all this information about the commerce of the Great Interior, and a cursory examination would show him that Chicago) was its centre. So the manufacturer will find here a mass of information,. just what he wants, that he will look for elsewhere in vain, and the index renders every item useful at the instant. It is prepared as a permanent work, being a very condensed, yet thorough inquiry into the growth of city and of region hitherto, which will not need to be repeated. To editors and; others whose pursuits demand such information, it will be a vade roecune;. and; as succeeding generations learn to appreciate the province of this richest heritage of man, and the close relations of its emporium with the northern half of the entire globe, the facts in its early stages will have increasing interest and value. On account of incompleteness, the first edition being sent only to our owne editors, except those of Cincinnati and St. Louis, no general judgment of merits has yet been given. But the unanimous and voluntary verdict of’ the Chicago press, gathered in the Appendix (pages 19-22) to influence the Board of Trade, will not probably be largely dissented from. The wide. distribution urged by our editors being indispensable to the obtaining of benefits; to whom rather than editors throughout the country should’ the book be sent? Chicago’s indebtedness to them for her wide-sung praises, should have at least the slight tribute of acknowledgment by this compen&,’ of the results flowing from means and measures which they have generally advised and promoted.

Dependent as we are so largely upon public opinion, should we not esteem it rather a privilege than duty to bring together these evidences of their sound judgment as to the past, to encourage them to continuance as to the future? What influence more likely to strengthen their convictions and lead’ to stronger advocacy of means and measures’ to advance the Great Interior to its destiny, than to supply each paper with this practical information, precisely what they need for reference? What editor is not concerned in what affects the destiny of the Great Interior?’ A wide distribution of this, will give a demand for the additional volumer which it is my purpose to publish next year, containing the results of thecensus, and the progress of the three years more, which strongly confirms the claims herein; and after each National census of ten years, and perhaps each State census of five years, which States are generally adopting, a small volume, giving a summary of the progress of the Great Interior, will be acceptable to business men the world over. Nor will the end of my life end these appendices. Their practical benefits in drawing hither men and capital, will have been too strongly attested to permit the publication to be given over. viii

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Basis - Ainms. The information was never gathered for home consumption, but for foreign distribution. Chicagoans are too well understood to suppose that they can be taught anything about their City. But, in common with other active, enterprising citizens, business plans were formed, to carry which capital was wanted. To obtain the capital, it was necessary to prove the safety and profit of the operation, which depended wholly upon the growth of Chicago. No systematic examination of this important subject having been made, this was the first step to be taken. It seemed, too, that such a volume would be precisely what hundreds and thousands of other citizens would wish to use in the same way, by sending copies to non-resident capitalists, whose investments they wished to influence, or perhaps induce the owner to remove hither. It also seemed that the subject itself would have interest at home and abroad. In this age of unexampled progress, city growth is of much importance; that instrumentality being at once the means and index of highest civilization. And with the modern powers of railway and telegraph, which stronig bodies politic must wield, cities are immensely strengthened in their power and influence, while, at the same time, no such powers as these to build up cities have been known to man. To trace the operation of these forces and others upon the most marvelous city growth of the world, would, therefore, be interesting to philanthropists and business men generally; and all the more so, because incidentally it accumulated a mass of information about the Great Interior and its relations to the rest of the world, which would be in general demand. But friends could not be made to see the desirableness of such a work, and only by persistent dint of importunity were funds obtained to stereotype and print. Thinking that an examination of the pages would remove indifference and prejudice, an edition of 1,300 copies was issued for citizens to examine, while the index was being prepared for another edition to distribute. Without the preface it might have made its way; but with i’ Objections, Duties, Effects,” to introduce such a work to Chicagoans, it had a cool reception. If, instead of homiletics, the citizens had been told that here was the most efficacious means to make money, they would have examined the volume enough to learn its merits. But the study incident to the compilation had impressed responsibility to God and country for the untold benefits showered upon us, which these citizens should be made to realize; and for their unreasonable resistance of the benevolent enterprize, they were assaulted with answers to their “

Objections,” and inculcation of their ” Duties.” This antagonismn was more natural than wise. Impatient to carry my project, annoyed beyond endurance, that in this wealthy City in which I am regarded one of the fathers, and one best qualified for this very work, that I could not by coaxing or driving obtain funds to print a volume of more importance to its growth than any other publication, it was not unnatural to think and say hard things. ix

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Second Edition, for the Board of Tra’de. Men, however, are not to be driven to duty, but led to it by their own interests. Could the Board of Trade have been driven to this liberal measure, giving this volume a proper introduction to the citizens? As our Father leads us to duty, to honor, to glory, by considerations promotive of our life and our own best good, so these sons should lead each other. In every true respect self-interest conducts to duty, duty to honor; honor to glory, and glory to self-interest, in eternal circles. Is it more to the glory and honor of Father and of sons to heed the truths on the title-page, inculcating the province and responsibility of city and citizens, than it is to our own inmterest? That any injustice has been done is not admitted; only the iimpolicy of attempting to drive men to promote their own interests from a sense of duty. Duty, it is true, is essential in human government, because individuals are corrupt and depraved, failing utterly to discharge even duty to themselves, but how much more ennobling the motive to act from a sense of respect and honor for ourselves and our Father, than from a sense of duty. It is only by abuse of privilege that any thing becomes a duty, either toward man or God; for we are taught by highest authority, ” It is more blessed to give than to receive.” It is our right by inheritance to promote our own good, and happiness, and life, not so much because we owe it, even to our Creator; but as our Father seeks his honor and glory in his bounties, so to honor and glorify themselves is the birth-right of these sons. And as according to the measure of his heart a man will do as a privilege what he would scorn as a duty, it seems expedient to present for the consideration of fellowcitizens, somewhat of their privileges in regard to this volume. Evidently, its wide distribution is even more desirable than when first published, owing to the prevalence of the belief at home and abroad, as exhibited in the Appendix, pp. 65-69, that our gr’owth has been, and is, dependent upon ourselves. Both honor and self-interest demand of us the most emphatic correction of this fundamental error, exhibiting the truth that our prosperity has been, and is, dependent upon the most unexampled bestowments of God and country with which any city was ever favored. In that it demonstrates this truth, the value of the work chiefly consists; and for the correction of an error, shameful to sanction by silence, pernicious and weakening in its effects, should not the antidote be extensively applied? The Table of Contents presents the line of argument, and the Index the generalization, both of which should have examination, before reading much of the body. The reader needs to see the disinterested and wide-spread sources of information, and the immense weight of fact and testimony by which the truth is demonstrated, that Chicago in the first generation has been made forever the emporium of the Great Interior; and that as such, dnd the same causes being certain to continue with multiplying power, another generation, probably, makes her emporium of the continent. ‘X

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Basis-Aims. BASIS. Fact, not Hypothesis. That which. is already accomplished, not what is possible, nor even probable-not hypothesis, but fact-is the basis of this argument. Although the Future is what is calculated, the foundation-work is what has been actually done; for, that in Chicago’s progress results have been obtained according to law and nature, may be assumed until the con trary can be shown. Nor is the assumption less reasonable that they will continue to operate as hitherto, and with corresponding results; for the rule of nature and of Scripture, “

To him that hatb shall be given,” applies emphatically to the growth of cities. That some lose ground, relatively retrograding, instead of contradicting, confirms this averment; for if truly possessed of what they claimed, possession here is surely nine points of the law. The learned Professor argues, (page 176,) that “the energy of an unlineal competitor may usurp the legitimate honors of the Imperial heir.” Is that the philosophy taught in his University? Can it be true, either in law, in fact, in logic, in result? Wherever the honors can be taken away, and because they may, the presumption is more reasonable, more in accord with fact and the Bible, that instead of having, the city only “seemed to have.” In this cast of the horoscope of Chicago’s future, it will be observed that improvements to be made are of small account, however reasonable and indispensable. No doubt, both railroad and telegraph are still in their infancy, and may even be superseded by more potent means of progress. Also, developments of mineral wealth in the Great Interior, as yet merely a little scratching of the surface, we know must be very insignificant compared with what a few years of scientific research will make, with the application of machinery to follow railway and telegraph.

The Orient trade, too, which fot thousands of years has enriched city after city and nation after nation which could obtain it, must be ours with fuller possession than our race ever enjoyed; and who can foresee the effect of that trade upon our country, especially upon that city which appears destined, by the construction of several roads from the Pacific, to be made the chief factor? Yet, we rely not the least upon these visions of the future, magnificent, moderate though they be, apparently certain of realization from the natural current of events, as with God-given right of dominion our race ” in the image of GOD created” marches on to its destiny, rooting out inferior races and possessing the whole earth. We take the natural, ordinary currents of trade as established by the Past and Present-the development of natural resources already made-the railway and telegraph as they are to-day and from what has been done, argue on to what will and must be done. If occasional allusion be made to what seems reasonable and probable, should it be deemed irrelevant or weakening in such discussion? But let the little of that be stricken out, and the result will not be impaired. The basis is not hypothesis but fact. xi

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Second Edition, for the Board of Trade. Our Political Institutions. No one can understand the subject of city growth, without requisite knowledge of the laws governing. Nor can one appreciate the untold advantages of Federal Republican Democracy in building up great centres of commerce and manufactures, without much study of the science of politics. When our compound system of State and federal governments shall be apprehended, then only can we calculate the future glory of our chief cities; and then and not before can the force of Isaiah’s prediction on the title-page be apprehended. So that though in such a volume this subject could only have incidental allusion, yet the fundamental truths were of course put on the lead. Although, in ignorance of principles, we imagine State Sovereignty to be utterly subversive of National Union, faith should be placed in Illinois’ motto as proclaiming the true foundation of her chief City’s rights and pros perity. Solely by virtue of State Sovereignty, has our National Union ex istence; and as we learn the significance of E Pluribus Unumn, and the sacredness and binding nature of covenant obligations between sovereign, free and independent States, we shall apprehend the security afforded to every civil right generated by State Sovereignty; security and support enough to bear the city that shall prove worthy, to the preeminence of being emporium of a continental republic. Only under the blaze of light and liberty shed from our fundamental documents and insignia, with a realization of the unequaled stimulus they afford to individual and corporate efforts, can we duly consider, “Chicago: Past, Present, Future.” Cooperation of Nature and of Art from abroad. Next after our political institutions, the source of our every civil right, the basis of argument to prove the future growth of a city should be, the most perfect cooperation of nature and of art. To incite to this consideration, the query prefixes the title-page, which is answered in the Causes and Results. The Results are the facts adduced to establish the truth, that the continental centre is found, and that every business man should know it; and the main Causes, of course, are either of art or nature. So that the cooperation of nature and of art, like a lens converges upon the title-page the rays of fact and testimony, casting strong light upon the otherwise mysterious subject of our future. As these rays are gathered, the important truth appears, that sources of supplies are not within ourselves, but that far beyond any city that ever grew, they are the gift of God and country; inspiring unbounded faith, that until sources fail, or we become ungrateful and unfaithful, the vivifying streams will continue to flow with multiplying benefits, according to Scripture rule. Nature never makes a city. As Cain built the first city, we infer that this privilege is decreed to the sons; the Bible abounding with instruction similar to that on the title-page, concerning its province and ultimate perfection. No human institution is more artificial, success depending upon a conjunction of causes, which, however liberally bestowed by nature, lie dormant until xii

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Basis - Aims. operated by human effort and ingenuity. Art, however, would have a difficult task in localities neglected of nature, and easy upon sites she favored. That no city has had equal growth, would therefore be strong prin?a facie evidence that nature favored Chicago; for it would be incredible that art against nature could have raised a city from 4,479
souls in 1840, to over 350,000 in 1870. The index, under the topics, Centre, Climate, Great Interior, Lakes, Minerals, Nature, NortlIwest, Rivers, States by name, Water, West, etc., exhibits the unexampled concentration of nature’s forces, even ito the preordination of the work of art. Yet the God of nature having ordained cities as an human institution, ,topics under the head of art are no less essential. Their examination shows that with adequate faithfulness and energy, art chiefly operating from abroad, concurs to ratify nature’s decrees as to Chicago, however signal the failure on other sites which have unwarrantably vaunted nature’s bestowments and ordination. Under Art, Agriculture, Canals, Capital, Cities, Commerce, Conjunction of Coal, Iron and other Minerals, Convergence of Rail and Water, Manufacturing, Trade, etc., an array of facts and figures are presented which would satisfy any ordinary “race of humans,” who were not waiting in expectancy for some extraordinary efforts of art to supply deficiencies of nature in fulfilling her decrees. Yet Market exhibits the more effective truth, that Chicago, which less than thirty years since imported grain and provisions of all sorts from the East; is now in grain, lumber, live stock, and provisions, chief market of the world. Then, under Rail roads, it appears that no equal centre for this new-found power-nearer ,omnipotent for centralizing than for developing,-exists upon the globe. Could effects like these have been wrought in a wilderness, and in a single generation without perfect cooperation between art and nature? These unexampled bestowments by God and man, render the passage on -the title-page from the Sermon on the Mount, especially applicable to this City. The superficial observer, it is true, considers the notorious flatness of site only emblematic of the flatness awaiting Chicago, when the exuberance of adolescence shall have spent its power; and in this application of the passage, he sees only another example of ridiculous conceit. Not so is it to the candid examiner of nature’s laws. In considering (page 104), the confluence here of lake and river vallies, it was observed,-” the fact that a rain-drop here falling from the skies, could half of it run its ocean-course to Gulf St.

Lawrence, the other half to Gulf Mexico, indicated the propriety of enlarging the connection, and here uniting the Great Valley of the Rivers with the Great Valley of the Lakes, in indissoluble bonds.” What other considerable city occupies a hill more continental? But with this prominence, weighty obligations are engendered, largely augmented by the many and great benefits conferred by God and country. Is not due acknowledgment at least our first duty and privilege? xiii

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Second Edition, for the Board of Trade. Our Railway System is Immovable.

Though Chicago has nature’s firm support, whose decrees are unmistakable and fast fulfilling, yet art being the main cause or means of progress, and the railway chief of art’s appliances; could the railway system of the West be essentially changed, the argument would be unsafe if not fallacious. Therefore, immobility has careful con sideration; and the volume of evidence attests, that with nature’s adjuncts of lake and river, the iron network is completely interwoven far westward to the Missouri and beyond, so that no change is now possible until some new power supplants the railway. For better for worse, existing trunks must be extended, to be fed and strengthened by branches innumerable. If hitherto rival lines, designed to give trade a different direction from that taken, have been difficult to construct, will they be found less so as the system year by year increases in homogeneity, and the strong centripetal force of trade deepens and widens its natural currents, obtaining increased facilities to operate, such as less favored points and routes cannot afford to create?

If the railway system east of the Mississippi, both latitudinal and longitudinal, work adversely to other cities, as the chief admit, how can trade beyond be diverted by south, or southeasterly lines-? With currents there far more decidedly latitudinal,. and sufficiently Chicagoward for even the Hannibal and St. Joe road, built by St. Louis right in her own State, to have deserted her; will not her few cross-lines, which will ultimately be built, become more and more feeders of Chicago roads? Why is not the Chicago, Alton and St. Louis road a fair specimen for trans-Mississippi north and south lines? The trade of that route for three-fourths the distance she had monopolized for years, and the statistics show it in large measure turned from her to Chicago by the new and stronger currents; and how can they be turned back to favor her? Had this City built railways, or, indeed, aided in any important degree in plan or construction, adverse forces might arise to change materially the existing system. But she had neither capital nor influence at all equal either to Cincinnati or St. Louis. Besides, they had become important centres of commerce and manufactures, between them monopolizing the business of the Northwest, before Chicago began to grow. Then it was an object to reach them as it is not now, and never again can be; for various other centres are arising, some of which will successfully dispute the claims of older cities to preeminence. If, under these circumstances, Chicago has had built for her more railways than all the cities combined which have aspired to rivalry and from fortytwo miles in 1850 has already been made chief railroad centre of the world, what possible influences can work a change? That which has been done, actually compels to more and more doing of the same sort. Acursory examination will convince any competent judge that for the next ten years, railway construction of the entire country must be mainly extensions and branches of these Chicago lines; and others intermediate as the country developes and requires greater facilities. Radiating from this chief railway xiv

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Basis-Aims. centre, at a distance of fifty or one hundred miles, a branch is required which often becomes a long and important trunk road. The poverty of Chicago, which would-be rivals offer to our disparagement, is truly a strong reason in our favor. Had we enjoyed their wealth, and built our system, we could not be equally certain that foreign capital would not find other routes, with other centres more desirable. Instead of that, however, not only are former influences increasing in power, but this entire capital compels for its own profit, to further heavy investment, in order to perfect the present system. Besides, Chicago is fast attaining capital, and becoming the financial centre of the Great Interior, and will give aid where it is most wanted, and will do her most good, in constructing little branches, direct feeders of her long trunks. Relative increase of mileage compared with otherscities, will be greater in merely those branches, than will be the increase of trunks and branches at any other city. What Chicago can do for herself, however, is of small account.

The strength of the argument lies in the indisputable truth that: The whole Capital of New York and New England supports Chicago. The sagacious Capitalists of the East, seeking simply their own aggrandizement, have built such roads as the East wanted, and where wanted. Of Chicago they have merely asked permission to come into the City, a boon often obtained with difficulty. Yet the East has already made her the focal point of over three-fourths of the western system. The index, under Atlantic, Capital, East, exhibits this conjoint interest, which was urged twenty years and more ago in Boston and New York papers, to induce capitalists to do precisely what they have done. Though weak herself, Chicago has found abundant strength in her unity of interest with the wealthiest region of our country; that enterprising population to which all other sections look for capital to accomplish great undertakings. Pennsylvania has still too much to do in developing her mines and manufactures to spare capital, and she draws heavily on the States north. South of her they go to New York and New England for money, getting it abundantly, provided security and profits justify. So the West, as hitherto styled, has presented its claims, and would have succeeded had no stronger motives operated in her favor. But those farsighted calculators, who consider permanent rather than temporary results, saw much more potent reasons why they should build roads to Chicago from the East, and from Chicago throughout the West. The Great Interior has already become, and must increasingly, the section with which they need most intimate relations. Here they look for food and raw materials, except cotton, and know they must more and more; and here they market their manufactures, the enlarging demand for. which from rapid increase of settlement, as yet keeps tonnage nearly equal. Southern trade, too, they know is more secure if drawn up to the lakes. Besides these influences, strengthening year by year, they forget not the augmenting profits on their long railways, which the longer they are, the more desirable the extension of both trunks and branches. 2 XNI

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Second Edition, for the Board of Trade. That Chicago has had no capital; that she depends entirely upon New York and New England; that this conjoint interest has moved to the construction of the railway system here centering, our opponents constantly show to disparage Chicago. We thank them for the benefit resulting. The East in its liberality aiding public improvements, especially such as immedidiately concern themselves, have perhaps not well observed the antagonism of these anti-Chicago grooves.

Should it not have influence? Still, notwithstanding their excess of liberality, three-fourths the mileage gives Chicago such prominence as the chief railway centre of the Great Interior, that already every Atlantic and Gulf city from the St. Lawrence to Mexico, is. more concerned in facilitating intercourse with this than any other city. With the wisdom of the past thus demonstrated in backing up Chicago, will the sagacious business men of the East stultify themselves by changing policy? Although the natural result appear inevitable, that in only one more generation, the Queen of the Lakes must surpass any ocean city; yet to do best, for themselves, the whole capital of New York and New England must sup port Chicago. Other important facts enter into the basis of the argument, andnat pp. 102107 a summary is presented of nine points Chicago possesses, each essential to a city’s greatness in the Great Interior, but of which no other city has any three. Is it a work of supererogation for a city to gather the evidences of these important truths, and thereby acknowledge its obligations to God and country for benefits conferred in unexampled number and measure? With this solid basis of prosperity, is not wisdom manifested in its widest exhibition? What do we so need to fulfill nature’s ordinations and perfect the. work of art, as to let the world know how the past growth has been attained? A half century hence the most unaccountable feature of this book will be, the indifference of the citizens to so important a presentation. AIMS. iVot to promote Speculation, but Confidence in the Real Estate. Every thing speculative is carefully eschewed in this volume. The running title, ” Past, Present and Future of Chicago Investments,” is closely adhered to on every page. The query facing the title-page presents as practical, as impor-. tant a question, as business men can consider, whether as affecting individual or public interests. Its demonstration is one of the most influential upon our destiny as a nation, that can be presented. From the time that “Nimrod began to be mighty in the earth,” by building Babylon and other cities, there is no historic record of any nation which has not been made by its chief city or cities; and as these multiply and grow, so grows the nation.

If there be a city ordained by nature, established by art as certain to be chief of the continent, what fact is more important to this practical day and generation? But our object is not merely to demonstrate this; it is the still more practical one of inviting attention to the advantages such a city offers for investmento in its realty. Whine fact and testimony prove the unequaled; xvi

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Basis-Aims. opportunities which Chicago affords in commerce, manufactures, railroads, and every branch of business, it also shows that in the certain growth of the City, and consequent advance in value of real estate, is even a greater pecu niary advantage. At p. 288 is a table of annual assessments of property since Chicago became a city, showing the real to be two to five-fold the personal. For a citizen, then, to obtain his due proportion of the values created by his own direct efforts, the active business man should have his proportion of the realty, as land is judiciously distinguished. Needing only men and money to advance Chicago to its destiny, do we not wisely to invite attention to the solid basis for both security and profit which the land of that city must afford, which, beyond peradventure, must be chief of the Great Interior, and as such, probably, emporium of the continent? Will the chief city of America cease growth when that dignity shall have been achieved? With Europe and Asia running a race to people and to develop this combination of benefits of Egypt and of Palestine; with climate and every natural advantage all which we could desire; with the commingled blood of more Caucasian families than has been hitherto obtained to rule and work the inferior races with unexampled profit, why should not a century to a century and a half make Chicago chief city of the world? To show that the Great Interior must Build up many Great Cities. Chicago desires to have it understood, that while these expectations are reasonable, as certain of achievement as any thing human can be, she is no monopolist; and instead of desiring to see other cities, either on lake or on river, dwindling like stars to leave her a glittering sun, she rejoices in the truth that we constitute no ordinary nation, but a constellation of sovereign, free and independent States, which fact of art itself tends to create many centres, while nature, in these immense vallies of thousands of miles, has ordained sites for many great cities. Because Chicago is sure of being chiefest, it is her interest and ambition that her own section should have several chief cities; and now, as the most terrible of civil wars, the most trying ordeal of a nation, has only demonstrated our indivisible unity and strength, the superiority of many interior cities over any on the oceans, is only a question of time; a short one at that. The penultimate section of the volume is entitled “Other Cities no Measure for Chicago,” which appears to be a legitimate deduction from the preceding discussion; but the conclusion is, “Room for them and us.” This important topic, it is true, did not have the consideration its importance claims, for material had been so abundant that although much copy prepared was excluded under every head, still the volume had already swelled unduly; and as this was designed to be only the first of a series, it was seen that the growth of other cities could be better examined after the census of 1870. But no one can examine this mass of fact and testimony about the Great Into rior; without seeing that this is the region, this the age, to develop great cities… XVll

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Second Edition, for the Board of Trade. Notwithstanding the waste land of the Atlantic States, observe the rapid growth of cities, especially the chief ones, though only eighty to ninety miles apart. Here the chief centres of railways, and usually on navigable water, are one hundred and fifty to three hundred miles apart, with almost no waste land. Most are fully equal if not superior to eastern cities in gathering raw materials and food for manufacturing; and as the growth of eastern cities has been chiefly made in the last thirty years, and as an effect of railways, who can doubt that for two or three generations the growth of interior cities will be more than twice that of the Atlantic? How long, then, before they are eclipsed, however rapid their increase? And grow, they will, indefinitely. Therefore, though this first volume is not what it should be upon this point, it will be found a solid and permanent basis for every city in the Interior to measure its own growth and future greatness. Every one of them but St. Louis already gives over the contest, and they know that this is the proper city to issue a volume each new census in behalf of the Great Interior, exhibiting the relative progress of country and of cities. What city of this region is not vitally interested in this examination? What one will not welcome the volume and use it efficiently to promote their own special interests? They all know that without any mock generosity, the interest of Chicago is to do her best to build up every other city, even her closest sister, Milwaukee, which is yet as far off as New York is from Philadelphia. That this volume is at least fair and reasonable is proved by the negative conduct of the editors of Cincinnati and St. Louis. The inquiries naturally compelled to consider relative changes of the three cities, and finding that a second edition was to be indefinitely deferred, it seemed expedient to send their editors copies, lest we should seem timid concerning comparisons instituted by us.

A copy was sent each of the five chief papers of both cities, with a courteous note requesting a copy of their remarks upon it to be sent to the author. Nothing has been received, and the only allusion observed was a characteristic squib of the Missouri Democrat, similar to that quoted (page 395), when the walls of a brick building in process of erec tion were blown over, the editor remarking that no doubt Mr. Wright was correct in his elaborate work upon Chicago, in saying that they are deficient in capital. Cincinnati, as the volume attests, submits to her fate with good grace; but St. Louis kicks the goad which should spur her to proper ambi tion, and could she find fault with the volume, either in matter or spirit, surely would it be done. No invidious remark disgraces its pages.

Even the opinion that if Kansas City can obtain the lead decidedly of Leaven worth and Lawrence, it will outgrow St. Louis, is not to injure the latter, but only the stronger to express the conviction of the certainty of many great cities in the Great Interior. Kansas City and St. Louis are nearly three hundred miles asunder, and every two or three hundred miles will make an important railway centre, throughout these hundreds of thousands of square miles of fertile and rich mineral lands. xviii

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Basis-Aims. To show that the Great Interior, a complete Unit in Interest, must have its own Centre, which is found and established. To present the points in favor of this proposition, would be to write the book over again. The trade of the river vallies above St. Louis, which she perfectly monopolized, we see has been transferred to Chicago with wonderful rapidity, as avenues to the lakes have been opened. We also see that St.

Louis could not retain the region immediately contiguous to herself; for the Hannibal and St. Joseph railroad, built right in Missouri, by and for herself, works so adversely as actually to dismember her own State. Nor has war occasioned the change; a feeble tune they whistle to keep up sinking courage. Their admissions previous to the war (pp. 111-114), are conclusive that the changes began in 1857; and though, as predicted in 1861 (p. 19), the war expedited change of trade from the border cities, yet the relative figures of the two cities for the years since confirm the claim, that the transfer from the queen of the rivers to the queen of the lakes was natural and inevitable. A con clusive example of the contest and its results is given in the freight receipts of the Chicago, Alton and St.

Louis railroad, and the Jacksonville branch, whereon the contest has been direct, she having the advantage of possession for years. It remains for the relative retrograder to prove that the causes of art and nature which have wrought these changes, must again change and work in her favor. Trade being preeminently centripetal in its nature; the larger part of the trade of the whole river vallies having forsaken St. Louis as new channels have been opened by art to the centre ordained by nature; what possible forces of art and nature can be brought to bear to change the present centre of the Great Interior? Could new forces supplant the old, will they of their own inherent power supplant Chicago? If any new forces superior to railway and telegraph be brought into existence, they will be more efficient centralizers as well as developers; increasing yet more the disparity between the many cities and that one which must be at least chief of the Great Interior. Human instrumentality must make operative the new as old; and what shall induce a “race of humans,” who have neglected the old, to employ the new? Would not those experienced in the old be expected to best employ the new with energy and wisdom? Whence shall come the power to change what is evidently the natural current of events of the Great Interior? Not as hitherto shall we beg and plead for wise and just acts of Congress to advance our interests. The basin between the Allegheny and Rocky Mountains, a complete unit in its every interest, soon rules the Republic. To show that the Chief City of the Great Interior must, probably, be E-porium of the Continent. However presumptuous and arrogant this aim may seem, one lower would fall below the natural result of the disscussion. That this million and a half square miles, the richest agricultural and mineral region of the world, has one natural and artificial centre, assures its xix

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Second Edition, for the Board of Trade. superiority over other centres of less advantageous and smaller sections, unless the trade of the Great Interior itself can be chiefly borne to some outside centre. The struggle between Atlantic cities is for the commerce of, and manufactures for this identical region; and the admission is universal, that the party successful will be chief of the continent. Therefore, our endeavor should be and is, to show how much greater must be the traffic of such an area within itself, than with the whole world beside; that instead of our products going to New York for distribution, each town and city will obtain supplies directly from the centre of production, where the greatest variety and choice will always be found; and that manufacturers who look hitherward for consumers, will dispense with an intermediary on the seacoast, employing factors at the central mart of consumption. The calculating East will not be long in ascertaining the disadvantages of a secondary market like New York, compared with a primary like Chicago. Such a trade-centre would be equally desirable for manufacturers, provided other considerations concurred. Another aim has therefore been, to exhibit the superior advantages Chicago possesses to gather raw materials of every kind, and the section “Conjunction of Coal, Iron, and other Minerals,”

shows that nowhere can these chief ones, and lead, copper and zinc, be as cheaply brought together. The section “Local Advantages, and City Expansion,” exhibit superiority upon almost every element, especially climate, pure water, good sewerage, and ease of increasing water frontage; and the section “‘No other Point of equal Convergence of either Rail or Water, or of both, on the Globe,” shows that first essential for a large manufacturing city, the greatest possible gathering and distributing facilities. The commercial advantages are quite well understood, but these could not be a safe reliance for continental supremacy. Manufactures are even more influential; and because Chicago has in both departments advantages superior to any other city, must she be emporium of the continent. Also, the chief commercial and manufacturing centre of the Great Interior, would be a mart of trade equally sought by other sections, as their centres could possibly be by it. More and more will foreign trade diminish relatively with domestic; and further, direct importations must rapidly increase at the interior centre, soon to come from Europe by the St. Lawrence without transhipment, or burthened at most with only the trifling cost of transfer at an Atlantic port. Especially, when in only twenty years from the first advent of the locomotive, the centre of the Great Interior has been made by foreign capital the chief railway centre of the world with more and stronger trunk lines than any other city; must not facilities be multiplied with the development of this unequaled region? If in very infancy such powers of centralization are manifested, what must be the youth and manhood? With this broad basis, the proposition must be regarded moderate. The limit is made to probability, not because of any doubt as to the result, but for the reason that to prove the certainty, the claims of New York, xx

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Basis - Aims. Philadelphia and San Francisco must be examined as have been those of Cincinnati and St. Louis. For that the materials are not gathered. If Chicago be the sure emporium of the Great Interior, that is a long step continental-ward, and must suffice for the present. To show that Chicago has a Population equal to her Advantages. With these unexampled combinations of nature and of art; with the destiny of our City as certain as anything human can be, it is nevertheless true that our destiny, and the results of these combinations, are largely dependent upon the citizens themselves. Therefore, the character of a city is an important element in the calculation of its future. If important to the individual, who is here to-day, gone to-morrow, far more so is it to the enduring city. City character, too, once formed, is as much more difficult of change, as the body politic is more permanent than the individual. Nothing more than lofty character in a city draws to it high-toned citizens, or gives faith to obligations public or private. Good government, judicious financial management, faithfulness in covenant obligations, are indispensable characteristics; and without unanimity, energy, and enterprize, no city call expect others to spend money extensively for its close fellowship, nor dependently nor independently make much progress; so that an important element of the work would be, the development of our true character. While this would be unbecoming to do directly, the proverb “actions speak louder than words,” relieves the embarrassment, and while we let them speak, the discussion naturally brings together disinterested opinions from abroad.

So that although modesty in presenting Chicago’s merits would not generally be charged as a prominent failing, still it is rather relieving that the index under Capital, Commerce, Manufactures, Trade, etc., affords our eastern friends sufficient assurance of faithful employment of means entrusted, to keep up their supplies of aid. As almost every city has been indebted chiefly to its own efforts for its attainments, it seems to have been imagined that this magic growth was the consequence of extraordinary qualities in our population. Undue credit has therefore been accorded us, a “sweet morsel we roll under our tongue with intense satisfaction; though we are too practical, too sagacious in money-making, to desire to hold what it is to our profit to part with. We like to be regarded a smart city; yet if a better basis of prosperity can be proclaimed than our smartness, we are too smairt not to make the truth known. And probably no declaration in the volume will be more generally assented to than that made in the section, “Difference between Chicago and other Western Centres,” (page 70);-“,The position rather than the character of the citizens has made us what we are. If with a different population,‘Chicago would be a different city’; so, too, ;ten times the population elsewhere located could never make a second ,Chicago.” While this truth should moderate self-conceit, it is also true that however great the natural and artificial advantages, they will only be effective according xxi

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Second Edition, for the Board of Trade. to skill and energy of employment.

Not as Prof. Waterhouse argues (page 173), concerning the Queen of the Rivers, do we imagine that because Chicago “is ordained by the decrees of physical nature to become the great inland metropolis of the continent,”

that therefore.” it cannot escape the magnificence of its destiny.

Greatness is the necessity of its position.” Our conduct from first to last proves that we believe and act upon the idea that notwithstanding nature has done far more for this site than any other known to man, still greatness, destiny depend, under Providence, solely upon the city itself.

Not even the addition to nature of our railway system-art’s chef-d’oeuvre-and a cynosure to any other city, would be of much avail unless by our own endeavors they were made effective. Paul’s injunction “work out your own salvation with fear and trembling; FOR it is God that worketh in you both to will and to do of His good plea sure;” relates equally to affairs of time as of eternity. These sons not being mere machines, but coworkers with their Father, we shall never wit ness the fulfillment of nature’s decrees, sitting beside a mighty river or lake awaiting the destiny to flow upon us which we deem inevitable. Man mnst work as though all depended upon himself, while with fear and trembling he wholly trusts, because all depends upon God. The grand doctrine is, if possible, more applicable to affairs of time than of eternity; for mtn as an individual is to be dealt with through those never ending ages, and knowing not what is best for him here, plans and efforts are often, overruled in mercy and wisdom. But associated humanity-the family, church, city, state, nation,-ends with this life, and here the body politic is rewarded exactly as it obeys the laws of nature and of nature’s God. The first law is to work, and without work where is any progress?

That Chicsgo is an earnest worker is well known; and, though lamentably deficient in what should be done for the culture of head and heart, yet that we are not working wholly to make money, is attested by the record in these pages of what is doing in Religion and Education, Science and Art.

Yet works is not the essential nor vital principle. Next to life is faith the motive which actuates in earthly as in spiritual affairs. Faith nerves to works, and so surely produces them that literally, as James argued, “faith, if it have no works, is dead in itself.” If no fruit is produced, the motive; power is dead; so that as a man must have faith to “work out his own salvation” whether for time or eternity, so the city, to attain its hopes and fulfill its destiny, must have in large measure that “ground of things hoped for, the evidence of things which are not seen.” These citizens manifest their faith remarkably, in utter indifference to this inquiry into the causes of our growth, confidence being unbounded that the whole world is abundantly informed. To sister cities, slow to believe that Chicago could neglect any opportunity to sound her praises, the indifference to this means of glorification would be unaccountable. Any other city which could~ x.. XXU1

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Basis-Aims. exhibit a modicum of these achievements, however they were brought about, would scatter the information broadcast. With our well established character for sagacity and enterprise, the indifference to a volume of this sort, a wide distribution of which is demanded not more to render honorable acknowledgments for unequalled bestowments by God and country, than as a judicious financial operation to obtain more aid of the same kind, the indifference would be incredible but for the evidence afforded by the controversy with the Board of Trade, considered in the appendix. Nor is it stronger in them than in the citizens generally. With full assurance, the information is regarded not only useless, but indicative of conceit and vainglory, a meretricious vaunting of attainments which should be left to other cities who would be satisfied with prestige. So that conceit and vainglory, instead of inspiring to this endeavor, are its chief opponents. Any one worth teaching about Chicago, has already full information. Is this the right sort of faith? Let us have faith, proper faith in ourselves; yet does not this volume show that we have a surer basis of support than our own puny efforts, in the conjunction of forces of nature and of art? Therefore, we desire further To invite Consideration of the Obligations of City and Citizens, it view of the Unparalleled Benefits showered by God and Country. To make money, not to improve our morals, every man of us came to Chicago. Did’ we come, though, without firm belief that obligations, human and Divine, would here be regarded? Every man expected to become “a citizen of no mean city; “
and will one which has been built by benefits conferred which cannot be reciprocated, be respected and honored at home or abroad, which refuses to make due acknowledgments? We came not to make fortunes as~ isolated individuals, but as citizens of a great city; to grow with its growth and strengthen with its strength, and our children after us. This examination into causes of prosperity shows our growth is due to extraordinary bounties of God and country. Our Father, doubtless, orders the forces of nature less for our benefit than to promote His own honor and glory; and so our country has taken its every step to promote its own interests, perfectly indifferent to its effects upon Chicago, if not actually regretting that the action of older cities, which must be pursued to advance their own interests, must result in building larger cities in the Great Interior. Is it no advantage to us to make these relations of art and nature apprehended? Thus honor and self-interest conjoining in result as they ever do with wise exercise, Chicago would belie herself not to improve this signal opportunity to render due honor for benefits conferred, and at the same time promote her own individual interests. This idea, however, being an after-thought, not even developed in making the compilation, but an effect of the index, this impressive means of generalization would probably have a similar effect upon others, entirely obviating indifference. Citizens are generally indifferent, and some, hostile, for xxiii’

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Second Edition, for the Board of Trade. three reasons: 1st. Disgust with excessive laudation of Chicago. 2d. The volume seems useless, the whole world already knowing all about the subject. 3d. Inadequate realization of the little part citizens have had in our advancement, and our unparalleled obligations to God and country for our prosperity. The first two points have been considered in ” Obligations” and “Duties” following, and the third is proved in the Appendix (~ xvi), by extracts from the preface of our last city directory, and from a recent newspaper.* The article there from the U. S. Economist, also shows how imperfectly the causes of growth are understood abroad, so that actual duty compels to this presentation of fact and testimony, giving honor where due, and at the same time showing that in the nature of things the same causes of art and nature must continue to operate, and with rapidly increasing force. But duty being too low a standard for reasoning men, we propose To show FellowCitizens their Right to prefer Expediency to Command, Privilege to Duty. ” All things are lawful for me, but all things are not ex pedient: all things are lawful for me, but all things edify not. Let no man seek his own, but every man another’s wealth.” The body politic being essential to the individual, he that is wise seeks his own wealth, not individually and selfishly, but in the general good. In pursuing this worthy object, we need the best rules of conduct, and expediency commends itself as a higher standard than command; for the greater includes the less, and whatever is expedient must be lawful, though many things are lawful which are not expedient.

Regarding merely our own dignity and honor, we should rise above subjection to command by seeking to do what is expedient, changing the rules of conduct given by God or man from duty into privilege. This is the one object of Paul’s masterly arguments concerning law, which he applies primarily to time and to our fellow, but which we restrict to our God and to * A correspondent of one of our papers from St. Louis,,in a letter of April 5th, 1870, which is quite misplaced in that usually high-toned paper, says: “How we Lost the Trade of Kansas.-During all the spring comparatively few shipments of goods have been made from this city to Leavenworth, Lawrence, Topeka, and the trading centres of Kansas. A visit to the leading houses on Main and Second streets, and a few moments’

conversation on the subject will draw out facts that are somewhat singular and not very creditable to the mercantile sagacity of St. Louis. The first frank admission is that Chicago undersells us, and the second is that she controls all the railroads of Kansas. Both are true. Goods can be shipped from Chicago through St. Louis to Lsaven-worth as cheap as they can be shipped from here to Leavenworth. Freights from Chicago to all points in Kansas are delivered with greater promptness and at lower rates to the same points, although there is an average of over one hundred and fifty miles in our favor. Chicago has the enterprise to step in and caompel tie railroads to serve her interests, and if she can not do better, she buys themn up. If there is any trade worth reaching that she does not already control, she at once builds a railroad to that point.. St. Louis, on the contrary, invites New York to build and equip her railroads for her, and she sits supinely to-day and sees Louisville and Cincinnati make new inroads in her Arkansas and Red River trades, rather than subscribe a few shares to a packet line that would secure and enlarge that trade. “Big profits orno sales,” has been an axiom in our mercantile experience, and it has been damaging to our business relations with the Southwest. Another fault is a mercantile jealousy that prevents cooperation. The old houses of Southern proclivities have a distrust of the new firms that have settled in here from the East, and do not receive them cordially. They prefer to jog on in the old ruts, and too often look upon the influx of Eastern capitalists as an innovation.” Credit is due our merchants for enterprise and energy in availing themselves of the facilities for trans ‘portation to extend their trade.‘But except the railroad from Lawrence on to Galveston, where is a road that Chicago has bought up, or one she can be said to have built? Of the 17,000 miles of the interior, costing over $700,000,000, Chicago has never put in $10,000,000 of her own money, and has never raised, by her own influence, $50,000,000. -xxiv

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Basis-Aims. eternity. He says to Timothy. “exercise thyself unto Godliness. For bodily exercise profiteth little; but Godliness is-profitable unto all things, which hath the promise of the life present, and of that that is to come. This is a true saying, and by all means worthy to be received.”* This point has some consideration in the Appendix, ~ ii., that paper being prepared not merely for that controversy, but as an example of the use of the code of honor, to incorporate in a general argument upon obligations of city and citizens, which was deemed appropriate law to accompany such a volume of fact and testimony, and it has had a year’s constant study. But the effect of study being first to teach one how little he knows and how much is to be learned, as the investigation progressed, it taught prudence in presenting crude thoughts upon this profound and wide-reaching subject. So that as the present edition must soon be issued, that addition is now inexpedient though lawful, and another year will be taken for the examination.

Discarding love, reason, utility and happiness as proper motives-if made even an object, they are never realized, whereas with proper motives and objects, all these glorious results flow in as subordinate means;-life, faith, honor and glory, will be found the true motives, and be made the premises to establish the rights and privileges of the sons as of their Father. The subject will be found to have the closest possible relations to, and be the most efficient to promote, the one great object for which most of us live and labor-to make money. As we desire to do this in a legal way, we would be advantaged by more perfect acquaintance with legal obligations; as we desire to get wealth by the best and wisest means, we should be profited by knowledge of what is expedient. The religious aspect of the subject will not be presented, only the business; and we shall find that the strongest motives of self-interest equally with those of honor and glory, impel us to regard the province and responsibility of city and citizens as proclaimed upon the title page, while at the same time we seek and use with utmost endeavor the most efficacious means to make money.

This is both duty and privilege, in pro moting which self-interest and honor will be found entirely concordant. No man can be too diligent in money-making, so that he seek and hold it as a means, not a paramount object or motive. Our one difficulty is that we lose sight of true honor and glory, making an end of what should be to us a humble instrument.

Hence money, which next to knowledge is the strongest power of earth, we learn to love as the god of our idolatry, making it verily “the root of all evil.” With proper conceptions of our honor and our glory, these sons would not need positive command, the subjection of servants. A privilege instead of duty would it be to promote the same object for which our Father deemed no sacrifice too great, the best good of man. Man being his own worst * 1 Tim. vii., 9. Godliness is nothing more nor less than regard for our Father’s laws; and whether we do this as a son to honor a Father, or merelyeto promote our own interests, yet even in that lowest human .

object, getting money for its own sake, the son is a fool who will not closely follow the commands and . counsels of our Father. xxv

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Second Edition, for the Board of Trade. enemy, he must form associations to preserve his life, the chief object. He can do nothing individually for his advancement; and could he isolated attain Gabriel’s powers and wisdom, cui bono? He is created for association; and hence the force of Paul’s deduction of the maximum of expediency as well as law, “let no man seek his own, but every man another’s wealth.” As a means to this ennobling end, the city is one of the most efficient; and no city having ever arisen with such a certain and glorious future, should it not be our first endeavor to know well our rights and privileges? Let every city, too, “seek not her own,’ but every city another’s wealth.”’ What city ever grew which had so much to hope for from the growth of other cities, as Chicago?

Most cities have their jealousies and rivalries, each considering itself injured relatively, its strength weakened, by the growth of cities in its region. Not so is Chicago. As she gets wisdom, she will learn more and more to live up to Paul’s maxim, and seek her own wealth in the general prosperity. Therefore, a grander, more important theme cannot be imagined for the continental emporium, than this of converting duty into privilege, command into expediency. Now in the infancy of many cities which in a generation or two will be counted among the mightiest of earth, what can the chief one do more effective for citizens and cities, than to lead in the study of their obligations, merely regarding pecuniary profit? Let our tythes be consecrated to the holiest, most glorious object of our Father, the establishing of permanent institutions for man’s improvement and elevation, and what a glory will the cities of the Great Interior become to themselves as well as to our nation and our GoD. N. B. The endorsement of this work by the liberal subscription of the Board of Trade, is general, not special. No member has probably read it critically enough to have judged every point; and probably no other body of men would have more varied and more decided opinions concerning details. CHICAGO, May, 1870.

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OBJECTIONS-I)UTIES 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 advising with FellowCitizens, 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, without 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 claims 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 advantages 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 immense difference, are but a dry mass of statistics, with no pretense 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

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OBJECTIONS - DUTIES - EFFECTS. of past progress, and of their future continuance. These statements 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 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-ofthing-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 avast 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 downright 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 philosophy 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 prospective 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 “puffing” to bring together the facts, and reasons of the facts? Is it not quite time that Chicago should be relieved of the charge of vainglorious boasting, by a candid, thorough examination of the causes of xxviii

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OBJECTIONS - DUTIES - EFFECTS. her growth, and a methodical arrangement of statistics, not merely to exhibit results, but also to compare them 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 far from claiming to reach this exalted standard, the imperfections 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 nature of the investigation, that only considerable industry in collecting materials, and some practical common sense in their arrangement, was wanted to work out a satisfactory 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 truth 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 conparison 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 Chicago to exhibit the causes hitherto operating, which, with lightning 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~

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OBJECTIONS-DUTIES - EFFECTS. of the strongest points in the argument. But the nonsense that centrality on the rivers insures large 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. No other city than St. Louis can complain of the manner of treatment; nor can she with any reason. If she can manfilly 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 offensive 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 incorporated 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? Nor 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 effectively 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 demeaning to Chicago to examine these claims which are very generally xXX

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OBJECTIONS - DUTIES - EFFECTS. 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 assumptions; 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 effected 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 conjunction 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 )bserves: 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 unparalleled growth, our well-rewarded energy-all command respect where they do not challenge rivalry and excite envy. The New 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 1831, 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. *

For 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 XXXI

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OBJECTIONS -DUTIES-EFFECTS. and her 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 maintain that position, we shall continue as hitherto to be looked upon as of mushroom 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 superiority 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. Never was there a young city to which it would have been of equal advantage to Disseminate full knowledge concerning it, as to Chicago. Has “he 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, u pon 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 ye 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 of 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 xxxii

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OBJECTIONS - DUTIES - EFFECTS. landlords may demur to the proposition, and object to their tenants becoming landholders; but will not the stability and solidity of the City be enhanced, if in their legitimate pursuits these active Citizens become large owners of the realty of Chicago? Who should have their part of it if not these merchants, manufacturers, mechanics and head-workers who are doing most of what is done to promote public interests? With a few commendable 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 legitimate 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 affirmatively, a good deal of space is indispensable; and with further subdivision, 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 effective part of the essay? No reasonable reader, who admits the propriety of the work, will complain of length after due examination. It is literally multum in parvo; for many able writers 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 h as also a positive side. Let us, then, also look at DUTIES. The BIBLE, with no circumlocution, recognizes the existence of man in various stati or conditions, which we style the Family, XXXIU

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OBJECTIONS - DUTIES - EFFECTS. the Church, the City or Village, the State, the Nation. 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 chiefly occupied in giving laws and counsel relating to these various stati. 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.

Therefore, 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 personal 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 see what have been the relative profits since on the real-estate. xxxiv

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OBJECTIONS - DUTIES-EFFECTS. The man, however, who regards duty to himself and family, considers some other profit than merely that of dollars and cents. The first object of every man who is firtunate enough to have a wife, should be to have a home. How 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. No 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 buy, 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 codfish 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 sufficient to do that which they deem right and best. It is only necessary to invite their attention to these considerations of their duty, and they will decide wisely. Duity to the Church. -Although considering merely business affairs, not religious, yet the Founder of every rightful human XXxV

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OBJECTIONS - DUTIES - EFFECTS. institution having made the Church a no less essential status of the social fabric than the others, we should make it one of our chief business concerns. Notwithstanding, very many of these Citizens, 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 regularly, 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 acknowledgment 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, FellowCitizens, 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 Cty.-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 destiny; and each of us owes duty thereto according to our natural and acquired capacities and means. Our duty, too, is in proportion to the magnitude of interests involved, not merely immediate, but prospective; for as foundations shall be laid, sure and strong, so rises the superstructure, firm, secure, to its topmost stone of glory. Nor 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, XxxNi

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OBJECTIONS - DUTIES - EFFECTS. What inroads death has made upon the fraternal circle of old settlers, which, until the last 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 thereis 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 bondholders, 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 confr~res 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 doand would do if they had proper independence-is because of the close grasp of the real estate owners to their money. Fortunately, property here is more diffused; yet our large real estate holder, who is not a downright 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 perform 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 genaeration, we may leave much for the next with comparatively little injury. If, however, we can by a little investigation satisy 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, xxxvii

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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 genl 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; forbenevolentinstitutions 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 effective, 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, goes with it in its every purpose. As herein shown, Chicago must be the centre. of a million 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 introduced, 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 an object to give it wide distribution? Though not without. xCxxvii~i

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OBJECTIONS - DUTIES-EFFECTS. benefit confined wholly to this 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 competition, the information as to the best market is wanted. Duty to Our State.-The motto of Illinois-State Sovereignty, National Union-the most admirable epitome of the immutableprinciples upon which our system is based, which can possibly be flamed in our noble mother-tongue; would induce me here to exhibit the perfect, absolute subordination of these Citizens and of this City, to the sovereign, firee and independent State of Illinois. Yet, such is the prejudice against the doctrine of State Rights, 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, and almost to the’ northern line of Massachusetts, has been the making of Chicago. That excellent, sagacious manl, who so long adorned the Federal Judiciary, Nathaniel 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 Unmon; 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?

X!XXIXII

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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 the 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 Stata 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 ]et us be equally liberal in aid of their public enterprises, especially in the construction 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 controlling 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 disinterestedness 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 .be emporium, are not our duties and responsibilities coextensive ,XI

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OBJECTIONS - DUTIES - EFFECTS. with our domain? The farthest section has claims upon us for means to aid in laying foundations, equally with that contiguous. Nor is the most distant Territory or State much more concerned 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 railroads 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? The600,000 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 furthera million and a half square miles-is the domain of Chicago, destined of nature, and already assured by art, as herein demonstrated. Duty to our Nation.-This grandest theme, involving considerations 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 corresponding responsibilities, have been very impressive. It seemed imperative duty to consider the subject, and thoughts hai e been prepared for an Appendix, alluded to in several places, under the 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 thoroughly committed to their dogmas to hope that the leading parties 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 discussed in a few pages.

Let these Citizens consider he subject, and they will soon see what a grand opportunity is ours. Let us enter into the investigae ion with our whole hearts, and to all our abundant blessings shall be added that of the peace-maker. xh

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OBJECTIONS - DUTIES - EFFECTS. GOD always addresses them as a Nation.

“Hear, 0 ISRAEL; the LORD thy GOD is one LORD.” So HIe 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 Government, 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. FellowCitizens! 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 wonderful 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 overruling Power must govern. This our race “in the image of GOD created,” these “sons of GOD,” as repeatedly entitled in the Old Testament; these “children 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 efficacious means, He instituted the several state 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 xiii

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OBJECTIONS - DUTIES - EFFECTS. 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 efforts 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 without 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 responsibility; 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, FellowCitizens, who are GoD-fearing men, rise to the measure of our responsibility in this regard. Whether Unitarian or Trinitarian, Catholic or Protestant, Jew or Christian,who of us does not believe that an earnest, heartfelt thankoffering 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 ha 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 fulfil,” 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 xliii

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OBJECTIONS - DUTIES - EFFECTS. Bring ye all the tithes into the storehouse, That there may be meat in mine house, And prove me now herewith, saith the LORD of hosts, If I will not open you the windows of heaven, And pour you out a blessing, That there shall not be room enough to receive it. And I will rebuke the devourer for your sakes, And he shall not destroy the 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 stati, 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. Nor 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 Natioln. 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 continent, do they not all wish to know the reasons and judge for themselves of the probability? It is hardly to be expected that this should be received as a demonstration, notwithstanding the writer and his City may have full faith in its facts and conclusions. 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 corporations, 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 xliv

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OBJECTIONS - DUTIES - EFFECTS. filling in with branches, to perfect a system which with no concert, and traversing numerous sovereign States, by the demands of the country, and from following the natural currents of trade secured by National 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 only 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 Ctizen. -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 importance of the investigation to be over estimated. Due allowance will be made for frailty, and even considerable conceit in treatinz of the Past, Present and Future of a City in which I helped to raise the third framed building; in which not a dozen antedate me in residence; and which no man has labored harder to advance, however imperfect and unimportant miy 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 titlesof 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. Studyof this subject may also pervert judgment; but it would seem,. that the unequaled opportunities enjoyed in the certain advancement 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 xlv

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I OBJ’ECTIONS - DUTIES - EFFECTS. .parties to join me in a real-estate operation. But the printer ,delaying immoderately, 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 Doint before the reader. Such as the essay is, it is submitted to the judgment of my FellowCitizens. They will act upon it as individuals, and if of ‘benefit. or injury they will be affected 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 miore than realized, may not FellowCitizens 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, P RESENT, FUTURE July 1ist, 1868. “.lvi

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THE PAST, PRESENT AND FUTURE OF 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 Bcct. 1: Ail 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, which 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 2points. be considered; and even the most obvious, the vain conceit that we have so much more sagacity and invention than all before us, must 1st, no new, be passed over. Two of the points, however, are most pertinent to principle. the present inquiry; 1st, that there are no new principles for man to 2d, enxperi rience-disreo discover; and 2d, that man disregards past experience. garded. Solomon does not mean that man makes no discoveries, for he Learn prin ciles to use afterwards says: “Lo! this only have I found, that GOD hath made iFnperscticeman 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 GODgiven dominion. Nor are these practical truths less applicable in -in bu,i: business affairs, than in those of the natural sciences. And, in what ess affairs. respect, in preference to this, is the past more worthy of consideration? Can one judge soundly as to the future, except as he regards the past? 0

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S’tu(ly Past.to Uiterstand Futture, Improve Present. This writing, be it observed, is not for the common herd, who follow one another like a flock of sheep, having “no remembrance of former things;” 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 experience the truth, that “there is nothing new” as to iudicious investments in Chicago. And being moderate in my expectations, doubtless enough sensible capitalists will see that it is for their interest as well as mine to adopt my plan. It might be best, therefore, to just tell in short what it is, and be done with a long story; for 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. However, as affording some evidence that I am not wholly a fool, the plan is reserved until some testimony shall be presented of my acquaintance with the subject, and you, I trust, shall have been satisfied that at all events the project is worthy of consideration. The first natural step would be to show that This paper for those who regard experience. MY FORMER OPINIONS AND PREDICTIONS WERE BASED

UPON A REA SONABLE HYPOTHESIS. A sound hy-A reasonable man does not always need a long process of ratiocipothesis’im potanm-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, firom most men, depends upon the strength of its hypothesis for its weight and influence. In the exceptional cases, too, the opinion only has weight 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 -should not accident-and who likes to rest upon accident in important affairs?  should not beacciden- -certainly no arguments can be adduced, without more or less tal. knowledge of the incidents precedent; and correctness will depend almost wholly upon the proficiency of that knowledge, which if Thepasta practical as well as theoretic, the more convincing. It therefore basis. basis. 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 satisfactory hypoth-i esis for the present argument, being without precedent.., were ill former discussions wholly hypothetical and had to be. proved; dor since the days of Aristotle it has beetn concede3J, that argument is 2 a  I

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Past, Present and Futiture of ChIicago IitvestmeJits. 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 which 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. What IHow dces the Bible else is our Bible, the very Book of Life, but a record of the past, with teach? the exception of a few apriori 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 are Oldargu now premises, are here equally available. What, then, could be pliet reap plied. 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 truths, 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 theb,t ot;vcsnd ,t,expe, ience past, you will appreciate one’s judgment upon an important subject, imPpretant atccording to the evidence afforded of his acquaintance with it.‘Thp oEid ra zn - ~~~~~~~~~~~~~~~~~~taonsbest criteria of judgment, are recorded opinions and acts. Mariy a man claims sharp foresight after events have transpired, and thinks he foretold wonderfully. But memory being often treacherous upon such subjects, even with honest minds, it is v ell to have the written record. Besides, it is one thing to predict or operate hap-hazard, some move and quite another to have definite, positive conlvictions, leading nat -hahazard. 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 ifortunate by circumstances, and because the circumstances operate directly contrary to and in spite of his judgment. But however 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-unes in spite of themselves; because they have not been addicted to wasteful benevolence, and have hap-dom of Chipened to own real estate which has been closely held from natural habit, and not from any appreciation ionaires.go m pened to own ~~~~~~~~~~~~~~~~~l lionaires.

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,” 500 to 1,500 teams then daily arriving, and with their stoppage “grass would grow in the streets,” was his sagacious declaration. 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 the advantage 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 3

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4 Former Opiniions and Preclictions a Reason Iable HTypothesis. Evidence of To write about one’s self without egotism, requires too much Cilmy past ound judg-curnlocution for this condensed paper; so that those whose stomachs ment. are very sensitive can pass this over. Yet it certainly is important to the proper estimation of present 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, only a little of that canll be here offered with any hope of its perusal; and though the object whlich this head pre sents will constantly be kept in view, yet the reader will notice the imSamechancemense advance upon former prices; and although his first impression now as 30 ynor ago.3 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 relativelv to invest here, than thirty years ago. First pur-Al account of some of my tiransactions, prepared for the circular of elhae of V,,,1o each 1860, are quoted p.289; to which it may be added as appropriate to i 34 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 judgce of. But too little property had been sold by the State or United States, and it was too much in demand to get refuisals. A copy of the letter de scribing those purchases, dated MIarch 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.

11th, 1834. Jamison of the U. S. Army for lot four in block seventeen, of the survey by Canal Lot 4 B, 17 Commissioners, which is (as you will see by reference to your map) [whLich I had 0. T., boet made and sent him] a corner and water lot. I did not then succeed, but last Friday for $3,500.

I bought it of hiun for $3500, enormous sum, half of it to be paid on the first 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 givea deed of the lot upon the payment of the first half, ($1750.) It is to be ready to be signed to-morrow. This may seem to you to be an enior 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 his ideas do not keep up with property in Chicago? I for such men to make fortunes. If they will only invest their money, berate the tax gatherer, and never give anything-which is not dangerous-they will surely become rich if they live a few years however unwise their purchases.

awhile 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 anticipated the future of Chicago. With great natural powers, especially in sound judgment, judgment of he had ample knowledge of the country and appreciated the West, having in 1815 and‘16 traveled for Chicago. his health on horseback from Massachusetts into Illinois and down to New Orleans. But he was over cautious; and though intending to buy all the lots and land he could, he was too fearful of advancing prices by seeking purchases. He came from his New England home in the spring of 1833, intending to buy largely at the sale of school lots; tut to his disappointment, and much more to mine, he only bought about $1,000 worth, six lots and two blocks. My mindrity In 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 four millions. I was subject to him, however,-as what son would not be to such a father?-and though operating

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Past, Present and Future of Chticago Investmeents. am sure that lot will in less than three months fetch $5,000.00. What makes me Reasons for think so is this: There are a great many merchants comning into Chiicago this its purchase summer. There are but two or three water lots that can be bought at any price. All the business is at present done on this (Water) street. Now merchants coming in are not going on to the back streets to do business, as long as they can get a building spot on Water street,for 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 five times what I paid for it. Chicago will within Chicago tobe that timne be as large as Detroit is now, and real estate will be worth as much. A as large as Detroit withsmall lot there 50x60 ft (I think it was) was sold a few weeks since for $10,000.00, in 5 years.

and why should not business lots be worth as much here as there? These are the reasons that made me purchase that lot, and that makeci 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. Wedwesday, March 12th.-Last evening I made another bargain for 902 acres (if90’ acres land, for which I am to pay $3,500, the same sum that the town lot cost. 73 acres bought for lies on the North Branch of the Chicago River, and is the west half of the south-,500. 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 you feel yourself under any obligations to take these lands His optionll or the town lot. But if you do not take them I shall be obliged to rely on you for t,,h take pu,ir chases but the money. The mloney for the 90 acres is to be paid as follows: Draft on you must adpayable at sight for $700; $1,000 payable the first of August; $1,800 on the first of va,lce the December. Mr. Noble takes drafts for these sums when they become due. He money. gives me a quit claim and warranty deed, [there were two tracts,] immediately. Thev are made out by this time, and will be signed to-morrow. I gave him a draft on you (which I hope you will accept) at the same time, and give notes in my My notes taown name for the remainder, payable as aforesaid. He does not require any en-ken in paydorsers, nor anything for security of payment, except the notes. This I think ment. 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 bound estate. If you do not take these purchases, they will fall upon me, not upon father, for I If he wants want to make a little money myself. It will, to be sure, be putting some risk upon security can you in asking so much money of you, minor as I am. But if you do not feel se-have it. cure, I can give you endorsers, foir a number of good substantial men in this place have offered of their own accord to si-n 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 purchases unless you feel perfectly sure that you will make money by so doing. For my part I should prefer keeping them both Lf 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 Railroads iot then a,ii was it possible with the most penetrating prescience, for no one could ticipated. have anticipated the power and multiplication of railroads. But the views weie sound, though youthfully expressed, and reasonably anticipated 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 me the remaining seven months of my minority for $2,000. I had before bought a lot of Mr. Dole Aid in fath. for $2,000, which father desired, and it was given up to him, as was the case with nearly all his purchasers pur chases. chases, except the school lots, and a Lake street lot.

So that in the division of father’s estate, my brothers and sister 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 instrumental in purchasing, but so-me 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 th, prairie with a surveyor and run out a quarter section each, which resulted in father’s getting pre-emption for one hundred and sixty acres, seventy of which his children inherited, and are now Wright’s Addition and Union Park, and worth about two millions cnu a half. 5

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6 Former Opinions and Preclietions a Reasonable Hypothesis. ot 5 B. 19, The next purchase was another corner lot, 5 in block 19, for $1200, O. T., bo’t for $1,200, and made wholly on my own account, March 17th. Of this no record sold for $1,900. exists, except as to how I raised the first payment of $300, by bor rowing $17, from father’s store, and $283 from C.

& I. Harmon, Wm. MeCorristen (a soldier) and Peter Cohen. My recollection is that before the second payment came due, 1st July, I sold to Peter Bolles rirstaccountfor $1900. It was the first money I had made, and on the 1st of books. October, 1834, I opened a set of account books, with an inventory, in which stock is credited for $720-cash $560, personal property $60, and L. T. Jamison $100. Stock is debtor for $179.63. This money had been made on that lot, having made no other operation, and of course receiving no salary. N. 43 a,res Oct. 15th I bought 43 87-100 acres of section 22, firom the lake to soc. 22, T. 39 N., R. 14 E., State street, and firom 12th street south, at $80 per acre. In July bo’t at $80

 1836, I sold an undivided 20 acres of it for $50,000, which was broken up by an accidental misunderstanding. It was mortgaged in 1839 for $9090
to the State Bank, and was bid in for about $4000, I think which 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 S1,- mill property in Michigan, which never yielded much to the bank. 750,000. 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 Wright - Webster’, acres, which is now Butler, Wright &

Webster’s addition, to whom Add. it was sold ill New York on the 10th of April following for $10,000. 80acres Jan. 27th I bought 80 acres, south half, southeast quarter, section Se. S34ET3 34, close to the lake and now in the city, for $800. This also went R. 14. to the State Bank, on the same debt. It is worth $400,000. 2 water lots May 11th, I bought water lot 23, in Kinzie’s Addition, for $2000; in Kinzie’s and the 13th, water lot 24 adjoining, for $3200. In December, 1837, addition. when worth $25,000, I mortgaged them to Charles Butler, Esq., of New York to secure $8,500 for a note extended for a year. The mortgage was foreclosed and the lots bid in for Mr. Butler, for some $2000 to $3000. They are worth $50,000, and the balance of the debt by judgment took property worth over $200,000.

Bushnell’s May 11th, I also bought 80 acres, which is now Bushnell’s Addiaddition. *tion, for $6,000; and the 13th, 40 acres in the same section, now called Cranle & Wesson’s Park, for $1300. The former is worth $1,500,000, the latter at least $200,000. Profits l15th These will suffice to give an idea of my operations, and of adJuly, 1835, $1.5,000. 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 $25,167.76, ($1,225 cash on hand), anddebitedc$9511.29 for indebted ness on property.‘i’he real estate inventoried at about $22,000, was

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Past, Present and’Futt-re of Chicago Inzvestments. worth at least four times that sum. But not having any written or Began again in 1846 to printed statements of my views, the remarks, p.290, will suffice.makemeney In 1846, having recovered from the mortification and disgust of being 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 delightful intercourse among the noble hearts of the prairie farmers, I resolved again to mnake another fortune in Chicago property. Having purchased block 1, in 1846, as remarked on P. 291, for B O.T., bolt for $37,500, the following hand-bill was issued 3d of July, 1847: $37,500. Safe and Profitable 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 sell, 1847.

rate of $75,000 for the block, lying on North Water, Dearborn, Kinzie, Wolcott and Exchange streets. It is in no 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 noth-Profits 5ing to improve it, nor grant a lease except from year to year, so that this year it sured. pays only about four per cent. on the price asked. But the undersigned willguaranty that next year it shall pay 5 per cent., the next 6 per cent., and that within 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 rapidity 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 Cincintwenty-seven years to accomplish in Cincinnati, will be accomplished r -,- much aati. less time here.

Consider the immense power of public improvements, madet 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 Miami has contributed so essentially to the growth of Cincinnati. Chicago has an equally fertile and vastly more extensive agricultural territory 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 importance 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 otten less than that. Then the 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 interior 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 predciate in value, for there can be no drawback. No town can be named as a equal to 27 for Cincinrival to us in the trade of the West-not even for the trade of the mineral region-nati. 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 conrealized, nobody could be made to see the truth, and that year I paid ed. five per cent. a month for several thousand dollars, required to meet 7

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8 Foreier Opvnions and Predcictions a Reasonzable Hypothesis. my payments.

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:1848 Investments in Chicago Property.-I am happy that a reliable document has been prepared concerning the business of Chicago, which 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. Speculation “Western speculations,” I know, have, to a great extent, lost favor with capitalnot proposed ists.

But because so much money has been foolishly 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 sure 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 offered 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 ..nnual rent more. 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. Another lot I could have bought a short time since, and perhaps carL 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 fulfillment 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 stores. 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 then pay 6 per cent. on $10,000. This you &ay reasonably reckon upon wQittin ten years. Suburb lots.. Property now 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. 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, at Chicago. as tte 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 of the city consecrated by the sacred memories and the name of the Father of his country. Could the capital.

West agree itself about the location, it umight perhaps effect a change.

But Ohio, Indiana, Illinois, and all the States contiguous to Missouri, would oppose St. Louis, because they would not like to give a close rival that advantage. So Missouri and the others would oppose any city in Illinois, and this jealousy wvill forever 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. 11

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Past, Present and _Future of Chicago I/ivestnients. Investments of this character must be perfectly safe, at least those which are Money safe.

rented for a term of years; and there is an almost equal certainty of a large and rapid increase. Increase in Value by the Growth of Chicago.-By the report, you will see the im-Increase in ports, exports and business of Chicago generally, have grown very rapidly, and value certhe same causes must not only continue to operate, and with increased power, but ai. new channels are to be opened, widely extending the range of country tributary to this market. With no increase from abroad, business in all departments must enlarge and Growth of extend, and very rapidly in a country of the easy tillage and great natural ad-illinois. vantages of this; but the population of Illinois, particularly of the northern portion of the State which trades here, never was increasing so fast by immigration as at present, 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, being double that of 1840. * Should these views lead any of my friends to think of investing money here, I Examine would first and earnestly advise a personal examination. Nothing can take the yourselves. place of this, and the sooner made the better, as property is cotntinually 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 profits.

be glad to hear from; and I think a residence of over fifteen years in Chicago, with c(insiderable acquaintance with property, ought to enable me to render colnsiderable service. I would further state, that my own means are, at present, all invested, and I have will not inresolved 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 authorize 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 int trust for them, as would be preferred. Any wh.to would wish further information, I shall be happy to correspond with, and Invest for will do all in my power to make those who choose to try an investment in Chicago. children. so satisfied with it that they will purchase further. It appears to me a gentleinan of meaiis can do nothing so well with a few thousand dollars as to buy property in this place where hlie would be, to s great extent, relieved of trouble in its managament, and which, to his children and grand children, would become a large inheritance. Please consider this carefnlly and let me hear from you.

Though silent about the contiguous river property, for fear of Nobody I.

~~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 me an interest to take its management. But because my uncle would do nothing, nobody would look into the proposition. During the negotiation, I made the estimate of renits spoken of p. 292and although firmly resolved, that I would not incur further indebtedness; yet the long credit obtained, and the advantages of the agreement in regard to sales, promised so strongly that capitalists could soon be led to join, that 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 property, either or all of which I was willing to do, the circular of 28th of February, 1849, was prepared, thus colncluding: The preceding estimates [one of them is given, page ] have been based upon Circular thle supposition that in three years $42,200 shall be expended in improvements. 1849. On every accou,nt this is desirable to have done The three block can unquestionably be made to pay for themselves, and much more, with onethird that 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 9

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10 Cormner Opinions and Predictions a Reason,able Hypothesis. amount, as fast as it could be judiciously done, would be very great, particularly at this 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. Offer to sell Property to be Sold Cheap.-Of this amount I can raise $25,000 out of other cheap.

property during the three years; and it is my purpose to sell all other real estate, except a dwelling-house lot, and concentrate both capital and efforts on these blocks. I shall lose the future rise on the property 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 I had ever expected to have. Rents sure. 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. per an numn. Some of the lots will doubtless double in value in a less period. A loan A Loan of Ten Thousandl Dollars Wanted.-But to sell property and get pay, sought. vill reqaire 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 couplc of warehouses this summer, I have determined to borrow, say ten thousand dollars, payable, say half in five 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.e 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 fifty 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: Surplus Annual Surplus Rents above all Payments as per Foregoing Tables. rents. - Block 1. Block 3. Block 5.

Total. Block 1. Block 3. Block 5. Total 1849…. $ 580………… $ 580

1858…. $12,045 $4,478.75 $7,171.25 $23,695 1850…. 1 440…………

1,440 1859…. 13,249 5,148.05 8,241.95 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 IS53…. 1,528

1,163.95 1,866.05 4,558 1862… 17,633 6,432.15 10,297.85 34,363 1854….

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…. 4,867 3,571.35 5,718.65 14,157 1857…. 10,950 4,217.55

6,752.45 21,920 $143,821 $56,514.65 $90,500.35 $290,835 Estimates The result is so enormous as almost to stagger my own belief in the correctness certain. 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 Iam now actually leasing, to accomplish it; and no one can doubt that there is to be a considerable advance. But let it be observed, if tlhe 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 propositions, 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 Ican 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 these expectations and desires immoderate? Could parNo railways ties have seen as I did the certainty of railroad building, soon noforeeen. ticed, and the immense progress consequent, which must give Chica go a rapidity of progress far beyond any previous example, would these persevering efforts have been futile? But besides the total

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Past, Present and Future of Chicago Investments. inability to see railroads that only existed in my wild vision, that year again brought the cholera. Not obtaining relief myself, and thereby relieving others who were aiding me in borrowing money at Blok -Iold 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. Though almost wholly relieved thereby of indebtedness, it was an Reaper busi ness; begun. immense reduction of my North-Side interest; and the remaining g’ block 5 being all rented, and being still satisfied with this and the remnants of my patrimony, which had been saved by borrowing money of my uncle at twentyfive per cent.

interest, to paythe bank; I thought not of any more real estate operations, and foolishly engaged in the reaper business, as noticed p.

294. To make this a success, my ambition was immoderately moved by circumstances; and Property to obtain capital, property was advertised-none in block 5-andsol’d.atausold 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 Adv’t 1852.

capitalists can make investments to their 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 fiuture and rapid advance in real estate generally was so certain as at this time. Chicago property will approximate in value, with corresponding population and business, prices in other cities; and it is generally conceded that within seven years we shall number 100,000. If so, most of the real estate must double or treble in value within that period, and still be clear below what it is now worth in St. Louis, Cincinnati, &c. Railroads that have been mostly prospective with us, are now being built to all Railroad parts of the West, and hardly a man in the city appreciates at all their influence sure. upon this commercial centre of the Great West. If with no avenues of consequenace except the Canal, and a short piece of’the Galena Railroad, it has been impossible for our mechanics in any department to get a stock ahead, notwithstanding their constant increase, what is to be the effect upon manufactures here, with 1500 to 2000 miles or more of railroad radiating in all directions, and centering business here from regions wholly isolated from us hitherto? Yet three years effects all this; and any one who will reason from cause to effect, must acknowledge that without some great national calamity, the probabilities are that real estate here must double in value within three to five years. Many sagacious ones, too, prognosticate another revulsion like that of 1837 toNo revulsion 1840.

They consider the present inflation of prices like that of 1836. No such thing. Paper mnoney was the basis then, and when, to pay foreign 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 Call-Increase of fornia and Australia, and there can be no doubt but these mines will for years add money. one to two hundred millions annually to the currency of the world. There is nothing fictitious-no danger of collapse-in this. The result is inevitable, that with so large 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 advantageously employed and invested, it must be evident to any one that to make the best use of capital, it should be 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 finds or puts them out on permanent loan in times like these. ” ILaingi these views, then, why do you sell lots?” will be asked. I reply, be-Why I sell cause I want money for business. As evidence of sincerity in what has been said, I will make this proposition:- I will take off 15 per cent from the price which any lot majy buing at the sale, Of the purchaser will give mie the prialege of buying it 20 per cent. five years hen~ce, at s tch a price as that with the income debaved from the property, he gmsrantee. sheat receive 100 per cent. on htis investment, which is 20 per cent. per anoum.

11 I

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12’ Forimer O2)haio,s aied Precttlns a RCeason able IlJypothesis. To citizeijs it is unnTecessary to state that a piece of ily property when once put up at aluction, is soi rl to o for wt,hat’is bid, without any underhanded management or flinchig.‘Ihe fact oi selling, at a ricent auction, one lot for $950, for which we h iad beein offred $1 5OO in the auction room just before the sale, is sufficient evi(ldece tlhat there is no chicanery or backing out from sales, no matter at what loss. But to stran’ers who may wish to buy, I would offer the assurance of my honor, tlhat everyi bid imaode is bona fide, and a lot once put up will be sold, if it does not bring a qu7arter 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 was undertaken for any one man; and owing to the circumstances stated p.294, and the general revulsions frorm the senseless panic of‘57, and the consequent depreciation of real estate which was covered with mortgages-an-d 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 which these were among the opening paragraphs:  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 receive in ground rents each year more than half the entire cost of their lots. I hold out expectations of no such advance now, as I did not then, but do most earnestly repeat the assurance, that you may now buy with great advantage, and that you will regret it if you do not. * In MiIarch, 1860, a plan was formed of two joitnt-stock companies, which says: Circular, About two years since I prepared a circular concerning investments at Chicatgo. 1860. For reasons not necessary to explain, its distribution to friends, as conteinplalted, A causeless ha, been delayed.

The time, however, for its use, has now unquestionably arrived. panic. 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 declinie; for though property was higher than was desirable for the best good of the City, yet any one 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. Wantto buy I wish to avail myself of this important period, and think, at the same time, I property-can benefit friends. I therefore submit the circular referred to, the views of whiich are still applicable, and which appear to prove fairly and conclusively, the certainty of the rapid growth of the City, and the consquent enhancement iln the value of property. Further consideration having shown me the difficulties in the way therein proposed for investing, from impossibility of always buying a piece of property for exactly the desired amioint-the hindrance to a sale, if the capitalist wished to change his investment, &c., &c., I have been led to prepare plans for two organizati)ns, also herewith submitted. -to avoid Had I the requisite capital, or had I securities to give for loans, I would make debt. more to borrow, at even extravagant interest, than to use your funds and share profits. But that is out of the question, and I slull not again go through the process of *That circular has little appropriate to this place not incorporated in those subsequent. It was not ilopes still: on the’el prepared for actual use, for my hopes still clung to my reaper patents, or to those which had been mine. reaper. Nor, indeed, when the circular of 1860 was prepared, had I abandoned the hope of proving still that I had not irijudged about the reaper buesiness, but that misfortunes had caused umy difficulties. These cir culars wvere, therefore, inadequa,tely studied, and were quite imperfect, and are chiefly valuable as pre senting o,ff-hand views seven to teec years ago. Joint-stock compadies. Circular, 1860. A causeless panic.

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PPast, Prese)tt and Future of Chticago Investments. temporary loans-regular “shinning”-as in‘46 to‘50, and paying two to five per cent.

per month interest. Doubtless money can again be rapidly made by so doing, but I have worried myself and friends enough with that system, and shall avoid it hereafter. Besides, though giving you half my profits, 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. LI had paid Mr. Bronton double the value of his property because of long credit.] On the other hand, I flatter myself that I c:i.:: take your funds and make double Invest on on it what you, or at least most non-residents would For the capitalist and shares. agent to divide profits equally, is a very common thiing here, even when both are residents, and it is still more desirable to a non-resident. Experience and knowl-My experiedge are eminrently requisite to success in real estate; and a residence of overence. 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 fellowcitizen. 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 property bought by 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 effortsbefore 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 handsomely; and if so, you certainly will. Some of you want an income-sure-reliable, and would look more to that than Icome to greater profits ultimately. To such the Income Company would be preferable. planProperty 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 building 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 perhaps five to ten per cent., and no possibility 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 -or no introuble, and that will give to yourself or heirs, by and by, a large return The come. other Company assures you 15 per cent. per annuni 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 still planfails. more because of the personas 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 Legislature: AN A Cl to incorpor,ote the Land Iiprovemeit Company. SECTIoN 1. Be it enacted by t,e PIeopge of the State of Illinois, represented in the A charter from State of Generag Assezmbly, That JoiiN S. Wiirt(4-.IT’and such persons as rmay become asso-Illroistate ciated with hinm, and his and their successors, are hereby created a body politic and corporate, by the name alin style of “T}iEi LAND IMPROVEiMENT CO’PANY,” and shall nave continued succession and exis+
or twenrty-five years, and no longer. Sc. 2. The capital stock of said coimany shall be two hundred thousand dol-Stock, lars, with the privilege of increasing it to twvo millions, to be divided into shares of $2,0~~00,000. one hundred dollars each, which shall 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, ainid shall be vested 1 3

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14 F7ormner Opinions an.d Pre(dictions a Reasonable HypotIhesis. with all the powers and privileges requisite to accomplish the objects of its Oblects. Sxc. 4. The objects 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 regulations, 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. Sxc. 5. This act shall be deemed a public act, and take effect from and after its Approved February 22, 1861. Plan of ilaving then given over the reaper entirely, and setting myself earcompany. 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 the cir opening: 

Circular, The revulsion of 1857, and our national difficulties, have brought a most favor1861. 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 opportunity I desire to avail myPanic prices. self, 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. Property Although much property has regained former prices and more, as still low.

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 ESTATEE, ESPECIALLY IN A GROWING CITY, IS THE BEST IN

VESTMENT. Land ought to be the favorite means of investing funds not wanted for active busLots advanceiness, and is rapidly becoming so. For safety and profit, comfort and ease of in value.I 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. Stocks de-So far from ordinary stocks and securities appreciating, they probably must depreciative. line. The 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 This paper *It is regretted that this paper cannot be as strongly digested and condensed.

But supposing it would hurried. be 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. P. S. This note was added, expecting then to print only a small pamphlet.

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Past, Present and Future of Chicago Investments. the increase ot the circulating medium of values, while other property, and espe cially real estate and stocks like this company, must correspondingly advance. Even railroad and manufacturing and similar stocks, are to be injuriously -even rail aTected, because cheapening money will stimulate competition in all operations ways. that are very profitablc, and the advantage existing companies will have over new ones, will rcst chiefly in the real estate and other property obtained when a dollar bought more than it then can. In the rapid changes which are progressing, many establishments will find themselves so placed as to have lost even this benefit, being unable to compete with others in more advantageous locations. Fortunes are often made by business and speculations of various kinds, but it is City proper well known that most of the great estates in our country and elsewhere, have been ty gives made by holding lands. The largest and liost speedy advances, too, have been in great estates cities. Find a city which is sure to grow, and you may there, with care and skill, invest upon a positive certainty of success. It is a pertinent inquiry, what is to be done with the money so fast being made fow invest in the various pursuits of life? For fifteen or twenty years 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 In real es is impossible to say with certainty what may or may not be done; but it is hardly tate and probable any new absorbent will be found equal to the railway, and it would mnanufa seem that our accumulating capital must be employed in real estate and in manutures. factures; and the latter will very greatly affect the former at the more central localities. Events that are to stand forth upon the historic page as chief of views stron c e n turies, have since 1861 given increased force to those considera-ger now.

tions. Some talk of repudiation. Pshaw! The national indebted ness, in whatever form it may be put-and what is not needed f or orNational in debtedness dinary circulation in ” greenbacks” ought to be converted into one to be cur form of stock, payable a century hence with three or four per cent. in-renoy. terest-will soon be highly valued the world over, and “greenbacks” and bonds will be equalxto 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 p r emi u m will they bear. When their value shall be learned, what will be the difference, whether we dig $1000 in gold, and send to E u r o p e, or send a U. S. bond for the amount, except as to th e inter-Good in Euest? Will not onIe buy what we want as well as the other? and this rope. r(s’alt comes inevitably, when we ourselves shall have l earned the t rue nature and principles of our governmental system, and developed the strength of National Union based upon State Soverei gnty. Wh h e n the North shall be brought to see its errors concerning ondce S t,t e Sovereignty and correct the teachings of the M assachusetts in our insti tutions. school; when the South shall learn the strength of National Union between sovereign States, and acknowledge the errors of the South Carolina school,-and how can we ever have reconstruction without both knowledge and changes?-then shall we and other nations understand how the unexampled power displayed in i ar has 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% 15

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-Real Estate in a Growing City, best Investment. Debt to be will not be paid to the last dollar. And it is the height of folly to rid by pos-t hi nk of putting upon this generation, or even the next, the burthen terity.

of payment of any part 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. Increase of Discussion of these questions would not be expected here; but he money-who has 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 cations, have but just begun to be developed? That real estate, re’M 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 purchased in a city that is sure to grow? This the This, however, is taking the bright view of things.

Living in a bright side. world of 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 MAY INTERVENE, BUT CANNOT CHANGE THE RESULT. Certainty of This topic is considerately taken, excluding, as is apparent, what Chicango’y.s would be termed Providential occurrences, as the termination of destiny.

lake navigation by the removal of Niagara’s rocks. Nothing less than such an event can change the destiny of Chicago. The circu lar of 1860 had the following:Neglect of Most of you, 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 1856, for which they could not get cost. But the present is no such period-it is like that eight to twelve years ago; and those who have, in later years, paid high 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 sufferers remind me that I have con1857-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 1852, I 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 Chicago 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.

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Past, Present and Future of Chicago Investments. The panic of 1857 came at last-and panic it was more than aught else-and -mere though so long predicted, yet nearly everybody was taken by surprise. I confess panic. it has brought a result which I did not anticipate. Never could I have believed that by any influences prices would again be depressed here as they now are. With such an absolute certainty as the future destiny of Chicago, which all acknowledge, I cannot understand why calculating business men do not see the intrinsic and ultimate value of property 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 pertinacity than’from 1846 to to be taken. 1850-more confidence than ever in the wisdom of the advice-would I urge you not to let this golden opportunity slip. And there is this important difference in the periods-that my opinions then were predicated upon railroads, &c., in prospect, but which I was confident must be built. More-much more-than I anticipated, has been realized, and my advice now is based upon an absolute certainty. No earthly power-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: The 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 to follow a satd one was coming, and upon its final arrival, were generally as much taken revulsion. 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 too high. a place possessed of the certain filture that awaits Chicago, and would not if real estate operators studied causes and effects sufficiently 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,advifcrem.

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 difleast bear comparison with the judgment of the sage counselors ficultiesanti cipated. who predicted, for I know not how long, the ” end of the rebeZlion in only 60 to 90 days.” The Effects of Secession and of Civil War.-The lamentable condition of our views, 1861. national affairs, 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 how 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 west proscourses, 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, peaceand 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,-or eyen 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-cstimated; 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.

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BPecuttuiary Revulsons cannot change the Result. I L 3 Views in Soon after obtaining my charter, I commenced the prenaration of these papers

War begun. Since the foregoing was written, the aspect is altogether changed. War has begun, and in a m.nnner quite different from what had seemed probable, and no N.i th a unit one can predict the consequences. The refulsing 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 ConfedResult sure erate States. But with the present entire unanimity here existing, and much unless for-ddeie eign egovern-Union sentiment in the South, which would increase as the purposes and desires merits inter-of our Government came to be understood and appreciated by the masses there, fere. the result would be evident and sure, could we know that foreign governments would not interfere, though some years might be required for its accomplishment. Misjudg- *Here was my chief misjudgment. No such event being presented in all history as that of two-thirds ment as to of a nation subduing the other third; we must recognize the hand of a covenant-keeping GOD in subconquest. stituting over covenant-breaking States, the rights of conquest for those of compact, by which they were held to National Union. But it seemed wholly improbable that the South could commit the folly of commencing the attack. Had the Federal Government begun actual hostilities, the North would not have been the unit that it became when Fort Sumter was assailed and captured. 18

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Past, Present and Ftt?tGre of Chicago Investme?ts. 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 and fierce. calm reflection. Besides, the South wholly underrate the combative power and Errors determination of the North. They believe one Southron equal to five to twenty soutlhYankees, and it will take a year or two of fighting to teach them proper respect for northern courage. And on the part of the North, is very general misapprehension -and north. as to the power of endurance of the South, and their relative independence. The conflict on the part of the South will be mainly defensive, which gives them greatly the advantage, and in other respects than climate. Many suppose the blockade of the coast, which will be nearly if not entirely South can effectual till foreign governments interfere, together with cutting off western sup-sustain 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 wheat are being cultivated. For the little woolen cloth needed in that climate, their own flocks are sufficient, and slaves will be set to spinning and weaving on every plantation. 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 themselves. * It is now certain, too, that the 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 inmuch the largest part. Immense injury is to result to the cities along the Ohio jired. and to St. Louis, and rapidly is their business from northern directions to be centered here. What changes it would have required five years to effect, in the ordinary course of events, will now be made in one or two. It is anything but agreeable to lreceive benefits from such a melancholy, deplora-Chicago to ble calamity. The prosperity of the West, and of Chicago, was ample, had all prosper even other sections received of the smiles of Heaven as hitherto, and now we will do war. 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 mnore so now, relatively witht other sections, in the midst of the disasters and ruin that have come over our wretched country. But the war-cloud has. passed; and how much of good has a Blessings gracious Providence mingled in that most terrible chastisement, a”Sltinifro”l civil war unexampled on history’s page! The demonstration that we are a genuine Nation, albeit we little nnderstand its nature; the ease with which free citizens can.be converted into a Nation of soldiers; 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 Constitution prohibits, though we have never known it, and which must also be substituted for the circulation of the rotten national banks as soon as the West and South get the power;-all these great national blessings bear directly upon fft th this question. And more important still-immeasurably more imn-qlesti-n. portant, because it reaches the foundation principles of our Govern-l Principles of ment-is the fact, which in due time will be understood, that in order our govern-. me,,t to be to reconstruct our National Union, we must learn the principles upon underwhich it is founded. When that great work shall have been accomplished, of which we are beginning to feel the necessity, not only we but the whole world will learn the strength and superiority of our compound systeln of State and Federal Governments, built upon the one solid foundation not a split one of the People’s Sovereignty 19

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Pecu’n?iiary Revulsions cannot change the Result. -dignity of the People by States. Then will the dignity and benefits of citizencitizenship. d ship of fiee and independent States in a National Union like ours, be understood; and we shall begin to discover the essential differ ence in the forms of government, and the power it has in free States to create and develope the highest, noblest specimiens of manhood. War worth Even ill a generation or two shall we find benefits abundantly counthe cost.

tervailing for the immense cost of treasure, and even of the precious life-blood; and miore and more highly estimated will be the benefits, on and on for ages, as the ocean-bound Republic marlches to its des tiny, chief among the nations of the earth. Adversity to We may, we undoubtedly shall, have our reverses, for continuous come. come. prosperity appears not to be best for man either individually or colAffectsall lectively. But is not other property affected as well as real estate? propery. 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 Real estate buy? Certainly real estate is one of the last things to rise, and is it torise-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 -is most to invest surplus funds at present prices. Nor is real estate first to permanent. 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. Look on Nor is he wise who looks only or chiefly on the dark side. While bright side-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 -hope and IHeaven-blessed land?-he who has proper hope and trust in his GOD trust. and country, 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 staproper 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 progress in the past will be as nothing to the future. -also, Nor is the religious aspect more out of place. If individual prosperity depend upon the State and religion. civil government, all depends upon GOD and Divirne government. Itere, however, we are considering public, 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 GOD; and the study into principles which are necessary for the proper practice of our 20

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past, Present and -Futzre of Chicago Ilvest)nents. And our judgment must be exercised, carefully and with all possi-Prioeodft soonp plied to yoiir ble knowledge. It is my hope to demonstrate that there is at leastjudgmentone city in which investments may be made with absolute certainty; for if calamities come, prosperity must follow firom the nature of the case. To judge of the future, we must know the means of present at bythe ~~tainment. Let us, then, next conl~siderl~ the- ~past. tainment.

Let us, then, next consider the  PUBLIC IMPROVEMENTS ANTICIPATED TWENTY

AND TEN YEARS AGO AS A BASIS. In 1847 I wrote a serics of letters for the -Boston Courier, to ac-Letters 1847 for JBoston quaint New England capitalists with their interests touching western coriBe.ot railroads. Mr.

Buckingham, in introducing thein, speaks of former articles from the writer, of which I have no copy. The last letter said: These letters were commenced to urge upon Bostonians the importance and ad-Alton and vantage to themselves, of subscribing liberally to the stock of the Galena and ChicagorailChicago Railroad, and my readers will most likely think I have wandered far fromn road. my subject, in presenting, in this connection, the line of railroads fi-om Alton to Chicago. But I have only 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, with the privilege of borrowing $3,000,000
more. The first road to be built will be to the Indiana State Line, to Mich enbe continued around the head of Lake Michigan to New Buffalo, there connecting tral routewith the Central Railroad to Detroit. From Sandwich, C. W., 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 cro(ssing 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 with the main line be-Galena road tween Galena and Chicago, but the branch from at or near St. Charli(s, down the andbrancliFox River Valley to Ottawa and to Peru, the terminating point of the Illin-lois and Michigan Canal, will be the first, and should be speedily constructed. Then if the -to Alton Alton and Springfield Railroad is immediately pushed fi)rward, as its friends conlfi-and St. Louis dently expect, only 105 miles (air line) would remain to be built between Springfield 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 Bostmon in about 63 hours, with an avertiage speed of only 20 miles an hour. Who can say this 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 road, 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 Railroadr Journal, the road fromn Sandwich 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 beautiful waters of Lake Ontario, and through the “Thousand Isles,” to Ogdensburg, what route eastward would be likely to be more popular? governmnents, will bring Ius at the same time to see where we have broken GOD’S laws; for the subjects are inseptrably blended in the Bible. Repenting of and c,rrecting our wrongs towards Gol) and each other, we shall receive of Iteaven’s blessings in larger measure than ever. He has not proper appreciation of his dignity and responsibility in business affairs, who takes no cognizance of such operating causes; and he is lamentably deficient in faith in both GOD and coirutry, who doubts that we are to have prosperity and advancement far eclipsing that of the past.

Temporary reverses we may need and suiffer under, but only temporary will they be. 21

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22 Iin29ovements anticipated twenty and ten Years ago as a Basis. Lake Shore The line 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 finished; 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, draw busi-the construction of the line from Alton to Chicago, they could get business so far thess north to established on their northern route before the more southern one will be built, as the lakes  to secuie permanently a large part of the travel and business which is quite likely to go eastward through American territory, over Lake Erie, or along its southern shore.

If Boston is interested in turning the current of business northward, to avoid competition with 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 -best do it capitalists may do to a very considerable extent if they move early; and as they soon, will surely furnish capital for the railroads from Alton to Chicago, sooner or later, because they will find it for their advantage, how much better will it be for them, 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?

Eastern cit-Yes, indeed, “Eastern cities are sure to derive great and permanent benefits” ies interfrom these and all other roads in the 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 -Boston es-comparatively, as Boston. I have before, in writing concerning the Ocgdensburg pecially. road, nearly two years since, spoken of the advantages that route possessed in competing with other routes to the Eastern markets, and Boston has everything to gain and nothing to lose in getting business on to the lakes. After completing the Ogdensburg road, there are no others of so much importance to the New England metropolis, as the Galena and Chicago 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. near the mouth of Rock river, which will, ere long, be continued on the same course to Council Bluffs on the Missouri, which would draw largely on the trade of St. Louis with the UIpper Missouri, sending it eastward by way of the lakes., 20 years When will all these railroads be built? It is less to say that within twenty years buld these every mile of them shall be completed, than to have foretold twenty years roalds to since that we should now have the works that within that time have been built. Couincil Wti Bluffs! Within twenty years, I believe within a much shorter period, the iron-horse will be able to travel from Council Bluffs to Boston. Virginia ap-I am here 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 hospl)italities, which have, in fact, delayed this letter for several days; and I should be glad if we could become snore connected in interest and feeling with this distinguished and honorable -but M{assa-old member of the confederacy.

But I do rejoice that the home of my adoption chusetts and is so intimately united by interest and intercourse with my native State. There is the West no one reflection concerning Chicago and its connections which gives me more united. 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 They must go on to increase together, and Chicago and the West will be-must Chicago be-greatly aided by the far-reaching and wise efforts of Bostonians, to secure to identified in themselves a fair proportion of the business of the country. They can hardly interest. make an expenditure in opening 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 Although overwrought, yet “within 20 years the iron horse has from Boiston to Rocky B and does travel from Council Bluffs to Boston,” and on his return ca Mountains. Moutais run five hundred aj,d twenty-lve miles, almost half the distance, fu~rther. Petitions for IJl 1848 I distributed at my own expense, 6,000 copies of petitions Ills. land grants. to Congress, for a grant of land in aid of a railroad fiomn the TUpper and Lower Mississippi to Chicago. Three different ones wete pre pared 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 this object outside

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Past, Present and Future of Clicagyo Igvestnents. of Congress, except by the Cairo Company. The southern said in part: In this measure the Southwest has a large interest, as supplying the best route Southwest to the East. Even now the Lake route is much traveled, and two or three years interested in connects Chicago with all the Atlantic cities by railroad, when it will be preferred, a road to the 9 ~~~~~~~~~~~~~~~~~~~~~lakes.

except in winter, to any route that will be opened for a long time. Then will this Illinois road be wanted, which will make it the best route in winter also, enabling persons to reach New York city from Cairo in three and a half days; and which, the Mississippi being always navigable to the mouth of the Ohio, would give uninterrupted steam communication between the extremes of the Union, at all seasons of the year. Othler 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 effort is making also for a grant of lands it aid of a railroad from Mobile to Help 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 West have a common interest in such improvements, 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 the 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 asked. 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 aid this naothers can be got which are right in themnselves. And it is just and politic to make tional 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, 1848, contained the following: Circular, 1848. TAe Illintois and Michti,an Canal.-All business with the interior has been done Ills & Mich hitherto by teams, but the Canal to the Illinois River at Peru, will be opened in Canal to be the sl)ring, which will, perhaps, double our exports the first year. It opens to us finished. the whole river navigation of the Great Valley, and furnishes the cheapest and most expe(litious inland route between the eastern cities and the Mississippi river and its tributaries. 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? Ratilroacds with us are yet prospective, but there are four routes of so great iMn-Railroads portaiice, and so certain to be built, that it is prolpr to speak of them in connec-prospective, tioii with the future growth of Chicango.

Arrangements are making to continue but4 certain the Michigan Central Railroad from New Buffatlo to Chicago, a distance of sixty Mich. Cent.

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 transportatio)n of produce and lead at very cheap rates. 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 Bulffilo and Mississippi and roadt, via Cliicaoo to the mtiuth (of Rock River, with the expectation that in timee it Mississippi. will be continued across the Mississippi to C/)uncil Bluffs, ol the Missouri. This has oiany able and influential a( vacates and friends; among others, Hon. Elisha Whittlesey (,f Ohio, and Hlon. S. A. Douglas of the U. S. Senate, who are sanguiie that they will be able to obtain for it a donation of lands fronm Congress. *Quite possibly the influx of petitions to Congress from the South, caused the annexation of the Grant exMobile rood, extending the grant from Lake Michigan and the Upper Mississippi to the Gulf of M.exico.

tended to But the prevalent idea is wrong, that Illinois received any gratuity. Very diffe(rent was this initia-Mobiletory 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 $2.50 per acre. But gratuity the present policy will doubtless continue; and what other city will be so much aided by it as Chicago? To what other will a quarter part of the miles be added as to this city? 23 It

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24 Imnprovemnents anticipated twenty and ten Yeaqis ago as a Basis. Ills.

Central. The foprth, and by far the most important one to us, is the road from Cairo at the mouth of the Ohio, which connects Lake Michigan with the Mississippi at the head 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 learn from good authority, the present session, which will ensure its rapid prosecution. 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 which the extremes of the country, and the intermediate States have in their con struction,-that the stockholders of Eastern roads who have so much capital at commnand, have every inducement to aid in building these roads, which would so Boston and greatly augment the income of their own,-that inasmuch as Boston and New ‘ew York .tw Yerkd York have a vital interest in directing business on to the lakes, to prevent it from taking a more Southerly direction to their rival cities Baltimore and Philadelphia, they cannot do otherwise than aid Chicago to the full extent of their ability, in stretching its iron arms in every direction, particularly to the South-and then re15 years to member what the past fifteen years have done in building railroads, and is it an build them. over estimate to say that fifteen years to come will s’e every mile of these four completed? What must be their eff(ect upon Chicago? What other inland town can you name as the probable centre of so many and so important routes? 5 named. Five were named of those which are among our chief roads, the Rock Island west, and Michigan Southern east, being parts of the Change in Buffalo and Mississippi. When only ten years had elapsed, hope had 10 years. largely given place to reality, and I could exultingly say: By 1858 focal ]Railroads Noow Built The Fosal Point Fixed.-Wild as were these views conpoint fixed. sidered, instead of the four [five]

railroads anticipated, we have twelve important trunk lines, about three thousand miles in length, and numerous branches of over eight hundred miles more. No longer is it “probable,” but a fact, that Chicago is the greatest railroad centre in the world. And instead of fifteen years, ten see this all done. In this short time have the railroad earnings of this city grown from nothing to over eighteen million dollars annually. Other roads Railroads will hereafter be built with more difficulty, but the present lines are so to be feeders. located that nearly or quite every addition in the West will be a feeder to some of them. Those most important to their several locations as well as to us are for tunately begun and will be the first finished, and six have large grants of land from 6 west of Congress, ensuring their speedy construction, viz: “St.

Paul & Fond du Lac,” Mississippi. running to Minnesota with a branch to Lake Superior; the “Dubuque & Pacific,” to the Missouri; the “Iowa Central Air Line,” from Lyons to the Missouri; the Mississippi & Missouri,” from Davenport; the “Burlington & Missouri;” and the Hannibal & St. Joseph,”

across Northern Missouri, which connects with the Quincy Railroad. These last five, running westerly, will do the chief carrying for Iowa and North Missouri and send much of the business direct to this city, and are already built from thirty to eighty-five miles each. Pacific road. “The Pacific” railroad, too, in time must be built, and will connect with one or more of these roads, and though I do not as highly estimate its importance to any one city as many do, yet Chicago is as likely to be benefited by it as any other. The-eopre- The chief point to be made from these extracts is, not that I Cdictions real ized-should have anticipated the building of these roads with such cor rectness, for any man of sense, who would have considered the subject with my knowledge of the Great West, would have had the same expectations; but the point is, that anticipations twenty years ago to so great an extent of what has actually been realized, prove the system to have been natural, and what the country demands, and what the keen-sighted capitalists abroad who have supplied the  prove the sytem to belll eans, saw to be best for their own interests. Yet, however sernairal. viceable sound hypothesis may be, it is a great transition from what is to be cdone to what has been done; and now, be it observed, that

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Past, Present and Future of Chicago Investments. THE BASIS OF OUR

PROSPERITY IS No LONGER HYPOTHETICAL. The work accomplished by 1858, rendered quite sure the focal posi-Basis quite tion of Chicago. Yet three years added over 700 miles, and the re il 1858 following list was given in 1861: Four Thousand Five Humndred Miles of Railroad now tributary to Chicago.-Somle 4,500 miles may like to see to what cities all these lines of railway run that are claimed for of rdilroad tributary Chicago. From Lloyd’s latest railroad maip, I compile the following: in 1861. in 1861.

Chicag ss………285 Mits tro~gst forwad…….1344 47 Chicago Mil. and La Crosse…………… 285 Kenosha and Rockford……………………

Racine and Freeport……………………… Chicago and Northwestern……………….. 213 Milton to Prairie du Chien Bac…………. 130 Mill Creek to Berlin……………………….

Watertown to Columbus…………………. Watertown to Sun Prairie……………….. Jainesville to

Monroe……………………… Galenia and Chicago, (to Freeport)…..

121 Elgin,, State Line and Wisconsin……….. Beloit and Madison………………………… Mineral

Point………………………………. I)nbuque and Pacific………………… 111 Farley to

Anamosa………………………… Fulton Air Line (Galena)……………… 136 Chicago, Iowa and Nebraska………. 82

Chicago and Rock Island……………… 182 Rock Island to Coal Valley……………… Mississippi and Missouri……………. 85

Muscatine and Washington……………… -liles carried forward……………1,344 Peoria and Bureau Valley………………..

Chicago and Burlington………………. 210 Burlington and Missouri……………. 75 Galesburg to Quincy…………………. 100

Hannibal and St. Joseph…………… 206 St. Louis, Alton and Chicago…………. 285 Illinois Central……………….&…………

451 Chicago Branch…………………………. 253 Gilman to Galesburg………………………. Tolono to Camp Point…………………….. Mattoon to Illinoistown &……………… Odin to Illinoistown………………………..

Cincinnati and Chicago Air Line…….. 280 Pittsburq-n and Ft.

Wayne……………. 467 Michiga, Southern…………………….. 243

Elkhart to Toledo………………………….. Laporte to Plymouth……………………… Michigan

Central………………………… 284 New Albany and Salem…………………… Total mriles………………………….

4199 Of the above list, the eastern ends of the Wisconsin roads, and the farther ex-&, trhbue tremities of the seven last named, may not be now regarded as Chicago roads. In tary. my estimate of trunk lines I therefore deduct nearly 700 miles, and of the branches nearly 500. But in a few years, almost every mile will belong more to Chicago than any other city; and many others, particularly in Northern Indiana, might with great propriety be even now added to the list. The remarks of 1858, anticipating roads in Iowa and Missouri, Change in3 were altered in part to what had(
been d)ne; and the change from years. hypothesis to fact as the basis of argument, was thus noticed: Capital for new lines will hereafter be obtained with less freedom, but having Chief roads got about all we need, this difficulty is decidedly in our favor, destroying all danger secured.

of injurious competition, even if that possibility existed, which does not; and the present ones are so located that nearly every addition anywhere in the West, will be a feeder to some of them. Those most important to their several regions, are Others more also most desirable for us, and fortunately are well started and will be first finished, difficult. and are all continuations of Chicago roads. Five of them have large grants of lands from Congress, insuring their speedy construction, viz: the Northwestern, I,and grants running to Minnesota, with a branch to Lake Superior; the Dubuque and Pacific, to 5. to the Missouri river and onward; the Clinton, Cedar Rapids and Nebraska; the Mississippi and Missouri, from Davenport; and the Burlington and Missouri. The Northwestern is in use 213 miles. The four in Iowa are built 75 to lll miles west of the Mississippi, and will Soon be finished, and with the Hannibal and St. Joseph, which is completed and extending into Kansas, will do the chief carrying for Iowa and North Missouri, concentrating here the business of that 75,000 square miles of rich territory, which hitherto has gone chiefly to St. Louis. A manufac-Of Iowa and turer or merchant, who looked solely to that region for his market, if he sold not a North M.is souiri Chicadollar’s worth east of the Mississippi, would seek this as the location whence he go is the could most easily and cheaply reach his customers, even in the farthermost count-centre. ties. No place within or without the borders of Iowa ann Missouri, is so easy of access from all their parts as Chicago will be by these roads. 1 Please take a map and study the location of these roads. Is not this the centre No railway whence they radiate, not in short, but long lines of hundreds of miles? and is not ce,,tre west the system so established that no material change can be made? Too many west,f us. erly parallel lines are built and extending, to make it practicable to converge at any point beyond us, several roads 3f considerable length. Nearly every one 25 …..i 73 104

…… … ii 20 15 33 Miles brought forward…………. 1344 475 46

…… …… …… …… …. …… ‘ i’i 165 130 65 …… …… ‘i 30 “i 1475 3 3 …… …… … i 475

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The Basis of our Prosperity no longer HfypotheticalZ. west of the Mississippi and north of the mouth of the Missouri, is a direct exten sion of a Chicago Road. West of us there can be no important railway centre. -

It is clear as sunlight, that for Illinois, Wisconsin, Minnesota, Iowa, North Mis souri, and part of Indiana and Michigan, this city must be the emporium. Kansas and Nebraska are not included, being so remote, [the Cameron and Omaha roads have just united us] but they will soon be powerful States, and some or all of the five roads above named extending to their borders, will in time be built across them; making Chicago the most easily accessible of all the large cities, to those States also, and to the territory beyond. * t Of all the cities in the West, this is most certain to grow. No one doubts that these Northwestern States, so wide in extent and rich in resources, are to develop speedily, and soon to be among the most wealthy and powerfi in the Union. Large cities are to arise within them, but after Chicago it is difficult to foresee which will ultimately take the lead. Cincinnati, Detroit, Milwaukee, St. Louis, Hannibal, Keokuk, Burlington, Davenport, Dubuque, St. Paul, Minneapolis, and other places, may each be good for investment, and many will so prove; but opin ions differ as to their advantages and prospects, and the uncertainty time and en terprise alone can determine. No one can be singled out as sure to grow beyond the others. Even St. Louis will probably see several of them, or other western cities, outstrip her within half a century. But the citizens and friends of each except of St. Louis and Cincinnati-concede, that however prosperous they be come, all, and the whole region tributary to them, must contribute directly to the advancement of Chicago. My predictions hitherto, though by many deemed extravagant. were based upon d -fair, reasonable, business-like considerations, as are these. They were no hap hazard guesses, but thoroughly calculated. Time has demonstrated their modera tion and correctness, as it will these also. But there is an important element of confidence in progress to come, far better than any one’s judgment, however well tested. Former estimates were based upon railroads to be built, which, though they seemned to me certain, rested upon contingency.

All the railways I then antic’ip{ited are now.finished, and many more, and their fortyfive hundred miles arc admirably located to accommodate the business of the West, and especially to Concentrate it at this point. What might have been doubted ten years ago, is now a fixed fact, establishing here beyond a question and without rivalry, the great metropolis of the West. The reader will assent to the importance of the point made, as to Basis not now problematical lematical-the basis of prosperity being no longer problematical, but an asstured fact. Whether strengthening confidence in present views ol iot, the future of facts speak for themselves; and any thinking man will deduce froinom Chicago surethem one and the same result, that extraordinaries excepted, the tendency of western business Chicagoward is as sure as the rev olution of the earth towards the rising sun. Admission of Nor will traffic come only fi’om a due west course, but from far Mo. Dem. away to the South, as our chief rival admits. The M[issoitri Demo crat of the 29th November, puts this editorial on the lead: 7ank7 A Flank Jfovement.-A few imo)nths ago the Chicago papers contained urgent movemnent. appeals to business men to subscribe to the Kansas City and Cameron road, by which, they were told, St. Louis would be flanked, a direct connection without change of cars with Kansas and the Union Pacific Eastern Division would be Cameron secured, and the business of Chlicago materially increased. After a week or two road not aid-we learnet from Chicago papers that these appeals had been unsuccessfil; that the ed by Chi-business men of that city had declined to invest any of their borrowed capital; cag that, in slhort, not a dollar had been subscribed in Chicago to a road promising so - but by the much to Chicago trade. But, after afew weeks more, the needed capital was obEast. tained. The capitalists wihoe mnoney has created the prosperity of that city, know enough to protect their inv,stmnents.

Appli(,ations to Eastern men of wealth were not unsuccessful. Work upon the road was commenced. And now, within less than a yeat the last rail is in position, and Kansas can send goods to or receive Road(l built-them from Chicago with less difficulty and at hardly more expense than from St.

 cononects Pa-cificrctd Louis; tli(c Union Pacific, a4 great enterprise in which men of this city have inPawithChicag vested lrly i conecte more irectly byfc rail with icago than with St. Louis; with Chicag’) vested lr l,is connecte~l more directly by rail with Ch;Iicago than with St. Louis; 26

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Past, Present and Future of Chicago Investments. and another link is added to that network of railroads which threatens to surround us. Until the guage of the Missouri Pacific can be changed, or the North Missouri can be pushed to Kansas City, freight and travel will have to change cars to reach this city, but will have no such obstacle to impede its course toward Chicago. Trade not Trade, like water, moves in the direction of the least resistance. Nobody has run up hill. ever succeeded in making it run up hill. For the present, at least, St. Louis will have to face a considerable disadvantage in competing for all the trade of Kansas and the regions that lie to the westward. * It is not our business to grumble, but, if St. Louis does not mean to resign its work for St. trade altogether, it must work. If Chicago taps the St. Louis branch of the Louis. Pacific at Kansas City, St. Louis must tap the Chicago branch at Omaha. We must penetrate Iowa, get unbroken connection with Kansas, and open a route to the South. In all these enterprises, every business man of St. Louis has a peculiar interest. Chicago merchants can afford to neglect enterprises essential to their Chicago proprosperity, because Eastern capital is already so largely enlisted in them that more teted by. Eastern can be obtained to protect what is already risked The business men of this city capital. have not the same resource. To be sure that enterprises of importance to them are not delayed, they must invest something themselves.

They have done so already, and where would be the trade of this city to-day if it were not for these efforts? Fortunately, the time seems to be near at hand when Eastern capitalists A change may find it to their advantage to invest something in works which will benefit this comling.

city. There is needed only evidence that our own people have confidence in these projects, and appreciate their importance, to attract to them ample capital. We trust that evidence may not be wanting. “The times are hard,”

men say, and so they are. But will they ever be easier for St. Louis business, unless this city enables itself to compete with rivals on equal terms? The views are prized particularly for acknowledging the important Main point claimed 20 point, that eastern capital is devoted to the interests of Chicago, as years ago. predicted 20 years ago. Surely results are not very problematical, which depend upon the sagacious capitalists of the East, who are thus on all sides instructed as to their interests. The character and effects of this Kansas road had already been Mo.Rep. upon Kansas presented by the Jlissouri Republican of the 26th November: and Camer on road. K(ns~as City and Cameron Railroad.-The completion of this road gives Kansas City an additional route of connection with the larger cities of the West and AnotherconEast, and will have the effect to increase the growth and trade of that youthful tetilon with and growiug city, and by creating competition, perhaps, may result in the cheapening of the cost of transportation to and from that place, a matter about which some complaint has, from time to time, been made. It is also expected to cheapen Cheapen Chithe price of pine lumber, by opening a market for this trade at Hannibal, as well cago lumber. as at St. Louis, and giving a more direct access to Chicago than formerly, in connection with that trade, the value of which can only be determined by time and experience. Kansas City is already considerable of a railroad centre, in this respect enjoying Roads at greater railroad facilities at the present time than any city west of St. Louis. The Kansas. Missouri Pacific ends and the Union Pacific begins at or near that city. A branch of the latter projects to Leavenworth, some thirty-five miles distant. The road Pacific. just completed connects with the Hannibal and St. Joseph and thence east and IHanni,al & north. The west branch of the North Missouri will soon be completed to that St. Jo. point. A road in the direction of Galveston, Texas, is already being constructed, North Mo. Galveston, a considerable section being already under contract and even graded from Kansas Texas.

City toward the southwest. All these roads, when completed, will make Kansas City a point of very considerable commercial importance. Indeed, her people expect these facilities to enable her to outstrip all her Missouri river rivals, and they seem to think possibly to become a rival to St. Louis herself. However this may Rival St. be, the enterprising business men of Kansas City deserve great credit for the Louis. energy they have displayed and the success already attained. We trust they may secure at least a liberal share of the greatness which they anticipate the future has in store for them. St. Louis’ Thus in the very beginning of the Pacific roads, to be put in ad-ovn domain trenched vantageous connection with that which has been looked upon as upon. 27

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2Tle Basis of our Prosp)erity no longer JIy)otheticalZ. peculiarly St.

Louis’ own, is certainly favorable for Chicago. Though as yet she only hopes to tap ours, it will be done; and it remains to be seen which can draw out the biggest streams by tapping each other’s currents of’

business. There is, however, one point furthier of prime consequence iu establishing the certainty that the basis of our prosperity is not to be moved; that is ART FOLLOWING NATURE’S LEAD, CHICAGO HAS NO TAXES FOR RAIL

WAYS 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

TIHE OHIO RIVER. No tax an The exemption fiom indebtedness on account of railways, is someitem-thing to be considered in seeking an investment.

But the cause of -the reasonthis exemption has wonderful significance upon the very important more so. point, whether the roads have naturally sought Chicago as their Determtnes focal point; or whether by dint of management, honest or dishonest, chietlagr is a they have been hither led, and when the false influences shall be renatural moved, they are to vacate for the benefit of some rival. If Chicago be the natural centre, and if capital has not only discovered this, but its interest conspires to maintain that centre, and to make it more a,d more so, we want to know it, to judge soundly as to the futu re. Chicagpo The chief drawback with Chicago has always been, lack of capital. lacks capital Probably in no other city has so much been attempted and accoim plished with the same means. The consequence has uniformly been, that the slightest disarrangement of finances generally, causes seriConlld not ous embarrassment, and to many ruin. Therefore, had we to depend loild her UprOilrnd. pO ourselves for railway building, Chicago could not be the focal St. Louis point it now is. St. Louis, on the other hand, has immense wealth, rich large estates having been there accumulated in the lucrative fur trade, and firom her well-established river business, before Chicago lion. H.T. Was known. So that in an inaugural address to the St. Louis Board Blow, upon st.UL,uil-of Trade, 17th October, 1867, Hon. H. T. Blow could in truth say: -need not We have too long labored under the false idea that we must necessarily go to go east for N ew York, Philadelphia, or some other financial centre.

Capitalists are sensitive capital-but wise, and will seek the best portions of the world to invest their money, and we have only to commence right, and keep steadily on, to draw loans as direct -get in Eu-from central Europe as New York, or negotiate in St. Louis fo)r millions as readily rop3e. as our borowers do in London or Frankfort. Any man who will calmly reflect on all our resources, and then deny the correctness of this proposition or itsfeasibility, but poorly comprehends the condition of Europe at this very moment. Capital seeks Capital, naturally distrustful, draws back from all investments, when internasaltety. tional conflicts threaten its security. Hundreds of millions lie idle in the vaults of bankers, and capitalists can be drawn, as readily as their coin, to a point affording good securities and fair rates of interest. Is this great valley, with its wealth and unbounded resources, such a centre? We can prove itin f single moment. Look at this Union of republican States, after passing through the severest ordeal that any nation on earth has ever known, and compare it with Europe. Security of Thirty-six millions of people, having a perfect faith in the great principle o~ tiis nation.

self-government, almost without an army! Every working man, rich or poor, hopeful and confident, all relying implicitly on the perpetuation of this noblest and 28

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Past, Present and Future of Chicago Investments. best-of all governments.

But some well-disposed and really energetic friend will ask: How do you propose to accomplish so much now, when we have failed entirely of late to impress upon capitalists directly, the value of many of our Western bonds?

* There is not a gentleman in this hall who does not feel the necessity and value False asof a close and direct communication with every portion of our State by rail, and sumption inwho does not most heartily desire it, and is as heartily disgusted with the disgrace-jures St. L.

ful failures of those who had assumed that they had capital and credit to complete th. original system. It is this very assumption that has injured us so much, and kept us at a snail’s pace on our way to Iowa, Southwest and Southeast Missouri. yet Chicago Remarkable is it indeed, that even in the very progress of our aw-oetds ve ful “international conflict,” the building of Chicago railroads never stopped. ceased, though much retarded, for which amends are now making in more rapid prosecution than ever.

Capital surely discovers profit and loss ultimately, and is not often Capital finds wheedled into a continuance of unprofitable investments.

Theresey have been unfortunate operations in Chicago, because of unwise contracts in building and first management. But the Galena, the pio-Profitson Galena road. neer, was only a sample of what all might have been made, upon which the semi-annual dividends were so large, that to avoid exciting attention, the stock was “watered” over and over again. No doubt Its influence this had its influence in gathering capital-for roads hitherward, besides the natural adaptation of the surrounding country to them. Still, St. Louis, Cincinnati, Milwaukee, Detroit, and other western Othercities cities, are supposed to have precisely the same advantages; and stagesadvan tages3  why has it been so difficult for them to get their few railways,-the fewness of which ought to have added to their profits, rendering them-whyno sought by more desirable-when, except with the old Galena and the North-capitalists? western, we have literally done nothing, and instead of our contriving and laboring how to get roads, they have one after another contrived how to get into the city? Surely it must be a natural centre that This a natuall the railroad men of the country, and wealthy capitalists excelled ral centre. in sagacity by none, thus-agree upon what is best. At first glance it would seem that present results would only have Examina tion con  been obtained by congruity of interest; and examination will not firms this. c h a n g e first impressions. The surplus capital of our country, to which all sections look for aid, is in New York and New England. It Natural conrequired no keen penetration, either, to discern that the interests of etie~rn andof that wealthy region were coincident with Chicago in drawing busi-Cicag~
in 9 terests. ness from the South and West. Writing constantly for Eastern papers from 1845 to‘50, to acquaint them with the advantages of These4vteows50 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. In Lettersin 1847 a series were prepared for the Boston Courier, in the second ofBostlo Cour ier, 1847. which, dated on the lakes, in the steamer Louisiana, it was said e:-18 Conjoined in terest of I have said, I believe, that the interests of Boston and New York are identical, Boston and in arranging the courses of trade from the West, as far eastward as to the New New York 29

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30 Art follows Xature-C/ticago m2ore Roao(s than any ]ival. York and Erie Railroad, and both of them must encounter strong competition with Philadelphia and Baltimore, in insuring to themselves the 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 with south-on the Ohio River; and therefore if Boston and New York are to gain the ascen e cities. dancy over their Southern rivals, or even equal them in facilities for obtaining Western trade, it must be by strong 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 firom 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, making Boston and New York tributary, or at least sec ondary, to their Southern rivals. They must The only safety to these cities, is to give the trade and travel a Davy lift to the get business North as near to the 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 the 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 through its length rather than across it, that they may be assured of our cordial cooperation to advance their ends, so far as it can be properly done, and perhtaps a little farther. Dog in the But Illinois cannot long act the dog in the manger. Though every interest of manger pol-our State requires that the Southern trade should be made to reach the East by icy will not way of the lakes, there can be but one method of quieting and controlling public do. sentiment on this subject;-there must be speedily supplied a good and expeditious route from the head of large steamboat navigation on the Mississippi, to the East, by way of the Lakes. Road to Al-Let a railroad be built from Galena to Chicago, and another line from Alton to ton first Chicago, and with the present facilities for getting eastward from Chicago, towanted. gether with those which will soon be added, the public will be pretty well served. Best route The route could be 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 effort 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, every one of which is now occupied exactly as laid down, though none were then built, and it was added:-1 Chicago’s in-Some very cute fellow may perhaps notice whence these letters come, and thereterest i s from deduce the very logical inference that, after all, the writer probably feels that of those about as much interest in Chicago as in New York and Boston. For the benefit cities. of all such examiners into the meal tub, I acknowledge that my lhome-my all (except what is away) is there located, and that I expect to prosper just according as Chicago prospers; and it is Wholly because of the benefit 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? injure N.Y-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-interests of the great cities of the East-yes, of all New York and New Englandest 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. ()ur prosperity is upon a firm foundation, for we may calculate with cer tainty upon the speedy construction of the Galena and Chicago railroad, and of the Letters 1848 whole line to Alton. for Mining T Though nearly the whole series could be appropriately quoted, Jr,urnal and s Cour.oand space must not be taken. In 1848 another series was published simnuirer.

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Past, Present and Future of Chicago I)?vestmnezts. ultaneously in the Boston -Yfning Journal and Railroad Gazeette, and in the New York Courier and Enquirer. This was the introduction: Railroads are being made the effective means to unite the extremes of our wide Railroads a spread country. They are literally being made the iron bands by which States bond of separated by thousands of miles, are to be bound together in indissoluble union. union. As each link is added to the great chain, the patriot and philanthropist must rejoice, and do with his might what he can for its extension, till it shall ere long be fastened in all directions over this vast Republic. And further, the great commercial cities find railroads yield a power which has Iron arnms become indispensable to their highest prosperity. As iron arms, they use them encircling to encircle and draw to themselves distant trade, and commendable rivalry is trade.

growing up among Atlantic cities, as to which shall reach soonest and farthest into the richer regions. With all of them the almost boundless and inexhaustible West, together with The west the the Southwest, is the chief prize for which they struggle. And to the successful prize competitor it will prove a prize for which scarcely no efforts could have been too great. It 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 western men 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 cooperate in getting to themselves the business of the West and the Boston to ca Southwest. There should be-there can be-no comp)etition between them, till operate the Western terminus of the New York and Erie Railroad is reached. If true to -to draw their sepctrate interests they cannot do otlterwise than pull together to draw business on business to to thie Lakes. The roads considered were, first: The Illinois Central, which is Roads con made better than was anticipated, in that it does not deflect to -Illinois Springfield, and also in taking off the Chicago branch way south at centralCentralia: second, the Alton and Springfield, which, instead of-Altonto zn ~~~~~~ Chicao stopping at Springfield, by intersecting the Central, was continued hicago -Lake on to Chiicago: third, the Buffalo and Mississippi, (Lake Shore and Shoreand R. Island to Rock Island) with its extension to Council Bluffs, and on to the 0mahaPacific: and fourth, the Galena, with these remarks:- -Galena. Railroads will probably reach no further westward than the Missouri, for a con-Pacific road siderable time, but it is within the bounds of possibility that one will be built in possible. time clear to the Pacific. It is, I say, among the possibles; 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 individuhls, to build one to Oregon, it is surely worth a strong effort on the part of the Atlantic cities to build the line to the Missouri; which, with no business or object beyond, offers sufficient Get one then inducement within itself, as it gives directly to New York and Boston the business to Omaha. of a country thirteen hundred mniles 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 four lines of railroads in the West, for the consideration Self-interest of the Eastern public, and particularly for their members of Congress. Some may rules. 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 ast to e 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 well as freely acknowledge it is for that very reason I am at the trouble of preparing these west. 31

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32 Art follows Vature-Chicago more Roads than any Rival. papers. But does that affect the soundness of the views, as the East is regarded, or the conclusions to which they lead? Because Chicago is profited, is a tittle of the advantage to others diminished? Has not that whole region, as well as Chicago, a deep, a vital interest in the building of each and all these roads? .Y and N. Yes; it is because Chicago is backed up by the influence and power of that great ]“ng. to get and strong portion of the Lnion, that we are so confident of its future growth. trade thro’ New York and New England, if true to themselves, will secure a good part of the Chicago.

trade of the Mississippi Valley, and they must get it through Chicago.

They may study and figure 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. views not Some may consider the project visionary-that all these roads in the wilds of the visionary. West cannot be built in a quarter or even half a century. In reply I would merely remark, that in October of 1832, I left my New England home and came Results of 15 here to live. The Mohawk and Hudson Railroad, which I believe was the first years-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 weeks I can now perform during the season of -what for 15 navigation in four days and a half, and within fifteen months it can be done in less to comne? than three days. It fifteen years past have accomplished so much, what will fifteen years to come do? With aid of Considering the experience acquired in railroads within the past few years, the Congress will increased ability of the country both to build and to sustain them, and the greater react Coun-demand for them for quick travel and transportation; and it is difficult to say cil Binifs in where railroads-will be terminated fifteen years hence. I am, at all events, willing years. 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. Predictions More space must not be taken, though it is quite satisfactory to of 20 years look over views nearly twenty years old, and observe their full acverified. complishment and more, and on the routes anticipated. Hiad Congress aided, would not more than five years have been saved? May it not Rfiht stig be possible, that the continued reiteration of the joint interests of struck. eastern capitalists with those of Chicago-for it was truly the 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 Reellteat-abundantly rejoices? The results had been so well attained in 1861, tained by 1861.

that in the circular it was said in continuation of the remarks, p. 26: Chicago No Tax for Railroad Indebtedness.-These roads have been mostly built for us by roads built strangers. Parties not interested in Chicago have furnished nearly the whole of by foreign the hundred and fifty millions of dollars spent in their construction, either because pitalists.

the roads themselves were desirable, or as feeders to Eastern roads.

Nothing could more perfectly demonstrate this to be the natural centre of the West. With trifling effort ana no liability on our part, have their fortyfive hundred miles been stretched in all directions. Except the Galena, the pioneer road, little has been asked 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 Otahded citih’ indebtedness to get the few they have, and their States have also been compelled debt for to issue many millions of bonds to aid them. There is much satisfaction in the their few. 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 Chicago has have been thought her rivals, she owes not a dollar on account of them; and the more roads seven per cent. of gross earnings, perpetually accruing to Illinois from the Central than all her.grspeptal rivals-Railroad, 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 domonstrated.

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Past, Present and Future of Chicago Investments. So notorious is the fact that we have done nothing, that the finan-Chi- 7mes quotes a wrieial editor of the Chicago Times treats the matter facetiously:- ter from Omaha. Some person writing from Omaha to the Cincinnati Commercial, indulges in the following: “The recent completion of a railroad from Chicago to Omaha-a link 600 miles Trade turned long-gives an instructive instance of how enterprise can reverse the current of from St. Lou trade.

St. Louis formerly monopolized the trade of this city and section, t:ia the is to Chicago Missouri river. Now Chicago is autocrat of the situation. Omaha eats Chicago groceries, wears Chicago dry goods, builds with Chicago lumber, and reads Chicago newspapers. “The ancient store boxes in the cellar have’ St. Louis’ stenciled on them; those St. Louis’

on the pavement,‘Chicago.’ St. Louis might have retained the trade by building advantages a railroad not as long as that from Omaha to Chicago; but it failed to act promptly, and has now but the feeblest hold on the trade of Nebraska and western Iowa. It is very impressive to hear St.

Louis talk about its magnificent geographical bless ings, its many thousand miles of tributary navigable rivers, but it should know by this time that steamboats cannot compete with locomotives. It has lost a trade -hard to re here of several millions per annum; a trade that tardy energy cannot recover.” cover This correspondent, while he probably places a proper estimate upon the value Chi. builds, of this railroad in a commercial point of view, and the advantages which it gives no railChicago, betrays a shocking ignorance of the influences and causes which led to roadsthe 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 railroad in prospect. Chicago has built none of her railroads. * And this is not a new thing, confined to remote railroad connections. The same r has. thing has existed here always. At no time has Chicago contributed anything -erhas towards the construction of railroads, not even a penny to the railroads which immediately centre here. Other men have constructed the railroads, and our business Other men men have been content to grow rich upon the general prosperity which these rail-build them. 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-Noaid for a est, attempted to shut off Chicago from the trade of Minnesota, by refusing to road to Mintransport freight destined for Chicago, upon the same terms as freight destined for nesotaMilwaukee, 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 contemptble. Not long since delegates from Kansas City endeavored to induce the business -nor 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 Cameron the trade of western Kansas, Missouri and New Mexico. But the Kansas City road.

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 She permits sometimes, provided they would make Chicago a terminal point, and give us all roads to the benefits resulting from their construction, without expense or trouble. It is come in. doubtful whether we will give our permission much longer. Our rivals themselves have for years perceived the truth, though Rivals see vainly seeking for satisfactory reasons, because of their unwilling-the truth, but refuse ness to admit that the city of the lakes had advantages over the city acknowlof the rivers. A slip, of which the source and date are unknown, the latter part being lost, but which was probably cut in 1861, be cause it was mainly from the St. Louis Democrat, says: is, cause it was mainly from the St. Louis -Democrat, says:‘81 -3 V.

33

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.34 Art Follows -ature CUh;cago more Roads than any Rival. Q,ie-en of the The City that Worships a River.-In Saturday’s issue we published an article iver losi’g from the Brunswick (Mo.) Central City, showing that the tide of commerce of the …… tfte.r Grand River Valley of Missouri is now tending towards Chicago, and that St. Louis is fast losing the trade of its own State. Below will be found an article from the Missouri Democrat verifying the statements therein made, and revealing a decline in the trade and commerce of St. Louis which few people dreamed of: Mo. Dem.

“Yesterday, we published a table in our commercial columns, which must have admits the furnished our merchants, or rather the entire body of our citizens, with food for truth  grave reflection-we had almost said, cause for alarm. We refer to the tabular statement of the receipts of produce by river and rail in this city for the current figures and preceding year. In the article of flour there is, it appears, a falling off this given. year, compared with last year up to the same date, (4th of October), of more than 200,000 barrels. The decrease in wheat exceeds 400.000 bushels; and in oats nearly the same enormous 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 whisky 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 figures 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 the sea of our prosperity, but to assume the correctness of any such hypothesis, would, it seems to us, be fatuitous in the Victim of il-extreme. St. Louis has been the victim of illusion long enough, and the sooner she awakes to a sense of her real position, the sooner will she redeem the past, improve the present, and forecast the future. chi. trade “In contrast to the state of things here, we find a marvelous augmentation in the receipts of produce in Chicago this year-or, more correctly speaking, of the article which is the great staple in that city-compared with last year. The quan tity 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 by abundant harvests, and in which unprecedented quantities of grain sought the Chicago mart. * N. Y. and “Without enlarging further 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 mercwptitLion cantile and manufacturing classes who govern its affairs. The fact can no longer is, through be concealed that New York and Boston have steadily come into competition with Chicago. St. Louis, and with no mean success, for the commerce of the Missouri river coun try.

Much of the produce which found its way to market solely by that river, is wall street now transported overland to the East; and we learn from undoubted authority plans ad-that a system of railroad exteinsion is projected by the capitalists of Wall street, verse. which will narrow the commercial territory of St. Louis to a very limited compass indeed, unless these enterprises are encountered on our part with energy and wis dom.

Treason “Some weeks ago, we adverted to the sinister feeling manifested in St. Joseph, righlt at (which city is at present the frontier fortress of New 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 eommercial -to. dis nlier, sense, 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 favor of the interests which con trol that Railroad, and which are undoubtedly antagonistic to the interests of St. Louis.” * Trueabout We shall see that the defection of the Hannibal and St. Joseph Ian. ad St. road is fully established, and that it is not more in the interest of Jo. roads. d ” New York and Boston” than of a city a little nearer. Butt, lest that article be thought antiquated and valueless, an extract is taken from the Missouri _Republicang, of the twenty-fifth of November last, Mo. R~ep., 25th Novem-showing Chicago is quite a favorite city with somebody:ber,‘67. ChicagoS. Loutis-The Bridge.-Again and again the question recurs: How is How does it that Chicago outstrips St. Louis in acquiring the means whereby her business sth.L0?~ttriP and prosperity are increased 9 That she does so cannot be denied. That by means 41

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Past, Present and Futture of Chicago I,;vestments., of her railroads and other means oftransportation, and her other acquired facilities Has trade of of doing business, she has drawn to herself a great proportion of the trade of the northwest. Northwest in the large items of grain, cattle and hogs, besides many minor articles, is apparent to all. How did she get these facilities? Have her people greater enterprise than ours? Who helps They do not appear to have greater industry or greater economy than we have. Chicago? They have not greater natural advantages or acquired capital, yet wherever any-No advan thinjg is to be done for the good of Chicago, somebody is found to do it; whether tages, no to build a railroad or an elevator, or a cattle-pen, or a bridge, or to prevent others capital building them for the advantage of some other place, there Chicago is, to do or to -all things hinder the doing, as may be for her interest; and with her sharp, shrewd, active supplied. men, always fully alive and wide-awake, usually accomplishing her desires. Keen, sharp-sighted, and long-sighted, quick and bold to the verge of audacity, persistent, and the censorious say unscrupulous, they rush on, rejecting doubts and conquer ing difficulties, to triumphant success and prosperity. Even just now, here in our midst, she is thought 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 difference Different between the management of St. Louis and Chicago? In Chicago it is recognized manLagement that whatever benefits one branch of trade or business benefits all, and all are dis-iSt L and posed to assist each and every enterprise, at least to the extent of well-wishing; Chicago. whilst in St. Louis it frequently happens that, when useful improvements are pro posed, they are discouraged by open opposition or callous indifference, 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 far is accorded us for our own wit and energy, Too mnch which they usually deem pieferable to acknowledging the truth. As Chdcit to we have seen, it is the wisdom of New York and New England capitalists, who have so well discerned the natural advantages which -not enough Chicago offers to promote their own interests, which has wrought the to N. Y.,n an 51. Enug.

results. When the same congruity is equally apparent in St. Louis, she will not be so neglected. Not only St. Louis, however, discovers Kane the magic power, though denying its cause, but even in that great the truthState to the west of her, the same ideas prevail, except that the Kansas editor supposes all is really done by Chicago. Says a_ Law,nce recent Lawrence Tribune T?ibtune. St. Louis and Chicago.-The St. Louis DIemocrat, in a very sensible article re-Confirms St. cently, animadverts in strong terms against the apathy of the business men and Louis Dent.

capitalists of that city, in regard to their railroad interests. In reviewing its railroad system, the Democrat says: “From this review (of roads now in existence, it appears that St. Louis has un-St. Louis interrupted railroad communication with eighteen counties in this State, and none railroads at all in any other State. With the bridges at St.

Louis and St. Charles, it will reach 36 have direct connection with Central Illinois, and with eight other counties in this countiesState. By the transfer at Macon, we reach ten other counties-thirty-six in all. By the transfer at Kansas 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 Chicago all State, with the railroads of Wisconsin, Indiana, Michigan, Minnesota, Iowa, Ne-the west. bi-aska, and, as soon as the bridge at Quincy is completed, will have unbroken connection with the most populous half of Missouri.” This truthful statement not only clearly shows the present position of St. Louis, This tells of but tells unmistakably of the future. It shows that unless more energy, and life, the future. and spirit, ar 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. Chicago is extending her lines of railroads to us, fur-Chicago Dishing money to build our own lines, advertising her bnsiness throughout the lines extendState, and offering other inducements that may prove irresistible in the course ofing’ I 3.5

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36 Art Follows Yature-Chicago more Roads than any Rival. time. Is St.

Louis doing anything? Chicago builds her hundreds of miles of railroad, not only building up the places with which she comes in com sure. munication, but getting back cent per cent on the investment, and if St. Louis Result sure pauses at the comparatively insignificant costs of such undertakings as this, specu lation as to which will gain the trade of the West is entirely unnecessary-the question being as easily answered now as a hundred years hlence. Art follows Is it not quite evident that Art has only followed Nature’s lead? aature. If not, it will become more and more so, until St. Louis herself shall confess-she even does already, as we shall see still more-tli’tt the Queen of the Lakes has the mastery of the Queen of the Rivers, because Art, operating with Capital, has truly followed N,ntulre’s Policy to lead. And with vigor strengthening year after year, the necessity coutinue. continues for pursuing the same wise policy. IHere again most truly shall it be said, “The thing that hath been, it is that which shall be Solomon and that which is done, is that which shall be done; and there is no followed. 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, with 4,500 miles of railroads, is fully established in 1867 by 7,500 miles,-* 15 Trunk Lines, and 45 Railroads, Centering in Chicago, wilth 20 Branches, more or less Tributary. YRbnks Br’ch’s runks Br’clh’s Tru,nks Br’ch’ 1. Chicago, Milwaukee and LaCrosse 285….. Southern Minnesota………………… 50….. Winona to

Owatonia……………….. 90….. Milwaukee to Portage City………….. 96 Watertown to Sun Prairie…………… 27 2.

Milwaukee and Prairie du Chien… 194….. MIcGregor to St.

Paul……………….. 215….. *St. Paul and

Pacific…………………Cc An 85….. St. Paul to Belle Plain…………….. 47….. 3. *Chicago and Northwestern………..

242……ce. 2.. Harvard to Madison………………… 75…..

Janesville to Monroe………………… a33….. Keniosha to Rockford……………. P r o…… 73 Racine to Port Byron…………………1 181 Escanaba to Marquette…………….

75…… 4. Chi. and Nor. West. (to Freeport).. 121…… Ills. Cent.

(Freeport to Dunleith).. 68…… *Dubuque and Sioux City………….

143…… Farley to Ced ar Rapids…………… 56…… Warren and Mineral Point……….. 32…… Fox River Valley……………………

48…… 5.*Chi. and iS. W. (Junc. to Clinton).. 108…… llinton to Omaha…………………… 356…… Pacific to Rocky Mountains……… 525…… 6. *Chicago and Rock Island…………..

182….. *Pacific to DesMoines……………….. 160….. Wilton to Washington…………….. 50….. Coal

Valley……………………………… 11 Bureau to Peoria…………………….. 47…… Peoria to Pekin and Virginia…….. 71…… 7.*Chi. and Quincy (to Burlington)…. 210……

Burlington and Missouri………….. 130…… 8. Chi. B. and Q. (from Galesburg)… 100…… Miles carried forward……………… 3,718 388

Trunks.Br’ ch’ s Miles brought forward……………. 3,718 388 Hannibal and St. Joseph………….. 206…… St. Jo. and Leavenworth……………. 45…… *Atchison and Pike’s Peak…………

80……… *Cameron to Kansas………………… 45…… *Pacific, E.

D………………………….. 325…… Leavenwor th to Lawrence………… 33 t. St. Joseph to Savannah 1………………5

Keokuk to DesMoie s………………… 162 GalesbFrg to Peoria 5…………………… 53 Ya tes City to Lewiston………………. 30

9. *Chicago, Alton and St Louis……………2 Jacksonville and Bloomington 1…………17 10. *Ills. Cent. (Chicago to Cairo )………

365…….5 Centralia to Freeport…………….. 275……. St. L. and Vincennes to Seymour…… 25 St. L. & T. HI. to India napolis……….

2. 2 Keokuk to Lafayette, G’t West……. 287 Peoria to Logansport………………….. 172 11. *Louisville. New Albany and Chii.. 290…… Evansville and Crawford……………… 132

Jeffersonville to Lafayette……………. 172 Madiso n to Columbus………………… 45 Lawrence to Indianapolis…………….

90 12. Chi. and Gt. Eastern to Cincinnati 294….. Indianapolis to Peru………………….. 75 13. Pittsburg and Fort Wayne………..

468…… 14.*Michigan Southern………………… 244…… Elkhorn to Toledo………………….. 143…… Laporte to Plymouth………………… 30 Monroe to

Adrian……………………… 45 15. Michigan Central…………………… 284…… Total tributary miles……………….. 7,254 2,211 Some roads styled branches in the previQus list, are here reckoned as trunk lines. # The Fox River Valley, for instance, and the Madison, 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 lines. Also, the cross lines south styled branches, are extended as far east as Indianapolis, and they might with propriety be extended farther. The direct extensions from Chicago are marked with an 9 Railways c,,i-iteri-.ig in Chicago 7,2,4 trunks, 2,211 branches. What aro trunk lines- - -direct extensions.

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Past, Present and Future of Chicago Investments. To claim these as Chicago roads, it is not necessary that they con-Tlhs nweholeot buisiness not duct to us their whole business. The Milwaukee and La Crosse, for claimed.

example, gives much business to Milwaukee, yet more to Chicago, not onily by the Milwaukee road, but also by the Northwestern. 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 Should cross about the list is whether the Great Western, and the other thrrreereckoned? south of it, east and west, should be included. For reasons hereafter given, it is doubtful whether even the Vincennes and Terre iHaute roads are of as much benefit to St. Louis as to Chicago; and certain it is that of the wholesale business on them, Chicago already 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 Chicago gets Chicago, gives in the aggregate more than any other one city de-more benefit than any rives firom them. They may, therefore, well be included as one citybranches; and if Chicago is to be the manufacturing and comlmercial centre which the main trunks seem to insure, those styled branches will become more and more Chicago roads. We should also take into account theOther Railways West of the Toledo and (Cincinnati Road, and North of the Ohio River. Sheboygan and Fond du Lac……………………… 201 Miles brought
forward……………………. 8t10 Other rails Milton to Brookfieid……………………………….. 48 Indianapolis to Piqua………………………………. 115 ways in North Missouri (to Macon)………………………… 170 Indianapolis to Sidney……………………………… 119 northwest. Pacific (St.

Louis to Leavenworth)…………….. 309 Lafayette to Toledo………………………………….. 203 Southwest Pacific……………………… 89 Detroit to Grand Haven……………………………. 189 St. Louis and Iron Mountain……………………… 87 Adrian to

Saginaw…………………. 110 Seymour to

Cincinnati………………… 87

Total……………………………………………… 1,646 Miles carried forward…………… 810 Of even these 1,500 miles, Chicago gets considerable business, GiveChicago some busi and will have more and more from them, besides the gradual in-neascrease farther and farther into Ohio, and to the south and south- - more.  will more. west, whi ch is inevitable, unless the railway system of the West canll be changed. We have, then, this Total of Railroads in the Northwest. Miles. Trunk Lines tributary to

Chicago…………………………………………………………………………..

7,254 Total roa,ls Branch Lines tributary to

Chicago…………………………………………………………………………..

2,211-in northwet Chicago Trunk Lines and

Branches…………………………………………………………………………..

9,465 Other Lines paying some
tribute……………………………………………………………………………..

1,546 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 1,965 miles deducted jealous of Chicago, we suppose nothing comes from the other 1,546 fromn Chi cago list  miles, and abate nineteen hundred sixty-fve miles from the Chicagoaglit roads proper, claiming only seven thousand/fve hu2,dred of the eleven asersk ad xcptth Achsnan iesPa,adS.Jsp Oeaewrh(N.S)tear asterisk; and except the Atchison and Pike’s Peak, and St. Joseph lo Leavenworth, (No.

8.) they are all direct continuations. The road from Escanaba to Marquette, it is true, lacks the intermediate connection with the main line at Fort Howard. Yet for its length it is the most valuable of our trunk lines, for it brings the iron ore that is to make Chicago one of the chief cities in iron manufactures. 37 I

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4 Focal Point fixed at UChicago by 7,500 rmiles Railway. -leavesejy thousand, which still leaves this city nearly two-thirds of all the roads 7,500, nearlyf tw’othirds ofin the NorthweSt. Is not Chicago now the focal point? And what all. possibility is there of a change, in view of the extent to which her a trunk lines have already been carried to all points of the compass, Change impossible. except those from east to north, where we have what is still better than as many more railways, in Michigan’s deep crystal bed, as we shall see. Let us ascertain the Length of Fifteen Continuous Trunk Lines from Chicago. Miles. Continuous Mls Continu 1. Chicago, Milwaukee and La Crosse, to Chatfield in Minnesota………………………………………….. 335 lines from 2. Milwankee and Prairie du Chien, to Lake Minnetonka in Minnesota……………………………,….. 494 Chicago. Chicago. 3.

Chicago and Northwestern, to Fort

Howard………………………………………………………………..

242 4. Chicago and Northwestern and Illinois Central, to Dubuque and Iowa Falls………………………. 332 5. Chicago and Northwestern, to Clinton, Omaha, and the Rocky Mountains…………………………..

974 6. Chicago, Rock Island and Pacific, to Des

Moines…………………………………………………………..

342 7. Chicago, Burlington and Missouri, to

Chariton………………………………………………………………

340 8. Chicago, Quincy, Hannibal and St. Joseph, Cameron and Kansas, and Pacific………………………. 676 9. Chicago, Alton and St.

Louis……………………………………………………………………………………..

280 10. Illinois Central, Chicago to C a i r
o………………………………………………………………………………..

362 11. Louisville, New Albany and C h i c a g
o…………………………………………………………………………..

290 12. Chicago and Great Eastern, to

Cincinnati…………………………………………………………………….

294 13. Pittsburgh and Fort W a y n
e……………………………………………………………………………………….

468 14. Michigan

Southern…………………………………………………………………………………………………

244 15. Michigan

Central……………………………………………………………………………………………………

284

Tlotal………………………………………………………@…..OU

Where the Now, if already one single city of the West, feeble in capital, notlhPwowrk ato n mg to commend her to favor except her position; if of the eleven change? thousand miles ramifying the West in all directions, Chicago actually has over one half of the whole radiating from her in fifteen long lines from 242 to 974 miles, on each of which she sends several times daily, running to their destination with no change of car; where is the power to come from to break up this system? Not to say that Capital in-it cannot be done, who is to do it? Will not the same interests Captereted tontereteito operat e to continue things as they are, which have made them wbat m-‘ ntain present they are? St. Louis thinks she can bring capital to her aid, from plans. Europe, as we saw, p. 28., independently of New York and Boston. It is well if she can, for upon the latter she cannot rely. And as she is now the sole rival, we shall see further and important reasons for the railway system of the West to be continued and to be ex panded upon the plan which already is quite well established. That St. Louis has some conception of the task before her, is quite St. Louis perceives apparent. Having only to retain control of the territory of which her difficulties. she had undisputed sway, it is grievous to witness its sudden trans fer to a rival, and she would not be human not to make strong efforts o. Rep. to resist her fate. Says a correspondent of the Missouri Republican: St. Louis St. Louis and Her Flatterers.-Cities and individuals are subject to the same and her laws and influences which control progress or failure. There is a city in this great flatterers. Mississippi Valley, which for the last forty years, has universally been considered as occupying the finest locality for permanent growth and prosperity in this ex tensive and rich domain of the northwest.

Situated centrally near the confluence of the navigable rivers of this vast region, it became the commercial centre of that region at an early day-long ago-before the wildest imagination dreamt of She could any rivalry on Northern lakes or Western tributtries. During that long period, have held it had the opportunity and power of so fortifying and improving its condition and her ~sitibon. ositioion as to render all attempts to sap its trade and reduce it to a sabordinato ‘J’t
l………………………………………….:……………………………………………………………………..

b 960 38

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Past, Present and Future of Chicago Investments. commercial point, simply impossible. It held a. midway location between the prolific cereal sections of the North and the cotton and sugar lands of the gulf States, and had the cheapest transportation facilities that nature or art can afford. In the exchange of commodities between these diverse agricultural sections, St. Louis, She gre for she is the favored centre alluded to, grew rich and powerful. She doubled her rich and population almost every year, and increased her wealth and business resources in powerful. the same ratio. Then was heard from one end of the country to the other the grandest prophesies in relation to the destiny of this rising metropolis.

* The demands of population required other commercial centres, and these soon New sites in began their development. Not so favorably located, the new points were com-competition. pelled to put forth extra efforts to overcome surrounding and obstinate difficulties. If it was necessary to elevate a site ten feet or more to give proper drainage, that feat was accomplished; if water transportation was not accessible, the surrounding Means they country, far and near, was penetrated with railroad to gather in the richest pro-adopt. they ducts, and costly structures were erected to give to trade the economy and dispatch so requisite for successful competition. With no natural advantages or endowments beyond those of an ordinary character, rivals sprang up whose business, in some cases, already overtops that of this favored and lauded emporium. The truth is, St. Louis is too highly endowed. * ShippingSt. L. too points and sections on the lJpper Mississippi, formerly tributary to this market, good to do ask every now and then for aid to bring about a re.-union, but the request is hardly anything. 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 effort 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 Plains trade perhaps; but what are the facts? A city three hundred miles north of us is con-gone to tending successfully for that undeveloped region, and is rapidly making connec-chicag~tions that will nullify our advantageous position. A paper published in Lawrence, the Journal, on the 14th inst., gives the mail agent for Kansas and New Mexico to understand, “that by sending the mails for Kansas by Quincy instead -aen. of St. Louis, they will arrive some twelve hours earlier than they do now.” We Kansas. are obliged to go via Chicago to reach certain prominent points on the Missouri river. And so it goes; our citizens are tickled with the hair of flattery, while Scepter deothers are realizing the marrow of profit, and are satisfied with the dream of pro-parting. gress and power, suggested by eligible local position, while contending parties, strengthened by the necessity of exertion, are grasping the sceptre. During the Inconveniwinter months this market is dependent upon the Illinois Central for the outlet Lenes. of St. to the South; and yet the chance has been presented for years to obtain a communication of our own with that portion of the country. Why has not the Iron Mountain road been extended?

Connections with Iowa are indispensably requisite; but with the best paying bonds offered anywhere for the purpose, and the brightest prospects for abundant freights, the extensions have not been made. A Chariton correspondent of the lRepublican, November 28, Chariton ‘opinion. writing in commendation of the 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. Ohi. get moLouis, and give her the trade of the Northwest, and we are left to struggle alone. ney, St. Louis not? If it were to reach Chicago, it would be a different story. The merchants of St. Lou nt Louis can save millions by assisting us now. Mir. Henry Cobb, too, writes for the Republican over his own Mr. Cobb of St: L. pername, November 25, 1867, who seems to understand the community csves tLhe of interest between Chicago and the East, but represents Chicago a truth beit won’t tell it. 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:hi. aI)lel But alas! St. Louis, that used to be a Samson in strength, and a ruling master of lab victimithe commercial domain from the Allegheny to the Rocky Mountains-St. Louis, zngstonhe corrupted by the impolitic politicians-can one say statesmen? of Missouri-S t. St.L. 39

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Focal Point fixed at Chicago by 7,500 miles -Railway. Louis, sinking under the consuming draughts and heavy burdens of capitalists, has falilen a sleepy victim into the lap of the artful Delilah that is cunningly watching in the garden city on Lake Michigan. The east Chicago, the tool of the Philistines in the East who were jealous of the strength supplies the of St. Louis; Chicago, the Delilah, has been furnished with money by the lords of Eastern capital for shaving St. Louis of his strength, in cutting off by means of iron railways, the trade on his rivers in which his strength lay, and delivering him a seduced captive into the hands of the enemy. What St. L. Not only is the trade of the upper Mississippi river, from St Paul to Hannibal, has lost. in Missouri, cut off from St.

Louis by Chicago, but also the trade of the Missouri river, from St.

Joseph to Omaha, 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 Illiburgh trade nois Central Railway; but even the trade of the Ohio river at Pittsburgh is this comes via day being clipped by the Fort Wayne and Chicago Railway; as the previously Chicago. mentioned thousand tons of iron, bought in the Allegheny Mountains of Pennsyl vania, to be laid down on the extension of the road in the iron mountain region of 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 chlan nels of trade between St. Louis and the 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 come 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 The Chicago capitalists are bridging the Mississippi river at Quincy, and even Miss. and Missouri the Missouri river at Kansas City, and propose to draw off 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 Booneville and Sedalia, to and beyond Springfield; Threatened and, were it not for the sagacity and liberality of Mr. Thomas Allen, in giving loss of even $350,000, besides a proportion of the $375,000 bonus, for the Cairo and Fulton road southern of M trade. 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,-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, through Cairo, over the Illinois Central road; thus finally cutting off the trade of St. Louis from every side. St. L. in Then might 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.”

Furthertes-Further testimony of this sort comes hereafter. It is sufficient timoniy. here to invite the reader’s attention to a railway map, to consider Present sys-some self-evident points. Had a master mind, in the outset of railtern admirably supplies way building in the West, planned the system solely for the accomthe country. modation of the country 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 navigaSame doing ble water, and more than one-half are within five miles. To continue etof the system as devised, will do the same for the States west of the hii,~sissippi. Mississippi.

Who can improve that? la.d concen-Or, bad that master mind, with wise forethought and proper regard t,,tion beon for permanency of the railroad interest, planned the entire system sought, same Pltilpursued with direct 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. Ea~ehroad Yet instead of one mind pursuing one object, either to accoinmoL,as sought its own in date the country or to build up a city; every one of these railways est-have labored to accomplish their own individual, selfish objects. 40

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Past, Present and Future of Chicago Igvestments. These rival, soulless corporations, each intent upon promoting its own particular advantage, or that of its connecting lines, one and the same interest, have actually been led, in spite of their strong -yet has promoted competition, to do precisely what the wisest master mind of the the bestpubl lic good. world would have planned to promote the highest public good. Is not this a strong indication-nay, is it not proof positive and abso-A focal point surely lute-that there is a natural focal point, and that it surely has been lound. found? If not, the success of the plan which the revenues of the roads, so immense in the beginning, that the Galena, the pioneer Railroad 1,earnings road, watered its stock repeatedly, yet constantly increasing, speak strog evia word and that a word which needs no watering with superfluous dence. language-in the following table: The Gross Earnings of the Chief Trunk Lines of Chicago for Ten Years-1867, $60,000,000. 1858. C. & Alton Railway.$ 871,715.00 C. B. &

Quincy………. 1,850,339.33 C. Rock I. & Pacific.. 1,407,845.72 Mich.

Southern…….. 2,309,487.30 Mich. Central………. 2,428,757.52 Great Eastern……………….9 Illinois Central…….. 1,976,578.52 C. & N.

Western………………. Total…………… $10,844,723.39 1863. C. &

A. Railway….. $1,673,706.60 C. B. & Q…………….. 3,037,372.54 C.

R. I. & Pacific…… 1,529,141.02 Mich. Southern……. 2,813,831.40

Mich. Central……… 2,946,560.55 Great Eastern………. 528,364.15

Illinois Central…… 4,571,028.38 C. &N.W…………………….. *

Total…………… $17,100.004.64 1859. $ 732,917.00 1,288,891,60

889,300.05 2,714,848.00 -,838,129.67 ………… 2,114,448.98

………… $9,578,538.30 1864. $2,770,483.96 4,039,922,81 2,143,874.78

3,384,294.23 3,434,548.63 850,495.49 6,329,447.20 6,820,749.75

$29,673,816.85 This table by no means gives the total earnings, large as they have Not all inalready become. The HIannibal and St. Joseph, the Burlington and cluded. 3Iissouri, are as much Chicago trunks, as the Chicago, Burlington and Quincy Railroad connecting them with Chicago. So are the La Crosse, Prairie du Chien, Dubuque and Pacific, etc. The earnings of these and others on Chicago trade are doubtless more than Total at sufficient to increase the aggregate to $60,000,000. The early years least $60,000,000. of some of the roads not being given, the sum above named, $18,000,000, maybe taken as the earnings in 1860. Doubtless the Frture inper cent. of increase for seven years to come will not equal the past; crease. but without shadow of doubt the aggregate will exceed that of the last seven years at least two-fold, perhaps three-fold. How much of a city must we have by 1875 to do the manufacturing and distribute such a trade? -* ForPittsburg & Ft. Wayno road, see page 362. 41 1860. $

938.641.20 1,383,957.65 1,093,933.77 2,019,424.96 1,832,944.86

………… 2,721,590.94 *………… $9,990,493.38 1865. $3,840,091.82

5,581,859.22 3,359,390.80 4,289,465.73 4,145,419.57 1,112,867.12

7,181,208.37 8,243,840.28 $37,754,135.91 1861. 1,098,464.89 1,732,084.69

1,164,018.21 2,075,459.08 2,058,052.61 320,825.93 2.899,612.64

………… $11,348,518.05 1866. $3 695,152.86 6,175,553.35 3,154,235.68

4,686,445.02 4,446,490.51 1,317,102.11 6,546,741.47 10.161,735.45

$40,183,456.45 1862. $1,225,000,83 15 trunk 2,246,084.17 lines, earn irgs3

1858 1,054,704.40 ,52  2,250,517.91 2,361,241.42 331,024.48 3,445,826.88

………… $12,914,400.09 1867. $3,850,000.00 1863-‘67. 6,083, 1 38.05

3,574.033.71 4,673,192.86 4,325,490.51 1,287,500.00 7,100,000.00

11,680,938.76 $42,574,293.89

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Focal Point flxed at Chicago by 7,500 miles Railway. Focal point Further; not only because Chicago is the natural focal point of immovable because capi-the West, of which we shall have further evidence; and not only tal rules. because the system is exactly what the country traversed and to be traversed wants; 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 imWhere the movable. if, under these circumstances 9,500 of the 11,000 miles of power to change? 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 Changeim-to do an equal work; but with the whole field occupied, and what is possible. not 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 can be in the future, that thefocalpoint in the great West isftxedimfixed centre. movably by over seven thousand five hundred of its eleven thousand miles of railway centering at Chicago 2 Of the westward lines, however, those to the Pacific merit further consideration. TEE

PACIFIC RAILWAYS IN PROGRESS-THEIR EFFECTS. N.. rmes. Said the New York Times Dec. 4th:Pacific road Fromn the Pacific in Fifteen Days.-We are assured by the Directors of the finished in Union Pacific Railroad that the railway from the 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 which left San Francisco only fourteen days ago. When the time usually occupied in the transit of mails and passengers from that city to this is considered, the immense advantages offered by this railway route are ap parent to every business man. This topic The moderation exhibited in past opinions, which the reader now not heretoforeconsid-admits, however extravagant they seemed in the year of utterance, ered  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-should be ished; and although still holding 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 that “no single city will be more benefited by connections with the Pacific coast than will this.” What is the And what is that trade? We need not adopt the chimerical ideas Pacific trade?

publicly and privately expressed both East and West, that the traffic of the Atlantic States and even of Europe must chiefly employ this route, to make it an object abundantly sufficient to excite strong contest. For the seaboard, and still less for Europe, the saving in 42

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Past, Present and Future of Chicaqo Investme4ts. time, in which interest is the principal item, can never justify the For seaboard and Europe extra cost of carriage except upon the most valuable articles. But not fully available. travel over it, even from Europe, will be immense, benefiting especially the chief cities on the route. The country, too, west of iforthe Lake Erie, may as advantageously receive its supplies direct firomwest. 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, has Trade of enriched the cities which could command it. We need not specu-Orient rich. late as to whether it can be secured for Europe, or even for the seaboard. The trade of the Mississippi Valley alone, is that for which we should calculate, and who can name its limits? Mere carriage is not the object; breaking bulk and distribution yields the revenues. A sober view of it was taken by the London -Daily Telegraph, and LW.. copied into the San Francisco Bulletin: It is nearly a year since we called attention to a gigantic public work now in Imort progress in America, the effects of which on our own commerce, and on that of of hPe the world it is difficult to overestimate. On the future of the United States the project.

consequences of its completion are far beyond human foresight. This great work is the railway connecting the Atlantic and the Pacific oceans, across the entire continent of America on its widest line, spanning such rivers as the Ohio, the Mississippi, and the Missouri, and climbing over such ranges as the Rocky Mountains in the interior of the continent, and the Sierra Nevada or snow-capped peaks that border the Pacific ocean at an average distance of about 100 miles from Done to the the seaboard. Of this vast work, the portioft that joins the Atlantic States to the Mo. river in western territories as far as the Missouri river had been completed by the private 1863. enterprise of the people in the year 1863. But from that river to San Francisco, the distance of 1890 miles to be traversed, passed through a country still uninliabitec save by the trappers, the hunters and the Indian tribes. The broad results are fascinating. The magnificent perspective of a line of new Extravagant great States stretching across the continent-of a commercial stream diverting the expectations. trade of the world from its accustomed channels-withdrawing the silks, teas and spices of the East from the usual track-sending them straight across the Pacific to San Francisco, thence by this railway to New York, from which they will be distributed to Europe in half the time now required for their transit-and the fabulous accumulation of wealth to be gathered from the new and vast commerceall 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 show marvelous changes 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 effect 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 effects in a variety of unexpected ways that no human being can conjecture in advance. if. Y. 0. The New York Commercial and Financial Chronicle also says: crYon.C The New Route to the Pacific.-The rapid progress in the construction of the Pacific Railroad, and the prospect of its completion before the close of 1870, raises Pacific rail Paci r a i s e s ~~~~~~~~~~~~~~~ay develthe important question as to its probable effect upon the future commerce of the ops Ythe 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 anticipated that population will rapidly locate along its route, and especially in those parts which offer 43

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The Pacific Railways in Progresstheir Effects. Increase the temptation of rich mineral deposits. Colorado, Nevada and Idaho are already mIining.

contributing an aggregate supply of treasure nearly, equal to the product of Cali fornia; but the development of their resources is being to a large extent held in abeyance until the new road affords them the facilities of cheaper labor and safer transportation to the Atlantic. Following the mining population there must be an accession of agriculturists and traders, whose wants will have to be supplied from the interior. One of the first results to be anticipated ftrom the road, there fore, must be the opening of a vast traffic with the rich country between Omaha City 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.

Pacifictrade. Next comies the opening of direct railroad connection with the great port of the Pacific. Already we have a trade by stetmers and sailing vessels with San Fran cisco, covering both 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 thenr be in a position to compete on more favorable termns in the California markets with the importations from other countries, and much of the staple manufactures now supplied by England may then be furnished by the factories of New England, HTo develop owever important the Pacific trade, it is by no means chief; but To develop the west is as above intimated, the occupation of the great interior plain, and first object. the resulting business, and close connection with the Pacific States, are more worthy of consideration. These are the motives, or ought to have been, which led Congress to make its liberal grants for the Omaha route, and branches firom 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 Oneroad in-land grants are also made. And one road and branches being of sufficient. small account for the objects in view, as the experiment shall prove successful,we may expect other roads to be built in the same way. Chicago The contest for this new and important business is mainly between waornts St. Louis and Chicago; though Omaha, as the termination of the more. 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, which would give so large advantages over nom St. Louis. Yet that is not the case. A forced monopoly by one nopely. 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 danitly assured of her own impregnable position as the natural centre of the entire plain between the Alleghanies and the Rocky Cfountains. With two or more routes, Omaha loses its apparent advantage; and Trade must it is only apparent as against Chicago. If this city possess the come here. natural advantages which it is the endeavor of this paper to est:.tb lishli, 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, Roek Island, and Clinton, before the 44

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Past, Present and Future of Chicago Investments. line is open to the Pacific, insures the delivery of the business to us at the lowest posible cost. Of the northern route, firom St. Paul, the New York Tribune of N. Y.

7/ buDne. December 21st, remarks: The Northern Pacific Railway.-While the Central Pacific and Union Pacific Northern Railroad Companies are pushing on their roads, both from the eastern and western route from I)oints of departure, with amazing energy and success, the Northern Company has St.

Paulas yet done little more than enlighten the country on the comparative advantages of its route over any other. The reason is plain. The former has a large Government subsidy, a loan of United States credit, while the latter has only a simple land-grant. These roads lie at all points nearly six hundred miles apart, and for local trade, could never be rivals. If there be any jealousy between them, it is -has the because the Northern road, on account of its shorter distances and easier grades, advantage.

must eventually be the great highway of international commerce between Europe and Asia, and between Asia and our Atlantic seaboard. But we do not propose to discuss the relative prospects of the roads from any point of view. Tl)e vast importance of either to the solid and permanent growth of the Union, to its commercial prosperity and its defensive strength, is beyond any possible estimate. In Its importhe midst of the general satisfaction which hails the rapid construction of the one, tance. we simply desire to call attention to the grand resources which the other is likely to command-to the stupendous empire in extent and in natural wealth whicl it is d e s t i n e d to develop. In the success of the latter enterprise New Y ork an d New N.Y. and N. England have a deep interest, worthy of their most practical consideration. The Eng. intercommercial supremacy of the City of New York can never, of course, be disturbed, ested. but it may be enhanced; and it seems perfectly evident that, should the trade of Asia and the great Northwest be poured into the lakes which wash the northern boundary of the State, whatever is broken in bulk, or distributed to the Atlantic States, will be drawn off 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 its SiouxCity intersection with the Union Pacific at Fremont. This being a con-and Pacific. tinuation of the Dubuque and Sioux City Road, open 143 miles to Iowa Falls, (about half the distance to Sioux City,) supplies a route compeling with Omaha, giving Chicago a fourth line from the main Pacific road. ‘~he Union Pacific, finished from Omaha to the Rocky Mountains, Inion Pa. has received therefor $16,000 per mile. For 150 miles across thecific.

mountains she receives $48,000; and for 78 miles, to the junction with the Central, $32,000 per mile. The Central Pacifc, receives for the first 7
miles from Sacramento, Central $16,000 per mile, and for 150 miles, across the Sierra Nevada,Pacific. $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 Sierra Nevada, the heaviest part of the work, firom whence it can now be rapidly pushed forward. The Central Branch, Union Pacific, (Atchison and Pike’s Peak,) Atehikoe, and Pike‘8i has $16,000 per mile, and is already built 80 miles from Atchison. Peak. 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 45

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The Pacifc Railways in Progresstheir Efects. Atchison Awritheir0n correspondent of the St. Louis Republican, writing from Atchison November 21st, says:Plan for What you call the Atchison and Pike’s Peak Railroad, is now the “Central Atchison Branch of the Union Pacific Railroad,” and is not only completed eighty miles road. west from Atchison, with two daily trains running over it, but is nearly completed one hundred miles, with work progressing rapidly beyond that point. This road traverses the best country west of the Missouri river, and at this early dsy is doing a very heavy business and daily increasing, not a dollar of which goes to St.

Louis for want of a connection with the Missouri Pacific Railroad; but all crosses the Missouri river at Atchison, and on to Chicago over the Hannibal and St. Joseph Railroad. The Ccntral Branch does not turn north eighty miles west of Atchison, as you 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 Kearney, 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 those best acquainted with the country is, that as soon as completed, the Central Branch will be the main line of travel across the continent. c The Union Pacific, Eastern -Division, has a grant of $16,000 per mile for 385 miles, where at the 100th meridian it was to connect with the Omaha line. It is built 325 miles, and being rapidly pushed; but the route has been changed by the Company. Of numerous extracts upon the subject, it is best set forth by a correspondent of the San Francisco Bulletin, writing from Santa Fe, October 4th, 1867: Santa Fe writer. Change of route. Change of Your readers throughout California will undoubtedly be interested to know of route. 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 northAnother line westerly course to connect with the road from Omaha via Salt Lake, as was origito San Frana-nally intended, the Company have decided to make of it an independent trunk line to cisco. 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 35th parallel, through to California and your city. Difficulties The difficulties on that portion of the proposed route east of the Rio Grande small. 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 that the mountains are detached in their character; that the altitude of the passes is Coal and small; that there are long extents of fertile valleys and level mesas; that there is water.

abundance of coal and sufficient wood and water; and that no serious obstacles exist, so tar, on the line of the survey. There 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. Two routes From the Rio Grande westward, as I have before remarked, two routes are to be surveyed. surveyed: one by the valley of the Gila, the other via the 35th parallel; and which ever route may be 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 ake rails iron and other materials being brought up that stream, thus materially conducing in New to the early completion of the road. In New Mexico it will probably be the policy Mexico. 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 the same aid tothis route that it has already granted to the Northern. This grant Congress to will probably be effected during the coming session of Congress, and to secure it aid. let California join with New Mexico, Arizona, and Colorado, in urging it. No snow For this southern route one advantage can certainly be claimed over arny 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 46

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Past, Present and Ftture of Chicago Investments. needed. Before either road can be completed both will be insufficient to carry the Both roads trade of the country. The line from Omaha by Salt Lake cannot develop the vast wanted. territory of the United States lying upon this one. This line would give an outlet to say 500,000 people residing in Southern Kansas and Colorado, New Mexico, Country Arizona, Southern and Middle Caiibfornia, Northern and Western Texas, and the traversed. rich States of Durango, Chihuahua, and Sonora, and would at once develop the vast pastoral, mineral and agricultural resources of the territory named. Let California shake hands with New Mexico in this matter, and assist in making patent to Congress and the people the necessity of carrying through this great enterprise. The San Francisco Bulletin, of November 4th, also says:-

Bulktin. The engineers of the Kansas Pacific Railroad are vigorously pushing their sur-Kansas road. veys for the extension from Fort Riley, across New Mexico, to California. The road is nearly built to a point 385
miles westward from Leavenworth and Kansas City, and it is intended to lay the results of the new surveys before Congress at its next session, with a request for the same aid in bonds and lands which has been accorded the portion already constructed, and which is allowed the Union and Central Pacific roads. The surveys will extend to both San Diego and San Fran-No contest cisco. Gen. Palmer, the Treasurer of the Company, in a recent address to the with Omaha people of New Mexico, declared that he had no contest with the road from Oma-road. .ha, to San Francisco, “except to reach the western ocean before them.” He believes that there is a local want for a road on the southern route, and that “before either road can be finished, both will be insufficient to carry the trade of the country, and second tracks will be required to be begun on each.” Gen. Route feasiWright, the chief engineer of the Kansas Pacific Company, speaks favorably of the ble. 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 considerable for the exaggeration natural at the inception of such Moderation. enterprises, but it is probable the Kansas Pacific Railroad Company means business.. Whether Congress will consent to subsidize it is doubtful. If the enterprise is based onil local needs and resources, as contended, it ought to rely on those. Congress has done enough in giving bonds to one great central railway across the Country to continent. It cannot give bonds to the Southern Pacific without according them build its own to the Northern Pacific which is just as eager an applicant; and if it grants both, roads.

there is at least $100,000,000 more added to the national debt at one fell swoop. Rival Pacific Railroads should depend upon the legitimate demand for their construction by private capital. There must be a stop somewhere to national subsidies in money, and it might better be at the point already reached. Perhaps it may be politic to make further land grants in favor of railroads, under conditions Land grants. requiring their sale, at low rates, as soon as possible, to actual settlers; but the nation cannot afford to draw upon its credit any more for such enterprises. The argument of Gen. Palmer, that a road by the New Mexican route will be a great convenience, if not an actual necessity, is probably true; and we concur with the opinion that it would not compete injuriously with the Central road; but the Government ought not to be asked to build any more roads to enrich individuals. It did right to start one trunk line over the continent ten years sooner than it would have been started by private capital; in dbing that it did enough in the same line to meet all public requirements. That two or more routes will speedily be constructed through to Competitios the Pacific, cannot be questioned. With no more than two, no one roads1)1-.ce upon either can monopolize the Pacific trade, which must take its chances with the general trade of the West, and with the rest seek its natural centre, if there be one. In view of what has been done, even without Congressional aid, who can doubt that in ten or-have fifteen years numerous railroads will reach at least to the Rockyev Mounttaiqs, and several cross them? Rival railroads from the east to Chicago, by consolidation of continuous lines, are fast settling into gigantic corporations, each interested in its line to and beyond 47

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The Pacific Railways in Progress their Effects., the Mississippi, insuling of itself the rapid extension of lines into the rich country yet unoccupied, and which railroads will fill speedily with the best of settlers. Says Hon. J. F. Joy, President of the Burlington and Quincy Railroad, in his last annual report: As this Company has become largely interested in the Burlington and Missouri River Railroad,- under the contract with the Company owning it, by which for a period of ten years from its date two years ago, we are to become purchasers of its securities convertible into preferred stock to the extent of $120,000 a year, it is not deemed inappropriate to bring its condition and business and prospects before our stockholders. * The road the past year, with only 88 miles on an average in operation, and part of it just opened, has earned $473,999.46. At this time, with only 34 miles added, it is earning at the rate of $600,000 per annum, and more, therefore, than enough to pay the interest on its mortgage debt, when fifty miles more shall be completed, and enough to pay the whole interest not only upon that debt, but upon all the securities out, and of which this Company is becoming the purchaser at the rate of $120,000 per annum. There can hardly, therefore, it seems, remain a possibility of doubt of the value of all these securities when there shall be a further section of 50 miles added to the road. Nor to those who consider the rapid development of the West, and the ease with which its prairies are subdued and brought under cultivation, and the fact that at least. nineteen-twentieths of the country along the line of that road yet remains unimproved, and yet to be settled and to be made to contribute to the revenues of the road, would there seem to remain any question, either of the entire safety of the investment, now making by this Company, in its bonds to be converted into preferred stock, or of its great future value in the addition of business it will bring to the Chicago, Burlington and Quincy Railroad. . In the appendix Mr. Joy presents the report of Mr. C. E. Perkins the Superintendent of the Burlington and Missouri Road, in which he remarks: Importance An examination of the table of distances will show that when a completed.‘nk of Bur. and in the line, we are sure ot (toing a large share of whatever business in passengers Mo. road. and freight may pass over the Pacific Road. Our lands cannot be sold until the road is built through them, but with the road they will probably sell rapidly and at good prices, and unless sold within a very few years their value seems likely to be absorbed by local and State taxation. Eastern Nebraska, and Page, Fremont, and Mills counties in Iowa, are all well settled and wealthy in agricultural communities; we shall find there a large local traffic as soon as the road is completed. There can be no reasonable doubt that after the completion of our road to the Missouri river, the improvement of both the road and the country through which it passes, will resemble the improvement of the Chicago, Burlington and Quincy road, and the country tributary to it during the last ten or twelve years. way to ex-On p. 94 a statement of the traffic is given, showing the increase tend Chi. roads.

from the hannibal and St. Joseph and the Burlington and Missouri Roads.

This is a sample of the objects, and ways and means of extending the Chicago lines. It is not necessary to decry any road; sufficient is it that these pay abundantly, insuring rapid increase. Congress Yet this is not the only reliance. The aid of Congress will surely will aid Pacific road. be given to many lines, the San Francisco editor to the contrary not withstanding. Because they are certain of the one from Omaha, also that firom Kansas, they would oppose further grants, because our Policysoundnorthern lines would be recipients. But the measure in itself is every way right and desirable, notwithstanding a few sharp men make incredible fortunes out of them; and the policy is sufficiently inaugurated for these sharp men to get the grants End build the 48 I Importaiice of Bur. and Mo. road.

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Past, Present and -7uture of Chicago Investments. roads. And shall St.

Louis or Chicago reap the benefits? Both Will chi. or St. L. be must be great gainers, but with the parallel lines started so numer-gainer? ously from the Mississippi, and extending indefinitely westward, at least to the Rocky Mountains, it is certain that no great centre in the far West can be formed, and which city will be able to control the business in the main?

The zissouri Republican, of November Mo. Rep. 19th, thus presents her side: St. Louis and her Western Connections.-St. Louis is quite certain, ultimately, St. Louis to have four connections by railroad with the centre of the continent and the Pa-have 4 Pac. cific coast. The Kansas branch of the Union Pacific, already built to a point 600 roads. miles west of St.

Louis, we all know about. That will connect us with Denver, and with the Omaha branch of the Union Pacific at a point 60 miles west of the longitude of Denver. At Pond creek or Fort Wallace the Kansas branch of the Union Pacific is to be extended southwest to Santa Fe and Albuquerque, and thence by the most admirable route on the continent to San Francisco.

Next, there is our own Southwest Branch of the Missouri Pacific, known as the Atlantic and Pacific, which will assuredly be finished to the southwest corner of the State, and onward to Albuquerque. Congressional grants of land have already been made to the Atlantic and Pacific. Then St. Louis will at an early day be in direct railroad connection with Omaha Connections and the Union Pacific at that point. The connection will very soon be made by with means of the road which is in process of building from St. Joseph to Omaha. An-Omaha other connection will be made by the more direct route from Brunswick through Chillicothe to Omaha. But there is one Pacific Railroad connection in which St. Louis is essentially Atchison & interested, of which very few persons are aware. We refer to that which will be Pike’i Peak effected by means of the Atchison and Pike’s Peak Railroad, leading westward road. from Atchison. That road is built, stocked and running for a distance of eighty miles. At that point it diverges northwest over a line surveyed and located to Fort Kearney, on the Omaha branch of the Union Pacific, a distance of two hundred miles.

Congress has granted to this road the usual subsidies of land and money granted to the Union Pacific. Any one who will take a map of Kansas and Connectwith Nebraska will see what a direct connection this will give St.

Louis with the Union Omaha road ci ~~~~~~~~~~~~~~~~~~~~~~~~~~~t Ft.

Pacific Railway at Fort Kearney. From Atchison to that point is 280 miles, 80 KeFrney. miles built, and the rest to be built next year. From Atchison to Leavenworth, a distance of twenty miles, there is a gap. But the route for a road over that gap is surveyed and that road will be built. And then, by means of our own Missouri Pacific, to Leavenworth, St. Louis will be in connection with the Union Pacific at Fort Kearney, nearly 300 miles west of Omaha, which places St. Louis at once on an even footing with Chicago, so far as the Union Pacific is concerned, giving to St. Louis an advantage in distance, if we mistake not, for Fort Kearney is nearer to St. Louis than to Chicago. Tapping the Union Pacific at Fort Kearney, St.

Louis will then be in connection with the road leading directly to Salt Lake and the Pacific. We learn that the gentlemen interested in the Atchison and Pike’s Peak Road and the Fort Kearney connection will early next year press it rapidly to completion. The President of the road is R.

M. Pomeroy, of Boston; Effing-Boston men ham H. Nichols of New York, is Treasurer. We learn that these gentlemen, and aiding St. those associated with them, among whom is Lieutenant Governor Claflin, of Mas-Louis 
sachusetts, are aiming at completing this road with a view to perfecting a connection with St. Louis. Any one, upon an examination of the map, will see that the route is natural and direct, and that it is a most important matter to St. Louis to have, this road built. It will in fact constitute for us the Union Pacific Railway via Nebraska, opening to us the same regions penetrated by the Union Pacific, and eto omth placing in our hands the necessary means for competition with Chicago on that Chicago. line. We have then: 1. The Kansas branch of the Union Pacific, the central route, running to Den-Kansas ver, connecting with the Union Pacific sixty miles west and north of Denver, route. running southwest to Santa Fe and Albuquerque and on to the Pacific ocean. 2. The two connections with the Union Pacific at Omaha, one via St. Joseph 2. Two to and one vta Brunswick and Chillicotje. Omaha. 3. The connection with the Union Pacific at Fort Kearney by means of the 8. Atchison. -4 49

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The Pacific Railways in Progresstheir Efects. Atchison and Pike’s Peak railway, which will make of the Omaha Branch of the Union Pacific a road tributary to St. Louis. 4. Sw. 4. The Atlantic and Pacific, running through Southwest Missouri, and thence Pacific. to the 35th parallel at Albuquerque. This road will ultimately pass down through Arizona and Sonora to Guaymas on the Gulf of California. St. Louis’ This presents the near railroad future of St. Louis, so far as its connections with near future. the Northwestern, Central, and Southwestern Territories and States, and the Pacific ocean are concerned. The middle position of our city, on the grand central line from the Atlantic to the Pacific, insures the connections we have indicated. Chicago Pa-What has been called the Chicago Union Pacific, through Omaha, becomes ours cific their by the inevitable necessities of our position, and through it St. Louis reaches Neroa. braska, Utah, Idaho, Montana, and all regions West and Northwest.

Our second Some gaps Pacific is insured by the road now built nearly to Pond Creek. What is needed at home to here at home is prompt and liberal aid to be extended to those who are seeking to fi lli up certain gaps with roads in our own State, or immediately on our borders. Parties engaged in building the roads outside of us, to the West, do not seem to require aid.

They have the means. But in our own State there are enterprises on foot, designed to perfect the railroad system of the State, which require aid.

Let such aid be granted in liberal measure. Not a city or town can be named which is so greatly interested in some of these as St. Louis. Trade of the It seemed expedient to take space for that arguiment entii e. Yet, west runs to Chicago. on my side to argue about business from Omaha would be useless. If Chicago cannot control trade directly in her rear, the experience of the past, which is our main premise, is useless, false; and the Queen of the Lakes will be seen crawling into her lake tunnel for shame. Atchison The Atchison road is only a few miles south of, and is connected road connccted with with the Hannibal and St. Joseph road, which St. Louisians seem to Han. and St. Joe. have lost faith in. When the editor seriously and confidently argues Funny if that Mr. Pomeroy of BOSTON, Mr. Nichols of NEw YORK, and Gov. Mass. is in St. Louis Claflin of MASSACHUSETTS, is building this road in the interest interest. of St.

Louis, it appears to me the editor would display more sagacity to consider the past and ascertain whether the Hannibal and St. Joseph game is not being repeated, and by the same party. A pretty keen fellow might be trapped once at the game, “heads I win, tails you lose;” but the winner would be very much of a Sicker, and the Han and St. loser too much of a Puke, who was caught by it a second time. In Joe will do the work. stead of waiting to fill up that gap to Leavenworth to connect with St. Louis’

“own Missouri Pacific,” these Boston capitalists will “want to know” why the Macon route via St. Joseph, will not an swer for St. Louis even better than the other, because shorter? If that creates “the necessary means for competition with Chicago on that line,” St. Louis and Chicago can be good friends. Kansas The Kansas route, deflecting south into New Mexico and Arizona route seems promising to St. Louis. Yet if she could not hold her own New Mexico promising suits Chi-business in close proximity, and which she had fastened to her by cago. many years of intercourse, how can she draw to her from the far West, where Chicago begins competition at least even-handed? We in Chicago may overrate our abilities, but most surely if we could have had the direction of the Kansas Branch, it would have been run directly to Fort Wallace, and thence southwest through New 50

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Past, Present and Future of Chicago Investments. Mexico and Arizona, precisely as the judicious directors have deter-N.Y. &Bos ton look out mined. And it will be proved that the interest and capital of New for chicago. York and Boston which incorporated the Hannibal and St. Joseph road into the Quincy and Chicago road, as effectually as it could have been done by charter, will do the same thing for this new line through New Mexico and onward. In this connection it may be remarked, that St. Louis will do well so.w. Pacifdc to be looked if she can control even the Southwest Pacific road. A recent article after. in one of the St. Louis papers, which I have hunted for again in vain, felicitated that city upon the important fact that Hon. JamesIs Mr. Joy F. Joy and others had bought 800,000 acres on that line. Possiblyi’n St. Louis’ interest? these chief shareholders in the lines from Kansas City to Chicago, are operating in the St. Louis interest. Yet sagacious as these gen tlemen are known to be, if they could make the land operation pay as well or a little better by giving the southern business a slight bend to Kansas, would they not do it? Would it not be for the interest of that region to have a fair competition between Chicago and St. Louis which this slight change would make? The road to Galves-Another flank moveton from Lawrence, already begun, effects the object. Let St. Louis ment. look out for another “
flank movement,” for Chicago men are in it. To snow that St. Louis must be pretty well occupied in “seeking St. Louis’ to fill up certain gaps with roads in her own State, or immediately onoccupationher borders,” while Chicago makes “flank movements;” a letter is -and Chitaken from the Pittsburgh Gazette, headed “The Chicago Yankee on cagos. his Westward Way.” It is dated Salina, Kansas, June 13; andA Kansas writer in July 12th the editor alluded to him as a well-informed man: i-tts. Gaz. It is a notable fact that all the active business men here hail from Chicago, or somewhere on that social and commercial line. Many of the stores are branches All business of commercial houses in that city. The forwarding and commission merchants, Chn from who handle the Denver and Santa Fe trades, are Chicago men; and the wagons, reapers, mowers, threshers, shovels, spades, hoes, cooking-stoves, and everything pertaining to a farmer’s outfit-and there are more of these things here than I -nd goods.

ever saw in any town of its size-bear the same impress, and are furnished by Chicago, or by New York or New England through Chicago. This I like to see; Chicago en it proves that already Chicago, which has not yet a perfect connection by rail with trenchingthis road, is entrenching itself strongly and firmly in this matchless garden of the to reach continent. It is through this avenue, and this only, that that city, and the great southern 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, Burlington and Quincy Rail-Present Chi. road (the best road in Illinois) to Quincy; thence across the Mississippi to the route.nt Chi 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 by rail to Weston, six miles below Leavenworth. From Weston to Leavenworth it is carried by steamers. At Leavenworth it meets one branch of the Union Pacific Road. 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 Coamdserton across the river to that city is the last remaining link required to complete the 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 lines will unite the cities 51

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The Pacyc Railways itn Progress-Their Efects. Bridge Mo. of the lakes, and through them all the railroad lines in and north of Pennsylriver.

vania, with this great continental thoroughfare. They are now building a bridge over the Mississippi at Quincy. So, when all that is now in rapid progress shil No breaking be completed, cars may be run from any of the cities of the Atlantic coast to the bulk. 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.

Nortbern I have said that I was pleased to see the energy of Chicago in grasping this route vs. prize. It is eminently commendable, and if the cities along the other great line of southern. the country’s commerce, beginning at Philadelphia and ending at St. Louis-allow themselves to be outstripped, it is their own fault. Trade large. The magnitude of the trade on this road astonishes even those who are building it. Its revenue during the month of May was over $165,000, 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. Conflictwith -The conflict with St. Louis for western business will be also St. L. further 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 Chicago not only has her railways, but her canal and lake& Let us look at Cana tonIls.

THE ILLINOIS AND MICHIGAN CANAL TO THE ILLINOIS RIVER-ITS and Miss.

rivers. POSSIBLE CONTINUATION TO ROCK ISLAND ON THE MISSISSIPPI. Views 1861. Remarks of 1848 were quoted p. 23. The circular of 1861 had the following: Canal important. 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, Corn and however, for all heavy transportation, is shown in the statement that of 15,212,394 lumber.

bushels of corn received here last year, [1860] 4,326,944 bushels came by canal; and of 225,000,000 feet of lumber 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. Shallowcut. 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 consequently the summit-level was raised eight feet above the lake.

Deep-cut. 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 Improve the Illinois river. But canal boats are loaded at various points on the river, and Ills. river. also on the Mississippi, and towed by steamboats to La Salle, the foot of the canal, which saves transhipment 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. Ills. river The Illinois is even now a more reliable stream for navigation than the Ohio, good forn or Upper Mississippi, 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 Deep-cut have this constant flow of lake water for miles through the heart of the city, desirable which the deep-cut will give, and as the canal and its lands yield good revenues, for health the city or State, or both, will probably in a few years make the change. The of Chcago. 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. 52

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Past, Present and Future of CAicago Investments. This is the shortest and best route to form a steamboat communication between This shortthe waters of the Lakes and of the Gulf of Mexico, and it is within the bounds fSt route from lak es of possibility, if not probability, that Congress may itself finish the work on even to rivers. 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 Cityenlargalready let the contracts, which are in progress. It will cost the ig canal. city nothing ultimately, the tolls lhaving already reduced the canal debt to about $600,000. The corn received by canal in 1861 was 11,735,043 bu.; 1862, ornure ceived by 11,585,749; 1863, 10,067,081; in 1864, 4,310,864; in 1865, 8,639,108;canal in 1866, 9,575,569; and in 1867, 6,553,257. Lumber was shipped,_ lumber exclusive of shingles, siding, dressed flooring, etc., in 1861, 41,521,-shipped. 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; ill 1867, 73,029,473 feet. The total receipts are given p. 60. It is also proposed to continue the canal almost due west from Extended to Rock Iland. 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 Chicago.

For while river navigation has relatively seen its best days, River still as will be hereafter considered, yet for bulky articles, as lumber,important. 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 of Mississippi, it will be directly for the interest of Chicago that it goes Chicago 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. Her prosperity will be paripassu with -that of the farmers. the farmers, whoever may make the trifling pittance in a transhipment 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 consump-gathering powers, what to distion, and her distributing facilities to the eastward, then, are quite as tributt de?iessential as those considered; and in this respect also, Chicago will not be found wanting. Let us first examine-P.(.e also not be found wanting. Let us first examine  p. 63.) FIVE RIVAL RAILWAYS

EASTWARD. 5 roads east. Even in railroads 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; Pitt. and the Great Eastern and its connections; and also the Lafayette, Indi-. w. anapolis and Central route through Ohio to Baltimore,-are all five, Gt. East. particularly the first four, strong competitors for the business here Central centering, insuring expedition, and care, and the lowest possible rates, in the transit of both freights and passengers to and from the varirious seaboard cities.

The one to Baltimore is yet to be shortened, by a straight line Balt. has ad (now building) from iqua to Columbus, and thence to Pvantage(now building) from Piqua to Columbus, and thence to Parkersburg, 53

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Five Rival Railways Eastward. 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 l-others. The Philadelphia route has advantage next,; and so many - intermediate and nearly parallel roads are already constructed, and r. yet more 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. va., Norfolk, also, is about equidistant with New York; and, with the e. change that will 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 the first movements in that direction will 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 capital 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-current of interest has led each section on the seaboard to extend its lines to draw western business. This for years has been perfectly understood, and a St. Louisian writing from New York to the Missouri Republican, about the Omaha and St. Louis Road, says: St. Louis If a shorter and better road can be had from Omaha to St. Louis, than can be wants found between Omaha and Chicago, then St. Louis will, with equal means, and road to equal capacity, command the trade. With a crooked, badly graded, and poorly Omaha. 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. Who to A few words as to who should take the laboring oar. And here I fear to offend. build. No matter what interest is suggested, other interests will feel slighted. But when fighting, not for profit but for life, a community must put in the / those who have it in their power to command success. Mo. Pacific The Missouri Pacific Railroad Company possesses that power. St. Louis is the Co. Pacific 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 Phila and of roads. A road from Omaha to St. Louis brings business to a point from which Baltimore it cannot easily be taken away from Philadelphia and Baltimore. But if the busiinterest. ness of Omaha is taken to Chicago, then Baltimore and Philadelphia will be brought into a direct competition, of the severest kind, with the New York and Boston roads to obtain that business. That Co. I know of no other interest than the Pacific Company, and its potential Eastern able-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 -perhap tions have large engagements, and may be loth to undertake a new enterprise. lothr aeBut their directories have men of large comprehension, and they thoroughly com prehend the 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 responded-generously. If they undertake it they will build it. Good local The road would have a superb local business; it would be of the very first order trade. 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 waest..

made the nearest and most accessible large city to the eastern terminus of the main road to California, and the intermediate States and Territories.

54 Writer in .Mo. Re.p. St. Louis wants straight road to Omaha.

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Past, Present and Fture of Chicago Investments. Who will move first in this matter? Not to build it is to surrender the Califor-Danger nia and Mountain business to Chicago without a struggle. from Chi. The Baltimore, Philadelphia, Pittsburg, Cincinnati, and their connecting roads, Central as I said in my former article, will be benefited if the trade of Omaha is brought cities with to St. Louis, and injured if it is carried to Chicago; for the New York and Boston St.L. against roads cannot successfully compete in St. Louis with those of Philadelphia and ChicagoBaltimore, but ean in a place so far north as Chicago. A barrel of flour from Chicago to New York would not be likely to be carried by the way of Baltimore; from St. Louis the Baltimore road can carry the barrel to New York for less money than can the Erie road. Therefore, Baltimore, Philadelphia, Pittsburgh, -that road and most especially Cincinnati, and every railroad in Southern Ohio, Indiana, and to Omaha. Illinois, are deeply interested in the construction of a railroad between St. Louis and Omaha, that will have better grades and curvature, and be 100 MILES SHORTER than the best and shortest road between Omaha and Chicago. And if properly appealed to, they will certainly aid in building such a railroad. The shortest line is as important to them as it is to St. Louis. Nor will these railroad companies care any more than I do who builds 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 roads cannot obtain one ounce of that freight, other than “chance” lots sent to fll some special order. Let St. Louis concentrate her strength on the St. Louis and Omaha railroad; St. L.‘s vital and see to it that it is not made to run to the right nor to the left, to accommodate point. 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, in order to whip out Chicago thoroughly, at least in Missouri, let the Mis-To whip out souri Pacific company make an arrangement with the railroad company now Chicagobuilding 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, St. JoLexington, and Boonville, 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 _kills Han. would thoroughly dispose of the Chicago road, now running from St. Joseph by and St. Joe the way of Quincy to Chicago. Chi. road. The greatness of the trade of the roads running east from St. Louis will also be Look ot for assured if the aforenamed Missouri roads are finished before trade has been shifted, anti-St. L.for and been moulded and fitted 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 Philadelphia, Baltimore, Cincinnati, have as deep an interest, and their destinies will be East equaliy proportionably as much influenced, in the making or not making of a successful concerned. 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 Is thisnnbusiness, studied this connection of their interests with ours? Have our writers derstood? 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 admits the significant factStOmLdi”i’ home diffiof the severe competition from Chicago which St. Louis has to meet culties rec ogni zed. right in her own State, and the defection of the Hannibal and St. Joseph road. But the time is rapidly passing away when such considerations are to affect even Baltimore, much less Philadelph ia. svie whsntaor~w The last annual report of the Pittsburgh and Fort Wayne Railroad end. ~~~~~~~~~~~~~~~~says:~~~~~~

Pitts. and Ft. W. Rep. The extension of the line of road across Iowa to the Missouri river at Council Trade 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 in assisting to make that city one of the 55

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LFive RivaZ Railtways Eastward. Build up largest inland on the continent.

As your road is one of the great arteries of that Chicago. city, its quickened life-blood must give new strength and growth to your interests.

Acquiescein It was one thing to labor to mould a system in their own interest; things settled. but it is quite another to work against a system thoroughly estab lished. Without a doubt, they would like to draw the trade of the Take trade west through cities in their interest; but as we shall see, p. 76, the in its naturalchannels. one nearest retires from the contest, and it is quite evident the other will 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 Great West the object. 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 Atl. ports more and more felt. So that without doubt competition between compete to reach Chi. the Atlantic ports, will insure increase of facilities eastward, keeping N.Y. and N. pace with increase westward. Strength of capital having lain with Eng. made Chi.

focal New York and New England, and the strong natural current of busipoint. ness lakeward having favored them, they have made the focal point as advantageous to themselves as possible; and now they have still the strong competition of shorter lines to encounter against PhlilaCompetition strnon 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 Staterights prevent an operation so prejudicial to the public good. But Pennour defender sylvania and Maryland will look out for their interests, as the doe 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. N:ew York Since this paper was completed, or nearly so, the following article World.t d a e J a.

It188 World in the Few York World has come to hand, dated Jan. 1st, 1868:Cunard line taken from East and West-The Port of New York.-Mr.

Cunard, in his recent letter to a Boston-Boston merchant said: -reasons “

During this last autumn, when we have been sending an average of 2500 tons of freight 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 ill Boston at one half of the freight we were getting here, and that was not considered sufficient induce ment, as shippers in Boston complain at paying 20s per ton, when 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 the Atlantic coast of North America. Our pre eminence as an exporter is maintained not only by the shipment of merchandise Business ag-that naturally seeks a market here, but by shipments to us from all directionsgregates. from Canada, from the Southern States, from the Wes,t Indies, and from Mexico for the sole purpose of shipments hence to markets with which they have no 56

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Past, Present and.Future of Chicago Itivestments. direct communication.

Being so thoroughly established, we apprehend that Bos ton, as well as other ports which have suffered an eclipse, will find a stern chase a very long and unpromising one. The fouidation of the commercial greatness of New York was laid when the Eriecanal Erie Canal was built. Her progress has been promoted by the neglect of Boston made 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 comparative insignificance, to become to New York what Hull or Bristol is to Liverpool. The fact that N ew York maintains almost entirely the foremost position in the N.Y. tobactobacco trade, which the late war gave her, is significant of the difficulty of turn-co market. ing trade from its accustomed channels so long as suitable facilities are afforded for its transaction. New Orleans, once preeminent as a tobacco market, now ranks -N. Orleans as such below Richmond, and the influence 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. needs tions with the Great West. We can no longer depend upon the Erie Canal to railroads bring our supplies of breadstuffs. Heretofore the railroads having a terminus at west the seaboard have not attempted to bring much beside flour in barrels. Last spring the Erie road brought us some corn, and is now doing something in that line Wants corn. But the aggregate is far below the requirements of the market or the capacity of the road. It has been demonstrated at Chicago and Milwaukee, what railroads can do in the transportation of grain in bulk. What the Rock Island Railroad, and the Northwestern Railroad can d6 at Chicago, the Erie Railroad and the IIudson 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 find remunerative employ-for ships. ment here, because of the deficient supply of western products, with which the Bat a West is overflowing. New York has a formidable rival in Baltimore. She drew a strong rival good deal of business from us last winter by her supply of corn received by rail. to N.Y. And should the James River be -brought in direct connection with the Ohio, Norfolk 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 via rail. 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 inpletion of numerous railroad connections with the West, and the establishment of creasing western rates for through freight over them, which promise to be very advantageous to her, lines-tern 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 few years.

-advantaThe rate of freight from Chicago is but a trifle more than to New York-in fact ges over scarcely more than from New York to Boston; while in storage, insurance, and N. Ycost of handling. she has us at a disadvantage. The same is true, to some extent of the provision trade. The West and New England haLve been benefited by the system of through freights at the expense of New York, and the fact demands attention. The admission of the severe competition New York must meet from Competition ports south of her, is judicious. It is folly to shult one’s eyes atild m”st be met rest content with narrow superficial views, in this broad land, where estimates of the future, and plans to control the business, should 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-of Balt. sents the current rates; 57

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.Five Rival Railways Eastward. 2d 4th Flour 2d 4th Flour class class per bbl. class class per bbl. New York…….$1.50 85 $1.70 Providence…….

$1.60 90 $4.80 Boston……….. 1.60 90 1.80 Worcester…….. 1.60 90

1.80 Philadelphia….. 1.40 80 1.60 Cleveland…….. 61 30 60

Albany……….. 1.40 80 1.60 Baltimore…….. 1.40 80 1.60

Montreal……… 1.54 84 1.68 Cincinnati…….. 60 30 60

Buffalo……….. 80 45 90 Pittsburgh……. 85 45 90 Improve.

Improvements, too, in railway transportation, will steadily increase menit in railway the advantage even to Norfolk; and this must be an influential contransporta tion. a sideration in calculating the future. Had New York only railways, her chances would be slender, for “the foundation of the commercial N. Y. canal-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 hould be dc-epening and widening her canals, corresponding to the increase nlarge of the business of the West. It is indispensable to her; and even with it she will not long control the foreign trade from the West. Another For we are yet to have another and main outlet for western produce. route  route 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 lakes. THE LAKE ROUTE TO THE

EAST AND EUROPE. Lake Mich. Michigan’s billowy bosom drew to her all these iron-handed drew the draieways. 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 heart 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 Natural con-region,-because it is at the point of natural connection of the Valley neton of lakets and of the Great Lakes -with the Valley of the Great Rivers,-did rivers. rivers Chicago receive her first impetus. As long as the rivers run and the billows roll, must these moving and yet immovable causes be potenLakesand tial in her advancement. The lakes drew hither the railroads, and railways reciprocate. 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. Mr. Parton in the Atlantic 2Monthly:* Importance *Mr. Parton’s article in the Atlantic Moathly for March, 1867, is eminently worthy of consideration, of Mr. Par. ton’s Parti-especially in connection with his other articles upon inland cities. That upon Chicago is fair, judicious cle& 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 not even been seen, but judging from this, I am fully confident they will confirm this argument.

At all events, they bring together a 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. Having no acquaintance with him, the opinion is not given for his benefit, but 58 Railroad rates.

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Past, Present and -Future of Chicago Investments. r In some parts of the country railroads have temporarily diminished the impor-Railroads tance of water communication. This is not the case with the Great Lakes, nor n ~injury to with Chicago’s lion’s share of their commerce. It is but yesterday that Astor’s Chicago. single schooner of forty tons, was the only vessel known to the Chicago River except Indian canoes. Chicago is now more than the Marseilles of our Mediterra nean, though Marseilles was a place of note twentyfour hundred years ago. Water and railway carriers, and their engineers, have ardently Railway and water both contended that each was superior tothe other. Their mistake lies inindispen ble. 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 what was ancient commerce compared with modern, and how great and rapid are the changes even in these our years? Immense growth of Only 35 years ago, upon first visiting New York, my father showed commerce. me 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 who supposes they will be confined to railways, water notto be sup expects a supplanting of Nature’s highways, and of their union by planted. canals, in which he will probably be disappointed. The Buffalo Buff. cm.

Commercial Advertiser, a trustworthy authority upon such subjects, Adv.

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 importanttraffic; 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 Buffalo, (distance 1,000 miles,) for the ten years from 1857 to 1867, inclusive, has been only 8 99-100th cents per bushel, which is a fraction less than Cost tom-* $3 per ton. This includes the profit of the carrier, and is three mills per ton per paredmile. 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 55-100th cents per bushel, equal to $4.62Y2 per ton, making the average freight per ton, from Chicago to New York, for a period of ten years, $7.66Y. The verified reports of the New York Central Railroad from 1853 to 1859, a period-with railof six years-before we had a depreciated currency-show the actual average cost way. to that company to be one cent four mills and 49-10O0ths of a mill per ton per 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 From Chi. to ton per mile on the Central, the cost per ton from Chicago to New York would N. Y. be $14.31 6-O10ths, or $6.65

1-10th more per ton than the average cost by the lakes, canal and the Hudson River, including profits of carrier and State tolls. This dif Saving by 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 freights 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 San Fran tt days from San Francisco, with a cargo of wheat on which the freight was fifty-Phila.

eight cents per bushel. At the same time the tariff rate on wheat from Chicago to Philadelphia by rail, was fifty-one cents per bushel. The ship sailed 17,000 miles, and the rail distance is less than 1,000 nmiles. This result shows the superior advantage in cheapness of water transportation over that 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 mass of information gathered from various sources, in only these know if few days, precludes these long articles. The reader misjudges my views and arguments if because Chicago Chicago be ~

~~~~~~~~~~~~~~~~~~~~~~central. 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, also to grow. tor she is their centre. We therefore would not decry other cities, while giving Chicago its due prominence 59

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The Lake Route to the East and Europe. Vessels The vessels now being built for the grain trade on the lakes are nearly all of large. large class, carrying from 40,000 to 88,000 bushels of grain. It was only last week that one of our large-class lake steamers arrived at this port from Chicago with a cargo of 8,000 bushels of grain and 300 barrels of flour.

These large-class vessels will soon 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 to Canal en-pass boats of six hundred tons, in connection with the large-class vessels on the largement.

lakes, would 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 the item of transportation alone, being the difference between cost of water and all-rail transportation. Water car-These facts should convince every reflecting mind that a large bulk of the comriage never modities moving from the interior to the seaboard market will for all time to come teo be suPer-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. Lake trade. To give some idea of the business already done by the lakes, the following statements are compiled firom the Board of Trade reports of Shipments of Chief Artides from Chicago by Lake for 6 years. 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 19,940,172 Barley, “… 341,450 617,595 173,425

114,300 988,240 2,171,176 Oats,‘I… 2,470,745 5,696,875 12,098,000

8,719,900 7,395,113 9,745,205 Rye, “… 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

30,892 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 86,452 Dry Hides, “……………………… 50,017 31,918 7,798 Receipts of htief Articles at Chticago by Lake for 6 years. Articles. 1861. 1862. 1863.

1864. 1865. 1866. 1867. Lumber, m ft….. 235,668 295,270 392,800 479,235

614,020 676,236 807,635 Shingles, m……. 79,296 131,255 152,435 131,320

193,230 197,169 234,818 Lath, m………. 32,567 23,880 41,665 63,795

62,555 118,405 145,615 Coal, tons……… 168,879 195,099 244,624 251,038

288,771 378,731 390,438 Hardware, pkgs………………………. 102,162

188,904 196,693 157,653 Nails, k e g s…………………..100,241

49,426 21,766 30,642 53,441 Fish, b bls………………….. 56,729

85,611 94,809 101,206 86,741 Salt, bbls……… 390,475 604,916 775,057

675,649 609,884 493,409 460,943 Salt, bags…………….. 278,789

179,182 30,404 133,923 2,381 15,006 Salt, tons…………….. 13,047

7,017 782 5,558 2,915 2,236 Figures lnot Of such figures we get very inadequate conceptions in a table. realized. What number of railroads would be requisite to bring in eight hun dred and seven nillions, six hundred and thirty-five thousand feet of lumber; and shingles, lath, timber, etc., to match? Of grain, too, the dependence for transit east, corn especially, is mainly on the Railway lakes. Of wheat, against above figures, the railways carried in amounts. 1866, 4,218,599 bu.; and of corn, 1,570,120 bu. Their accounts being made up for the Board of Trade to V[arch 31, statements for 1867, 60 Shipments, 1862-‘67. Receipts, 1862-‘67.

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Past, Present and Future of Chicago Igvestments. -‘68, are not yet to be had. To do this business, the Chicago Tribune presents the following statements of Arrivals and Tonnage of Vessgels and Steamboats at Chicago for 6 years. Am. vessels from Am. ports. CD C O *0 m mi ~~~~~~~CD

Foreign vessels fr. foreign ports. m 0 2 1 &-_ a o CD re :ri 1862… 6,85

1,67,688 93 16,358 19 61,46 7,17 1,31,69 …. I I, I I,4 I I,6 11,084 I2

That table gives the totals of arrivals and tonnage arrived. The following presents the Number of Lake Vessels and Tonnage engaged in Chicago trade for 10 years. Years. No.vessels. Tonnage. Years. No.vessels. Tonnage. No.

vessels arrivedi ____. -1858-‘67. 1858………… 1,548 400,301

1863………….. 1,869 470,034 1859………… 1,511 392,783

1864……… 648 202,804 1860………… 1,576 391,220

1865…………… 964 228,215 1861………… 1,585 389,611

1866………. 997: 51,077 1862………… 1,730 454,893 1867…………

1,09(j:69,981 Hon. W. B. Scates, Collector of the Port gives this statement ofNumber, Clases and Owners of Vessds entered in the Port of Chicago during 1867. Class of ves Aggregate. sels arrivwd 1867. No.

Tonnage. 10 5,371 95 59,931 47 1,887 157 50,362 5 2,248 38 9,578 674

134,906 68 5,682 2,16 227 19,784 1 323 289,765 Steamers…………..

Propellers………… Tugs…………….. Barks……………..

Barges……………. Brigs…………….. Schooners…………

Scows……………. Sloops…………… Canal boats………..

Total…………l637 96,153 628 176,521 58 17,091 1323 289,765 Space could be profitably occupied with extracts fiom reports of Repor of Top.

Bureau the Topographical Bureau to Congress, relative to harbor improve-valuable. ments, which are prepared with great fare, 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. I ig 9 I I I 11 I 61

Am. vessels fr. foreign ports. CD 0 C. 9 uq CD Aggregate of arrivals. m t, 0 C. 0 el;o C. CF9 0 Tonnage arrived 18667. Owned in other distri’ts of the U. S. No. Tou’age 2 2,190 74 51,052 14 910 90 28,155 1 314 2i 5,504

395 85,648 31 2,748 ………… 628 176,521 Owned in Chicago. No. Ton’age Foreign vessels. No. Tonlage … 2,859 .. i. 6 8 …. 2 ““‘5‘7’i 22 5,350

……….. ………… 58 17,091 Class of vessels. 3,181 6,02 977 13,899

1,93 3,500 43,908 2,93 16 19,78 96,15 8 13 33 41 4 15 257 37 2 227 637

Total………….

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The lake Route to the East and Europe. Lake com-Even before our war, the lake commerce largely exceeded in value the merce ex ceeds foreign total of foreign. Nor is that foreign commerce to be restricted to the seaboard.

Direct trade with Europe, already begun from the Ocean trade lakes in a small way, will assume giant proportions when vessels can to be im mense.

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 to be im proved. 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 U.S. Canalnologborae at Niagara. 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 Georshortened in Canada. 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 Inthat the improvement would at once be prosecuted. Whatever lack terested.

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. Propellers Propellers also are rapidly superseding sail vessels; and when the ,superseding simple invention shall be made, as it will be, to save caloric for 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 frieight, will be very great. But with present mafrom Chi. toEurope chinery, when propellers of 1,000 to 1,500 tons can load at Chicago, direct. direct 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 accomplish-how long will New York hold the position she now does as the exporter of produce and the importer for the Mississippi and Lake Valleys? ConJnnction The main currents of business, especially of the cereal producing of rivers and lakes. States, are West to East. For this the lakes and rivers are chiefly valuable, and for thls they are to be used conjointly. Their natural City’s and and artificial point of conjunction is Chicago. What this city wants country’s i iounters is precisely what the country about her wants,-that lakes and rivers Identical 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. 62

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Past, Present and -Future of Chicago Investmients. Yet with no disparagement to the immense highways with whichRiver to be used with Naturie’s GOD has blessed the West, and which are to be one of the railways. 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 theRivercom merce iraFather of Waters and its tributaries will hither bear? His feetmense.

planted in the Gulf of Mexico, his head reaching far into the North, -though not quite above these lakes,-his right arm taking hold of the Alleghanies, his left of the 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, Chiefly to the lake shall yield their abundant crops, what three points will receive as port.l 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 Govt. report Engineer, of a survey pursuant to a law of Congress “to prepare plans and estimates for a system of upon enlarg navigation, by way of the Illinois River between the Mississippi and Lake Michigan, adapted to mili-ing canal. tary, naval, and commercial purposes,” has come to hand. By a thorough examination by three sutr 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 Canal to Lake Michigan, by the way of the Illinois River, should be adapted to the steamboats and barges em suit river ployed in the navigation 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, Transfer at’ the produce of the West, on its way to Eastern markets, must be transferred to a different class of ves-Chicago. sels 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 for 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 .This route river steamers of 800 to 1,000 tons burden, from the Mississippi to Lake Michigan, no other route, in bestour 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-the old of Mexico, and through which it is only now practicable to again turn their waters in that direction. natural conOn all other routes proposed there is a considerable ascent from the lakes to the summit, involving the nectionnecessity 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 Desplaines River rises in the State of Wisconsin, and runs nearly due south parallel with the _-water 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 lake to mile or more in width, extending across from the Desplaines to the South Branch of Chicago River, rivaker-t 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  used b was the portage, or carrying place, between the waters of the lakes and the Mississippi made memor-French by Frnhvoyable by the early French voyageurs, and so well known to fur traders. But Portage, or Mud Lake, has ageur. 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 Ancient ouMississippi, which was closed by the recession of the waters of the lakes. Even now, at the present let of the stage of Lake Michigan, its surface is only between eight and nine feet below this summit. The Des-lakes plaines River, from the depression described, changes its course and runs in nearly a southwest direction until it forms a junction with the Kankakee. The river itself, except in floods, is very shallow, .63

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The Lake Route to the East and Europe. Rivers not Therefore we have no occasion to detract from the importance of detracted. the rivers. Yet while they, with their canals, must bring to this port untold amounts of all the chief staples, the railways will doubtRel,atively deteriorate-less bring as much more. So that it becomes an important truth in 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 being often reduced in dry seasons to a mere brook, discharging less than 1,000 cubic feet of water per minute. But the valley averages a mile wide, and is terminated on both sides by well marked terraces which become higher and higher as they approach the Illinois. “Evidence at every step presents itself that the water, when this was the great outlet of the lakes, extended from bluff to bluff. * 7 feet depth “It has been asserted that it is unnecessary to provide for a navigable depth of seven feet in the Illirequired. nois River, when the Mississippi River itself below the mouth of the Illinois, has at times a less depth than this. We 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 ” 1.

There is usually but a short period during the season of navigation when there is not a depth of it. 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. Miss. to “2. We entertain no doubt that the depth of water in the Mississippi, from the mouth of the Illinois be improved. to that of the Ohio, can be materially increased during the dry season by a judicious system 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- ” 3. It is manifestly necessary to secure a depth of at least seven feet, which shall be always available, cessities if this 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 disprocial. 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 “4. 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 ft. 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 as valuable for all purposes, there remains but little room to doubt which plan should be adopted. * Adaptation “There is probably no river in the United States of a length equal to the Illinois from La Salle to its of Ills. river 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 work-feet, or an average of about one and a half inches to the mile. The river is, in fact, a natural canal, -a natural but the depth of the water is not quite sufficient for a good navigation without checking the current by canal. 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. * Canal to ” Canal Connecting Rock and.Ilinois Rivers-The importance of the improvement which we have surRock 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 $4,60,00X0-sixty feet wide and six feet deep, the cost together with that of the feeder, has been estimated at $4,600,000, and it would probably exceed that sum, whilst it would secure a cheap and direct navigation Chaoice of to the lakes, and a choice of markets to all the country drained by the Upper Mississippi and its mark tributaries.” The above exhibits with due authority the point urged, that this is the natural route to connect lake Former and river navigation. The cost to pass vessels of seven feet draft and of 1,000 tons is estimated at views confirmed. c $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 be done, together with the canal to Rock Island? And as the Engineers observe, the river and canal boats will not navigate the lakes. There must be transhipment at Chicago. And Results. when a like improvement shall be made to the ocean, who can estimate the comnmerce at this junction of mighty rivers and great lakes, and long railways I 64

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XPet, Present and Future of Chicago Investments. mensely greater than anything now known; and only relatively will -b”s1;ness they diminish, because that of the railways must be so multiplied by mense. part of the agricultural products and by most of the other trade. Easily and cheaply can steamers tow down barges laden with the course of trade. bulky, heavy articles of agriculture. Some barges go to the extreme trade South, for ere long the old system of cotton and sugar raising will be Some goes southrestored, 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 Chicago. the farmers upon whose prosperity her own is securely based.

The freights thus lost will hardly be missed by her in the vastly greater upper amount of produce borne to her by the barges. From the Upper MRis.

to Mississippi they will come down to the canal that will be constructed at Rock Island, and thence to the lakes. Till then they will go, with others from the Missouri, to the Illinois River, and thence to Chi-Mo. via Ills. river, 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-Chicagode pends not on ment, whether more or less. She must always have far more of this mere carthan any several other cities. Yet, valuable as it is, her main depen-r_g dence is upon the general business of the Great West.

Therefore, as she has always done, she will seek to make the greatest possible saving to the farmer in the cost of transit; and when any other bet- -interest with farter outlet can be found for a part, she will profit with the farmers in im,rs. its employment. Queen of these fresh water seas, as well as of these western railways, and her traffic sought by thousands of miles of river navigation, the whole country, east and west, must for its own convenience pay her tribute. Nor needs she more than a little pit-Small comtance; for while fulfilling her commissions at a charge which a city mienher makes her less employed could not afford, she will have princely revenues. rich. It cannot be denied, that there is no one spot upon which a far-eradvan tages, foresighted man, who could have anticipated railway progress, wouldseen. have so centred his calculations as upon Chicago. He must have anticipated that at the end of a thousand miles of lake navigation, especially bending off so far to the south, and into the heart of such a country, the railroads must there converge. What he should have foreseen, at all events is what is actually realized. There is no such tions position on the globe, uniting railway and water communication; nor realized can there be another. Many places can now be named which are-no city certain to become large cities; but who expects any one of them to equal, equal Chicago? And here we come to consider 5 65

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66 TAhe Difference bctween Yhicago and other Western Centres. THE

DIFFERENCE BETWEEN CHICAGO AND OTHER WESTERN CENTRES. That there is a difference is very apparent. Chicago’s growth is .Mark7Lane observed throughout the world. Ten years since, April 27, 1857, the Ep., 1857.

English Xark Lane Express, in a long editorial, remarked: First catlled We must take the credit of being the first paper in this country that brought Eug’ atten tion to Chi. the vast capabilities of the port of Chicago as a grain depot, before the notice of our merchants. We have had for the last five years an intelligent and influential shipper as our correspondent there, who has periodically-indeed, with almost every mailsent us a market note from that city. In the month of January, 1855, he forwarded a communication in which he gave proofs that went far towards establishing his opinion, that “Chicago was the greatest grain port in First vessel the world.” On the 29th last September we announced the arrival at Liverpool, froni Chi. to Of the “Dean Richmond,” a vessel of 387 tons burden, direct from Chicago and Eng., 1856. Milwaukee, through the Welland Canal, which, were it but enlarged to the re Welland ca-quirements of the trade between that city and this country, would go far towards nal to be en-enriching the merchants and shippers of that locality. The Welland Canal is the larged. passage from Lake Erie to Lake Ontario, and thence into the St.

Lawrence the navigation to the Pacific Ocean is free. Trade re-That such improvement must be ultimately effected in that canal from the result quires it. of the trade springing up in the prairie city of Chicago is as clear a deduction as facts and figures can give us. Ten L?] years ago there were not ten thousand people Rapid in the whole territory of Illinois. Twenty years since Chicago was a small village growth of at the southern end of Lake Michigan, where at night the howl of the prairie wolf Clicago. maight be heard from all parts of its dwellings. In 1857 it is a city of more than one hundred thousand inhabitants. Then, the little village that bore the germ of a large city in its-bosom, imported her beef, her butter and her flour, although Largeex-growing corn more than enough for her wants. Now, the city though only bud ports. ding into life, gives forth for exportation twenty million bushels of grain; while her beef, in the markets of the world can compare in weight, and bears in price as Railways high a value as that of any other nation. At the former period railways were increased. unheard of, and even five years since there was but one (about forty miles in length) connected with the town.

In 1857, ten trunks and a great number of branch lines, counting more than three thousand miles of railway are centred in that vast grain emporium.

Who then can pronounce the extent to which such a Resources city may spread? The agricultural resources of the country in connection with exh,austless. it are exhaustless and wonderful; the climate is well suited to our hardy Saxon race; its mineral deposits of lead, iron, copper, and coal are reputed to be unsur passed in richness and extent, and all are well qualified to call forth the energies of an enterprising and greatly increasing population. If, then, we look at the advance made by the city of Chicago in twenty years, it shows clearly the im mense progression which is going on in the Western World. Commerce Our correspondent has now forwarded us a review of the commerce of Chicago marvellous tor the year 1856, but its great length precludes the possibility of its insertion. n 186 Yet so marvellous is its history,~‘that we cannot pass it over in silence. Mr. Parton. Sir. Parton thus opens his paper upon Chicago in the Atlantic .MXonthly.Mtr. Cob When Professor Goldwin Smith was preparing for his voyage to America, Mr. den’s opin-Richard Cobden said to him, “See two things in the United States, if nothing else, ion of Niag-

-Niagara and Chicago.” Professor Smith acted upon this advice, and, while ara and visiting Chicago, acknowledged that the two objects named by his friend were Chicago. indeed the wonders of North America. Volumes could be filled with similar views already published.* Mr.. F.*The most philosophical view of the past-equal to that of Mr. Scott, of the future, in Hunt’s MerAdams in chant’s Magazine,-has appeared since these pages were mostly in type, in the January number of the North An. North American, signed Charles Francis Adams, Jr., headed “Boston,” and comparing it with Chicago. Review. But Boston may and should have much satisfaction in the results which its capital and efforts have Boston satis-wrought at Chicago. They should now profit themselves more directly by facilitating intercourse with fled in Chi. the great centre of the West, which they have so largely aided to establish, and invest some of their surplus capital here in real estate and in manufactures.

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Past, Present and Future of Chicago Investments. Nor can any one say when they will cease, for wonder will increase change of figures in 80 instead of diminishing, that less than 5,000 population in 1840 should years to 1880. in 1880 require seven figuries for its enumeration. Nor shall we doubt this as we study the causes operating in the past, and ascertain No doubt. the certainty of their nmultiplying power in the future. Nor is the difference perceptible only to disinterested foreign ob-Parties near and remote servers; for the most powerful rivals are conscious of the irresistible seecauses. 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 St. Louis’ Trade, held on the 1st of November last, at which the ])emocratsoiidme,n. says “there was a good attendance of the solid business men of the city,” Mr. Fagin spoke, and with more honesty than wisdom Mr. Fagin’s presented points of difference so fairly that the whole is quoted, to-speeh 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 improveimportance to St. Louis that such a measure should be adopted. He felt it was tant. ilpor one of the most important subjects that had come before the City Council in the history of St. Louis. I look (continued Mr. 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 with N.W. occurrence that has struck my mind so forcibly as being of so much importance to St. Louis as the condemnation of the North wharf-connected as it is with the Condemn extension of the North Missouri railroad and the erection of elevators. I am not whart. 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 Trade deSt. Louis, in seeing the commerce of St. Louis increased. I know very well that creasing for from the want of more intimate relations and the completion of a railroad system want of rail west of the Mississippi, our trade has decreased for years. ways. 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 Missouri railroad, this trade will be permanently diverted from us. I look upon that North 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 impora highly cultivated country. By the extension of this road into Iowa we connect, tance. as you are aware, with every road running from Chicago to the west, 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 railroads on roads 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 benefit St. of the river was not expended to promote the interests of St. Louis, but rather to Louisdetract trade from St. Louis, as may be seen by an examination into the tariff rates -east side from the East to the West. injure lher.

Chicago has decidedly the advantage in this matter of discrimination because of Chi advanher railroad influence. Groceries, and such articles, demanded by the Western tages in railcountry, can be brought to Chicago, and sold and delivered over local roads, at a way infiuless rate than you can bring them here. ence. Unless we awake to a realizing sense of our position, we shall very soon be en-Chi. circumtirely 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. plans to But these enterprises must be vigorously prosecuted. Some of you gentlemen will recuperate. perhaps remember the condition of Louisville many years ago, when she came to a Pause fatal dead stand-still; and you must remember that a pause in the progress of a city like to St. L. 67

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6 8 The -Diference between Chicago and other Western Centres. St. Louis is almost fatal. In twentyfive years of time untold millions may be di verted, which it will be impossible to recover. We must either move onwards or Men to take decline. If you are prepared to see St. Louis decline, and the trade of St. Louis care of thremsflves languish, the sooner you make it known the better, so that some of us can take care of ourselves. Twentyfive years ago Louisville was in a condition similar to St. Lollis to-day. She had magnificent ideas about her resources, but by the aid of the river alone she has failed to prosper. As soon, however, as she went to work Wait no and instituted an artificial system of communication by means of railroads, she be longer for came a prosperous city. We have sat here year after year waiting for the Missis MAliss.

river. sippi to float the wealth of this valley to our doors. It is useless to wait longer. Et You must remember that Eastern capital, combined with Chicago enterprise, is hepast. capital stretching railroads across the country, bridging the river at various points, and drawing the trade from us. 2 railways to With the immediate extension of the North Missouri railroad, and the pushing help St. L. of the Iron Mountain railroad, we have faith to believe that the interests of this city may be materially advanced. Pride in St. I am interested in the prosperity of St.

Louis. I take great pride in being a citLouis. izen of St. Louis, and I desire her future welfare, but I cannot conceal the fact that we are on the decline. Receipts of Our receipts of grain to-day do not exceed three million bushels. Fifteen years grainmilos 3ran,000,000-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 -15 years now before the Common Council is of more importance to St. Louis than anything ago 8 000,000 that has been before them for twenty years. If they fail to confirm the award of Wharf most the jury in the condemnation of the North wharf, the completion of the North important Missouri railroad will be of no practical benefit. It will hardly come within five thinig of 20 miles of the required point, and you cannot afford to dray produce that distance. years. We have expended a large amount of money in the erection of an elevator, so that One eleva-we can compete with Chicago in handling grain by sacks. The old system of tor! to corm-handling grain is fatal to the tradeat least fifteen to twenty cents against this pete with Chicago. 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 Tip hats to not get the full value. Chicago. I feel that I am not competent to discuss this subject properly, and I would preSt. L. to do fer to leave it with gentlemen who are more conversant with it. I say there is a s)mething-necessity for St. Louis to do something. If you do not, rely upon it that trade will -not regain be taken away from you which will not be regained in twentyfive years. in 25 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 Ho. Eras-I should rise to say a few words. tus Wells endorses I indorse pretty much all the gentleman has said. I can appreciate somewhat speech. 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. Former ad-The difference between the cities is truly considerable, both as to vantages of St.Louis-0 what each had and has. St. Louis had wealth, as all these writers acknowledge; Chicago was poor, dependent wholly upon capital firom abroad. St. Louis had the entire business west of the Missis sippi, and most of it east. Thousands of miles of river navigation -present of paid her tribute; Chicago had only the lakes and her canal. But the Chicago.

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 fast accumulating upon the trade taken from her; and confidence in the Inquiry as position, makes our credit fully equal to St. Louis’ cash. Under to causes in these circumstances it might be expected of keen St. Louisians to .lo. Dem.

examine causes, and another writer in the Demnocrat of Nov. 29th, (the article referred to is quoted p. 82,) prosecutes the investi gation:

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Past, Present and Future of Chicago Igvestments. The Needs of St.

Louts.-An article in your issue of the 23d instant, headed Needs of St.

“What St. Louis Has, What She has Lost, and What She Needs,” has attracted ouismy attention, as it must the attention of all who have the interest of the city at heart; and while I agree with the writer in many things he has stated, I believe -to knu.w he has not touched the main causes which have led to the general depression now so cause of deuniversally felt, so little understood and so seldom discussed by the people; and pression.

with your permission I will proceed to state what I believe to be some of the principal causes that underlie our present troubles. The natural and geographical advantages of St, Louis are not disputed. That Natural adher commercial prosperity largely depends upon the completion of the great trunk vantages. and branch roads is admitted; that energy and a more liberal enterprise are de-What she manded of our merchants and business men will not be denied; that greaterwants. inducements should be offered to capital is apparent to the most casual observer. How stand those great auxiliaries of prosperity to-day? Is it not true that the Why causes greatest enterprises connected with the commercial and manufacturing interests not effective. of our city go begging to the world-offering bonds, the best secured in the country, at a ruinous depreciation, and find it difficult even then to negotiate? There is a cause for this? What is it? It will not suffice to say that Chicago or Cincinnati has outrun us in the race of Chicago and progress. True, those cities have shown more energy and enterprise-the former Cn. more in her great system of railroads and commercial facilities, offering every induce-rgy. ment to enterprise and capital, and the latter in fostering and developing her great manufacturing interests. It will not suffice to say that the State has not been State liberal liberal, even to extravagance, in her aid to public improvements; nor to say that many of our citizens have not been earnestly alive and devoted to those great measures. They have been, but with what result? On their part, disappointed Still bad hopes and broken fortunes.

Look around among those liberal-minded men who results. for years have devoted their talent, energy and capital to public improvements, and is it not a fact that most of them have been made beggars? Is it not true Men, begthat many of the most enterprising men, during the last ten years, have left St. gars and Louis to find homes elsewhere, and is it not painfully true that while nature hasleaving. surrounded us with every facility of becoming the great manufacturing city of the country, capital and genius in that line shun our city and seek investment elsewhere? The facts stated here cannot be denied. Why do they exist? What is What the the remedy? I know that in the points I now touch, there are many opinionscause and worthy of consideration. *remedy. The causes are “a short-sighted city government;” neglect to Summary of “improve our river navigation;” “the wharf to be opened, straightened and improved immediately;” “steamboats to be relieved from State and County tax;” ”’ high rents and high taxation “

why, that is exactly our difficulty;-” a lot of old fogies and speculators;” and others similar. Very possibly these are influential reasons why St. Louis does not progress, for they would hardly be iterated and reiterated as they are, did they not exist. Still, would the removal of the Wouldtheir removal whole of them, or even attaching the entire category to Chicago, save st. L. restore the broken equilibrium, and St.

Louis’ supremacy? The desperate condition of the case is evident fiom the free use of such palliatives to soothe the patient in his rapid decline.

Time was when we, too, were very sensitive, although not in a de-Chi.

former cliie, and so little understood the power of our position upon Lake snsiMichigan, that we were jealous of connection with eastern roads near to us. I recollect berating Mr. Schuyler, President of the Illi-_feared nois Central, for his project of deflecting that road, to connect withCut-~ff the Michigan Central, fearing it would take through business to the east south of us; and St. Louis counted upon another connection of the same solrt, as a means of weakening us to her benefit. For I 69

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70 The Difference between ClIicago and other Western Centres. St. Louis Lnt., ls853. happen to have a S oui ligencer, Oct. 18th, 1853, which says: Alton rail-Still Faster The Northern Route.-We were surprised last evening to receive road fIn-the Chicago papers of the day before. The Alton Telegraph explains the phenom ished-enon by saying: “The cars are now, we understand, running to within five miles of Bloomington. In the course of the present week this remaining gap will be closed, and the cars from this city connect immediately with those of the Cen tral Road to La Salle.” -also, “Jol-The Telegraph goes on to add some comforting words to Chicago, as fi)llows: iet cut-off.” “The link between Joliet and Wilmington will likewise be in runnfing order in a few days. This will leave only the line from Wilmington to Bloomington to be laid, to give us an air line road to the Joliet “cut off.” When the Joliet and La porte Road is finished, which will speedily be, passengers will be put through to the East, without being compelled to go round by Chicago.” No matter The centripetal power of commerce was too little appreciated. Who now hears of the “Joliet cut-off?” I know not whether its trains still run, and it is not of the slightest consequence if they do. In all our vicissitudes and encounters, however, Chicago has Pitts. Com. always been true to her interests, and the Pittsburgh Commercial kindly observes: chi.

pros-The prosperity of Chicago is mainly due to the fact that her citizens, recognipers on account of zing the advantages she possesses, steadily act on the determination that she shall unanimity-enjoy the full benefit of them. Such public spirit would make almost any place grow and prosper. Place another community there, and Chicago would be a dif ferent city. They believe in themselves, strike out boldly-and win. We wish we mi(ght have some of their spirit in Pittsburgh, which has as many advantages -but of another kind-as Chicago. We have more wealth, and, consolidated, a -stretches population nearly as large. Chicago permits nobody to run around her, but, out long stretching out a long and strong arm, clutches the trade and commerce of vast arms. r* regions. Hence we hear St. Louis expressing dissatisfaction and alarm at the loss St. Louis of trade i; has heretofore shared. Though not a bright example in every respect, complains. Chicago certainly is in this. Chicago The unanimity of Chicago has ever been a gratifying, weighty united-influence in its progress. Though divided by a river and branches at nearly right angles into three sections, which usually generates contention, the several divisions have had no jealousy. That public spirit and energy are distinguishing characteristics, is generally -but poor. admitted. Yet, as before observed, we have had neither means nor influence to create the works which have wrought their effects. The Positione fa-position rather than character of citizens has made us what we are. vorable. If with a different population “Chicago would be a different city;” so, too, ten times the same population elsewhere, could never make Natu.-e and a second Chicago. Nor is her progress attributable to any one cause, artconjoin.

but to an unexampled’combination. Nature and art have conjoined to produce results unparalleled, and that always will be unparalleled, Lake Mich. in the growth of cities. Without Lake Michigan, Chicago would essential.

esetial not be here; nor would its harbor be used as it is, but that it best accommodates the immense plain between the Alleghanies and the Rocky Mountains, whose vastness is only equaled by its unsurpassed Connection fertility of soil, and its richness in mineral wealth. Then, too, the of lakes and rivers. ease of connecting at this point the rivers and lakes, is another of

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Past, Present and Future of Chicago Investments. nature’s gifts; and the conjunction of these three no other city has or can have. Of these art would naturally and wisely avail itself But it hap-Art avails of them 
pens further in conjunction, that the surplus wealth of the country and the chief commercial city, were interested in drawing the trade and travel of the South and Southwest to Chicago; and this con joining of interest was so manifest and natural and reasonable, that_ -naturlly. twenty years ago it was made the main basis of argument, as we have seen, to induce capitalists to do precisely what in their better judgment they have actually done. Besides, nature having made an end to Lake MIichligan, and a little Lake Mich. river for a harbor quite near that end, Chicago is there located, hav-makes Chi. ing been sought out by the’ Jesuits two centuries ago. The lake stretching north and south some 350 miles, and Lake Superior nearly as much more, compels the whole country to the west to pay more or less tribute to this port. This is the occasion for the concentra-oncentrates tion of the numerous railways from the north around to due west. railways. Bridging Lake Michigan has not yet been attempted.

So that not like every other city on ocean, river, or chain of lakes, Chicagro has Chi. has no no rival, and can have none, for Lake Superior is too far north, and rival. there is no other chain of lakes to have an end.

Other lake cities Other cities rival each other, and still stronger is the rivalry between river cities. rivals. I-ad steamboats continued in control of the business, St. Louis would doubtless have held her relative position. But with their St L.‘s adlarge supersedure by the car and locomotive, her supremacy van-vantages lost. ished, and she has now no advantage over many other river towns above and below her, except wealth and already established influence. These it has been proved are of no account against Chicago, because Chi focal of her superior focal position for railways; and as they shall be in-point of railways. troduced west of the Mississippi, these present advantages will not hold trade against energetic enterprise, and more direct routes to theKansaa Kansas a east, and especially to the lakes. Kansas, at the Big Bend of the good sito.

Missouri, is a more natural point for converging railroads than St. Louis, and may yet outgrow her. Except that city and Omaha, there are now no prominent places in the West; yet without doubt several will arise as the railway system shall be developed. East of Railroads the Mississippi the system will be perfected by numerous short roads; weist oi but the chief part of railway building for twenty years will be west-siri ward to the Rocky Mountains and over them. And as before shown, it is beyond the power of man to create west of Chicago another -butno railway centre of half-not a quarter-the roads we have and shallCntr have. Should there be such an one, its business will be as in Indianapolis, to trundle cars from one road to another. The competition and jealousy between a dozen cities to the west Rivalry of will be intense, with nothing of the feeling towards Chicago, for her western cities  71

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-Difference betwee? Chicago and other Western Centres. -to reachke supremacy will be admitted and one of the chief objects of ambi the lakes.

tion among them will be, to create the greatest facilities for reach ing the Queen of the Lakes. This is one of the chief advantages of Omaha; and this will in a few years build several other long lines to the northwest and southwest, present lines being insufficient. Views not These views may be thought too strong a draught upon the future overwrought 9 to affect the immediate present. Perhaps; yet they are a thousand fold more certain of realization than were views and arguments offered upon this same subject twenty years ago. Then I had to speak of twenty and fifteen years ahead, because of uncertainty as Basis, what to what Eastern capitalists might do. Now the argument rests upon is realised. what they have actually done, and their wisdom in continued action. Are not their profits sufficient to make them follow the same line of investments, where extensions shall yield equal revenues, besides 10 years to doubling them on old roads? And now only ten years will be ample prove them. prove them.

to render equally sure present predictions, as twenty have the past. Is that too long a period to consider such important causes affecting real estate investments? Are these considerations chimerical, either, or eminently practical, deeply affecting the subject presented? Are they not fairly deducible from previous considerations? The entire argument may be fallacious, but this additional point, that Chicago has Chicago is without a real rival, will surely prove sound unless the no rival-whole is a fraud or misconception. But the question of rivalrvy is to have immediate consideration. These in general are the )D,erences -when can between Chicago and other Western Centres. When this wonderful have one. aveone.

conjunction of nature and of art can be dissevered, or the equal be found in any other city, a rival to Chicago will arise; not before. Other special advantages will be hereafter (considered. In concludViews, 1861.

ing this topic, the summary of 1861 is now still more relevant:Other cities It may be said, too much is claimed for ChIicago-that railroads all connect central. together, carrying business through to other points,-that Indianapolis, Columbus, Dayton, Toledo, Cleveland and other cities, are also great railway centres; and that the larger and more powerful cities, Cincinnati and St. Louis, are not only accessible by railroad from all sections equally with Chicago, but are more central in the Union. The past To this it might be sufficient answer to point to past progress, and claim its sure conclusive. continuance, which it would be difficult to give sound reasons for doubting. When Chicago was only known as an Indian trading post, each of the above places was a considerable town, but she has passed them all save two, and follows close upon Present rea-them.

But good reasons can be given for attainments hitherto, some of which fOnlS. apply more cogently to the future: 1 fst. No one of the above towns has so extensive and rich a country dependent upni.A circuie of ff 200
mitlesf upon it. A circuit of fifty to a hundred miles is the largest area that any other could fairly claim, though most of them do more or less business farther off. But before the day of railroads, farmers for 100 to 200 miles around, came here to sell their produce and obtain supplies, and the business of that whole region, and be yond, is still more effectually centred here by railroads.* No one of the above cities, or any other, has half as large an area so completely identified with it. Farmers at *In 1843 or‘44, three Prairie Farmer friends met in its office, one from Vigo county, Ind., one from Chi. in 1843. Clarke county, Ills., and a third from Scott county, Iowa, describing nearly a third of a circle of some 200
miles radius. After introduction to each other, I told them the gathering correctly indicated the area then naturally tributary to Chicago, and which railroads would in time secure to us. 7‘2

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Past, Present and Future of Chicago Inzvestments. 2d. Being able to control the business of this large region, it is an object for the Energy of best men in all departments of industry to locate here; and Chicago has ever had citizens. a good name for energy and enterprise. The competition that this creates extends our area, enabling us to draw from other central points that have less dependent territory, and less business facilities; and as we outstrip town after town in the 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 though business does not necessarily stop at the end of one railway railroad, but can be transferred from car to car and from road to road, yet it is an facilities 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 eastward, four [now Roads east. five] independent and through routes starting from here, creating strong competition. 6th.

Chicago is the western extremity of these inland seas, the navigation of Head of which is far more valuable than the whole railway system eastward-than the lakes. 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 railroads eastward - of causesof 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 Manufaccity to a large size, no western town excels Chicago in any important respect, and tures. few equal it, and in the chief essentials it far surpasses them all, of which further hereafter. 9th. Health-climate-topography-pure water-are all favorable.

Climate, etc. Having no considerable point of inferiority that I can discover, as compared with No inferiany other western city, these evident and influential causes sufficiently account for ority. 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 Combinamuch consequence, but the largest combination of the most powerful influences, tion gives that ensures supremacy in a city.

No means of advancement can be named, I superiority. 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: Biblerule “Whosoever hath, to him shall be given, and he shall have more abundance, but Matt. 13:12. 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 wuiter, is here most applicable: for our rivals have “seemed to h”vdto have” a good deal of business that somehow has been “taken away”

and actually “given” to another that has considerable “more -have not.

abundance.” We propose to exhibit a literal fulfillment of that Scripture rule, by comparing the three cities that have been generally considered: THE RIVALS OF THE WEST, CINCINNATI, ST. Louis AND CHICAGO. Western rivals.

That Chicago would lead every city of the West, has not been Superiority considered probable by me, scarcely possible, until within 15 years. to st L not claimedThe above rivals standing at three corners of a triangle, the sides about 280 miles, had each an abundant area to build up the three 73

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74 The Rivals of the West, Cincinnati, St. Louis and Chicago. largest inland cities. Philadelphia is but eighty-two miles from Cincirnati New York, and Baltimore but 98 from Philadelphia. At first, supe riority was not claimed over Cincinnati, even: not because it was doubtful, but that friends should not think me more insane than was necessary concerning the future of Chicago. Hence, in the adverOpinions tisement of 1847, p. 8, and in the following from the circular of 1848, 1847-‘8. Cincinnati was only referred to as an example of what Chicago was to become: Chi. comChicago Compared with Cincinnati.-We may also discern the growth of Chicago, pared with paredwith from the past history of other Western cities. Cincinnati, for instance, is regarded C nnat as the prodigy 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. Centre of But take Chicago as a centre, and you may describe a quarter circle of 180 to 200 miles. 200 miles radius, which mu8st be tributary to this market. Goods not actually bought 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 Business be-out of Illinois, it would still have more to depend upon than Cincinnati. But our yond. business from beyond that quarter circle, and from the eastward, will nearly or quite equal that within it. Mannifac-In manufacturing, Cincinnati has no advantage over Chicago. Steam is now tures. 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 Raw mate- $2.50 per ton. Cotton will be brought via the Illinois river and canal at a trifling rials gathered. 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 Provisions. $7 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 proOne trans-visions to feed the hands, and then bring back the manufactured goods for conportation to sumption. A cheaper and better plan will be to make one transportation answer, answer. by bringing machinery and hands here; and I can see no good reason why manu tfacturing of all kinds may not be depended upon as an important element in our prosperity. Population One more comparison, and I have done with Cincinnati. The total population of Ohio, of Ohio, even as late as 1830, was but 937,903, of which a small portion only was 900,000-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 -made C and difficult. Yet, under all these disadvantages, the Ohio metropolis has grown 6th city. to its present gigantic size, having, in 1840, a population of 46,338, which is now supposed to be doubled, and it has become the sixth city in the Union. Illinois, Illinois has now a population ot over 800,000, of which more than half must pay 800,000-more or less tribute to Chicago. Railroads, and steamboats, and canals, which are -improve-now just beginning to be felt in their power upon important commercial points, ments-have placed us practically nearer to New York City, the great market of our coun -natral try, than even Utica was twenty-three years since. We have a prairie country of advanthe easiest tillage and greatest fertility, with a well established business and large tages 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. -growth of Now if in connection with these important advantages, we consider still farther, whole the general advancement of the whole country in growth and power, which has country-been made since Cincinnati became so prosperous, with the increased facilities of the present day for doing business of all kinds, and the greater ability that

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.9 Past, Present and -Future of Chicago Investments. Illinois possesses from this time to push forward its chief commercial emporium -15 years to considering all these points, with the start we already have, and is it not reasonable chi. equal to to expect that fifteen years to come will accomplish as much for Chicago, as the 20 for m. past twenty have done for Cincinnati? But in 1861 the relative change had become so marked, that con-Changes by 1861. test with Cincinnati was passed, and even St. Louis was soon to be outstripped, and the following table and remarks were presented: Rank in Cities. Population Population Increase. Increase Rank in chief cities Increase. Increase per cent. Cities. New York….

Philadelphia.. Brooklyn….. Baltimore….. Boston……. -New Orleans.

St. Louis….. Cincinnati…. Chicago…… 8 Cincinnati 160,060 115,435

44,625 39 5 9 Chicago……..109,420 29,963 79,457 265 18 The eight largest cities in 1850, arc still the same, though relative rank is Chi.

the changed; but Chicago has jumped from being eighteenth to be the ninth.

In 1870 18th now she will not be lower than fifth, probably fourth, having passed Baltimore, and 9thpossibly third, having passed Brooklyn.

Philadelphia has in so full operation the -in‘70 4th means relied upon for our prosperity-manufacturing-that it may take till the or 3d. 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 Illcrease rate of increase has been smore than double that of any of the thirty-five largest cities double in the Union, Jersey City and Brooklyn alone excepted, and the latter owes much any other of its apparent increase to the annexation of Williamsburg city. In 1848 I compared the advantages of Chicago with Cincinnati, and from the Views of then wonderful progress of the latter, argued that of the former. The comparison,‘48 tame. then considered extravagant, is tame now. Though in 1850 she was nearly four Cin. passed times the size of Chicago, yet her numerical increase is only a little over one-half next. 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 Too visionaof our own people to suppose we could rival her, and it being perhaps doubtful ry to pass which would take the lead; and being 300 miles apart, afforded ample room for St. Ltwo great cities. Between the rival centres of the East, New York and Philadelphia, is only ninety miles, Baltimore only ninety miles more. Not till within the last six or eight years have I claimed certain superiority for -till185-,5 Chicago. The powerful advantages of St. Louis in greater population, immense wealth, established business, and river navigation of thousands of miles of which Her superi,lhe is the centre, precluded. in the minds of most, the possibility of our excelling. ority.

But impossibility, and even improbability, has been removed. The railroad has iicanwhile been opened all over this region, and river navigation on the uncertain, changes made. -hanging waters of the Missouri and Upper Mississippi, has seen its best days. I’lhe locomotive, not the steamboat, is to be the carrier of produce, passengers and Our advan. .erchandise, as well west as east of the Mississippi; and in this Chicago has and tages Lust have large and increasing preeminence. And besides drawing on her terriory west of the Father of waters, we are also fast increasing trade with central 1linois, upon which she has fattened. Her river navigation is hencefi)rth far excelled in value by that of the lakes; and Lakes better o)r her greater wealth, which is relatively fast diminishing, we have a full equiva-than rivers, at in health and climate, hereafter noticed. In obtaining materials to manufacture, etc. he has no superiority over Chicago, except a trifle on cotton and lead. We can et the best of iron ore from Lake Superior, as cheaply as she can from her Iron fountain, and in lumber and copper we have the advantage. With the influential aids of immense wealth, greater age and established busi-Our rapid ess, particularly by steamboats, all of which have operated relatively far stronger overtaking. her favor than they can ever again, she has increased since 1850, on a populaon of 77,680, only 84,319; while we have increased 79,457, on only 29,963. Notithstanding her important superiority and prestige,-the general belief that she 75 Rank in 1860. 1 2 3 4 5 6 7 8 9

Population in 1860. - 814,277 568,034 273,425 214,037 177,902 170,766

162,179 160,060 109,420 Population in 1850. 515,647 408,862 96,838 169,054

136,881 115,375 77,860 115,435 29,963 Rank in Chief cities 1850. of the U.

B. 298,730 159,272 176,587 44,983 41,021 54,391 84,319 44,625 79,457 58 84

182 27 30 47 108 39 265 1 2 7 3 4 6 8 5 18 -changesin 10 years, 1850 to 160.

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76 The Rivals of the West, Cincinnati, St. Louis and Chicago. iler resUge.

was to be the great city of the West, she has increased in ten years one hundred and eight 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 effects as these are visible, what is to be expected of the future? St. L. to be a I have no desire to disparage St.

Louis, and do not. But if one city in the West great nty is certain to outstrip the rest, it is important to know it, and my reasoning seems fair and conclusive. She will surely grow, perhaps to a great size, and though property is higher there than here, I doubt not in both it will prove a good invest-Obi. a ment But however large she becomes, the chances are that Chicago, in only greator. twenty to thirty years, wHi be twice her size. neader to St. Lonisians of course deny the possibility of her being excelled. They vainly conipare endeavor to account for the inequality of growth, and the papers spur their advantages. wealthy citizens 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 be questioned. &. L. Dess. This view was strengthened with extracts from the St. Louis rem X. Y. he’esi E u fs con Cincinnati. T gew Y a, ening Post. Post, a month or two since remarked: Cin. losing In the triangular fight for commercial supremacy between Chicago, St. Louis, ground. and Cincinnati, the latter seems to be losing ground. The Cincinnati Gazette gives one good reason for this. It is believed, in imitation of the little burgh of Erie, of Follows Erie peanut notoriety, the city has pursued the foolish policy of refusing to allow the peal nut union of the railroad lines passing through its limits. With this self-imposed barpolicy. 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 an eddy of the vast traffic which follows the less obstructed channels. Railroads The tendenvcy is towards a practical, if not a nominal, consolidation of the great colnsolida-east and west railroad lines north of the Potomac and the Ohio, into two immense ting. 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 3Iichigan to Chicago, and thence to the great routes west, northwest and south. The other line, led by the Pennsylvania Central railroad, extends from Central Avoid Ci. Ohio, through Indiana and Illinois, and competes for the same Western trade. By both these lines Cincinnati is practically avoided.

Instead of continuing the fool ish obstructive polivcy, she ought, by all means, to encourage the through traffic, and lend her aid to the development of railroad facilities to the States south of her. This an im-The Post presents the excuse Cincinnatians give for their relative aginary excuse. 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. Thio’ Chicago certainly has done quite differf~ons. ently, yet were this the only difference, relative acquirements and an. Gazette. prospects would notbe so altered. A correspondent of the Cinctnnati Gazette, December 4th, presents facts and reasons most truthfully:Northwest Business between Cincinnati, Chicaqo, and the Norithwest. There seems to be business un-much misapprehension in the mindcs of our community in reference to the imnporimportant. tance of the business between our city, Chicag,o, and the Northwest, and at the same time too little appreciation of that of the immediate West, South, and South west. From the tenor of articles which have recently appeared in our daily news papers, the community might be led to suppose that our business connections with the Northwest were of vital importance to the growth of Cincinnati. The writer is quite familiar with the amount of traffic which reaches Cincinnati fromi all points, and which is sent from Cincinnati in every direction. He therefore speaks knowingly when hlie says the business between Cincinnati, Chicago, and the North west is very much overestimated by our community. The sum total of the whole is not half equal 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 products. same as those of our latitude, and their great market is found at the East, and

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Past, Presentt cand Future of Chicago Investments. their channels to reach their markets are found through the chain of great lakes, Line of trade and over their numerous east and west lines of railroads. The country in that north of direction has been mainly settled by Eastern people, and all their affinities are with Cincinnati. them; and their trade and travel naturally flow east and west on lines of commu 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 Cleveland and Pittsburgh having the decided advantage of Cincinnati and Louisville, on account of a long distance of cheap water rates. During the late rebellion there was quite a large business done, from Chicago to Trade dur Cincinnati, in the way of provisions for our army of the Southwest. The small-ing war. ness of crops in our regions very much increased the demand at that period. Since the war closed this traffic has dwindled down to a mere moiety of what it was, and we may hereafter only expect it to be of small consequence when our crops in this region fail 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 lost. opening of the Indiana Central, the Bellefontaine, the Wabash Valley, the Pittsburgh, Fort Wayne and Chicago, and other east and west lines, their business is mostly done with Eastern cities. We can now only hope to command a full share Try to keep from the region lying from seventy to one hundred miles north of Cincinnati. By 7o miles. way of illustration, we may safely say that three-fourths, if not more, of the business of the Chicago and Great Eastern Road now goes east by way of the Belleiontaine 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 Seek S. and :ultivate and improve our connections to the South, West, and Southwest. No s. w. busi. ime should be lost in pushing forward to completion the direct road through ness. Kentucky to Louisville, the road to Knoxville and Chattanooga, and of extending he Ohio and Mississippi broad guage both to Louisville and Evansville. The “Queen City of the West” is quite modest in her claims of Cin. quite ribute; though no doubt she can “only hope to command a full modest. ‘hare’”-and only a share-“
fiom the region lying from 70 to 100 oiles north of Cincinnati.” A subsequent statement of the jobbing Opinion convade of the two cities confirms this opinion. firmed. The above also sustains previous claims for Chicago to railway Chi. trade to the east, usiness, and would justify claims still farther east than Indianapolis. to t ‘iCime was when the business of the Northwest was the golden When Cin. prized N. W. pple in the eye of Cincinnati.* They do well, however, henceforth trade. ) devote attention to the South and Southwest. Nor are prospects S. w. not ,ere as encouraging as they might be, were it less up-stream work promising. draw off what legitimately belongs to Chicago. The Missouri epublican, of December 19th, thus laughs at Cincinnati, and slaps Mo.Rep. s own citizens: The Southern Illinois Railroad.-We announced, two days ago, a call of the Cin. meeting vrchants and capitalists of Cincinnati, to meet on Monday, to insure the com-about Cairo ~tion of the railroad from Vincennes to Cairo, and thus transfer to Cincinnati road. trade of a large section of Southern Illinois. The call was numerously signed. e see by the Commercia and the Gazette of Tuesday that the meeting was a filure.” “Just eight persons were in attendance.” A writer in the Gazette 8 attended.

visiting Hon. John C. Wright many years ago, I assured him that Chicago was not opposed to his Judge i to St. Louis; that a road across Illinois must of course be built, and that it was for our interest to Wright’s e it direct to Cincinnati, rather than on the diagonal to Toledo. After considerable conversation, opinion. aid, that as president, he of course had great interest in that road, yet, he “cared very little for it pared with one direct to Chicago. The trade of the great Northwest is what we want.” I inquired, by, Judge, do you expect to draw it right straight through Chicago?” ” We will try for it,” said ho pulls I replied, “and we will take a strong pull Cincinnati-ward, and see which can pull hardest.”

hardest. ve is the result candidly, and so soon, acknowledged in the paper he so ably conducted. 17

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78 The RivaZls of the West, Cincinati, St. Louis and Chicago. says: “such a show, after the publicity of the call, was to say the least, a joke on our boasted Queen City. A prize-fight or a foot race would have been better attended.” Advantages. The same writer, after showing that the new route proposed shortens the distance from Cairo to Cincinnati one hundred miles, remarks: Cut off St. “Besides, it enables us to reach the Mississippi river at a point where it is always L. and Chi. navigable, and to “tap” the Mobile and Ohio Road at its very starting point, cutting off, to a great extent, our present competition with St. Louis and Chicago, for the trade of the Lower Mississippi river, and such as docs 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 meits apply of that city to aid such an enterprise is appropriate to ourselves. We need a road toSt L leading from here, in a southeast direction, to the Illinois Central Railroad to Cairo and to Paducah. 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, thy. 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:fforts to “That the road will be an exceedingly important one to Cincinnati, there can get roads. be no 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 effort 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 men ay go have all their small means invested in business, that they must go to some other elsewhere. place if 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 These cities need not trouble themselves about Southeastern Illicare of S. E. Ilinois. nois. The road firom 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 due,l abandoned.ba 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 firom admissions against St. L’stask herself already quoted. Her vantage-ground having been lost, Si~ t.L.sts dificult. the conflict for supremacy, and to recover control of the immense area north and west of her, which she perfectly monopolised, is a Gen. am-very difficult task. A speech delivered in St. Louis, 21st October, m9os’s by Gen. J. H. Hammond, President of the St. Louis, Chillicothe and speech. speech. Omaha Railroad, before the Mayor, Board of Trade and Union Mer chants’ Exchange, so completely presents the case that space must Omaha be taken for it entire. Of course, the counties traversed, and Omaha wants roads. and the whole territory west, would favor a diagonal line like this to Will she use St. Louis. Who doubts it? But when built, how much of the traffic them? firom Omaha and west, except that bound specifically for St. Louis and its immediate vicinity, can be drawn that far south in preference BenefitChi. to main lines east and west? And if at all correct in this general more than 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 Gen. Hammond:

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Past, Present and Future of Chicago Ilvestments. GENTLEM-fEN: I shall endeavor to show you that the road which I represent is, Omaharoad if not the most important claiming the attention of the citizens of St. Louis, at most timp,r tant to St. least equal to any other. In doing this, it is not necessary to decry any other Louis. enterprise, and I confine my comparisons to distances and availability. The great effort of the present day, commercially speaking, is western connec-Pac. conne tions and routes to the Pacific ocean. The Mississippi has been crossed, the west-tions the ern boundaries of Iowa and Missouri reached; here two routes present themselves. object. The one toward New Mexico and Southern California presents a favorable climate and few physical disadvantages. A vigorous company has this r(ute in Kansas hand and St. Louis has connection with it over the Missouri Pacific to Kansas route. Citv. The other route starts from Omaha, Nebraska, and pursuing the valley Ofomaha the Platte to-day is in use and carries freight and passengers to the foot of the route. Rocky Mountains, a distance of 462 miles west of the Missouri river. This road op)ens a country which is fast filling up with active people and it carries all the ountraversed. trade 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 Road pays. $16,000 per mile with a grant of land-for the road already constructed-and has now reached the point where this bounty becomes $32,000 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 in progress. miles from Salt Lake City. I know of my own knowledge, that from Washoe 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 authority, Finished and I refer you to the engineer’s reports.

It is declared that this road will be 1870. 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. chi. at Louis, do not shut your eyes to the facts. Do not say peace, when there is sharp, Omaha. active war. Chicago’s lake facilities is the commercial equal of your river naviLake 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 cilities. unless 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 sure to a road to LaCrosse, and thence to St. Paul, is now completed and diverts from Chicago St. Louis the trade of Minnesota. The Hannibal and St. Joseph road, stretching across North Missouri, takes everything north of the Missouri river and west of-from Macon, and from North Kansas and South Nebraska. A branch road from North Mo.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 -on to in our rear. [So thought the editor of the St. Louis -Democrat. See p. 26.] Mer-exas. 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 Dist. 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 -to Chi. 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 miles nearer. 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 iow to N.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”polis connections, St.

Louis is in a position at least equal to her rival, while for St. L.‘s adhe trade from the territories and the Pacific seeking Cincinnati, Baltimore and vantage to il the South, St. Louis by this route has it all her own way cin., etc. The facts already stated and the advantages in distance, are sufficient reason Local trade ;hy St. Louis should give her energies and money to this enterprise. But in good. 79

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80 The Rivals of the West, C inctnnati, St. Louis and Chicago. addition to this the local trade of the country through which it runs is well worth the attention of St. Louis business men. Country No portion of Missouri is more highly favored than the Grand river valley. rich, etc. The land is all good, it is well timbered, coal is abundant; 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. Good for Indeed, I do not know of any portion of the State capable of supporting so railroad. dense a population. The country from the 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 Ssibscrip-are willing and ready to do their best. Livingston county may be relied on for ti(ns on about $200,000, Daviess $100,000, Gentry $150,000, Chariton perhaps $100,000 in line. city, county and private subscriptions. Unless the St. Joseph people are sharp enough to prevent, Nodaway county will give $150,000. In Iowa, Page county has pledged already $100,000. Iowa ear-The other counties have not named their sums, but in Iowa they are far more nest. earnest than in Missouri, and will do quite as much. When the North Missouri West Branch reaches Brunswick, there will remain, as the road is now located to Cost of bed. suit counties, one hundred and ninety miles to build. I have been in the habit of estimating the cost of grading and ticing 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. People pay I do not believe anything of the kind. I do, however, believe that such is their halt-indignation towards the monopoly which now oppresses them, that they can raise in the city, county and private subscriptions, about one half of this amount. -St. Louis This will leave nearly a million of dollars to complete the grading, bridging and half. tieing of the road. The means to obtain this are, first, the city of St. Louis, which can better afford 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 counteRoatds now nance ask the government to extend its aid. The Chicago, Iowa and Nebraska Chi.routnes.“t 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. St. L. first The St. Louis, Chillicothe and Omaha road is the Pacific railroad itself, and I to be served. wish to know now, why, Chicago having been served, St. Louis is not entitled to Cong. to aid. aid also. The congressional influence 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 N. Mo. di-Pacific road want the southern connection as much as we want them to have it. rector in Already one of the directors of the North Missouri railroad is a director of the Pac. road. Omaha Pacific-James Rollins, I mean. Kans. Pac. Now then, gentlemen of the Kansas Pacific, tell me why we cannot work not to oP-together in this thing? What possible antagonism is there, that we cannot combine pose. to defeat our common enemy and give commercial supremacy to our metropolis, St. Louis. Settle Indi-You, of a right, ought to have government assistance in your noble enterprise. an difficul-The extension of your road one mile, at a cost to government of $16,000, does more ties. to determine the Indian question than $100,000 spent on troops. Join forces.

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 connections already established, will be a paying road from the start.

Distance to The distance from Chicago via Pittsburg is………………………….914 N. To

Philadelphia………………………………………………. 824

Via Columbus and Pittsburg, from St. Louis to New York…………….1,074 From St. Louis to

Philadelphia……………………………………. 998 Chi. less 162

This gives Chicago an advantage to New York of 162 miles; to Philadelphia miles. of 174. St. L. gains Via Grand River Valley you gain at once on the distance between New York or 117 miles. Philadelphia and the Pacific 117
miles, leaving only 46 miles on the whole distance from ocean to ocean against St. Loui’, and to Baltimore and Washington leaving the advantage with St. Louis. Morereduc-When the contemplated changes are made on the line of the Tcrre Haute and tionl. Indianapolis route, the distance against St. Louis is reduced to about fifteen miles.

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Past, Present and Future of Chicago Investmnents. And if you will take hold of this yourselves the distance from Brunswick to Omaha can be reduced all of that-because you keep your air line and do not swerve to county seats for country aid; thus increasing the difficulties and distance. Here Equal dis then, gentlemen, I offer to you a route by which you are on equal terms as regards tance. the distance between San Francisco and New York, and which places you 117 miles, sure, and 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 Ills Cent. leased, for thirty years, the Cedar Falls and Minnesota State Line road thus aiming aids Chi. 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 St. L. must private subscriptions, in ties, in work, in land. Then, gentlemen, St. Louis must help. come and help. You have no alternative; under present arrangements Northwest Mo. and Missouri and Southwest Iowa can not get here. No more can Nebraska or any-Iowa cut-off. thing west of it. Every effort is being made in the country to get this great route under Chicago All help Chi.

control. We are in concert and perfect accord with the directory of the North Missouri. When you help that road, you help us; and under the management of N.r Mod. 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 ture fbr Valley, via Chillicothe to Omaha, reaching out still again to Kansas City, and St Ll 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 reqtl’red.

-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 enat don’t Lake Shore roads, and has far less snow to contend with; but pray tell how do the pay as stocks stand t’day in the markets of the world? northern. I tell you, gentlemen, that to energyand industry there is ilo such word as faiW.Enery anid and you must, should St. Louis fulfill her mission and take her place among the industry. great cities of the earth, be the movers yourselves. Make your city, then, the emporium of both the Pacific railroadc, and those who do st. L. empit will not only have a niche high in the temple of fame, but strong among the solid riummen of the land. -fame high. I thank you for your kind attention. Gen. Hammond is too thoroughly master of his subject, and has Gen.l.‘s too fairly presented the many and important considerations, to render correctness. comments either necessary or decorous. Instead of taking time for Readit again. them, let the reader please peruse the speech again, and observe particularly how well he recognizes, the importance of lake navigation; and also makes it onle of his main premises, that the Hannibal and HTan. and St. Joe road St. Joseph road, which was built by and for St. Louis, is an C”out-toChicago.

and-out Chicago road, and takes everything north of the Missouri river and west of Macon, firom North Kansas and South Nebraska.” Of course, then, it takes that east of Macon; and what in the name Mo. folly. of reason makes Missourians the simpletons to run off all the way north to Chicago, and Nebraskians so sharp as to run off all the way Nebraska widom. south to St. Louis! A little craniology is wanted in solution. Very wsom “
vigorous” must St. Louis be, under such circumstances, to recover what was her’s and is lost. Hon. H. T. Blow, in his inaugnral before quoted, p. 26, exhibits o.r T. the efforts St. Louis has made, and makes, and the results:  Bl1w. -6 81

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82 The Rivals of the TWest, Cincinnati, St. Louis and Chicago. New Exch.

The immense trade of our city, fast outgrowing the capacity of our dealers, has required by compelled our most active business men to devote their whole time to the daily St. Louis-operations of the Merchants’ and Millers’ Exchange. In that dense throng, where the 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 -study interests absolutely requiring tobe advanced and adopted-interests which must hard-drag along slowly, unless vitalized with the spirit of sterling enterprise and pushed by cooperation which can only be attained where our wisest and most experienced -v-wise plans 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. Strong court It was, therefore, necessary to organize a more deliberate court, if you please, to some extent composed of members of the Exchange, but embracing all the strong influences in our midst, having more especially in charge the great interests to Board of which I have briefly alluded. Hence the St. Louis Board of Trade was established.

Trade. I cannot pass to the discussion of any industry or enterprise, however, which may ere long be advanced by your wise action, without stating for your encouragement Though so the fact, that while the Merchant’s Exchange has dignified trade, advanced the commuch is douncl is mercial position of the city, and laid the foundation of many a princely fortune, edu-done  cating our young men up to the highest business standard, and while our commission merchants, millers and manufacturers have evinced an individual enterprise and liberality that would enrich any community; there has never been that coopera,-no co-oper- tion with our wealthiest citizens in our great enterprises which would lead to a cthion asin general advancement of the city and State, such cooperation as there is in Chicago ,Chi. and N. Y. 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 them by the most rapid and economical system of transportation and travel. * Economy in It is the economical principle now reigning supreme in our beautiful and energetic Chicago-competitor, Chicago, which enables her to handle wheat for a cent per bushel; -cheap hlumber at the lowest possible rate; receive, pack and distribute her pork and cattle trade. 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 a times her secret of her success, and this makes her a splendid illustration of rapid developarea-must use meut; and while we have naturally five times the area that she has to supply, we her princi-can never progress in the same ratio except on the same principles. pl,s. Both cities are a necessity to the West, and both will grow to wealth and mag.Room for nificence within a few years that will surprise the most sagacious men of the day; both cities-and their wealth, power, position and advancement in everything which contributes to the elevation and happiness of a people, will come from an honorable compe-both to tition.

See to it that we live up to our high privileges, and the result will be that grow. we will continue to increase in wealth, 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.

Chi.ois not The statistics of trade, rather indicate that the Queen of the reposing, St. L. maybe-Lakes is not yet “reposing grandly and lazily,”

but that the Queen of t.e Rivers may be, her business largely retrograding. Yet for -action one in repose there is considerable threshing and kicking, of which lively-the “beautiful rival” comes in for her full share. St. Louis, recum bent upon her dignity while well employing her muscle, appears quite well to apprehend that she lies on no bed of roses. Being -is being found a little short for the tall work undertaken of grasping the stretched. Northwest, instead of dallying with a Delilah, he-changing sex to follow St. Louis fanvcy, -finds himself’ in the grasp of a Procrustes upon a stretcher of iron rails, which instead of bringing him to the required height, remorselessly pulls off one after another of his limbs Jfo. Dem. of trade. In proof of this, the Missouri Democrat of 23d Novem ber, presents the following:

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Past, Present and Futture of Chicago Investments. What St. Louis Has, What she has Lost, and What she Veed8.-That business St. L. wants in St. Louis is not what every well-wisher could desire, is evident from the dai]y~mething complaints heard on the street and in every business circle, and the reasons for the decline in business are as varied as the persons uttering them. Some say it is -various because we have an old fogy set of business men and capitalists, and that in con-opinion sequence we have not the railroad connections we should have, and others charge it entirely upon the merchants, and claim they do not put forth the necessary efforts 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 St. Louis has, what she ascertain uhas lost, and what she needs. truth. St. Louis has the natural location to become the largest city in the West, if not Natural 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 r tr,de her facilities for manufacturing in metals are superior to any other, (not excepting and man Pittsburgh,) from the fact that the material (viz: the coal and ore,) are almost factures. 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 bushels lost per year to thirty millions, which would be no more than her proportion of the grain natural increase of the country, in the last ten years it has fallen off from eight trad 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-d-merchan ness have not fallen off in proportion to the grain trade, it is only to be wondered dise. at. St. Louis has lost, and must continue to lose until a different national policy is South to be pursued toward the South, an extensive lucrative Southern trade, and outlet for aided. her 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 thatChi. taps all Chicago has tapped at every possible point north and west of us our grain around supplies, and offers cheaper facilities by handling the same in bulk and by elevator, -sells a)nd 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 she needs? needs is all around her, and only requires developing. With the extensive coal-Everything fields and mountains of iron ore at our door, it is evident the future destiny and -manufac greatness of St. Louis lies in her becoming a manufacturing city, and everythling tures. should be done by our capitalists and others to foster that class of industry, alnd 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 pushed to completion, and when we look at the Push railmap it 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 an, Iron Mountain railroads are preeminently important-the first, because it passes through a thickly settled and productive country, and because it traverses across N Mo. cuts 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 railroad, on the other hand, should be finished not only to Columbus, so as to secure an Iron 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 twenty-seven to come to St. Louis. Again, everything should be done to cheapen transportation by railroad, as well Prevent railas river; and by railroad we mean to see to it that combinations are not formed to way combithe injury of St. Louis and in favor of other and rival cities, and which we have nations reason to believe has been done; and, so as to cheapen rates by river, every influence should be brought to bear by the city fathers, the Chamber of Commerce, the Board of Trade, and every other organization, upon the general government, to improve push to an early completion the work at the two Rapids, the Balize, and to remove river. such other obstructions as impede or endanger navigation. To join without dis-removo tinction of party in recommending to Congress to reduce or repeal the cotton tax, cotton tax 83

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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 fall. Concert of action is needed. Combina-Crimination and recrimination will do no good.

We are laboring under a combintion of cir-ation of circumstances which it requires only that we should see, and which, by umstadv nces united action, we can remedy; and then St. Louis will attain that high position, adverse. commercially, which destiny points out for her. These views “What St. Louis has, what she has lost, and what she needs,” are important.

important. surely topics it behooves her to consider, in aid of which these hum ble efforts 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 foirgets the rivers, and judiciously calls lected. attention to railroad lines which St. Louis wants, and to those which Chicago already has. Now this writer mistakes his cue. If St. They St. L.‘s Louis possess any superiority of “natural location,” it is due to the basis great rivers, a glorious work of nature, upon which she is very cen trally located. This has ever been the string harped upon, which  heere con-was passed over in considering the Differences between Chicago and sidered. 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 natural location. her to any precedence. The ” natural facilities for the disbursion of values,” to which this sensible writer at once brings thie high-sound ing phrase of “natural location” we have already considered, in comparing water and railway facilities; and that other important point of “facilities for manufacturing in metals,” will have exami If she had, nation hereafter. If she have this ” natural location,” and it be also why is not capital and true-that St. Louis has more real capital than any cityin the every effec-WVest, and that capital is in the hands of carefill, far-seeing, yet en ergetic businiess men;” how happens it, then, that in the very next lihe the writer says with italics-” Now we come to what St. Louis has lost?” The truth is, St. Louis has no “natural location” supe Other cities rior to a dozen others; and I am willing to stake my credit for sound tobeather-judgment upon the prediction, that within thirty years there will be at least three cities in the west fuilly her equals, or certain soon to pass her. Were it not for the rivalry of Kansas, Leavenworth and -Ksnsas, Lawrence, one of these at the Big Bend of the Missouri would take perhaps. perhaps. the lead, and will as it is, if it can largely outgrow its close neighbors. cairo was What was there in the site of St. Louis that a half century ago better site-would have indicated her present power? The confluence of the Ohio, fiom whence the Mississippi has its best navigation,-highest in summer, least ice in winter-would seem to have been a far more -alsoxtton.promising position.

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,

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Past, Present and Future of Chicago Investments. St. Louis 925, and Cape Girardeau 521. Who could have given any reason then for St. Louis’

superiority? She had actually retrograded, for in 1788 she had 1197. Never had she the least prolmise of great-St. L. had ness,-until gradually, and with 1no apparent cause, the fur trade retrograded. there concentrated, giving her wealth. Making money in these Furtrade practical days monopolises the idea of wealth, and is rather morestartedher 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-descript “race ofThisnotna ture. 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 Also steam boats. never used any of that art in their improvement which made them Are these 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. Lonisian writing to the Springfield (Mass.) Republican, while st. L.‘sida he adopts the phrase of “natural hub of the continent,”

goes on to (Mass.) Rp. 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 hub of the Natural hub continent, to cause this upheaval in value.

Speculation has not done it. That of the contirace of humans that build paper cities, air houses and castles, and figure up an nent. immense business to astonish the commercial world, on fictitious warehouse re- -tL
raceof ceipts, do not live in St. Louis. It is even true of our people that they proceed humansentirely upon the old-fashioned cause and effect.

There is here a confluence of interests already vast, and now wonderfully accumulating. Whence the tide sets in towards this great center of trade, one can hardly know without following out all the avenues that lead to and from the city. The rivers are the same old fogies Rivers old they ever were-perhaps a little older and dryer-now high, and then, and just fogies now, in fact, incontinently lower-a periodical botheration to trade. Old Mississippi is a highly respectable stream of water, but after giving St.

Louis a good yMiisst’ start, came near ruining her with false hopes. As those young F. F. V.‘s used to Louis. rely upon their ancestry to carry them through life, our people relied upon the “Father of WateJs” till their neighbors had laid rails all over the West, tapping the natural sources of their trade. But railroads have dragged their slow length Railroads along in Missouri, and they are obviously the cause of this new and grand impulse. omo  * But railroad investments they regard at best as “roundabout.”  they cause The benefits come back not so often in dividends on the identical investment as in progress. the enhancement of commerce and general values, and that might not prove equal Slow to to them to the amount they risk. Hence, little help is obtained at home, and I build them. am told that reliance is entirely upon Eastern capital. This ought not to be, but is nevertheless. Our sister city, Chicago, is more venturesome. If their money Chi. ar(ound c(-)mes back to them around Robin Hood’s barn, it is all the same to them, and lence Chicago has stretched out her iron arms in every direction, contributing binnd’s largely of home capital, diverting much trade that would naturally tend to St. barn.

Louis. But St. Louis lives and grows magnificently, natbless Chicago. St.

L.,rows If the chivalrous Mr. Hood-his renown we have heard clear here, Chi. respocts and now that we learn of his patronage of St. Louis, so near to us, Mr. Hood. we shall be duly respectful-if the famous Mr. Hood have his barn in St. Louis, as this writer reasonably implies, what else could be expected of a youthful sprig like Chicago, rendering due defebrence 8,5

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86 TAe Rivals of the West, St. Louis, Cincinnati and Chicago. to antiquated fame, than to go around it? Would the dare-devil st.L. shrewd have us go 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.trys to Precisely as he says, and for the very object, we have done our best get around that barn-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 road-is it not roads we are after? and according to present appearprobable. ances, we 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. Isthebarna Nor is this writer less sensible upon another important point. work of 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 good start, [having come] near ruining her with false t, usty. 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 Who provi-wonderful attainments, it becomes a profound subject of inquiry what ded St. L.‘s nature? sort of “a race of humans” that must be, which actually produces works of nature.

For there 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. trusts One would imagine that by this time St. Louis would have learned old-fsEhioned cause and that it was best not to “proceed enttirely upon old-fashioned cause effect. and effect,” but try somewhat more of those iauses which seem new to her and have run off her business. But as to dependence upon “eastern capital” for means, Mr.

Blow’s advice, p. 28, to go to Europe, seems based upon more accurate knowledge of ciroum stances. Relying still, as they evidently do, upon the idea of a Reliance “veritable centralization of forces at this hub of the continent”; ratierfan they will in time, if they have not already, find it quite as fanciful as anything they can discover in that other “race of humans that build paper -cities, air houses and castles.” If a more airy castle has been built than that of St. Louis’ “central location,” sight of it would be diifficult. St. Louis can well say with Prospero: You do look my son, in a moved sort, As if you were dismayed: be cheerful, sir: Our revels now are ended: these our actors, As I foretold you, were all spirits, and Are melted into thin air: .Pro.~7pero ipcaks for St. L.

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Past, Present and Future of Chicago Investments. And, like the baseless fabric of this vision, Tihe cloud-capped towers, the gorgeous palaces, The solemn temples, the great globe itself, Yea, all which 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. Trune that Nor is this writer’s correctness questioned in attributing h er con-rithatys tinned and rapid increase to railways instead of rivers. Few make St. L railroads as she has compared with 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 theyof instead of nature?” nature? If rivers have lost their power, what then remains of St. Louis’ WhatisSt. L.‘s natural boasted claims to “natural location”? That she has a central locality location? in regard to the immense business of the gigantic rivers of the West, is certain. But is every central position niecessarilv 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 Centrality Girardeau, or St. Genevieve, or Alton would be? For one hundred nothing. and fifty miles, on either side of the Mississippi, points at least equal in “natural location” and centrality, could have been fixed upon, some superior. Fa,ls~e claims St. Louis has vaunted her central position, and the unwitting public deecla the have lost sight of the self-evident truth, that she is only central geo-public. 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 Geograephi cal centre by impolitic exercise of power. When the genius of our compound nothing.

systemr of governments shall be apprelhended, and trade be left to T Trade to follow the unerring laws of nature, be assured it as certainly rolls on seek its to the great central fountain, as that the rivers flow into the sea; and cntr that centre will not be one of mere geography. The truth is, the Quee(n of the Rivers has obtained her ascendancy under false colors.*

She has no “natural location,” or the magic St.eL.unorer false colors. *

Just in time, the Missouri Democrat, of January 15th, remarks:- Mo. Dem.

V. “The New York Evening Mail in speaking of the three rival cities of the West, St. Louis, Cincinnati Y. Mail. and Chicago, says: “It is fair to say that Chicago is generally ahead in the grand total, though she has little enough to General prspare, f)r her rivals are close uponi her heels.

Chicago clainis that in several respects she has diverted diction. tradle which would natur,lly go to St. Louis. General prediction, however, favors St. Louis as the great inland metropolis when the Pacific Railroad peoples the far West.” Yes; “general prediction ” is about the only general St.

Louis is able to muster into its service. One -only gene,a 1for St. L of their sensible citizens touches them (p. 39,) upon their folly in being ”’

tickled with the hair of flattery, while others are realizing the marrow of profit.” But what will satisfy such a dullard as this editor of the Mail? 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 into the account, together with the short period in rapid gain .1.

11…. ~~~~~~~~~~over her. which they have been outstripped? “General prediction is the right leader for siich 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 genuine natural and artificial centre of trade, and where it is. 87

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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 Felloetiscdko hub of the continent,” or her felloes could not have so fallen from her naot stick. spokes, and become fastened by other spokes into another hub where they are bound to stick, because it is natural. Fur Trade To leave the flights of fancy upon which she has sailed in her started St. L. glory, and come down to homely but patent business truths, it is un deniable that the unimportant circumstance of the fur trade gathering andapitathither, not nature in the least, caused her remarkable advancement. and steam-The aggregation of capital, and the immense business of steamboats, bots. 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. Nature ad-Were not nature so entirely adverse, her energy and wealth would verse. make rivalry a hard task. Rivers her support-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 sure their best days; and for a moment casting out of sight the marvelous decay. changes wrought by railways, let us look at the sure decadence of what has been St. Louis’ main dependence. Tillage ruins The rivers have drawn their supplies from an unbroken wilderness.

them. Rain and snow falling upon mountain and plain, percolated the soil, and in springs and rivulets and rivers, have afforded 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 off at once by drainage. The effect of this is seen in the Ohio river,* and Cincinnati’s unfortunate preci. nmes. dicanament, the Chicago Times thus presents: Cincinnati The inhabitants of Cincinnati seem to be in a state of mind bordering on disdistracted-traction, in consequence of a phenomenon of nature which is not uncommon in that vicinity.  about heat The phenomenon is one that results from the application of heat to water. In and water. common language, it is known as evaporation. The rapidity of the process depends on the degree of heat.

By the application of a high degree of heat, a large quantity of water may-be evaporated in a short time. A moderate degree of heat, continued for a long time will produce the same result. The result which afflicts Cincinnati was produced by the application of a slow River down, heat to the Ohio river. The river is dried up. Navigation thereon has ceased. oal p. 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 sTermi-anual Ohio river freezes up; in summer, it dries up. The result in either case is the same; navigation stops.

same; navigation stops. Prediction at * Over thirty years ago in Pittsburgh, the natives were amazed to hear that Chicago was boundPittsburgh to outgrow her. These same reasons among others, I then gave; and they are more certain of reaiz. m. 1837. ation upon the Mississippi for reasons given in the text.

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Past, Present and Future of Cticagyo Inzvestmzents. The boasted advantages of western river navigation consist rather more in the Rivers fail. boast than in the reality. Before railways were built, they furnished a tolerable substitute for artificial canals. But their glory, like their aqueous contents, is somewhat too readily evaporated to be enduring. Much sobelr truth is mingled with the irony, applying equally to St. Sme applie zn to St. Louis. Louis, and far more rapidly than heretofore to Cincinnati. Both the Upper Mississippi and the Missouri, are fed mostly by streams from nivers to dirich plains, soon to be under the plough. The Allegheny and Monon-minish. gahela from their mountain sources, are better streams for steady supply than any on the upper Mississippi; and although those from the Riocky Mountains can be depended upon for a considerable time, yet the Missouri itself is so tortuous and dangerous from its perpet-Mo. dangerually shifting bed, that it will be little used when the seven Chicago lines of railway strike her banks, except for down freights. ULndoubtedly the best western river for navigation, except the lower Missis-nlls. best for sippi, is the Illinois River, having little current, and being more like navigation. a canal. Of this the navigation will be improved by feeding the canal from Lake Michigan, the deepening of which is being done by the city for sanitary purposes, and sooner or later will be completed by the Federal Government, on a grander scale. We shall have (p. 111). St. Louis’ own admissions years ago as to (,hi has it sure.

her chance in competition with Chicago for that trade; and the same influences not only continue to operate in our’ favor, but with augmenting power. St. Louis was strong because the steamboat did St.L.rsfail, rivers fail. the whole business; and with its decadence on one river after another, her supremacy disappears. What then becomes of her “
naturalWhero”lIatlocation”? How is she the “natural hub of the continent “? tiont” The YlIissouri Republican, December 18th, furnishes thoughts right Mo. Rp. to the point: Railroads vs. Pailroads vs. Rtlivers.-Nothing is more encouraging to the business men of this rivers. city than to observe that an interest is being manifested in regard to the building of railroacds, in order to place this city in more direct communication with those portions of the rich “Valley of the Mississippi,” of which St. Louis is the natural commercial centre. St. TI. chief In former times, when St.

Louis was the principal, if not the only point of busi-of West eness in the far West, it owed its advantages to the great rivers, they being the cause of only highways of trade and means of communlllicati)on; but the times have changed, rivers. and the sooner we realize it the better. What ten years ago was a great advan-That now a tage, might now be considered a drawback, not that we wish to detract trom the drawback. value of our natural highways, which will continue to add to our prosperity but Railroads we contend that our city has, in consequence of relying on the rivers as chanlnels neglected. of trade, neglected to build railroads, and places less favored by nature, have resorted to the building of railroads, and hence have kept pace with the requireminents of the age. This tardiness in constructing railroads and building bridges St. L. old has given to St. Louis a name of old fogyism. fogy. It is of the utmost importance that we should build these roads which are being Must build spoken of, and extend others which have been commenced, but we also need railroads  along Miss roads running parallel with and in close proximity to the Mississippi river north, river.gM to tap the flourishing towns on its banks, in order to be accessible during the entire year. We experience great disadvantages to secure trade in that direction, as parties dislike to change their patronage with the change of the season.

The Trade South trade of the South being now almost entirely lost in consequence of the impover-lost. islied state of that country, the West is but sparsely settled, besides being partly Territory cut off by the railroads passing around us. It will be seen that our territory is limited. 89

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90 The Rivals of the WFest, Cincinnati, St. Louis and Chicago. Get now quite limited, and if we want to retain our position as a great commercial empori um, we must seek new outlets and regain our old grounds. * Get capital If our capitalists do not want to furnish the necessary means and move in the oat-matter, let our Merchants’ Exchange and Board of Trade corporations solicit the Eastern capitalists. All that is necessary is to take hold in good earnest, set forth the advantages, show them that our business men are made of the right material; that the accessions made to them of late years possess as much enterprise as any other community, and the little obstacle will easily be overcome. If this is not -or merch-done our merchants will seek other points, and the cities which excel us in enterants leave. prise will carry off the prize. Bridges es-Do not neglect to build the bridge across the Mississippi at this point; nothing sential. is more important at this moment. At the much less important points, Quincy, Keokuk, Burlington, Davenport, Clinton, etc., bridges have been or are being built, with all possible speed, and here we are fighting for it still Of whatisSt. Oh, tell us where those treasures lie!

“those portions of the rich L. centre? Valley of the Mississippi, of which St. Louis is the commercial centre”! Those of the Missouri, Upper Mississippi, and Illinois Upper MIiss. rivers, constitute quite a “
portion of the rich valley”; and that trade, ‘Val. has quit St.L. q like “that race of humans,” disregarding its every law, is eccentric instead of concentric, flying off in a tangent from its river centre, away off to a lake port. Every one of these St. Louis writers are anathematising this unnatural course of trade, and would compel it by strong bars of iron and iron horses, to come to its “natural comUnnatural trade. mercial centre.”

What an anomalous, crazy, unnatural thing this upper part of the Mississippi valley must be, to entirely forget its What por-own centre, and run off 150 to 500 miles to find another! What other tions better.

“portions of the rich valley” is she equally entitled to? Chicago would like to be informed, having no sinister purposes, but merely to make its acquaintance to see if all trade is so utterly disregardful of its obligations. In prosecuting their investigations into the afflicting Causeofevil-causes of this evil,as they have entered into pretty much everything without satisfactory results, would it not be well to inquire about Mr. Hood’s antecedents, and see if he be as honest and true as such a patron should be? But understand, no insinuation is made against the august proprietor of that barn, and king of the road. Aurt not kena Please note the second paragraph of the above extract again tuemakes a cltnreercial indeed, the whole is worthy-and observe how nature yields to art as centre. the power to establish a commercial centre. Why, then, do not St. Louisians show how much more art has done to make her a cenitre, than was done by nature “in former times,” when the great rivers [were]

the only highways of trade “? Is there not more truth than St. L. old fo-poetry in having “given to St. Louis the name of old fogyism “? If not, why still chiming so persistently upon the obsolete notion that it “is the natural commercial centre” of any district? The St. Louis side of the argument, I trust, has been fairly pre sented. According to their own showing, is it not literally true, that  must rev lutionize art she must revolutionize the influences of art and nature, by introducing or nature.

unknown forces, or she must fail in her pretensions even more sig nally in the future than in the past? As the editor of the Missouri

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Past, Present and 17utitre of Chicago Investments. Democrat remarked, (p.

27), “Trade, like water, moves in the direc-Trade and water don’t tion of the least resistance. Nobody has ever succeeded in making rn up hill. 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 their advocates presentsIneffectual remedies, difficulties which must be overcome; yet each trusts more to indefinite peroposed. expectations than to any well devised plan to remedy their evils. Hlope 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 Chicago Tines, with genuine disinterestedness, advises them to the An effcetive one of CO’li. only possible means of tapping Chicago trade effectually, and “taking mes. 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 “the bridge at Kansas City, and the Cameron rail-to lose Kan ” road, are now being rapidly pushed.” And the unsatisfactory conclusion to which s trade. the pushing process leads the St. Louis mind is that: Chi connec “Within one year Chicago will have direct connection, without the break of ted bulk, with that branch of the Pacific railroad which is mostly owned in St. Louis, wthile St. Louis wiZl not! Freight from Denver via that route, to come to this city, L t must change cars at Kansas City, but may go to Chicago without change of cars.”

St. L. not. This is the latest phase which the Chicago horror has assumed in St. Louis. Of Remedies 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 will correspond with the Union Pacific gauge. This, it is said with some hesitation, “ought to be done.” Another is, to complete the west branch of the North Missouri road 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 ability of St. Louis One effect ual  genius excels itself. It is thus confidently stated: al “But there is also one other way to meet this latest manceuvre of our rival. -tap Chi. Chicago taps the St. Louis branch of the Pacific railroad at Kansas City. Very tradeat well, then let St. Louis tap the Chicago branch at Omaha!” Omaha.

With due deference to the superior genius of St. Louis, one is constrained to ask, Better to tap Why not tap the “Chicago branch” at Chicago? The distance between Chicago at Chi.and St. Louis is considerably less than between Omaha and St. Louis. Moreover, 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 -tap the Chicago railways at the same time, and draw all the commerce of the west, which whole trade. 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 Nature im pairs natural location,” than this one of nature herself in impairing river naviga-advantages. tion,-the only natural advantage she has possessed, and that only in company with many other sites,-even then must the Queen of the IRivers have succumbed to the Queen of the Lakes.

GoD has not put mnlan on this theatre of toil and struggle, that he, either individually or collectively, should live in idle enjoymenet; but we are to be ” dii-Man to work. geit 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 91

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92 The Rivals of the West, Cincinnati, St. Louis and Chicago. L chance and strong natural advantages of Chicago, it would have been difficult 8.

L’schance goneforever.to overcome. But that day has gone by forever, and she will have to take a quite subordinate position, willingly or unwillingly. An affirma-This important question, however, of where the chief city of the tive as well as negative West is to be-and if of the West, of the continent also-has not to this ques,tion. q merely a negative but an affirmative side. St. Louis’ disadvantages and relative decline are no cause of Chicago’s progress, but its direct effect. 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 the aid of art, and the ordinary blessings of Providence, must as natural hub. surely 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, bets een the Atlantic and the Rocky Mountains, and friom 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 Likenotto more central to the whole Union, could she take the lakes another be mioved. hundred 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. Oi.centreof As before remarked, however, mere geographical centrality is of Iltho’ inN. 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 I-centre for Iowahas more eay access to this lake port, 138 miles firom its eastern Iowa. edge, than to any other place. Such centrality has significance and power in regard to commerce and manufactures, operating so effect ually that, as we 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 firom Southern Illinois, which she monopolized; and Nature, too, the prize secured is made doubly sure, because not only art but nature getraity.vs herself conjoins to create this centrality. centrality. Lake chain-Nature, not 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 started on their opposite courses; part for the St. Law rence and the Atlantic Ocean, part for the Father of Waters and the

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Past, Present and Fature of Chicago Inlvestments. Gulf of Mexico.* The union of the Valley of the Lakes with the-“.union with rivers. 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 boatsto reach the lakes that navigate the rivers. It is therefore no illegitimate assumption of supremacy, that the Queen of the Lakes should also become QLlkeen of Lakes also Queen of the Rivers. “What, therefore, GOD hath joined together, Queen of Rilet not man put asunder.” Observe, too, how nearly every writer quoted-many more are St. L admity omitted-and all in the interest of St. Louis, not merely concedes the of art. 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 n ~~~~~~~~~~~~~~~~~~~~~ailways infor the advancement of cities. Have the construction-and results of jure her. railways been hereinbefore unfairly considered? And if she be already so injured by one of the chief lines in her own State, what How to magic influences will change this her poison into nutritious food?recover. If the first few years have despoiled her of grain-trade and jobbing business, as we shall see, and firom 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 Ci. Timc. admitting that Chicago could become a Philadelplia 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 St. L. an old greatest prosperity upon the “river trade,” when there were no railways to divert river city that trade from its unnatural outlet in the Gulf of Mexico to its natural outlet on the Atlantic. Chicago is the growth of railways and railway commerce, united -Chi. a railto the inter-ocean commerce of the great lakes. Chicago is the halfway house on way city. the great commercial thoroughfare across the continent. St. Louis is a way-station on a side-track. All the railways St. Louis has helped to build, that have not bankrupted their st. L not on builders, have contributed more to the growth of Chicago than they have to commercial the growth of St. Louis.

The reason is, that commerce moves around the globe parallel. on lines of latitude, and not on lines of longitude. St. Louis is not on the commercial 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. to becomne N. Y. and Chi.

Louis to become the New York to the Chicago Philadelphia? P. hil. While St. Louis laments the construction of even the Hannibal and Lo.s of trade to St. L’  St. Joe Railroad, within her own boundaries, we rejoice in it, for the last report of the Chicago, Burlington and Quincy Railroad gives -increase to the following amounts of through freight: From Quincy to Chicago,Chi. in 1866, 10,566 tons; in 1867, 9,332, a decrease of 1,234
tons. From * My friend, Mr. Gurdon S. Hubbard, thank GOD still living here, passed with loaded boats frequently Natural pus from 1815 to 1826, from the south branch of the Chicago River through the Saginaska Swamp in high sage from water into the Des Plaines and Illinois River. The confirmatory extracts (p. 63,) from General Wilson’s lake to river.

report, were incorporated after this was in the printer’s hands. 93

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94 Tlwe Rivals of the West, Cincinnati, St. Louis and Chieago. CO.B.andQ
points beyond Quincy, in 1866, 8,754 tons; in 1867, 19,195, an in road.

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. Increa “The same report shows also the direction of trade from Iowa, which Increase fromIowa was 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 BBurlington, in 1866, 29,921 tons; in 1867, 34,428, an increase of 4,507 tons. Localtrade These figures, it is true, are small compared with local freights greater. along the line, which to Chicago in 1866 were 432,572 tons; in 1867, 519,359, an increase of 87,787 tons. And firom Chicago, in 1866, 239,365 tons; and in 1867, 264,110 tons, an increase of 24,735 tons. To be equal Such will be the figures in a few years west of the Mississippi, as est o Mis. well as east, when the country shall have become equally settled, and bridges now building afford uninterrupted communication. St. L.‘s trou-At present St. Louis is much exercised, not only about the North blelabout bridge. Missouri Railroad, but concerning the bridge over the Mississippi. The 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, Burlillgton and other crossing places-the St.

Louisian names them, (p. 13)-an swer very well for North Missouri and on west. Still, there is a rich Chi wants it. and extensive region off 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 st. L. oppo-other, they seemi to think that if Chicago builds it, it becomes a Chilbes. cago bridge, and they are fighting it with might and main. Will be 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 effect of each one is to facilitate business with the East Will aid St. To the country adjacent in Illinois, whlich naturally trades with her, Louis  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, without a bridge, would surely forsake her. But  y(et poor as when counted upon as a chief means of St. Louis’ growth, she may relianice. be disappointed.

Most probably that one bridge of hers, will bear Cni wants more business to Chicago, than to St. Louis, and of the half-dozen half-a-dozen. or more, each one northward becomes more and more a Chicago bridge. Contest for Yet about this very region in Illinois, which has been concede territory close to St.L.tO her,-{or 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 Madisoii region,

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Past, Present and Future of Chicago Investments. which has probably given St. Louis as much trade as any three counties, the last report of the Chicago and Alton Railroad Company C. and Aio,, speak of a new and important branch just opened, one entered as a X r repori branch in the list, (p. 36): The St. Louis, Jacksonville and Chicago Railroad, which was completed to a Jacksonville connection with your line at a point about thirty miles from St. Louis, on the 1st road opened day of January, 1866, is developing a large traffic; but the principal advantage to be derived by this Company from traffic originating on that line will be through its northern connection which will be much further from the terminus of your line, at Chicago, than the present connection is from St. Louis. The traffic of that line is now almost exclusively with St. Louis and passes but a Takes trade short distance over your Road; but with the northern connection made, the traffic from t will be mainly with Chlcago, and will be a source of much greater profit to your to Chi. Company, by reason of the greater distance it will pass over your route. Both the Quincy region and that of this Jacksonville road, equa,lly Thi.s,: fair exmle of with that west of the Mississippi; belonged to St. Louis. These are otherroadsonly specimens of what branches are doing and will do; and when, where and how, is St. Louis to work a change in her favor’ with either nature or art? One or other, or both, must operate rather differently_ ork for from what they have done in years past, or the Queen of the Lakes Clhi. against waxes stronger and stronger, and she of the rivers relatively, and only relatively, weaker and weaker. She counts upon her ability by cross Cross lines lines, as we have seen, to draw the business of the Northwest, which, wanted. as we shall see, is her chief reliance, as it is of Chicago. One of these and the first to be built, is to finish the north and south road Mo. Valley in the valley of the Missouri, fiom St. Joseph to Omaha. This is Road.Y so surely to aid St. Louis, that her staunch supporters of the Hannibal and St. Joe road have taken it in hand, and assure me it will be finished to Omaha by July next. Somebody is to be disappointed in regard to this north and south line, for the last report of the Reportof N Northwestern Company remarks:-w. R. R. The parties controlling the Sioux City Branch of the Union Pacific Railroad to Sioux city be constructed from Sioux City, situate on the east bank of the Missouri river, in to Omaha Iowa, and about one hundred miles northerly of Omaha, to some point on the Union Pacific Raiiroad, west of Omaha, have recently decided to construct that line of road from Sioux City, down the east shore of the Missouri river some seventy-five miles, to a point about six miles west of St. John’s Station, on our Iowa line of road, and a connecting line of road from such point to St. John’s Station is also being built. The intention now is to complete this new line from our road at St. John’s to Sioux City this year, and have it ready for business next Upper Mo. spring. It will prove an important feeder, bringing us the business of the rich trade. country it traverses, the growing traffic of Dacotah and the Upper Missouri river, and will give some importance to Sioux City as a steamboat point of departure for the Fort Benton and Montana Region. Another line of railroad is also being now actively constructed from our present Omaha to St. depot at Council Bluffs along down the valley of the Missouri river, on the Iowa Joe. side, to St.

Joseph, Missouri, the western terminus of the Hannibal and St. Joseph Railroad. About fortyfive miles of this road, from Council Bluffs to a point opposite Nebraska City, the largest town in Nebraska, Omaha perhaps excepted, is already nearly or quite completed and will be in full running connection with us this fall. This line and the line from St. John’s to Sioux City, in connection with our own line along the valley of the Missouri, from St. John’s to Council Bluffs, gives us the business at once of near one hundred and fifty miles along the rich 150 miles valley of the Missouri to add to the earnings of our main lines from Chicago to chi.

liaos. that great valley. 95

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The Rivals of the West, St. Louis, Cincinnati and Chicago. 4Chi.-roadsThe Rock Island, also, comes in between the other two, and no doubt expects to share in the business; and then the Burlington and Missouri, between the Rock Island, and the IHannibal and St. Joe. With four Chicago roads, and only one or two of these cross lines -t.L. lor2.to St. Louis, must she not revolutionize the nature of trade, to turn those same currents in her favor, which with only one road, and that close to her, and built directly in her interest, has set with such tremendous force against her, as that its construction is justly deemed the severest blow she has yet received? I say yet, for we shall find Another another lilne in contemplation, still more injurious. Northern Misroad. soulri and Kansas and Nebraska, will fortunately be supplied with five roads, perhaps six, competing to take their trade to the lake ports, the very best they can have, at the lowest rates. What possible chance has St. Louis to succeed against such a combination? ie. Dem. The Missouri -)emocrat, of Nov.‘Rth, urging its citizens to the importance oi General Hammond’s road to Omaha, remarks: Reg. Without strength from St. Louis, the road cannot be built. Meanwhile, the Omaha Register of Saturday says: Ch td ” Let one go down to the warehouse of the Chicago and Northwestern railroad, hi.

trade. on the levee, and he will give an idea of the extent of the trade which is growing up with Chicago. There is a large warehouse packed full of merchandise from that place, which an army of teams is engaged in transferring to the stores of Omaha traders. The Chicago trade is rapidly assuming enormous proportions.” Omaha tele-Dec. 28th the Clticago Republiccan had the following dispatch grm from Omaha: The locomotive has come to town, and this time not on a flat-boat or as steamer Bridge built.

freight, but on its own wheels and by its own steam across the new railroad bridge that now links Omaha to Council Bluffs. The structure is a substantial pile bridge without a draw, which latter will not be necessary through the ice-bound winter months. The bridge-builders have worked with immense energy, and have their o ample reward, for the connection is now complete and without break from Chi~inntinousio icago for one thousand andforty miles toward the heart of the continent. This gives an opportunity for the winter freight and travel to pour an uninterrupted stream across the Missouri and up the Platte Valley to the terminus of the great Pacific road. Although Gen. Casement announces that actual track-laying is suspended during the close months of winter, the interim thus helped by the new bridge will enable the railroad company to bring forward an immense amount of material and equipment for spring operations.

The Union Pacific Company will build Pishing Pa-three hundred miles of track next season, and will inevitably add to their freight iroad and passenger business immensely. Of course Omaha is jubilant over the new bridge, and could scarcely be persuaded to go to bed at all on Friday night. The draw will be put in in the spring, early enough to open the way for river craft. No competi-As for serious contest with St. Louis for the trade north of the Lionrwith-St Hannibal and St. Joseph and the Atchison railroads, it is idle to L. north of st. Jo. road think of. When her capitalists shall see their duty-aand they must mainly defray the cost and do the work they will, in time, build two or three roads across Chicago’s seven lines west of the Mississippi. Each Her lines one of her lines, nevetheless, will send more business into Chicago will help Ch. than into St. Louis.* Ultimately there will be intermediate east aind Perversion *

The danger of this perversion of St. Louis railroads, seems to be understood by the knowing ones, for of St. L roads after Mr. Fagin’s speech (see p. 67,) Judge Bates, the President of the North Missouri road, was called to speak, and among other things said: N. Mo. Road “There is another matter I think it not improper to mention. There are two roads planned, and upon and branch’s which some work has been done, to be connected with the North Missouri road, the Iowa Central, and

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Past, Present and Fieture of CAicago Investments. west roads; but being now wide apart, we would favor a few north and south to bring traffic upon our lines. Probably St. Louis with Cincinnati, (p. 76) will find the Northwest Sour grapes in northwest grapes rather acid, and conclude that “the business between Chicago and the Northwest is very much overestimated by our community.” They may, too, be quite happy, as is Cincinnati, in the “hope to command a full share from the region lying from seventy to one hundred 70 to 100 m’s very good. miles north of” St.

Louis. For her “11full share” even of that, will not only be drawn upon by the Hannibal and St. Joe road; but she will be Hard to ke fortunate beyond expectations, if there be not another east and west thart. keep line between her and that faithful ally. For just in time for the printer, the Missouri -)emocrat, honestly doing its duty to arouse Mo. Demand Liberty Trib. St. Louis to its dangers, publishes the following firom the Liberty (Clay co. Mo.,) Tribune, of 10th January: The West Branch of the North Missouri Raz7road.-It is well known that the Trouble ab’t location of this road is up the bank of the Missouri river, and therefore is not of N. Mo.

road general benefit to the great majority of the people of our county. We lay no claim west branch. to much railroad knowledge, but we cannot, for the life of us, see what the road expects to gain, beyond its grade, by its present location. The history of railroads prove conclusively, that people never cross one road to ship on another, situated Trade does as close together as the Cameron and North Missouri will be. Clay county is one not cross of the richest in Missouri, and her trade is worth something to any road; and nearly all this the road proposes to cut off and send to Chicago by her present location. The North Missouri is a St. Louis road, and is managed by St. Louis men, but we must confess that Chicago needs no better drumner than the present location of this road. If St. Louis expects to reap any advantage from the West Branch of the North Liberty to be Missouri in Clay county, she must build the road so as to make Liberty a point. a point. By the present location the Missouri will present the anomaly of a railroad traversing each bank-for the road from Pike county, Mo., through Ralls, Audrain, PikeCo. road Boone, Howard, Saline, Lafayette and Jackson to Kansas City, will be built and that east and too, before the people of St. Louis get their eyes fairly open-and the interior of the west. rich counties on each side without any outlet except cross roads, most of them leading to Chicago. This is what St. Louis is pleased to style her splendid railroad system, but which should more properly be styled a system to build up the Eastern cities to the detriment of St.

Louis. Astonishing as it may appear, on a visit to St. Louis the other day, we found St. L. ignoleading business men who were not aware that the Kansas City and Cameron railrance of road was running, and carrying east millions of trade that formerly went to St. Cameron Louis. How are we to account for such indifference on the part of St. Louis men? To come to the point at once, if St. Louis expects to retain the trade of Clay How retain county, she must build the road in question so as to compete with other roads. Clay Co. The people are not going to cross energetic and ably managed roads and travel 20 nmiles to ship on the North Missouri. They will patronize the nearest road. If St. Louis affords equal advantages Missourians will sustain and give her the pre-Trade with St. L. with ference; if not they will go where their interest points. So far as Clay county is equal laciliconcerned, the bulk of her trade can be retained to St. Louis by locating the North ties. Missouri through Liberty. Do so, and our word for it, the road will do more trade from this county in a week than it would in three months up the river bank. the St. Louis and Cedar Rapids, that in turn connecting with the Cedar Valley road, both running north, and it is hoped to extend them through Minnesota to St. Paul. It is important for the interests of St. St. L. to conLouis that these roads should be controlled by St. Louis, either through the North Missouri RaiLroad trol or they Company, or otherwise. or they may be so controlled as to become feeders to the roads running east and become Chi. west in the interests of Chicago. roads. I hope the board will excuse me from further remarks.” Quite probably they excused him. But if they did, ill the roads altogether refuse freight and pas-Iowa will sengers destined for Chicago?

With the direct interest that great State will have in facilitating inter-take care of course eastward and to its chief market, will not an Iowa legislature find proper means to prevent itself. adverse discrimination? 7

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98 17te -Rivals of the West, Cincinnati, St. Long and Chicago. Remember We most respectfully ask the business men of St. Louis to give the subject their like Co. road serious consideration. Let them remember the proposed Pike county road, the most dangerous to her interests yet agitated, and the certainty of its being built, and that, too, on the bank of the river opposite the present location of the N orth Missouri road; and also remember that the trade of a county as rich in every resource as this is, will be sought after, and will flow into the hands of the city that throws out the greatest inducements in the way of roads, etc. Situation of’ To understand the force of this it should be remembered, that Clay Clay Co.

county is almost due west of St. Louis, on the north bank of the Missouri river, a little east of its great bend from its course south to Cameron and chi. road. east. The Cameron and Kansas road runs through Clay county on the west side, which is a Chicago road, as we have seen. This north and south Missouri Valley Railroad is expected to accomplish great .A dilemma.

things for St. Louis. But she is in a dilemma. If she run her road to the Missouri along its banks, as she mnight be expected to do, the business of Clay county will 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 route a new one-from the 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 country and Chicago. route traversed, and for Chicago; and though prospective, will be built before many of the roads St. Louis has upon her list of hopes. Contest for For business south and southwest of Missouri to the Gulf, there area S. W. of Miesouri. wil 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 will it therefore go to St. Louis? Mr. Cobb felicitates himself and Mr. Allen’s St. Louis, upon the “sagacity and liberality of Mr. Thomas Allen, in purchase of’ Cairo nd giving $350,000, besides a proportion of the $375,000 bonus for the Fulton road.

Cairo and Fulton road of Missouri, which is of no use to him, which he did not want, and which, in its original aimn, was more hostile to St. Louis than the Hannibal and St. Joe foreign movemcnt,”-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 villainous scheme he nipped in the bud, if it really were a more scheme nipped. 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.

D)id not St. Louis fear to meet it, would their solid men write such letters as that over their own names? Difficultto To control every avenue, however, between the region southwest control evre ry linoe to of St.

Louis and the lakes, will be somewhat difficult. The Illinois lakes 
nrlalI. 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

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Past, Present and Future of Chicago Investments. tvia the Louisville and Chicago road. Even with the advantage of possessing Mr. Hood’s barn, considerable knowledge of the tricks of - ortrade the trade, will be requisite for St. Louis to hold that directly south south of her. Of her.

But “flank movements” west are most feared and with ample cause. Flenk mover The [Missouri -)emocrat, (p. 26), alluded to the Cameron and Kansas Cameron and road, for which aid could not be gotten in Chicago, and probably for Kansas road the very good reason that the Hannibal and St.

Joe interest could and would take care of Chicago’s interest there.* While poverty Chi. can now has hitherto prevented much aid to railways, capital has been and is help herself. rapidly accumulating, and unless her past record shall 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 Mlissouri Republican, (p. 27), speaks of a road fromn Kansas toward Galveston being under contract and partly graded; and the papers announce the completion Lawrence of 30 miles of road from Lawrence to Ottawa, part of the Galveston anLad (nalv. ton road road, which is already connected with Chicago by the road to built 3d Leavenworth and St. Joe. miles. Now it happens that we have an instance right in hand, of the This a Chi. work.

way Chicago capital is to be used. This Lawrence and Galveston road has been taken in hand exclusively by two wealthy Chicago Mr. Sturgis citizens. Mr. William Sturgis is President of the Company, and its presidentchief and efficient promoter, who is backed up by one of our million-_a capitalist aires, who refuses positively to allow his name to be used in this coil-with him. nection.t The two have spent about a quarter of a million each in building and thoroughly equipping the first 30 miles south, which has 30Omiles built been in active use to Ottawa since 1st January. My friiend assures * That was a mistake. Our citizens took $100,000 of bonds, and would have taken more had it been necessary. I relied upon what the editor said without due inquiry, and do not care to alter the text. - The circumstances of the case, however, justify me in taking the liberty with a friend of over thirty-Mr. P. F. W. five years, to say that it is Mr. P. F. W. 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 heavily, and Mr. Sturgis being at that time in Kansas, I went to Mr. P. for information, which he cheerfully supplied, bat peremptorily refused that his name should be used. But it is too notable an 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 buildon his own account, while I was clerk for my father. In February or March, 1833, I aided to raise the ing in Chi. frame of his store. The first frame building was Mr. Robert A. Kinzie s store, on the West Side: Mr. George W. Dole’s store, southeast 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 NQrth Water and State streets, the brick so poorly burned that they crumbled away. The next was Mr. Heman Bond’s dwelling, erected I think in 1834, where the post office now is.

The third was Mr. Gurdon 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 praries for many miles.

Rev. Jeremiah Porter had organized the first Presbyterian Church of all the Northwest, (except that First Presb’n church in of the excellent Father Kent at Galena,) on the 26th of June, 1833, with 25 members, 16 of them belong-Mr. P’s loft ing to the fort, where services were held until Mr. Peck’s loft was habitable; when, without plastering, the front part was used as our church, and the rear, separated by a curtain, was the sleeping apartment of 99

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100 The Rivals of the West, Cincinnati, St. Louis and Chicago.

Suretogoonme that 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 the entire capital, $2,000,000. Nothing can prevent this, if life be spared, but factious opposition on the part of counties traversed, which the strong firiend ship and liberal aid by cotunty bonds which they have offered to induce to the enterprise, and the large interest they have in its most speedy 1amilestfromconstrtuction, forbid should be apprehended. I am told 180
miles G;alveston i’ rm prhndd mie e. from Galveston are already in use, and the intervening space will be filled by the time St. Louis shall have filled the gaps in her lines in her own State. Small trade Only a little traffic is expected from that distance; yet if there be tD Chi. any where in the Great Valley of the lakes and rivers one chief com mercial and mannfacturing city of easy access, all sections firom the Gulf around to the Rocky Mountains, will pay it more or less tribute. Texastobe Even Texas recognizes the importance of railway connection with ~oinected’

Chicago, though there also the opinion prevails that St. Louis is “the iHouston Tel. metropolis of the Mississippi Valley.” Says the Hfouston (Texas) Telegraph: oGrowth 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 has increased nearly 100,000 in the last ten years. And it is now marching forwa.rd 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 the Mississippi Valley. And as the Mississippi Valley is rapidly of Mis. Val. becoming the heart of the Union, St. Louis bids fair at no distant day to be the central city of the United States. The Mississippi river above St. Louis is navi gable for 800
miles, and below it for 1,345 miles; while the Missouri river is navigable Ilivers 11,000 above it for 3,000 miles. Altogether St. Louis has navigation for 11,000 miles. miles. This puts her in communication by water with every town within a rich valley of 1.200,000 square miles, capable of sustaining a population of 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 1,060 miles distant, and the second 2,300-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 Philadelphlia, and these grand cities of the West will sooner approximate these great cities of the East than is generally imagined. Railroad communuication with St. Louis and Chicago will make the fi)rtune of Messrs. Peck 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 half-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 ging n Chi. southeast corner of South Water and La Salle streets, a humble monument to the early endeavors to plant religious institutions, where they now so abound, in this city of a quarter-million. How I would Ch h like to pursue the subject, and speak of the excellent Methodist, Baptist, and Episcopal co-laborers in huntryc this holy work. There was no denominational division. We met in each other’s churches, as most con venient; and the christian unity and love with which GOD started this embryo city has been one oI its most influential means of advancement. But I must stop this. Mr Peck Mr. Peck, with but a small amount of real estate compared with mine in 1836, has had the good sense wealthy. to leave other business alone, keep his lots, and judiciously invest his income. I am poor, and he has put a quarter-million into this road, to be quadrupled if necessary. Nor is he the only millionaire that Other mil-has and that will engage in these enterprises.

Let them be doing in these few remaining years, that llow hires to which will tell on the future of this city, more than ten-fold what the same expenditure of effort and follow his example. money can do only ten years hence. We want Pecks enough of this sort to make up bushels, and what amounts will the grand-sons have to measure.

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Past, Present and Future of Chicago Investments. Houston and Galveston, and every-energy of the State of Texas sllould be put forth These con to complete this communication as soon as possible. Not only will it make our neti,,ns im cities ~~~~~~~~~~~~~~~~~~~~~~~portant to cities great and wealthy, but it will enrich the entire State. When the people of the Texas East, North, and Northwest, as also the Middle and Western States, can pour down into Texas by railroad, instead of going round by New Orleans, and crossing the Gulf, the revolution that will take place in trade and the increase of population are beyond our present calculation. The completion of this railroad communication, and the railroad communication with New Orleans, are the two great objects to be -to fill up accomplished before Texas will fill up with population like the Northwestern like N. W.

States have done. “The Mississippi Valley is rapidly becoming the heart of the nM. heVarbof Union.” Hias it not, though, been proved a non sequitur, that there-nUoiii,Ln dkoees. 5 ~~~~~~~~~~~~~~~~~not imake St. fore “St.

Louis bids fair at no distant day to be the central city ofL-80 the United States”? Geographically she is quite central of both Union and Valley; yet is it not quite significant that trade of the Valley itself, which she ought first to hold, is fast running away from 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 chiefpart lost to her. has been already lost to St. Louis, and by herculean efforts in railway building can alone be regained? What she is to the Mississippi Valley, she is to the rest of the Union, and nothing more. The Mis-Missiippi no 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 important advantage. But with an indefinite number of heads, and It benefits they mere springs of supply like the sourc(es of trade, which a city of indefinite. 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 sufficiently 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. at head located upon a long river or chain of lakes, with rivals above and o lakes. below; but she occupies the sole seat of supremacy, at the farthest extremity of lake navigation; a site so prominent to farsighted men Clinton prolong gone, that De Witt Clinton pointed it out as among the chief dicted its >

~~~~~~~~~~~~~~~~~~~~~~~imrportance. of the country. importance. As the investigation progresses, it will become yet more apparent, Centreofare public at that if there is to be one central city to accommodate the entire Re-that 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”: nothing less than to revolu-St.L. toretionize art and nature. “Old-fashioned cause and effect,” which natureprobably includes nature, having signally failed to sustain St.

Louis’ 101

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102 The R;vals of the West, Cincinnati, St. Loutis and Chticago.

pretensions, notwithstanding firm faith in them; nothing remains but merely that her extraordinary “race of humans” should supersede the miserable rivers, with something of nature that will become more -also art. subservient 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, con temning her gracious sway and patronage; that same extraordinary “race of humans” will of course invent some new art to over-ride ordinary humans who dare to intrude upon the River Monarch in her march to greatness. For such a “race of humans” are too wise to Easier to in-waste their powers, however infinite; and invention or creation of v,,it new than to cor-e new means is easier than correction of those incorrigible old offenders, rect tol forrSect old for-who seem determined both naturally and artfully to work in favor of Chicago. Tattbeneg That, however, is rather the weak side of the case, as it proves ative side 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,” but 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 t-reatled.nlY of the case with that awfully tremendous solemn solemnity which befits it, the affirmative also had its appropriate consideration. Not that we are supposed to have answered the many salient points-nimble leapers are they verily over both facts and reason;-for this paper 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 negaAffirmative tive, it will probably be conceded that nine affirmative points are has 9 points. reasonably established, which let us glance at in reverse order: 1. Weakest 1st. (14.) CG,cinnat;, St. Louis and Chicago, the chief Rivals.beats the sotrobgest. Whereas both the first and second cities largely led the third only 20 years since; the weakest in wealth, population, business and prestgqe, has made herself mistress of the entire 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 previous topic: 2. Combina-2d.

(13.) The Dif/erence between Chicago and other Western tion of caue.

Ce)ttres.-We found it was not one or two causes which 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 differences 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

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Past, Present and Future of Chicago Investments. lake navigation, which had been previously considered under the topic 3d (12). The Lake Route to the East and Europe.-Not only 3. Lake route. does this chain of lakes afford the grandest inland navigation of the world, but the lakes are so peculiarly located as to compel 500 to 600 miles north and south, and extending indefinitely to the Rocky Mountains and to the Pacific Ocean, to pay tribute to Chicago at the Chi. emnipori. Urn. western extremity, giving this head-port so large an advantage over way-side ports, as to render it absolutely certain that she must be the emporium of the Lake Valley. So superior had the lakes proved Lakes supeto the many thousand miles of river navigation, that while commercerior torivers on the latter has relatively deteriorated, and at St. Louis, their chief port, has actually and largely diminished; that of the lakes has steadily and rapidly augmented, until Chicago has been for several Chi: obhief grain and years, and probably will continue to be for all time, the chief grain and provision market. provision market, not merely of our country, but of the world. As Tradewith such, Europe must soon obtain ample and direct communication with Europe. it by the St. Lawrence. Requiring such a vastly greater tonnage to carry away the bulky articles of produce than to bring back ordinary merchandise; what other result can be expected, than that the cheap freights to Chicago, will not only render it the chief importing and Chief for im ports and exexporting city between the Great West and Europe, but also for very ports of the much eastward? An influential consideration bearing upon this topict in regard to distribution fromn the lake port toward the Atlantic, as well as for facilitating business from the West, had been considered, and we had already ascertained the superiority of Chicago in having 4th (11). Five Rival Railways Eastward.-These which we already4. 5railways have, supply far more facilities, and stronger competition, even without the lakes, their powerful regulator, than any other city possesses. Yet a sixth to Norfolk must soon be added, together with new lines-andothers. to each of the others, several of which can be formed by uniting roads already in use with a few short links; which, if a little more circuitous, would carry at the same rates with other lines, to secure a share of the immense through trade. Also, Chicago has already become so completely and firmly the Nocityy sought by entrepot of the Northwest, the trade of which is the prize most seaboard s coveted by every Atlantic port; that from Norfolk north, no city has an equal interest in creating the shortest, cheapest, and most numerous connections with any one city anywhere upon this whole continent, as with Chicago. For this unexampled result, which speaks loudly, not only for this Thyifs cali~eed by facilities city, but for the importance of the region possessing such a centre, west. we had been prepared by considering facilities now in full operation 103

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104 The Rivals of the West, Cincinnati, St. Louis and Chicago. though constantly improving, to gather the productions of the Great Northwest, of which was first,5 Tlls. and 5th (10). The Illinois and Michigan Canal Its possible continuMich Canal-ation to Rock Island.-The fact that a rain drop here falling firom the skies, could half of it run its ocean-course to the Gulf of the St. -unites lakes Lawrence, the other half to the Gulf of Mexico, indicated the proand rivers. priety of enlarging the connection, and here uniting the Great Valley of the Rivers, and the Great Valley of the Lakes, in indissoluble To be enlarg-bonds. The value of these thousands of miles of river navigation, ed-especially for the immense work of bearing onward to market the countless amounts of bulky agricultural products which the Missis sippi Valley will soon produce, will compel the opening of water ontinned communication through to the lakes, friom Rock Island direct, as well to R. Island. as by the Illinois River, on a scale commensurate with the trade. ]bailway fa-But although the advantage of conjoining water communication of cilities greater. g vallies which stretch a thousand miles each side of her, far exceeds any advantage of any other city of the West; yet this dwindles in conm parison with railway facilities. As an opening of new routes, the effect of which upon the commerce of the whole world no man can anticipate, but which Chicago, from its advantages of direct com merce with Europe, as well as with Atlantic ports, must derive more benefit from than any two or three other cities, we had of necessity examined,6. Pacific 6th (9. The Pacifc Railways in Progress-Their Effects.-Tlie railwa. success of the two lines friom Kansas and Omaha, which were designed to unite, but will now go through on routes several hundred miles apart, demonstrates their profits to builders and advantages to the Several to be country to such an extent, as to render certain the immediate aiding built. and construction of other routes. Connected with the most southern Chi. sure of at Kansas and at Lawrence, as Chicago already is, and being sure m(st of the trade. of the chief business of every other line farther north by railways already built west of the Mississippi and Missouri, and rapidly ex tending; however important that trade, either from the Pacific coast or the montanic region, no city can obtain as much of it as Chicago, probably not onethird. Surely the trade of the Orient, which from ancient times has given wealth to the cities that could obtain it, is Still not the worthy of consideration in such an investigation as this. Notwitlhbasis of cal-standing, the Pacific trade bein hypothetical, it was made a less basis culation-b in this estimate than business from the montanic region, which these -nor montanic trade. same roads will control until intermediate lines are constructed, still more effectually to bear the traffic to Chicago. Yet even that might be regarded hypothetical, and was only incidentally introduced; the real basis being what had already been accomplished in that,7. Focal poiut of 11,- 7th (8). The Focal Point of the Great West is fixed immovably by 000 miles of railway. over 7,500 of its 11,000 ililes of.Railway centering at Chi~cago.

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Past, Present and _Fut,re of Chicago Investments. Not yet 18 years have transpired, since the first 42 miles of railway 159 lines 242 to 974 miles out of Chicago were finished to Fox River.* Now, 15 trunk lines run to all points of the compass-except firom east to north where the lake is better than as many more railways,-each 242 to 974 miles, with numerous branches ramifying the West in all directions. The system, too, has been so thoroughly established, by this long ChiaOrftficWal hub of N. W and wide outt-spreading like the spokes of a wheel, that change is absolutely impossible. St. Louis, as we have seen, has been styled by her flatterers, the “natural hub of the continent.” Whatever Chicago is called, she is in truth the artificial hub of the Northwest, and as such, of the Republic.

Her railway spokes fasten her felloes -felloes-Be cure. to her so securely, that no rivers can wash them away; the wheel revolving with resistless power, so that no interposing wheel can come into existence.

Also, while each company has built its spoke solely to support its AdAttkhedldtr stockholder’is own interests, endeavoring to make the wheel bring grists to its own interest mill; yet an equal area cannot be carved out on the globe, upon which an equal number of miles of railway have been built in the same period, which so perfectly accommodate the country traversed. One public. half of all the railways of the West, are in these straight spokes; and over two-thirds of the remainder are supporting branches, almost as efficient stays of the wheel, as are the spokes themselves. The ChiasuL hub. centre of a wheel like that, is not Chicago truly the artificial hub, at least of the Northwest? Nor is this wheel of commerce, at the beck of any extraordinary Wheiel not to be chaiged, ” r a c e of humans” hibernating toward the circumference, to be l ed forto follow their example and disregard the laws of its very existence. While most wheels are centrifugal in their effects, that of commerce is centripetal, and most of that which comes within its whirl, will v e ry likely find its centrte. The wheel planned and construted under such wonderful combination, would work true upon its focal pivot immutably fixed, not only by art, but by nature also; for, as we have immediately before considered 8th (7). Art following Y;attre’s Lead, Chicago has no Taxes for -8s. Art fol’ ~~~~~~~~~~~~~~~~~~~~lowhr N~ature. Railways, though she has several times more than any Rival, and nearly two-thirds oqf all west of the Toledo and Cincinnati Road, and north of the Ohio River.-The position of Chicago at the head of Joint inter e~st of East.

lake navigation, wrought a confluence of interest between her and wei cthPiti with Chi. the shrewd capitalists of New York and New England, which has abundantly relieved her feebleness in money. With barely asking * The President of that Galena Railroad Company, Hlon. W. B. Ogden, is now acknowledged Railway Hon. W. B. King of the West; and although he used to consider my calculations extravagant, no other man living, Ogden rain so far as I know, hag so anticipated the importance of railways to this city, present and prospective; way king. and to no one man is the city as much indebted for what she has in this regard, and is yet to have. Had Mr. E.

K. Hubbard lived, whose early death was so deeply lamented, and who projected the Galena Mr. E. K. road, Mr. Ogden would have had a competitor who did appreciate the future of Chicago and the Hubbard. worth of its railways. 105

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106 The Rivals of the West, Cincinnati, St. Louis and Chicago. S1pokss put her consent, and sometimes obtained with too much difficulty, they in independently. have built and inserted in the hub one spoke after another, giving each direction according to fancy and interest of the several builders. W.heelarti-Yet, is not divergence wonderfully equal, and the whole wheel a tic. specimen of artistic skill to any master wheelwright who could have devised it? This grand triumph of art, the equal of which is not NoCh.work.found upon the globe, and probably never will be, was nlever planned by Chicago citizens, nor by those interested in its lands; but the most sagacious minds of the country adjusted its every part for their own individual gain, and for the good of the public. Seeking this eminent position of nature to erect their hub, a “natural location “
prominent not only as the head of lake navigation, but also the point to connect the River Valley with that of the Lakes, Art surely followed Common Nature’s lead. Not only so, but in this “world of many men of 8e ruled. many minds,” whether of an ordinary or extraordinary “race of humans,” such a conjunction of human skill was never brought about without considerable common sense. That is an ingredient of char acter that will be admitted to partake more of nature than of art; and who can doubt that it was this lead to which art has judiciously submitted itself? Therefore, “art following nature’s lead,” both in matter and mind, this chef d’ceuvre of all “races of humans,” has Nopower to here obtained. And where is the power upon this continent that can c,ange whatbreak up that wheel or interfere with its revolutions? Nor does all interests desire. capital, nor city, nor country traversed, nor to be traversed, want any change; nothing but enlargement and the addition at the extremities of a few more bracing branches. can St. L. Suppose, then, an extraordinary “race of humans” hibernating at work a aange? the extremity of a wheel-spoke which they imagine to be a ” natural hub of the continent,” would like to make a change, or prevent the wheel from working business into its own centre, will they be able to do more than to show their want of common sense in making such a Wheel s,tre fuitile effort? I trow not. The wheel with its hub are sure to revolve, t evolve. with sure results according to its laws, whatever any ordinary or extraordinary “race of humans” may attempt.

May it not, then, enter into our calculations as a fixed fact, establishing it as a main premise in the argument, as we had presumed to do in the topic preceding?9. Basis not 9th (6). That -Basis no longer ifypothetical.-For any city to have hypothetical fair promise upon preceding points, or even a majority of them, would St.L miscal-be quite a feather in its cap. St. Louis has plumed itself upon culates. actually possessing several, expecting upon that basis, especially that of the “natural hub of the continent,” to secure the rest. But Pros pero, p. 88, better apprehended her case than she does herself. Promises to No city will grow indefinitely upon “that which it seemeth to be tested. have.”

For years it may be “tickled with the hair of flattery,” and

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Past, Present and Futture of Chicago I5vestments. the gullible public be deceived with glittering phrases and false appearances; but time surely tests, sooner or later, the strength of a city’s promises. Chicago herself has had to depend upon mere promise forchi. chan,ges ten to twenty years.

But the time has at last fully come for their ifsreoto pf redemption; and she changes her base of argument fiom hypothesis, reasonable as it was, to acknowledged fact, solid truth. Are any of these nine points hypothetic?

Expansion and improve-Shehasthese ment spoken of and necessarilyin order to duly consider the future Pots may be more or less problematic. But what has been accomplished is a sure basis, until existing forces of nature and art shall be displaced by new inventions or new creations. And until St.

Louis orA city mrst have several some other city can claim at least a goodly share of these points, it of them to 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 pertinent to this othet edPoint ornitted. that they need consideration here; though another-Public Improvements anticipated 20 and 10 years ago as a -Basis-would not be impertinent as to the natural position of Chicago. To say that’ImatPrmavemta LI ~~~~~natural or improvements confidently predicted years in advance of their pro-c~“ldno~t have;been secution, and that the very lines foreseen which are now chief; were predicted. not natural, would accord more credit for prescience than I claim. The idea has been to present somewhat in their order, the operating Ordinary in fluences concauses essential to the growth of the chief city of the Northwest, sidexed. according to the natural configuration of the country, and present stage of inventions in art and science, leaving extraordinary influences and effects for their believers to claim and develop. Was not theCa-sestrac’ ed to effects. result fairly, naturally, logically deduced, that by and from these causes, Chicago must be the great city of the Northwest? And Restlts trac ed to causfes. now having taken that result and hastily traced back its operating causes, have we found any point disregarded, or overestimated, or unfairly 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 or St. L to inart capable of supplanting all or any one of these considered, theyforces. 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 Chicago, suppose for an instant chi. will use them. that we will lag behind any other city in applying improvements in art or science for our own benefit. Neither will it be denied, that accordingto present knowledge,Acmoinnt any city of the West to be entitled to prominence, not to say pre-hvemat jority of the eminence, should be able to claim of her own right at least a majority poilu. 107

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108 The Rivals of tAe West, Cincinnati, St. louis and Ciicargo. of these nine points; if not in perfection, at least in good measure. It is the literal truth, however, that except Chicago, not a city can No city has threteYh. do this. So far firom it, not a single city of the west can claim any three of them. Because none can, is their relative growth so West will problematical. That these immense vallies of lakes and rivers, the breild upie chief and most valuable part of the whole continent, must afford many sites, both occupied and unoccupied where important com mercial and manufacturing centres are to be erected, is as certain as l,st help tIle continuance of any “race of humans.” Nature will do more or theniselves. less for most of them; yet results depend mainly upon energy and industry. Even in Eden sloth was not natural to man, but he was Fulfilling put there ” to dress it and to keep it.” Now, he exercises the GODgiven right of domiion, an fulfills the prophecy. given light of dominlionl, and fulfills the prophecy  1sa. xL, 35. Mtke straight in the desert a highway for our GOD I Every valley shall be exalted, And every mountain and hill shall be made low; And the crooked shall be made straight, And the rough places plain: And the glory of the LORD shall be revealed, And all flesh shall see it together; For the mouth of the LORD
hath spoken it. Natirie of tnreof Our country is too new, the nature of our institutions too little Union not aprehendedapprehended, to have any proper conception of the benefits of our division into sovereign, firee and independent States, and yet by Federal compact created into another Nation, securing equal rights to all citizens ill every State of this ocean-bound Republic, as it will soon l,eneflts become. Who can estimate the perfection in the science and art of from )inr practice. Government to be developed in the experience of all these States in a century or two to come, when we shall properly apprehend our state pride basis of State Sovereignty? When the area shall be occupied as it t( operate. will be in only half a century, and this constant migration cease, and we begin to have that pride in our native State which inheritance of the paternal acres will speedily develope, what a stimulus is to be generated to give each of these States the best government with the least possible taxation.

Build great This State division, also, will have strong influence to build citis. impolrtant cities, each State having becoming pride in its own offsping. Competition will create ample facilities for citizens of their own and neighboring States, to reach its chief commercial or citiesjealonsmanufacturing city or cities. While from man’s nature lie is jealous ofeachoth-of his neighbor, and Blanche,‘ray and Sweetheart will bark and snarl er more of at the city that attains superiority; yet as against other States and the outsiders. world outside, they will be a unit to do whatever their own chief Jacksonviie emporium requires for its advancement. The Jacksonville (Ills.) ~opal. Journal, sensibly observes: chi. at home Chicago at Home and Abroad.-Every citizen of Illinois, when he is outside the and abroad. limits of the State, finds it difficult to invent adjectives sufficient to express his

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Past, Present and Future of Chicago Investments. admiration of Chicago, and cannot be earnest enoughi in his endeavors to make every one else think and speak concerning it just as he does. He talks of it as the greatest place on the Western continent-the centre around Illinoisan which all creation revolves-the great hub, in comparison with which all such hubs praises it as Boston are too insignificant to be mentioned-the favored spot upon this mundane abroad spherc on which the sun shines more brightly, and with a more life-giving influence, than upon the common-place localities which surround this great ne plus ultra. Indeed, from their impassioned descriptions, it might well be considered, by the uninitiated, that Chicago was a second Garden of Eden on earth, but the moment that person returns within the limits (of the State, in common with his fellowcitizens, he hurls at Chicago anathemas both loud and deep, realizing, if we may tamper with the quotation, that a city may not be without honor save in its own immediate vicinity. What are the causes of all the ill-feeling which exists against Chicago, we do not Why jealous propose to discuss; probably the many scamps and rascals who hail from there,at homle. 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.example many points in the history of Chicago which it would be well for other smaller worthy. cities to make note of, and to benefit by. Among the more prominent of these piints is the fact that very little of the ready money which is possessed by men in Chicago is ever salted down in some tattered stocking-leg, and hid away beneath the bricks of the fire-place, or in the innermost recesses of some closet. What Chicago does not eat and put on her back, and over her head in the shape of a roof, Her activity she expends in extending her business, in building stores and warehouses-and in making permanent and elegant public improvements. No sooner is money made than it is invested-no sooner does the interest come pouring in than it is sent out in such a shape that it will insure success in still greater business transactions. Thus Chicago grows, and thus her citizens have made her famous. Chicago fairly Thus Chi. springs up in a night, like the -fairy palace of Alladin-and rushes on mostgrows. breathlessly in the race fi)r supremacy-while her rivals, contenting themselves with the thought that what is slow will probably be sure, are content to plod Others plod. along and be outstripped by the youngest contestant of them all. Nothing venture, nothing have, is a maxim which Chicago has remembered-Do some and a great many other places entirely fo)rgotten. 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 is Use capital a rich city, so strangers say, as they ride around her streets, and we do not doubt L the truth of the assertion; but when we look around, we see but very little of it, conmparatively, being used in the extension of the business of the city.

Chicago Chi. enteris right in matters of enterprise, and numbers among its citizens some of the salt priseof the earth. Jacksonville boasts considerable of the latter commodity-but with the former she is not inconvenienced. St. Louis would never have been overtaken -beats StL. by Chicago if her citizens had been’-off the same block” as those of Chicago.

Money makes the mare go, but not money hid away in a strong box. This influence of the State alone, with none other, would insure statesto re ate large 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 adversely 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- -yet must ties should be afforded, and trade be allowed to find its na,tural chan-lave turadle to natural nels with individuals and with States. Our prosperity rests more than channels. 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 Amnboy ” Cam. & Am. righted by will erelong be righted; and in virtue of State sovereignty, too, State because sister Commonwealths have the sacred word of New Jersey sovereignty. pledged to equality of rights. 109,

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110 The Rivals of the West, Cinzcinnati, St. Louis and Chicago. Were Union Should our IHeaven-ordained system of Governments be overthrown, broken Chi. would grow-which no one will fear when he understands State Sovereignty, even then the laws of trade would secure great preeminence to the com mercial emporium of the Northwest, With State Sovereigntty, how ever, to insure the erection of many important cities throughout the no vorsde West; and with National Union to prevent improper restrictions, nosavrsde-Ws;.rvn sired. and leave trade a free course in its natural and artificial channels, we possess all opportunities that any reasonable man could desire. the West a While neighboring States will be jealous of Illinois, as the Tribes unit  of Israel were of Judah when their King was chosen from the lion tribe; 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 its Queen. their Queen, as against every rival, no reasonable service will be withheld to promote her prosperity. And we want no special favors chi.and lls. only as merited. So that under our system of free Governments, if tl’ue to their 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.” This ex-So we might pursue every general consideration as we have the anple ofgeneral coitside-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. No cilty hav-It would seem, therefore, that as upon the nine special and essential ing 3 of the 9
trcifioedrcnv. considerations, neither St. Louis nor any other site occupied or unochas no rival.. 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 continent. This renders Thus far consideration has been mainly restricted to the Northwest Chi.

heart of couti.ent. To be the 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 speed, or we fall far astern in the race of progress. Five hundred miles of Chatges of 40 years.

distance is less, both in time and cost, than a hundred was forty years ago, except between a very few points. A centre Acentre The trade of such a city cannot be restricted to its region naturally draws trade fro a dis-tributa ry, but by railways and telegrams it will draw from all quarters tance. of the land, and gradually expand throughout the earth. Especially now, in the unsettled condition of the South, the old centres of business broken up and new forming, with the strong and natural predilections which the South and West have for each other, owing to their being agricultural, and taking a broad, expansive view of means and reeas t:, 1-. s

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Past, Present and Future of Chicago Investments. ures; why should not Chicago come in for her due proportion of the Chi. contt commerce and mnanufacturing of the extensive South? If so, then heuital. she will be continental. We need, therefore, to consider some points bearing upon the measure of her growth rather than its certainty, the first of which may be:THE NORTHWEST IS THE PRIZE CONTESTED ITS EXTENT AND RESOURCES. St.

Louis has thus far been our chief witness; and if betterSt. L.good testimony could be given in our behalf, it would certainly be agreeable to read it. To judge firom points already made, did she not give mnany and earnest assurances that she still covets the trade of the Northwest, it would be quite doubtful whether a city of the intrilnsic Doeeh sho seek trade of character, and wealth, and power, the possession of which is ac-northwest? knowledged with pleasure, could have been in downright contest w i th her “beautiful rival” for trade of one and the salme region. Even in 1861, it was necessary to consider this point, and extracts w e re made from the.Missouri -Democrat and commen ted upon as Considerl-61. follows: Rivalry of St. Louis and Chicago.-Since writing these pages, it has occurred to Rivalry of St me that some extracts from St. Louis papers themselves would throw light on this L. and Chi. subject, and be entitled to more weight than anything’ I could say, and I have found a few weeks’ file of the Missouri Democrat, one of its most influential and reliable commercial papers. I was forcibly impressed with the fact, apparent in Northwest every number, that the business of the Northwest is the prize sought there as the prize. here, and almost the same territory that is hereinbefore named as belonging to Chicago, is the main reliance of our rival. I present a few extracts: “Commerce of St.

Louis-Tg-ade North and South.-It is by no means an uninterest-o. Dem.‘61
ing theme for St. Louisians to well on the resources ot trade, and the natural law governing commerce; but the inexorable logic of facts to practical minds, is worth more than volumes of specious theories, based upon local sympathy or sectional prejudice. St. Louis has, or has not a commerce. If she has a commerce, that River trade commerce, like the mighlty river that is our principal medium of trade, has a source her reliance and an outlet. We might as well deny that the Mississippi river rises in the north, as to deny that in its course from head lakes to St.

Louis, it washes the shores of that great empire that constitutes the right arm of our commerce. And however Flows down much our sympathies would lead us to go to the mouth of this great artery of streamtrade, and force commerce up to this point, the dictates of ease, and the dread of encountering powerful natural resisting forces, would make us seek its source, that we might glide smoothly down the natural current of this great highway, gathering the wealth of the country in our course, and deposit it leisurely at our door. * “Then look at the Northwest. Free, industrious, self-reliant, intelligent, enter-Advantages prising, cool, loyal, tolerant, contented and happy. Opening up an empire ofefN. w.

matchless resources; subduing the wilderness; building towns, cities, railroads, schoolhouses, churches, colleges, and laying the enduring foundation of true civilization. Rich in the production of life-sustainring cereals which invite our commerce, and powerful in the possession of free institutions, which challenge our admiration. With soil and climate no way superior to the South, the Northwest has Outstrips the outstripped everything in the annals of improvement, by that policy which alone Southwill attract an industrious population, and insure permanent happiness. While the South is prating about extra rights, the Northwest is marching on to greatness by a proper use of the rights she had under the same constitution that shelters and guards the interests of all. All sections have righ’ts alike, and the difference in -by using condition is depeucndent more upon the use of the rights we have, than on the its powers. acquisition of rights supposed to be withheld. “This picture is not drawn from prejudice towards one, nor favor towards the Opinion honother section of our common country. It is only to be deplored that the facts est. exist which make the contrast so glaring. I-‘1

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The Yorthwest is the Prize-Its Extent and Riesources. St.L., no “In view of the truth which every intelligent man must acknowledge, what hnope 
hope-hope is there for the future greatness of St. Louis, in commerce, in manufactures, in good government, in permanent wealth and substantial happiness, but in the cul-but in se-tivation of the most intimate and friendly relations with all sections, and particucuring that trade.at larly that portion of the country that can throw into our lap the very trade she must secure in order to maintaih 7ter position?” What is “Conmmerce of St. Louis.-In pursuing this subject we must remark prelimi N

W? 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 fair as 1856 and cornRivalry for ing up to 1859. Then [1857] commenced the struggle between the two itin1857. 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 filst hear that old customers of St. Louis are making their purchases in Chicago, on terms denied them here, and of course the products of the country followed the merchants. it. L., needs ” Now this comparison between the action of St. Louis and Chicago may to know the trouth. be distasteful 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 nothing policy, even with all the natural advantages in our favor.‘Men learn wisdom by the woes they suffer,’ 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 immense trade of the Iowa trade Upper Mississippi Valley, but inaction won’t secure it. The immense and growowae tro dhi. ing trade of Iowa, for instance, which used to flow naturally to this point, has e 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 that if St. Louis does not hunt Resionifor 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. Other trade “The same with the trade of Western Illinois, Wisconsin, all of Minnesota, and lost. North Missouri. The vast and accumulating wealth 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 Whence quarrel over the everlasting nigger; but where does the pork, beef, beans, wheat, co,estrade? corn, oats, hay, horses, mules, butter, eggs and poultry, that we consume here or send South, come from? Do they not come firom those sections of the country we have namned? And without these would not our Southern trade be barren of profits? What steamer could prosecute a successful trade, freighted but one way? And who does not know that freights South depend upon Northern supply?” st. L’s. reli-It will be observed that to get the trade of the NorthWest, which “she must ance.

secure in order to maintain her position,” the river routes are mainly to be relied upon, and the crossing of the chief-the Mississippi-in the railway transit Chi cagoward, is a strange anomaly in trade. Could this reliance upon her natural More unsafe highways ever be true and valuable to St. Louis, it must have been hitherto, for the in future boating interest is fast diminishing, and the railroad fast increasing, and facilities uil past. for crossing the Mississippi will multiply year by year. The large ferry boats will be almost equal to the Rock Island bridge, that St. Louis has been in vaini trying all sorts of means to destroy, and other bridges will no doubt be erected. But without bridges, mere transfer of cars across the Mississippi, is of small account, st. L’s “tot-not at all equal to the cost of sacking grain and “toting” it on the levees if it is to go to St. Louis. N. W. roads Some effort has been made to save a portion of the trade west of the Mississip wanted-by building roads north and northwest fr(im St. Louis. But with the exception -none built. of one intersecting the Hannibal and St. Joseph, none have been built, and nothing is said of them in those papers that I have examined, except considerable berating IIan. & St. of the Hannibal and St. Joseph road as being adverse to the interest of St. Louis. Joe riatdownad No doubt it is managed to promote its own advantage, and it the business upon this ,seeks its own interest. most southern of all the Chicago roads west of the Mlississippi has such a tendency in this direction, how is it to be upon the others? North roads The construction of roads northward from St.

Louis to intersect the other afficulr Chicago roads, will for a considerable period be very difficult, if at all practicable, and meanwhile the five roads built or fast completing from the Mississippi to the Missouri, will have been so long established as to have attached the business of ‘ North Missouri and Iowa to these Chicago roads, and make it difficult for St Louis 112

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Part, Present and Future of Chicago Igzvestrnents. to obtain even a small part. Her one or two roads-when gotten-will be unequal Not equal to competitors with our five or more; and even with equal facilities of transit, except East lines. for the inconsiderable proportion going 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: Mo. De ” Gommerce of St. Loui8-Gomparative Receipts and Shipmenst8 North and South.- Trade north When we hear talk of the great balance of trade in our favor from one section and south. over another, we are irresistibly led to compare statistical records of such facts, so as to enlighten the public mind and prevent the inconsiderate statements of prejudiced persons from being taken as law, to the damage of commerce. “The following are the receipts of all articles of Southern production at this Recipts market for the year 1860, which do not vary much from those of the previous outh year: Weighttons. Weighttons.

Sugar, hhds………47,637 23,818 Coffee, not grown in the bbls……….

7,857 982 South, but brought prin ” boxes…… 13,755 200 cipally by way of New Molasses, bbls…….54,055 12,850 Orleanssacks…….109,427 3,551

” kegs…….10,471 523… Rice, tierces……… 7,078 2,300 Total receipts by river and rail…44,224 “The receipts of wheat, corn, rye, barley and oats for 1860, were as follows: north.eceipts north. Bushels.

Weighttons Bushels. Weighttons. Wheat……..3,555,875 106,676

Barley……. 291,130 10,065 Corn……….3,516,808 100,470

Oats………. 2,364,212 41,373 Total…….9,886,979 263,035

Rye………. 158,994 4,451 “Here we have two hundred and sixty-three thousand and thirty-five ton8 of freight, 263,o0h35 tons nineteen-twentieths of which came from the North by way of the river, againstnortfortyfour thousand two hundred and twentyfour tons coming from the South. We do not claim that these figures are correct to a fraction, but they will be found 44,224 tons south. sufficiently so on examination to show the immense disparity between the shipping uth tonnage from the two sections of country that contribute to our commerce. But this slight exhibit is only a tithe of what we shall be able to show as we pursue the subject. The immense trade in‘“hay, pork, flour, butter, cheese, lard, wood, Other items lumber, etc., which nearly all come from the great NorthWest, will demonstrate to add-. the folly of cutting off the fountain of trade, by quarreling with the bone and muscle tfrom which it flows. We shall show in our next, that the manufacturing Dependence interest of St. Louis is mainly indebted to the free North, for the very aliment that of St. L. mana sustains it, and to fight away that region of country because they don’t see fit to ufactures. 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 NorthWest should be sought after. Mighty N. The’golden harvest should be garnered in St. Louis. Its railroads should be centred w. trade to here. The enterprise of her people should be encouraged by throwing around it be sought. 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 the following Chi. receipts r e c e i p t s at Chicago of the articles above given as received at St. L
ouis: of same arti cles. 1860. 1859. 1860. 1859. Wheat……. 14,277,083

8,060,766 Barley…….. 617,619 652,696 Corn………..15,212,394

5,401,870 - - Oats………… 1,698,889 1,757,696 ~ Total…….

32,124,961 16,104,542 Rye………… 318,976 231,514 The difference in amount at the two cities, may speak for itself, but please notice No inecrease 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 abouthia one hundred per cent. The canal, which connects the two cities by water, and doubles.o should take business to St. Louis equally as to Chicago, if she had power to draw it-the canal alone, brought to Chicago nearly a quarter more corn than St.

Louis Canal and its received from al sources. Both cities hau the same regions to draw from the two corn. years, and “nineteen-twentieths came from the North” to St. Louis; and if such is 8 113

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The Northwest is the Prize-Its Extent and Resources. to be the manner in which our rival is to recover her lost vantage ground-and I think it is-she is not long to be ahead of Chicago. aeneral Perhaps I am needlessly prolix, upon the advantages and prospects of these two tpinion that competitors. But it has been generally conceded that one or the other was to be lead. the great interior city of the continent, and nine-tenths have supposed it was to be St. Louis, and do still. If any reader has doubted the soundness of my claims for Chicago, these candid admissions by St.

Louis against herself, must go far to sustain me. 5tr Again I say-study a recent railroad map, and discover if you can a single point road map.

unfairly presented, either in favor of Chicago or against St. Louis. St.

L. fears These apprehensions have been more than realized. Still, St.

Louis realized. is energetic and powerful in her v ealth, and although slow to realize the necessities of the case, she is becoming earnest, and a few railPrize known roads will be built. She knows the worth of the prize coveted. By years of monopoly, and when of comparatively little value, it had made her rich, and no wonder that she said, “above all, the trade of How sought? the mighty Northwest should be sought after.” But how did she seek? Still hoodwinked with the delusion of river power, railroads Railways neRgleclted. 1northward, her only salvation, have been overlooked, orat least never found. They may do her no good; but her expectations fail utterly without them, and they will be built in time or times. Results of As this leading paper admitted, the struggle fully commenced in contest for 11 years. 1857; and above are results of four years, and herein of seven more. How change How long before she resumes mastery at this rate? Yet what possible How change them? influences can work a change in her favor? The figures of business, both in merchandise and in grain, hereafter given, cannot be gainsaid, and prove positively the truth of the above declaration, that the Northwest supplies “the very trade she must secure in order to mainCross lines tain her position.” Has she-can she secure it? Will a road or not strong. two, or half a dozen, draw trade across our one to seven lines probably more by the time she gets two only-when she is unable to N. W. stil e ohe w ee N.fht!”- keep trade close to herin her own State? Notwithstanding seven years more experience, the trade of the Northwest, as almost their every newspaper indicates, is still the apple of her eye. She will build one or two roads to get it; and probably when she finds them -grapes sour. more treacherous than the Hannibal and St. Joe, she will then make up her mind that Northwest grapes are “mighty” sour. What the prize? And what is that prize which we have won? In 1861 I answered: 150,000 miles “It is an area of over one hundred and fifty thousand square miles - and fast unequaled-enlarging to twice that size-the equal to which, in natural advantages, exists not on the globe in one body. Not like the old States, is it half uninhabitable, but nearly the whole the richest arable land and lakes and, water-courses. Generally, it is dvantage healthy; its facilities for navigation and railroad building unsurpassed; its coa abundant; lead and copper mines superior, and its iron ore the purest and best in the world.

It has limestone and other rock in abundance, marble of various kinds, gypsum, water-lime, salt springs, pottery clays, silex beds, and numerous other productions used in the arts and mamnufactures. Ease of till-Never was a country settled which so quickly and liberally rewarded the husage.

bandman - the great basis of prosperity - whether in raising various kinds of grains, grasses and stock, or hemp, flax, tobacco, fruits, vegetables, etc. Not as in the older States is a generation or two worn out in subduing forests, but the farmer Crop first comes and plows and sows, and reaps a bountiful harvest the first or second year. year. Indiae corn is the great essential in modem agriculture ” breads meat and man 114

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Past, Present and Future of Chicago Iomvestments. ure “- and not ten cents a bushel is the average cost of its production, all through Best region this territory tributary to Chicago. For grasses it is famous; and portions are not of the globe. excelled for fruits of all kinds of the temperate zone, and wines are to be a staple production. Beyond doubt, the equal of this region was never opened to the occupancy of man. To exhibit how 150,000 square miles, and 3,000,000 population H’ow the claim is could be claimed in 1861, the following table was prepared. Addi-made. tions are made of Kansas and Nebraska and the montanic iegion, together with a reasonable estimate of area and population now tributary:1,500,000 Square Miles, having 11,000,000 Popuiation, rapidly to become tributary 1,5OO00,000 sq. to Chicago, of which 300,000 Square Miles, and 7,000,000

Population, already make lloeso, it their Centre. population. Tributary, 1

86 8. Area. Me Population. Tribu’y 1861. Sqr. Mls. Popul’n. Tribu’y 1868.

States and Territories. Square Miles. Ohio……………….

Michigan…………… Indiana……………..

Illinois……………… Wisconsin………….. Minnesota…………..

Iowa……………….. Missouri……………. Kansas………………

Nebraska…………… Old Northwest……… 591,570 9,091,879 150,000

3,000,000 280,000 6,900,000 Dakota……………..152,500

4,837…………… 5,000 15,000 M3ontana…………….

143,776…………………… 5,000 15,000 Wyoming……………

88,097…………………. 5,000 20,000 Colorado……………

106,475…………………… 5,000 50,000 Pr~tNotwst..108,1

90671………0,0 7,0,0_e P resent Northwest…… New Mexico…………

Arizona…………….. Utah………………. Idaho……………….

Tlhe West………….. Tice. Wet….15820920551000,0,0 0,0,0,0 h et That is Chicago territory which transacts more business here than What is Chi.

territory? at any other city. New York has been and still is the emporium of the c ontinent, for all sections have more dealings with her tha n with any o the r city. Philadelphia, Baltimore, and Boston, heavy cen’res of b u s i n e s s as they are, are her tributaries. Not for several years can N.Y. empo rium of Chicago stand in that relation to the chief cities of the West, because whole counNew York will still be their emporium. For that reason, and thattry Why Chi. is only, the whole West cannot be now claimed as Chicago’s ter’itory. notyyetem poriui of The time must come, as we shall see, when the West will have far the west. more traffic with itself than with the seaboard; and then, unless this argument be fallacious, Chicago will be its emporium. Ift is difficult to realize that si?x hundred thousand scuare miles can Area difficult to realize. really become tributary to one city. Yet to that must be added five hundred thousand more of the Territories already sure to us, 115 Population in 1860. Tributary, 186l.. Sqr. Mls. Popul’n. 2,339,511 749,113 1,350,428

1,711,951 775,881 172,023 674,913 1,182,012 107,206 28,841 39,964 56,243

33,809 55,405 53,924 83,500 55,045 67,380 83,000 63,300 …….. 15,000

15,000 35,OOU 25,000 . 10,000 86,ooo 20,000 …….. …….. ……..

200,000 250,000 1,100,000 500,000 ioo,ooo 500,000 350,000 ……..

…….. … 00 25,000 45,000 35,000 25,000 55,000 25,000 25,000 20,000

000 1,000,000 2,200,000 1,000,000 300,000 900,000 600,000 250,000 250,000

Old N. W. 1,082,418 124,450 130,800 109,600 90,932 1,538,200 9,096,716

93,516 … ‘. i. 2 3 …….. 9,230,505 300,000 …….. …….. ……..

…….. 300,000 7,000,000 New N. W. …….. …….. …….. ……..

7,000,000 Th. W..t. …….. …….. …….. …….. …….. 150,000

…….. …….. …….. …….. …….. 3,000,000

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The Northwest is the Prize-Its Extent arid Resources. Small per and another flve hundred thousand that must follow the lead of the cent. yet in rest. The 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: Idnoin States Farms, per Farms,perTotal frm.and Census, 1850. Census, 1860. Not in acres in Ta aa Territories. - ___- - Farms. farms and Impr’d. jUnimpr’d Impr’d. Unimpr’d out. Ohio……….. 9,851,493 8,146,000 12,625,394 7,846,747 5,104,819

25,576,960 Michigan……. 1,929,110 2,454,780 3,476,296 3,554,538

28,964,686 35,995,520 Indiana……… 5,046,543 7,746,879 8,242,183

8,146,109 5,249,468 21,637,760 Illinois……… 5,039,545 6,p97,867

13,096,374 7,815,615 14,547,211 35,459,200 Wisconsin…… 1,045,499

1,931,159 3,746,167 4,147,420 29,617,773 34,511,360 Minnesota…… 5,035

23,846 556,250 2,155,718 50,728,032 53,440,000 Iowa……….. 824,682

1,911,382 3,792,792 6,277,115 25,158,893 35,228,800 Missouri…….

2,938,425 6,794,245 6,246,871 13,737,939 23,138,390 43,123,200

Kansas………………………. 405,468 1,372,932 51,341,600 53,120,000

Neb raska……………………. 11,789 512,425 39,980,781 40,512,000

Old Northwest.. 26,680,322 36,006,158 52,306,584155,566,558 273,831,653

378,604,800 Dakota…………………….. 2,115 24,333 97,573,552

97,600,000 Montana…………………………………………….

92,016,640 Wyoming…………………………………………….

36,382,080 Colorado…………………………………………….

68,144,000 Present Northwest……………………………..

692,747,520 New Mexico…. 166,201 124,370 149,274 1,265,635 78,233,091

79,648,000 Arizona…………………………………………..

83,712,000 TJtah……….. 16,333 30,5… 77,219 12,692 70,054,089

70,144,000 Idaho………………………………………. 58,196,000

The Wet….26,862,866 36,160,944 52,535,192 56,859,218 519,692,385

984,447,520 Farms of N. W. 1850-1860. Lanid not in farms. Total area.

Ills. in18fi6t0 What brings land into’the list offarms, and what renders them not one-saf a adint e o~h, w und,rfence. improved, 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 onethird 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 Not 1 acre in provision and grain market of the world, not one acre in five, probably 5 yet plowed not one in eight has yet been ploughed.

Est. of 1861 The estimate in 1861 having been too moderate, a mere comparison moderate. 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 7
years con-we seemed to have acquired. Seven years more of results, year by firms. 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.

Ohimedt yet Desiring to make these estimates moderate, leaving room for future claimed. tDesiring to make these estimates moderate, leaving room for future I, d 116 Lands of Northwest in Farm~ 1850 and 1860, and not in Facrms. Old N. W. New N. W. The West.

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Past, Present and Future of Chicago Investnmerits. increase, nothing is yet claimed from Ohio. Indiana has doubtlessInd only 1,600,000 population, and except 50 to 100 miles adjoining each Louisville and Cincinnati, the entire State gives trade largely to Chicago; yet only five-eighths is estimated. Of Illinois, St. Louis Il lsO.lthe whole. has 50 to,100 miles, perhal)s, and the rest comes to Chicago. Missouri fMo. two fifths. is estimated by Governor Fletcher to have 1;500,000 population, and only two-fifths are claimed for Chicago. A cellsus in 1867, gives Iowa 902,040, and the whole is ours; for as remarked in 1861, (p. 2)), whole. a person who sought trade with that State alone, would come to 9

~~~~~~~~~~~~~~~~~Wis. allowChicago to do it. Of Wisconsin, too, the whole would be estimated, anc to,V1ll. but that Milwaukee has a large trade yet with New York. Nebraska Neb.ours. is entirely ours. The estimate for Kansas is doubtless most ques-Kansas com. tionable; but the rapid increase will justify it, the present year ing making it good. The Territories are not counted upon except for mining trade, as Estimate of Territories that will be chief for many years. This renders a present estimate now,imall. small, not that the trade is not ours legitimately, but because minilig is in its infancy, and what little there is has not found its natural channel by railway. The Pacific road, and that to Sioux City, to be Their trade finished in a few months, will take the whole trade of Colorado, and come toCni. thence north. A newspaper remarks: The Omaha Pacific Railroad Company have notified the Government that they Denver br’ch intend to construct a railroad from Denver to the main road, a distance of one road. hundred and two miles and have it completed in October next. Other branches will also be made, and rapidly; and until other lines Other bran. from the Mississippi and Missouri shall bear trade still more directly ches. Omahat and to Chicago, the Omaha Pacific will take the whole fiom northern si.mahxaCtynd Nebraska and Wyoming, and the Sioux City will be a strong coin-take all. petitor for that above. The Chicago Journal says:- Chi. our. Chicago and the Upper Missouri.-The commercial relations of the new Northwest Upper Mo. and this city are becoming more and more intimate. Chicago is the metropolis of tradebel igs all the Northwest, of Montana and Idaho, Minnesota and Iowa, hardly less than to Chi. of Illinois. As the entire country pays tribute to New York, so does the entire Northwest to this metropolis. The importance of Chicago is due largely, if not mainly, to the fact that from the first it has acted upon the idea that, as Parton expresses it, “every acre with which it could put itself into easy communication She wii)s it. must pay tribute to it forever.” To our people, therefore, it is a matter of no trivial interest that the Sioux City branch of the Iowa division of the Northwestern Sioux City Railway, running from St. Johns to Sioux City, will be completed before the road soo/i opening of spring navigation -
probably in five weeks. Our informant is the built. Superintendent of its construction. This important branch of the Northwestern, terminating at Sioux City, connects Takes Uppler Chicago with the Missouri 1,039 miles, by river navigation, above St. Louis, and Mo. trade. gives immediate prominence to our city in the estimation of the mountain people, in two essentials - that of trade and travel. The better to complete this line of Steamnboat communication with Montana, a line of fleet, lightdraft steamers, especially con-line in structed for navigating the Upper Missouri, has been projected, and will ply this connection. coming season between Sioux City and Fort Benton. The exorbitant freights and high rates of insurance on goods shipped from St. Louis, resulting partly from the many dangers and difficulties attending the navigation of the Missouri as high up Lower Mo. as Sioux City, and partly from the absence of competing lines from points above navigatiofn St. Louis, are items of importance, which, if no others were wanting, would serve to divert a great commercial channel fiom St. Louis where it has heretofore been 117

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118 Tlte Yorthwest is the Prize-Its Extent and Rcsources. Trade with compiled to go, to Chicago, where, this season, it will properly and naturally come. Chli. natural. With onethird of river navigation overcome (and that the most dangerous and difficult) - with from twelve to fourteen days saved - steamers leaving Sioux City, conveying freight and passengers, delivered in three days from Chicago, will be able to make two, and possibly three, trips to the headwaters (instead of one, as heretofore,) before the close of navigation. Mpapr To illustrate the more clearly, take the following facts, for which we are indebted per. to a Montana exchange: Extent of Extientorade “During the past season, forty-nine steamers, transporting upward of seven thousand tons of freight, and nearly three thousand passengers, reached Fort Benton from St. Louis. The average time of these boats in reaching their destiLong trips nation was sixty days. The Octavia made Benton, from St. Louis, in thirty-five from St. L. days. The Zephyr was wafted through in ninety days! Steamers, such as are to be put on the line from Sioux City, ought to make the’voyage’ from that point to headquarters in from twentyfive to twenty-seven days, with one hundred to one hundred and twentyfive tons of freight and full passenger list.” Showsad- * These facts are important as showing a great saving of disvantage of Chi. route. tance, time, and cost of transporting goods to, and the shipment of treasure from, and so demonstrating a material divergence in the channels of trade, important alike to the people of Chicago and the vigorous and thrifty communities of the mountains. 37,000miners With a population already of 37,000 people-with thousands of adventurous want conEastnec. men adding to her numbers yearly-with a gold product only second to California, and with silver mines that promise to equal, if they do not excel, those of Nevada, Montana has little patience and less disposition to suffer longer that isolation which, more than any other Territory, has been her lot in the past. Hea Gaz. The Helena (Montana) Gazette, Nov. 28th, announces her opinion in the ease ofChi. vs. St. L. Chic,ao vs. St. Louis.-Rapid and cheap transportation, to a country isolated as I is Montana, is the medium to the ultima thule of commercial advantage; and what ever the predilections of our merchants may be, or the convenience and advantage of their business relations elsewhere, it is every day becoming more apparent that Trade goes to Chicago is making the best bids, or, what is the same thing, offering greater best bidder. inducements for Montana trade, than even St. Louis, that has grown wealthy off of western traffic, and should be willing to spend a portion of that wealth in St. L. inert. opening up to us commercial facilities. While St. Louis, like an overgrown boy, reveling in the plenitude of animal life, is inert from the lassitude of inaction, arind suffering, absolutely from the growing pains of expansion which it cannot prevent Chi. active. without doing violence to nature, Chicago is straining every nerve to accomplish the great result of securing the Montana trade. Besides the lease by the Illinois Soad City Central Railroad company of the Dubuque and Sioux City railroad, that immense corporation, exerting its influence in the interests of Chicago, will, by spring, without fail, connect at Sioux City by means of a road to St. Johns, on the Missouri river, 35 miles above Council Bluffs, and thence without change of cars, a distance Steamboats of about 70 miles, to Sioux City. By putting on a line of boats thence to Fort to connect.

Benton, that place will be made the Chicago depot of supplies to Montana, and our merchants will be able to buy either in Chicago in February or March, or at Sioux City in March or April at Chicago rates, with freight added, and transport their goods to Fort Benton in a numerous line of lightdraft Chicago bottoms, at a cost of about fo)ur cents for river transportation and insurance, and two and a half for Benefits to railroad.

These are bright prospects for Montana, but the rays of our light will ‘,ion~tana. otaa not fall on St. Louis, unless she makes a determined and present effort, which, Ier trade from present appearances, we should judge she is not likely to do. As an illuissought. tration of the high estimate placed upon our trade by Chicago, Dubuque, aind Dubuque Sioux City, we quote from a Dubuque Herald, of a recent date: “As an example Hera*d. of what may be expected, we may point to the immense business now derived by Omaha from the upper Missouri. We learn that the bank deposits of that city are Mountain not less than $2,000,000. The handling of the gold fromn the mountains, brought trade large. by steamers and mackinaw boats down the Missouri, require tile presence of large amounts of capital. A single mackinaw boat is frequently loaded with 200 pounds of gold dust. Open to Sioux City communication with the east, and these same steamers and boats will make that place their southern landing, and their business, Come to Du-passenger and freight, will be done there. This immense business in the minerals buque. Of the mountains and the agricultural products of the plains will be brought to our doors on the extension of the D. and S. C.

R. to the Missouri river.” With this

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Past, Present and Future of Chicago Investments. view of the active interest being shown by Chicago capital in securing to us corn-Chi. seeks mercial advantages, and the apathy shown by St. Louis, we cannot help but be St L regrets impressed with the conviction that St. Louis has “lost her grip.,” as commerce, t Lregre like water, will travel in the lowest channel and seek an outlet where there exists Trade like the least impediments. This branch road from Chicago to Sioux City is now water.

completed to Onawa, some 30 miles below, and half of the intervening distance is graded, being a gap of but fifteen miles of grading and -thirty miles of track-laying to be completed between now and spring, and the bridging of the Floyd, just below Sioux City. If St. Louis is determined to “shake us,” regnant Chicago Regnant Chi. say we. To indicate something of the rapidity of increase, and present Increase value of that trade, an extract is taken from a letter in the ChicagorRepublican, urging the importance of the Sioux City road: chi.R,p. The fact is, Sioux City is the first point reached by the upper Missouri river and Sioux City Montana trade, where it gets rail communication with Chicago and the East. And route bestas by taking the boats at Sioux City in place of St. Louis, over one thousand miles of difficult river navigation is saved; Chicago cuts St. Louis entirely off from this -cuts off St. trade, and can secure it for herself if the Dubuque and Sioux City road is built on Louis. the direct line to Sioux City, for it would then be the “thoroughfare” for the whole of this trade. It will be seen that the direct line to Sioux City is the only one that will give Best for Chi. Chicago enterprise a fair chance to compete for this important trade, whose history is the best index to its value. In 1864 the entire Montana trade was carried by two Increase of steamboats from Sioux City to Fort Benton, on an experimental trip. In 1865, the Montana number was increased to thirteen boats, with 1,600 tons of.freight. In 1866, to trade. thirty-seven boats, and 4,600
tons of freight. In 1867, to fifty-three boats, and 7,300 tons of freight, at a cost, for freight alone, of over half a million dollars. The Missouri JDemocrat, of January 21st, said:- Mo. Dem. The Colorado Trade.-We have frequently had occasion to point out the St. L. must necessity of the trade of Colorado and the other Territories on the line of the secure Colore Eastern Division railway being secured to St. Louis-its natural outlet-but cir-ao trade cumstances have, thus far, almost entirely prevented it. We now wish to refer particularly to the trade of Denver-that city being the entrepot of nine-tenths of the merchandize which the Territory of Colorado consumes. Since the construc-nd N. tion of the Omaha line of the Union Pacific railroad, Chicago and New York have Chi. and have enjoyed undisputed possession of this trade, and it amounts to a sum of no mean it. importance, as we published several days since-shown by the statistical report of the Denver Board of Trade for 1867. This report shows that 17,122,000 pounds of Denver trade freight were received from the East. St. Louis should have furnished the greater portion of that amount. Whereas, she furnished but an infinitesimal fraction. sf. L. has This is owing to the fact that there exists no means by which freight can be trans-very little. ported to Denver, over the St.

Louis route, except by express or ox trains. The Ox trainsformer is too expensive and the latter too slow. We published, a day or two ago, -too slow. a statement showing the comparative business of St. Louis and Chicago during 1867. It was very satisfactory to our city*-Chicago being many hundred thousand St. L. beats dollars in arrears. To make the discrepancy still greater, we only require the Chicago. Western trade, which will naturally come to St. Louis when we furnish a line of West.

trade communication. The people of Colorado, we have always been assured, and are make her now assured, are very friendly to our city, and are anxious that something should still better. be d)one by which freights can be ordered over the St. Louis line at a tariff which will stand comparison with that over the Chicago line. What is required until Fast freight the Eastern Division railway extends its road to Denver, as they will do at as liue wanted. rapid a rate as is possible, is a fast freight line from its terminus to the commercial centre of Colorado. * Yes; and satisfaction was rather short-lived, probably. The only statement of the sort that I St. L.

crowhave seen, was that of the Commissioner of Internal Revenue; in which, as hereafter shown, the ing over a blunder was made of giving the Chicago trade for only six months. Throw off half of our business, blunder. and then St. Louis is a little ahead. We, too, can say, that “to make the discrepancy still greater, we only require the western trade.” But instead of having to add, “which will naturally come to St. Louis when we furnish a line of communication”; we can and do say-that which does come to Chicago by roads already built. The difference is very trifling, only that between ox-trains and railway trains. 119

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The -Vorthwest is the Prize-Its Extent and Resources. Trade natu-The Democrat, the very next day, January 22d, shows the good rally goes to Chi. prospects St. Louis has in Colorado. No doubt the people are friendly with the city, with which what little trade they had was transacted; yet if in Clay county, in Missouri, it will go to Chicago Ril if it be for their interest, as we saw (p. 97); St. Louis should bear Railways cosn Xtan better than no m alice against Colorado for choosing railways over ox-trains or ox-trains. Mo. Dem., even horse expresses. Says the 2Misso’uri -DenocratAction of The Denver Pacific Railroad Movemnent.-Judge Usher and Governor Carney Denver abo’t addressed the Denver Board of Trade, on the 13th inst., deprecating the voting of railroad to Cheyenne.

bonds by Denver to the Denver Pacific Railroad. Maj. Johnson and Gen.

Hughes responded for the Denver movement, and their views are embodied and endorsed Denver News by the News, of the 14th, as follows: “Our city has been long enough deluded by promises and hopes. If we expect anything we must go to work ourselves. This we have done,’ and this we propose to continue to do. When a half million of bonds are voted, and a road graded and tied from Denver to Cheyenne, or some point on the Union Pacific railroad, we shall then have some reliable assurance of Sorryst. m a railway connection. If this action embarrasses the eastern division we are barraes St. L. road. very sorry, but we cannot help it. The Denver Pacific must go on. We assure Governor Carney and Judge Usher, that we have the warmest sentiments of Willel-friendship for their road, for Leavenworth and St. Louis. We reciprocate their comethem-expressions and will extend a hearty welcome to their road when it comes. More -aid them. than this, they shalr have substantial aid when we can afford to give it. But when But ill they attack the Denver Pacific road, our own enterprise, and prdsent diplomatic have their reasons why 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 they wish, save one, and that is to abandon the Denver Pacific railway. If to obtain this is the object of their visit, we predict that it will be a failure, and so it should be.” C’hi.now able Chicago has now attained a position that she can do something for to help. 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 Ali encour-continuously and with multiplying power; it will not prove a slight agement to l]east. stimulant to continue the same course, that their judicious aid in the past will henceforth enable Chicago to be an energetic, liberal con tributot to means promoting joint interests, chief of which will be to extend the railway system exactly as it has been established. Who Continue 7 lines west-can doubt that this sure policy, continues nearly every one of the seven Chicago lines west of theMUississippi, and perhaps two or three inter-o,toRoky mediat e ones, onward to and into the Rocky Mountains within ten Mountains iaeoe,owrRok and beyond. years, most of them within five? INothing beyond is calculated upon, though several will go to the Pacific, for it will suffice that they reach into the mountains to secure to us the entire area above listed, and we leave a little for future additions. Lines com petes with Can competing lines be established? They can and will compete each other. 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. Rival roads Whence shall funds come to build roads enough to interfere with difficult.

these powerful spokes of the Chicago hub? Starting firom this natural and artificial centre, the lonig lines diverge, and quite evenly, 120

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Past, Present and Future of Chicago Investments. taking in the entire region from Mexico to the British Possessions. Being itself considerably south of the centre of latitude of the Difficult to Northwest, what possible influences cant be generated to draw this draw trade trade away off from its natural and direct route eastward, 150 miles lo5~tmilYeost.

south to St. Louis, upon the very verge of the Northwest? She will Louis.

have part of the Kansas trade, but less and less from each line north. As before remarked, competition on the southern road firom Kansas, Competition 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 her part of the far-west trade through Kansas, or the chief city that will there AS rival to 9 ~~~~~~~~~~~~~~~~~ St. L. 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! Sitegood. But St. Louis can take no advantage of Kansas’ deficiencies, for she is still more deficient. The Great Bend of the Missouri, affording a site more nearly approaching that which Lake Michigar Great bend affords than anything else in nature, and creating a centre which art will surely regard; it is natural of Missouri river a site. that we should have a sympathy with the embryo city there, which, within 20 years, will count its hundreds of thousands; and we would like to have it determined whether 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 letter about him with the advantages, present and prospective, of that road, was lent me for perusal, and I have Galvestonbt 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. Thre-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 desi. presents a most inviting field in that part lying within the State of Kansas; the extreme fertility of the rable. 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 Climate. will render it eminently favorable for stock and wool growing. ” Having become well acquainted with the country from Lawrence to Humboldt, I can testify from per-Personal sonal knowledge that it has not been overrated. It will not suffer in comparison with the richest portions knowledge. of Illinois or Iowa. As a whole, it is perhaps not as well adapted to the growing 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 from a trip across the Osage lands from Humboldt, south, to the State line. The great fertility of the Neosho Valley and its Osage lands. 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 route, along the line proposed, is exceptionally singular. No parallel route of equal practica-Only practibility 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, interpose an effectual barrier to any practicable route short of the meridian of Little Rock-over 150 miles to the east. To the west, the country rises rapidly. 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 flow 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 east and The route the ridges to the west, which is unexceptional as a railroad route and in which our line will be laid. for railroad. 121

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The N7orthwest is the Prize Its Extent and Resources. Chi. to seek Chicago, with every other city t hat has ability to combine the two chief interests of civilization, commerce and 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 Rocky Mts. as necessary, to secure the traffic of the Rocky Mountains. Double superior.

the population elsewhere in the West, will not supply a trade equally valuable with that of the mines. Mining will be their business, Buy every-except to raise their grain and potatoes. Buying almost everything thing.

and being free livers, they will soon employ a set of traders who will make it a specialty, adapting themselves to the necessities and Teclaar.

caprices of their customers. For the reason that it is a peculiar trade, it is inclined to aggregation, seeking those who understand it, Niumerous an50t 10 lines tochi and sticking to them. Each 50 to 100 miles, the entire breadth from Mexico to the British line, will have a railway, branch or trunk, direct to Chicago. Probably no city intermediate will have more than three, and two of them short branches. Must not the trade of those cities, as well as of the 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 That million miles listed above as the Northwest, does not include more New Mexico, 124,450 miles; Arizona, 130,000; Utah, 109,600; and -Chi. terri-Idaho, some 100,000 miles, an aggregate of 464,050 square miles to tory. be added in a very few years as also Chicago territory, without reckoning Nevada and the Pacific States, whose trade will seek 1,000,000~ g chiefly their own cities. Excluding them, about ONE MILLION

SQUARE territory. MILES of the ri(,hest mining region of the world will have numerous Ellporium railroads to it and through it, all leading to one city. Were she not trade. the acknowledged emporium of the Northwest, what city could The Poteau coming into the Arkansas from the south, and the mountain fork of Little Run running in precisely the opposite direction from the Poteau to the Red River, would furnish almost exact continu ation of the valley of the Neoesho or the Verdigris, and only interrupted by the neck or ridge at the Sans Bols sources of the Poteau and Mountain For~k, connecting the Sans Bois Mountains of the Indian Territory Mountalns. with the mountain ranges of Southern Arkansas. How formidable an obstacle this neck or ridge may prove to be is unknown; but a slight detour will carry us up the valley of the Canadian to the west of the Sans Bois Mountains in the direction ef Preston. On this line the Engineers, on the preliminary survey for the Pacific Railroad, near the 35th Parallel, report the summit between the Canadian and dA natural waters of the Red River as 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 to lakes 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 No cempeti-no competing route is practicable, except almost right along side of it. Should this road first occupy tion. the ground, it will be poorly managed, indeed, if it does not timely make such’additions to its accommodations as to 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, have 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. Gt. Am. Des- “The’ Great American Desert’ is already an admitted fiction of the past; and the rapid settlement of ert a fiction. the rich valleys along, and in the immediate vicinity, of the U.

P.R. R., as its construction progresses, is demonstrating that the country is not without value in an agricultural point of view. Yet, the fact remains that Western Kansas and Eastern Colorado are not particularly attractive for farming purposes. 122

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Past, Present and -Ftture of Chicago Investments. compete with her for the mining trade? But with that advantage, and with special efforts surely to be made to secure it, what city can rival her successfully? She will get and hold that far easier than from much intervening territory. What sort of figures, too, will be Its vastness requisite to compute such a trade from such an area? What other city of the West would not be satisfied to take Chicago’s chances for that alone? Mining is yet prosecuted in the crudest manner. Science andMining to improved machinery will probably augment its profits more than anyimProve other branch of industry, speculative as it is. Railways, too, are to 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 gold was discovered nly 2g y’rs sinace gold in California, and see what has been already done, almost withoutwas discv’c railways. They have far more efficiency in developing a mining than 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 my design here to present extracts exhibiting the wealth Mining information of this mining region, but their accumulation renders it impossible to abundant.

do the subject justice, and the last coming to hand must suffice. A colTrespondent of the (Chicago Republican, for whom the editorcor. Chpie strongly vouches, and whose letter bespeaks close observation and mnoderation, writes Jan. 1st, firom.Wyoming, soon to be a Territory set off firom 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 tie and sheep milder climate further South.

* “On the other hand, the L. L., & G. R. R., as already shown, has its course in its whole extent through This route a country unsurpassed in agricultural resources, which will furnish, from the beginning, a large, perma-superior. 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 inithe 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. Beef region. 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 Galveston in direct 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 -continunextensive sugar country lying along the Gulf coast from Galveston to the Rio Grande and beyond, the ance. only source within the Union from which the deficit in sugar for home consumption, over and above Sugar region the productive capacity of Louisiana, can be made up. Pursuing its almost undeviating course, the route which we initiate at Lawrence will cross the Rio Grande, and, passing through the City of Mexico, To Mexico and Pacific. 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 No chimera. New Orleans will equally require the route from Galveston by way of the City of Mexico to form a much needed connection with the coast of the South Pacific. Every mile of the way is teeming-with the richest productions of the earth. Already the opposing currents of emigration coming from’ the East Emigration and the West are eddying among tha mountains of Idaho, Montana, Nevada, Utah and Coloradc to the South. 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.” 123

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TChe Northwest is the Prize-Its Extent and Resources. G,ld discov-The first discovery was made upon Willow Creek, a tributary of the Sweet oris in Wy-Water, fourteen miles northwest of Pacific Springs, and ten miles north of the oig. 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 near by, which attracted his attention by its unusual appear ance, and which, upon examination, he found to be literally covered with gold. Cereso lode.

After he had satisfied himself that 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 discovery of the It ih famous Cereso Lode. Out of this mine men have made as high as $130 per day Its richness.with a hand mortar. Four tons of quartz hauled to Springville, Utah Ter., yielded $28,000 so report says, and I have no reason to doubt it. At present the com pany are paying $200 per ton to have the rock hauled five hundred miles to be crushed, with a result of from $2.000 to $4,000 per ton. In three or four cases rock has been pounded in a hand mortar which yielded $10 to the pound of ore. Mines Here follows a marvelous list of mines so soon opened, although opened. the first was only discovered inJune last, and the writer continues: Estinate I have given you a fair average of the mines thus far found in this rich mineral moderate. section, about which so much has been said, so many strange stories told, and where so many wild rumors have had their origin. But after all not overestimated. 150 leads. Some one hundred and fifty leads have been located, all within a small circle of some six by fifteen miles, while the great mineral belt in which the mines are found extends from Fremont’s Peak south to the junction of the Grand and Green Rivers, a distance of some 300 miles, and in width from 30 to 60
miles. Only the small portion above referred to above has been prospected, and that even only run Good yield. over. Three gulches 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 five miles in length; pay, nine feet, and that all the way down, with plenty of water, and good for from an ounce to $30 New per day to the hand. Rich diggings art also reported as just discovered at Devil’s discoveries. Gate, on the Sweetwater, where gold has been found for years, but never before in paying quantities. The best prospects ever 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 the new Pacific District, prospects arc good that very rich placer mines will be discovered during the spring and early in the Field summer. As but very little prospecting, has, as yet, been done, we know but little unknown. of what these hills and valleys contain. * Improves All of these, and the many other mines, upon which more or less work is being with devel-done, all grow richer as they are developed. Four mining districts have been opmelit. organized, viz: Shoshonee, California, Mill, and Pacific. Three cities are already 3
cities. laid out-Southl Pass, in the Shoshonee District; Hamilton, in the Califo)rnia District; and Pacific City, in the Pacific District. About six hundred men and rious six women now occupy this section, so wonderfully rich in gold, silver, copper, minerals. iron, coal, coal oil, and mineral springs, not to speak of the magnificent and fertile valleys of Wind river, the Pass Agiles, Sweetwater and Green rivers (Valley of Natural ad-the Lakes), which for fertility of soil, grandness of scenery, salubrity of climate, vantages. as well as in point of location, near the great thoroughfare across the continent, the Pacific railroad; then again for timber and water, and last but not least, their mineral wealth and home market-all combine to make this the spot which never Pacific railwas and never will be surpassed in this country or in the world. The Pacific road.

railroad will pass within fifteen miles of the mines, and be completed as far as this point by the 1st of August, this year. The telegraph is within nine miles, aud will be completed to the towns as soon as the weather will permit. * Coal and In passing from Cheyenne to the mines, we cross the great coal and iron belts, iron. which extend from the western base of the Big Horn mountains westerly to Green river, and thence to Salt Lake, and southerly to Mexico. This entire region abounds in veins of coal from 5 to 11 feet in thickness, and of a superior quality, resembling cannel coal, now bituminous, having the hardness of anthracite coal, resembling it in appearance, and ranking next to it. There is probably not less 10,000
miles than 10,000 square miles of this lignite formation, and that, too, in a region of country where there is a great scarcity of wood, and also where are found po,sitive evidences of as fine iron mines as any in the world. Immense deposits of iron are 124

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Past, Present and Future of Chicago Iitvestments. found upon Boulder Creek, and huge mountains of it in the Iron Mountain range. Iron In tact, so far as outward indications can be taken as proof, there is not less than immense. an area of 100 miles square, covered with beds of rich iron ore. West of these Silver. we find a silver belt, rich in the precious metal so far as has been tested. The extent of this silver section is not known, only that indications show an extent of leads about ten to twelve miles in length by three in width. Specimens of silver ore from this section, worked in Nevada, have given wonderful results. But this Region new. section, like all of this grand mineral region, is as yet almost entirely unknown. West of this silver belt we find the Sweetwater gold mines, rich and extensive. Provisions of all kinds are already scarce, and will be more so before spring. Provisions, Flour, $20 per 100 lbs., and none to be had. Pork, 75c; beef, 30c; bacon, $1; tea, etc., dear. $5; coffee, 75c; potatoes, $9; butter, $1; cheese, 50c; axes, $6; picks, $7,50; glass $1 per pane; boots, $15@24; nails, $1 per lb. Lumber, $100; shingles, $10. No tools, powder, fuse, or anything else with which to work the mines. There are but two little shops or sort of stores in all this region. Clothing, blankets, etc., are about four times as high as at Salt Lake City, and there double the price of almost any other western city.

The trade has been thus far with Salt Lake City, Trade to but with the opening of spring it will turn eastward toward the railroad, when Salt Lake Cheyenne, Omaha, and Chicago, will each secure their share, providing their-going to business men use proper exertions, and not like Chicago in the past, allow St. Chicago. Louis to take three and a half millions of dollars in gold of her trade directly out of her hands for want of a little exertion. In my entire trip through Montana Neglect of and Idaho, I never saw a Chicago advertisement in one of their papers. Let not Chi. mer this be true in the gold region of the Sweetwater. chants. After a most careful and thorough investigation and prospecting of these mines, Most valuaI am fully convinced that in richness of ore, extent and permanency of mines, ease ble mining with which the rock will be Worked, and last, but not least, the small expense with region. 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 from to-day 50,000 people will be fiound 50,000people on the very spot where, in July last, fortyfive Indians held the reins of governin a yea. ment in their own hands. But their day has passed, and with the coming spring there will be a grand rush for this new “49 ” of the Rocky Mountains. Let every one come prepared with provisions, clothing, and tools to last them until the middle of July. Those coming from the West and Northwest-must get their outfit 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 railroad, which will probably be some seventy miles west of there, and within 110 miles of the mines. Horses and mules will find no trouble in reaching the mines after the first of May; before that it may be doubtful. There are fine chances Chance for here for business men-live, energetic, straightforward, accommodating men-who business can see beyond the present penny to dollars in the future. I have seen no place as yet, in all the mountain region, for drones or men who wish to make a fortune -not drones without hard labor; no place for outlaws; too many vigilanters for them. Law L.awrules. and order prevail, and the people are determined that such shall be the future. I would not advise any man, young or old, to rush to the mines, but look the Act matter over carefully and candidly, and then decide. Large nuggets are not picked prudently. up on every hillside, or in every valley, but on the contrary, hard, earnest efforts 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 All depends of the most persistent effort, while others are always poor and always will be, on effort. perhaps always ought to be. * When we look at Nevada, Idaho, Montana, and even poor Utah-not to speak Other mines of California and Oregon-and see what they are, situated so far away from toofaraway.

“America,” or in other words, their base of supplies, what must we expect from this new and rich mineral region, over which already the iron horse begins to prance, after having carried or drawn his heavy load to the only door of the mines? Progress Y Y ~~~~~~~~rapid. Cheyenne, born on the 2d day of last August, and to-day boasting of 8,000 inhab-Cheyenne itants, is but the index of what is to be. When August next shall have come, the 8

000. railroad then within sight of these cities on the summit; jfist think, 37 hours from Chicago, via the Northwestern and-Union Pacific railroads, and you find yourself upon the summit of the Rocky Mountains, in the regions of gold, silver, copper, All sorts of iron, coal coal oil, and in the finest agricultural region of the entire West, as well minerals. as in the land of the elk, deer, antelope, buffalo, and the delicious mountain trout and where sunrise and sunset scenes, the old mountain storms, the magnificent Grand landscapes, put Bierstadt’s famous “Storm in the Rocky Mountains” and “Yo scenery. Semnte Valley” in the shade. Will our business men and capitalists then take their 125

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The Northwest is the Prize-Its Extent and Resources. A Country as families to Saratoga, Nahant and Long Branch to spend the weary heat of summer? God made it. I think not. 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 Bein earnest he 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. Confirma-Confirmatory of this statement concerning this new mining region of tion. t he Sweetwater,-and who can say that in a million square miles many such Aletterfrom will not be discovered, perhaps even surpassing this?-an extract is taken S a lt Lake City. from the San Francisco Bulletin, January 18th: Sweetwater The Sweetwater Mines.-We are permitted, says the Virginia City Enterprise, Mines. TVa. to make the following extract from a letter received by a gentleman in this city, City En prse. 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 discov-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 in 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 the mines and valley. South Pass City is ing. 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,OOo() by 1st could make $10,000 next summer. There will be at the least calculation, 15,000 men July. in the mines by the lst of July next. We receive letters here (in Salt Lake City) from New York, Ohio, 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 out character. Now, my honest opinion is, that the Sweetwater mines will turn out well. well.” 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 spectors.- in the Sweetwater country for at least two years. Extent of The extent of mineral wealth we can know little of, spread over a wealth unknown. million square miles. Nor 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 Unequalled. well ascertained that its equal exists not on the eastern continent, at all events. Facilitis to For such a country, with such resources, all needed facilities should and reach it will be afforded.

will be afforded. The probability of building speedily several lines through to the Pacific with Congressional aid, has been considered; and since these C RaOrd. pages were 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: I 6

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Past, Present and Future of Chicago Investments. government Lands for Railroads.-We observed with regret, that in the late Govt. lands political canvass in Ohio, some of the Democratic orators pronounced against any for railroads more grants to railroads. We have not observed this in other parts of the country, and we may safely assume that it will not be a popular doctrine with that party. 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 wealth than they ever cost; They create and what is of equal importance, furnishes employment to tens of thousands of wealth. people, who without this resource, would have found it difficult to get along. There is also another fact of great moment, in connection with lines through a Settle a new or wild country: This is, that it makes new settlements and cultivation with country. great rapidity. Take, for example, the line of the Union Pacific Railroad. That line is now five hundred and twenty miles in advance of what was, three years ago, Effects of the frontier settlements, and in that five hundred miles, towns, ranches, settlements have sprung up the whole way to the foot of the Black Hills. Now it would have taken twenty years, or more, to have made a line of continuous settlements that distance. These settlements form the points of departure for other settlements laterally; so that in ten years from this time, the whole line of western settle ment and population will be at least three hundred miles in advance of what they would have been, if the Pacific Railroad had not been made. But, these settlements become the centers of industry and commerce; and in this way the basis of taxation Aid atio is constantly and rapidly increased; and it is by broadening and strengthening the basis of taxation that our debt can be paid, and the financial burdens of the country sustained. It is true, that the Government is not likely to make money by the mere sale of lands; for it: has abandoned that policy, by the Homestead and Pension Sale of land acts.

But it makes money for the nation in a far more extensive and beneficial no object. way, by advancing the-settlement and cultivation of the country. But, how can Pacific Roads be made on the Southern and Northern borders, if they are not aided in some way? If the Government gives lands, and to that we shall now confine Govt. shall ourselves, it absolutely gives nothing from itself, but something which is immensely give somebeneficial to the roads. If there be only one Pacific Road, the settlement of the thing. lands will only extend along that line, and be not more than a twentieth of that vast region, which ought to be occupied.

It is necessary, therefore, to have lines both Severalroads north and South of the Central line. It has been supposed that most of the great needed. region lying between the Mississippi States and the Rocky Mountains was barren; but this delusion is wholly passed away. Nine-tenths of it will in the end prove both arable and rich. Hence, the Government has the same motive to promote their settlement, as it had to promote the settlement of Illinois, by giving lands to the Ill. Cent an Illinois Central. It will have vast bodies of cultivable land on either side of the example. road, open to sale or actual settlement. Even in the mountain region this will be the case to a considerable extent. * It it were a question of mere calculation in the Government, of mere pecuniary Give for interest, it would be, as it has been, the clear duty of the Government to grant mere monlands for the construction of Railroads in its unsettled territories. ey But there are considerations higher than that; there is the consideration, which -and higher is so often spoken of, and so often pressed, and which every year presses harder, objects. 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 area to be were connected with all the trading points of the interior, running into San Fran-reached cisco as they do into New York, it might do; but it neither is so, nor can be for a great length of time. We want, and must have, three great Pacific Roads; one on Must have the route from Mackinaw to Puget’s Sound; another from the Mississippi (it may three roads be the Kansas branch) to the Colorado; and the third now making, the Union Paific Pacific. These views are judicious; but while three routes to the Pacific may Yet more te answer, we must and will have five to seven or more to the Rocky Moun-Rock M. 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. C’s must like view, and legislate wisely for the whole Republic, and its most rapid dotheir duty 127

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The Northwest 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 U. s. a large Uncle Sam, must employ means commensurate to dispose of his wild lands.

land owner.mut mascmesrtoflns Land Oce The Washington Chronicle gives this interesting summary of a report I Report. have 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 1,400,000o,o000oo 1,400,000,000 acres of public land, including the newly acquired Russian Territory. acres public The report is made up to the 15th day of October, which ends the fiscal year. lan 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 elaborates 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 Pacific slope. country.

The paper speaks in detail of the great Pacific slope-1,000 miles long and 680 miles wide, with an area of over 831,000 square miles, or about 5,000,000, 000 of acres-sufficient 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-into this country, and through this country to the rest of the world. To San -to N.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 China, Japan and the Indies. Eng. 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 Pac. railroad country. He speaks in detail of the various Pacific railroads, announces the imfinished 1870 portant fact that by October, 1870, the main road will be finished, and the great steam horse will carry us from New York to San Francisco direct. Railroads 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 ids b roads completed, and for those in contemplation, the government has donated over Congress. 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 trade$5,000,- world. He demonstrates that our present domestic trade is over $5,000,000,000. 000,000. He shows conclusively that we are bound to absorb the immense trade of Asia trade Northern and Eastern Asia, by way of San Francisco and New York. He gives with San full details about the Suez Canal; shows how England has been acquiring immense Francisco and N.Y. wealth from Indian possessions-her present income being over ~78,000,000 in tariffs for the last year just from that source; shows how we are 3,879 miles nearer Advantages to Melbourne, Australia, than England or France; tells us all about China and of water. Japan, and our increasing trade with those countries; gives the names of all the cities for trade, and how the shipments are made to San Francisco, then to New York, 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 seven days, and her return in three weeks, laden with rich freight. The same trip from 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 128

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Past, Present and Future of Chicago Investments. and Japan must come through us to the rest of the world. The trade was worth We get this $260.000,000 last year to our European neighbors. We’ll get this trade. It is trade. rapidly coming to us. Mr. Wilson’s learned and instructive digest of the trade of the world since the Ancient time of Alexander the Great up to the present time is altogether the best written trade de scribed. article on the subject we have ever had the pleasure of perusing.

His description of our great country, its railroads, rivers, canals, and other internal improvements; Also our 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 prosperity and prospects of the future, will eagerly seek for. Mr. Wilson reports that there is room enough on the Pacific slope for forty new States. He thinks that by To have 100 the commencement of the next century we will be a united country of one hundred States by States, with the control of all the great treasure shipments of the world. He says 190 this country has commenced her grand imperial course, with the control of the Eastern trade in her power, and that the immigration and natural growth of the country will place us at over one hundred millions of people by the year 1900. He -10oo,0,ooo,ooo speaks of the civilizing influence of our great democratic institutions, and their people. effect upon the rest of the world. Mr. Wilson has been a long time preparing this elaborate paper, with the ac6om-Thoropgh panying map of the world, which has also been so well prepared. He has consulted research. over one thousand different volumes, been in constant correspondence 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 Valuable most valuable 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 Value of been detailed by Mr. Wilson, so as to show the value and influence of our public lands delands, and their great wealth throughout this country for years to come. We hope veloped. 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 system east of the Mississippi to Means to secure trade urge requisite liberality on the part of the National Government; with that being liberality well inaugurated by judicious grants; with the whole publiccertainciting to rapid railway extension; with strong competition between these gigantic corporations of the East to extend their lines into this mining r egion, really the ultitmm thule to most of them; and with th e certainty that she is the centre of that million miles, Chicago will make her arrangements -Chi. pre pares to reto receive that trade; and thousands who wish to engage in it, will locate cpeive it. at Chicago as the place to get it. With that energy and enterprise for Energy 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 fiom the Chicago Republican:- -i. Rep. Chicago and the Territories.-There is a very prevalent belief among Chicago resi-Chi. 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 strong. -9 123

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The Northwest is the Prize Its E.tentt and Resources. -yet fly-balanced, continue in motion for a very long time. Chicago, being immense and wheel may well balanced, will likewise run a very long time. But if the propelling power be stop. taken from the wheel, it will, in time, stop; the same is true of Chicago. Clii. must Chicago, without the building of another mile of railroad, or the lifting of the not be finger of anybody to extend its business or connections, would keep in motion longer than any other city, under similar circumstances, in the United States. To -like St. 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 comeetoChi. never appreciated the necessity of exertion. It waited for trade, and growth, and wealth; and they came. To-day they are still waiting for trade, and growth, and wealth; and they are coming-to Chicago. Keep up Now, what we want in Chicago, is not to fall into the belief that our wonderful present 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 vance. 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 e 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 Alittle effort Nevada. A very little effort is all that is needed to give Chicago exclusive control ,secures all. oecuresall 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.

N. W. a prize Ths Nrhet N. Wea verz This great Northwest, of such diversified and abundant resources, both to be coveted agricultural and mineral, is beyond doubt the prize coveted by every section; and what sort of a people would they be who were indifferent to its possesIts own City sion? Would it be unnatural, however, to give it to a city within its own should have it. limits, could one be found sufficiently central and accessible? Itas 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 prolaws. 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 Englands. 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 1 equal to that the Empire; yet neither has as many spokes in its wheel of commerce, as ot N. W. has the Great West in its hub. N.W. able to That the Northwest has its centre, and that not of mere geography, we build up its z emporium. 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 130

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Past, Present and Fttture of Chicago il-vestmle??ts. of this 1,500,000
miles, Chicago is to be the centre, made so both by nature and art, without power in any ordinary “race of humans” to work a change; Prospctt difficult to yet the magnitude of prospect renders realization difficult.

If in the judg-realize. ment of more moderate citizens, the vision is too grand for accomplishment, too chimerical for earnest thought,-in short, too much like St. Louis’ “general prediction “-let us come down to a plain matter-of-fact-view, that-A moderate estimate. 600,000 SQUARE MILES OF

ARABLE LAND AND WATER COURSES, UNE-Old N. West 600 000 Sq. QUALED IN

ADVANTAGES NATURAL AND ACQUIRED, RAPIDLY SETTLING Miles. WITH THE BEST OF

MEN, MUST GIVE UNEXAMPLED GROWTH TO THEIR EMPORIUM. Adding less than 15,000 miles for the Pacific railway west of Nebraska, This c’redrl;y secured 1I)y and the above statement only includes the area already directly bound torailroads. Chicago by these 11,000 miles of iron bands; of which over two-thirds, as we have seen, are specially Chicago roads; and every mile more or less beneficial. From Ohio to Kansas and Nebraska, with the country intermediate, has been styled the Northwest. Yet with this cutting down, the area Old N. West equal to 1) would give ten kingdoms like England and Wales, and two and three-quarters eEngland’s. :, 2 France’s, of France. Of the abundant testimony concerning the unequaled natural advantages Testiniony concerning 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, Enverybot>dy interested. in the development, prosperity and relating facts of the Great Northwest? From a report of the Board of Trade of Buffalo in 1863, copied into that ReporBt Bu. standard work, iun’s Merchants’ Magazine, the following is extracted,: of d standard work, Hun~t’s Merchants’ Magazine, the following is extracted:- ofl’rade. In 1800, in all the territory west of New York and Pennsylvania and Northwest Population of the Ohio River, there were no considerable settlements, except in Ohio, which 1800was then territory containing a population of only 45,365. There was, by the census of 1860, in the lake basin, a population of 9,474,358, against 4,100,425
in 1840, -i860,‘40,and 6,080,609 in 1850.‘50. The cereal product of the lake basin States was, in 1840, 267,265,877 bush.; in Cereals of 1850, 434,862,661 bush.; in 1860, 679,031,559 bush.; in 1862, (estimated) 900,000,000. Lalke Basin. In 1840 the surplus cereals moved to the seaboard out of the lake basin was about Surplus 184 5,000,000 of bushels, against 145,000,900 bushels in 1862.  62. The Erie Canal and the Mississippi River were, from 1825 to 1838, the only ave-Avenues nues of transportation for the products of the West to the seaboard. The surplus 1825. cereal products exported from those Statesbordering on Lake Erie, including flour estimated as wheat, were all included in the receipts at Buffalo, which receipts in In 1886, 1,1836 were only 1,239,357 bushels.

3,3tt The first grain received at Buffalo from Lake Michigan was in 1836, being a small lst grain cargo of 3,000 bushels of wheat from Grand Haven, Michigan, by the brig John from L I;ch. Kinzie, R. C. Bristol, Master. The first grain received at Buffalo, from Chicago, 1836was a small cargo of 1,678 bushels of wheat, shipped by Newberry & Dole, of Chicago, Oct. 8, 1839, on the brig Oceola, Francis P. Billings, Master, and con- -Chic.

1839 signed to Kingman & Durfee, Black Rock, now North Buffalo. In the year 1862, the surplus cereals exported from Lake Michigan, were from Surplus lS62 Chicago, 57,676,741 bushels, from Milwaukee, 18,723,000
bushels. Other ports (estimated) 10,000,000 bushels, making a total of 86,399,741 bushels. Such are the changes of less than twentyfive years.

With such results before Changes 20us, what may we reasonably expect will be the increase of the next succeeding yetars. twentyfive years, when all the circumstances are so much more favorable than were 2 rl5t il 131

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The Old NVorthwest,-600,000 Square -liles already Secured. The area. those of twentyfive years ago? The States bordering and tributary to the lakes, embracing Ohio, Indiana, Michigan, Wisconsin, Illinois, Minnesota, Iowa, Missouri, Kansas, Kentucky, Nebraska and Dakota, have an area of 501,027,260 acres, only Rtapidity of 56,221,908 of which were improved lands in 1860, against 26,680,340 acres in i850. Settlement. In the single decade from 1850 to 1860 no less than 25,146,341 additional acres were taken from forest and prairie and turned into farms. During this decade the popu lation had increased 3,393,749, being 55 8-10 per cent. or an annual increase of over 51 per cent. 3percent. in-The annual increase in the population of the whole of the United States, since crease in 1790 has been three per cent. and a fraction. By this rule which has proved cor Un0ion. rect through seven decades, applied to the remaining portion of this century, the 1890. population will be 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 valles. the last 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 interal improvements in these northwestern States, shows int. improve-stupendous results. There were twenty-eight miles of railway in 1840, 1,354 in menits. ets. 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 l’ac., Rivers millions of square miles, which may be geographically divided as follows: Pacific Valley, andslope 750,000 square miles, Mississippi and lake valleys, 1,350,000
square miles, Atl. & Gulf. Atlantic and gulf slopes, 900,000 square miles.

This great middle division of 1,350,000 square miles, embracing nearly one-half Middle,,350-the national domain, is drained by the Mississippi and its tributaries, and the Great 000 sq. 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. I. lRich arable The rich alluvial soil of the Lake and Mississippi Valleys, will make the richest land. 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, Labor. 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 Northwest. CanalIs com-These connecting links [canals from lakes to rivers] in the great internal water pleted. highway being completed; the proposed improvement of the Canadian canals will, St.

Lawrence when accomplished, extend an arm of the sea from the Gulf of St.

Lawrence into ‘nd Miss. the heart of the great West, while from the Sunny South comes another arIA from L.tke arms. the 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 St.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. Chance for Of this succinct statement, two points will be specially observed; rapid future 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 132

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Past, Present and Future of Chicago Investments. relation to growth, notwithstanding the war, which not only withdrew hliundreds 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 1900will give N. W.

exhibit far greater relative changes, rendering certain the prediction above, half the whole poputhat “more than half the population of the United States, in the year 1900 lation. will be in the valleys of the lakes and the Mississippi.” Ten years to come 10 Years double railwill give this region double the increase of railways of the past ten, and ways. 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 Eastern lies 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 Progress of N.

W. is a little can be given. Nor does the point need amplification. Who is known. ignorant of the growth of the Northwest? Beginning in the South, the Governor of Missouri says in his Message:- Gov. of Mo. Thirty-six months have not yet passed since that epoch, from which our prosperity Progress dates. An intelligent, energetic, liberty-loving immigration has come from older since war. free States and from foreign nations, and has materially aided to repeople the places made waste by war. We have invited and cordially welcome free labor; the churches have been repaired and filled with worshippers. On the prairies, in the Religion reforests, and along the rivers, spires have risen, making new temples and new altars gardederected 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 -and educaare now filled with over two hundred thousand children. The University is being tion. 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 prosvoices of active men, the steamboats and long trains of cars are bearing our properity. 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 means. 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 eighlt hundred and twenty miles more are projected. The debt of the State has been reduced about $11,000,000. Our population has Debt reduce increased to at least one million five hundred thousand, and taxable property has ed. been augmented in value by importations and by additions consequent on our Population general prosperity to $4,554,863,895. Our credit as a State has not only been increased. restored, but raised to a standard higher than it has ever reached since the reception of the internal improvement debt. With these fruits of a loyal and progres-Stand by our sive rule before us, we may well be strengthened in our attachment to the principles political by which these wonders of transformation have been wrought and made firm in our principles. 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. Gov. of Kasas. Says the Governor of Kansas in his Message: The immigration to the State since January, 1867, has comprised not less than 5o,0oo00 fifty thousand persons, and with a reasonable appropriation, might have been settlers in ‘ increased to one hundred thousand. No State in the Union offers greater induce-1867. ments to the immigrant than Kansas; with 80,000 square miles of fertile soil, well 133

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The Old 1Northwest,-600,000 Square Miles already Securied. Unsurpassed adapted to the production of all kinds of grain, fruit, etc., with a a mild, genial advantages. climate as desirable as one could wish, with an abundance of the best quality of timber, water, stone, marble, coal gypsum, salt, and almost every other natural advantage, 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 Mtercht. Mag. MJerchant’s Mayazine, of Nov.

1865: Minnesota. 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 Rapid start. Eight years later, when preparing to take its place in the sisterhood of growth. States, a census was taken, which 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. In 1865 Thus, in less than ten years, had arisen from the wilderness, a State equaling in 25o,o00. 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.

NewerStates It took Ohio, Indiana and Michigan, each, thirty-five years froim their foundation grow fastest. to reach the same status. Illinois gains the same point in twentyfive 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 Facilities the wilderness the greater and more rapid the influx of population. This, however, greater. may be explained by the greater facilities now enjoyed than those vouchsafed to the immigrants of an earlier date. They had to break the untrod wilderness, unmarked by even ordinary roads, while the immigrant of to-day reaches his destination by One day railroad and steam navigation. So much for facilities, and as to time, the work of work of 30. 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 Minnesota in Population and Property.

Progress of Minn. Fiscal Year. Population. Land-Acres. Real Estate. Pers’l Prop’ty Total. 1858……….. 155,000 5,182,309 $34,533,144 $7,313,634

$44,846,778 1859……….. 163,000 5,957,645 28,349,116 7,227,1i76 -

35,576,392 1860……….. 172,022 6,404,491 32,021,913 4,629,907

36,753,408 1861……… 190,000 7,171,559 34,066,830 5,914,683 39,981,513

1862……….. 215,000 7,274,318 24,791,888 5,040.831 29,882,719

1863……….. 230,000 7,580,161 25,100,198 6,560,570 31,660,768

1864……….. 250,000 8,026,285 33,111,956 8,500,000 41,611,956 l Irregularity The above valuation is for taxation. The apparent falling off from the valuation explained. of 1858 is caused by change in the assessment laws. The depression in 1862 and 1863 is the result of Indian hostilities in those years, which temporarily disorgan ized the frontier counties, which, though appearing in the land column, are absent for valuation. The shipments of wheat exhibit the rapidity of growth, which are taken - Mo. Dem. from the Missouri Democrat, Jan. 1st: 134 From 1858

-1864.

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Past, Present aild Future of Chicago Investments. WVheat Shipped from Points in Minnesota for 1867.-The following table gives a Wheat of comparative exhibit of the exports of wheat from Winona for a series of years, Min. 1851. commencing with 1859: From WiBush nona.

1862……………… 1,203,161 1863……………… 1,251,830

1864………………. 1,854,795 From despatches sent by reliable persons, we compile the following table of Other points shipments from other important points: Ports. Bush. Ports. Bush. Ports. Bush. Red Wing……….. 628,535 Wabasha……………333,704 La Crescent…………15,200 Hastings……………536,000

Minneiskee…………205,000 Pickwick…………… 36,000 Lake City…………..342,622 Mendota (East)……..60,897

Total……………………………………………………………………………2,157,958

Add

Winona………………………………………………………………….2,348,759

Grand Total*…………………………………….. 4,506,717 The census exhibits the great strides which the States mainly tributary RapidWstridem “of N. W. 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. Increase of wheat and corn. 1850. -184-‘60. Corn-1860.

71,588,919 115,174,777 7,517,300 42,410,686 72,892,157 309,583,839

838,792,740 Wheat-1860. 16,848,267 23,837,023 15,637,458 8,449,403

4,227,586 69,019,737 173,104,924 6,214,458 9,414,575 4,286,131 1,530,581

2,981,652, 24,427,3.9,7 Total U. S. 100,485,944 It will be noticed that these five States produced in 1840 about one-fifth in Proportions of N. W.

corn, in 1850 about one-fourth, and in 1860 over onethird the entire crop of the Union. In 1850 they produced about one-fourth of the. wheat, and in 1860 nearly forty per cent. In 1850 Illinois was fifth in the Union, inof inois. *The financial editor of the Chicago Republican, just returned from a long visit to Minnesota, says Chi. Rep. their exports of wheat were about 6,000,000, of which 4,500,000 came to Chicago, despite Milwaukee says 6,000,endeavors to shorten its transit to the Lake. 000. i 135 Year Bush. Year. Bush. Year. 1859…………………. 130,000

1860………………… 405,000 1861………………… 993,133

1865……………… 2,543,146 1866……………… 3,256,482

1867……………… 2,348,759 1850. 52,964,363 57,646,984 1,988,979

8,656,799 36,214,637 157,471,,662 592,071,104 1840. 28,155,887 22,634,211

……. 1, 17,332,524 69,526,863 317,531,875 States. Indiana…….

Illinois…….. Wiscor.sin… Iowa…..:… 11 Missouri….. Total U.

S…

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136 The Old Northwest-600,000 Square Mliles Alrea(7j Secoured. wheat; and first in 1860. In 1840, she was seventh in corn, in 1850 third, and in 1860 first, producing about one-seventh of the entire Union. General General tOne may travel over the entire Northwest, and wherever he stops to satisfaction of settlers. 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 good. 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 w. a centre? ? centre, and where it is; and under the next 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 mannInfluence of factures. But these pursuits depend almost entirely upon the well ordering Govt.- of government. Political influences should therefor have equal considera-equal with tion with physical. They have not, however, for the very abundant reason physics.

that we ourselves have had no knowledge of the fundamental principles whereby our compound system of State and Federal Governments is operated.

Ignorance ofIgnorant ourselves of the very basis upon which our grand superstructure principles-rests,-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 -its caue. and beauty? Indoctrinated with heresies in the very origin of our Govern.  its cause. ments; * no old and sound text-books reprinted to inform us concerning prin ciples of political science, in the application of which the excellence of our Influence of Govt. not system consists, and overwhelmed with a flood of errors; very little has the used. superiority and beneficence of our Governments been employed to bring immigrants from less favored nations.

Ignorance Imperfectly as we ourselves have understood the relations and obligations caused war. of free and 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 Foreigner lead in developing essential differences in forms of Government, displaying wAill not dir their own vast inferiority. Therefore, the chief operative influence hitherto pIay their ,wn inferi-in bringing settlers, has been the natural advantages of the country; nor ority. has that been a weak inducement. The U. S. census gives the following figures: * Being unwilling to make such a charge as this without offering some evidence that it is not baseless, If trim, lm-an Appendix is added to, consider in short this and kindred topics; which, if true, it will be admitted snust have very great influence upon this question of immigration.

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Past, Present and( Future of (Chicago livestments. Total annual Immigration from 1841 to 1860. 1841………….80,289 1846……….

154,416 1851……….. 379,466 1856…………200,486-1841-‘60.

1842…….104,565 1847………..234,968 1852…………371,603

1857…………251,306 1843………….52,496 1848……… 226,572

1853………… 368,645 1858…………123,126 1844………….78,615

1849……… 297,024 1854…………427,833 1859…………121,282

1845………..114,371 1850……….. 369,980 1855…………200,877

1860…………153,640 4 Total, 20
years…………………………………………………………………….4,311,465

Total from 1820 to

1840…………………………………………………………….750.949

From 1820‘40. Total immigrants for 40
years……………………………………………………5,062,414

Total 40 years. 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-N. Y Jour. COm. Immigrants arriving annually at New York, from 1848 to 1867. Immigration at N.Y. 1848 ‘67. 1848………..189,176

1853………..284,945 1858………… 78,589 1863………..156,844

1849………..220,791 1854………..319,223 1859………… 79,322

1864………..225,916 1850………..212,603 1855………..136,323

1860…………105,162 1865………..196,347 1851………..289,601

1856……….. 142,342 1861………… 65,529 1866………..233,398

1852……….. 300,992 1857………..183,773 1862…………..76,306

1867………..242,371 l Last year Germany sent 117,591, Ireland 66,134, England 33,712, Scot-From several 7 ~~~~~~~~~~~~~~~~European 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 Canadian imwithin the past few months that the Canadian authorities manifest signs of alarm.

migrationIn 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-their fears. caltse 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 Imomigration results will accelerate immigration. Who can doubt that causes hitherto so effective will operate with increasing power? Almost every immigrant draws One draws others.

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 iConoDfidence in our instistability of our institutions; so that not only superiority has been ignored, tutions. but no calculation could be based upon perpetuity. Those who have considered 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 Strength of Govt.

demonas the inherent power of a government of the people, proving it strongest right strated. where De Tocqueville pronounced it weakest. Now being compelled, in order to reconstruct our shattered but not destroyed Union, to thoroughly s t u d y into the principles of State Sovereignty, it will be seen tha t a like State Sover eignty to be danger can never arise in future; for we have been taught a lesson that will apprehended 137 Annual immigration.

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138 The Old _Aorthwest-600,000 Square L.iles Alreadyj Secured. Confidence last for all time, and confidence unbounded will be inspired in the perpetuity strong. of our institutions. Southto The South we hope will receive more settlers than hitherto, for a large grow. cotton product gives strength to the entire country, while it makes a larger Benefit other demand upon the Northwest for breadstuffs and meats, and a draft upon the sections. East for manufactures, which compels them also to draw upon the West. N. W. to Yet the West as hitherto is to have the chief part of foreigners, so that the havepolitical fast increasing political power of the Northwest, is an important item in these power. C 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 right and just. But power will soon be ours; so effectively, that one Responsibi-trembles at the fearful responsibility inevitably to devolve upon us, to the weal lity geatl. or woe of the entire Republic. The following topic was considered in 1861:Views, 1861 Increasing IncrersionfgN Census Returns of Illinois, Iowa and Wisconsin.-The recent United States Census power of N. W. gives valuable indications touching this subject of Western investments. Since 1850, Illinois has increased 860,487-more than any other State; Iowa, 482,704; Lose of other and Wisconsin, 470,490. They have gained ten Members of Congress, while all the other sections. new States have gained only nine, and the old States have lost twentyfour, 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, tinue. and in the same order, for they are still sparsely settled, and no newer region more Chief stay of inviting can be opened to occupation. They are the chief dependence of Chicago, Chicago. Chicago though much business must here concentrate from other States, and their aston ishing growth shows the increase of their metropolis is not in advance of the Relative in-country. Their total population now is 3,162,745, to 1,349,075 in 1850, being an crease com-increase of 134 per cent. The gain throughout the Union has been about 35 per pted. * cent., but in New England was only 14i per cent., in the Middle States, 37 per cent., and in the whole Northwest, from Ohio to Kansas inclusive, and north, and containing 9,091,984, was over 68 per cent. MIr. Scott’s To accomplish Mr. Scott’s predictions, hereinafter presented, that “the great prediction-interior plain would, in fifty years, have seventy millions,” the per cent. of annual increase can be largely diminished. Suppose the present decade, instead of 68 per -itsmodera-cent., the Northwest increases only sixty per cent., gives in 1870, 14,547,174; the tion. next, 55 per cent., gives in 1880, 22,548,119; the next, 50 per cent., gives in 1890, 33,822,178; the next, 45 cent., gives in 1900, 49,042,158; and the next, 40 per cent., gives in 1910

68,659,021. These per cents. are surely moderate, and the addition 1910, 70,000,- of Kentucky, Tennessee, etc., included by Mr. Scott, will make a larger aggregate 000. than seventy millions. Of this Chi. Of this “great interior plain,” it is claimed that natuire has indicated, and art is centre. already established, Chicago as soon to be the largest city, probably excelling in only twenty or thirty years any two or three within its broad and rich domain. Another important topic was also noticed in 1861: Character of Character of the Settlers.-To develop and employ the advantages so bountifully settlers. bestowed by nature, Providence has sent a suitable people. A Western traveler is * I speak not without knowledge. When the Illinois Central land grant was passed, I was in WashingA Mass. M. ton for three weeks laboring for it. Massachusetts members I saw repeatedly, and as a son of the Bay C. upon the State and a Whig, plead with them to make her vote a unit in favor of a bill so important to us and the Ill. Cent. R. whole country. One of them acknowledged it was right and expedient, but refused to vote for it because R. Bill. western members would vote against the tariff. I finally told him about these words,-for I have repeated them many times since,-you are a pretty Representative of Massachusetts. A man of your cloth-he Why he op-was a clergyman-to violate your oath, and vote against a bill you admit is every way desirable and just posed it. because western men will not violate their oaths and favor protection which they conscientiously believe to be wrong. If Massachusetts expects to make Whig and tariff votes out of the West, she must send to Congress different men from you.

Hon. George She then had different men there, and an adroit movement of Hon. George Ashmun, saved our bill, Ashmufriendly. finl. which his colleague would have been gladl to kill.

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Past, Present and Future of Chicago Iitvestments. always impressed with the superiority of the settlers, and often is the remark made concerning them,-” No wonder the West grows so fast.” In enterprise, intelligence, activity, energy, they are unsurpassed, seldom equaled. Travel gives My long connection with the Prairie Farmer, and extensive acquaintance, enable me knowledge. to speak understandingly on this point. Immigrants also have greater wealth than formerly. Capital being 4iberally rewarded as well as labor, more and more wealthy settlers come in as the advantages of the West are made known. The character of American immigrants cannot be improved. For twenty Best men ‘come west. 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-Foreign imtions, as is universally acknowledged.* But foreign immigration can and migration. 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 we have had units. All welcom ed. But this land of ours offers inducements to men of character, in the superiority of its political institutions, quite equal to its physical advantages. We Higher clas ses to come. have not used this influence as it should have been, because unaware ourselves of the truth.

Proud of our country, and zealous in our clainms to Have not nsed our adprecedence, it has been wholly zeal without knowledge, as I propose to show vantages. in the Appendix before referred to. When difference between the forms of government shall be demonstrated, and the superiority of our own established as never having been equaled; who can doubt that the knowledge Know]e(lee will have an influence upon immigration never before known, especially in perior Govt’s will bring the higher circles of society, who can appreciate the importance of this? settlers. And in large measure it will seek the West. Besides, instead of the African who, in two generations, will have almost Coolies 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 prospercannot afford to turn their labor to produce food and manufactures. These -toh benefit N oith. 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 efficient patron of common schools, as well as accom-Dr. M’Gufplished Professer of a University, visited Chicago with reference to investments. After spending a few fey’s. opinion of Illinois days, he desired to see the country and people, and asked me for letters of introduction along the route settlers. from 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 his letters, and offered to deliver a lecture upon education. Notices were at once posted and information circulated, and in the evening he would have a good audience in the church, or school house, or court house. He said that he had never lectured to such audiences, displaying equal intelligence, energy, and noble character; adding with emphasis,’ It is no wonder that Illinois grows so fast.” Having travelled with my horse and buggy 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 Farmer exconfimn Dr. M’Guffey’s opinion. Never was any country blessed with an agricultural population,- perience. the controlling power, thank GOD-equal to that of the Northwest. 139

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140 The 01Od io9,‘thwest-600,000 Aqua})e.Mfies Alrea(,y Secui,‘ed.

Benefits of The predictions of 1861, (p. 18) as to the nature of the war,‘ere not wvor. more correct than as to its effects. Confirming those expectations to the N. Y. n. full, one of the best newspapers, the New York Evening Post, says ofPost. Strong N.W. The Strong NVorthwest.-While the Southern States sen’d up a piteous cry for relief from almost universal destitution, and the manufacturing and commercial States of the East are pervaded by a general feeling of depression, it is a comfort to know that there is one part of the country-and that a considerable one-where prosper ity and financial soundness are the rule, and poverty and depression the exceptions. States in-We refer to the Northwest, and include in this designation the States of Indiana, ciuded.. Michigan, Illinois, Wisconsin, Iowa and Minnesota-formerly included in the old “Northwestern Territory,” and now the homes of between seven and eight millions of the most energetic people within the United States. Prosperity A friend who has just returned from a visit to this region confirms our previous general. reports as to the general thrift and prosperity which pervade it. The main interest, of course, is agricultural, and this is in a position of peculiar independence. During Out of debt. the war the high prices paid for products of the farm enabled the agriculturalists of the West to get free from debt. Tens of thousands of mortgages for purchase Farmers n-money and improvements were lifted from their farms during the first three years dependent. of the war, and since then good crops sold at high rates, have enabled the farmers to improve their farms, buy stock, and otherwise intrench themselves against the contingencies of the future.

Thus, as a class, they occupy an unusually strong and safe position. If a general financial storm should arise they are fully prepared to weather it in safety and even comfort. Feel N. W. The pulse of the Northwest can be felt better at Chicago than anywhere else, and pulse at Chi. there our informant found among business men a feeling of staunchness and confi dence that was decidedly comforting. The business of that city, since the gatherInjury to ing of the last crops, has been enormous. The very causes which have damaged Eht helps the manufacturers and wholesale merchants of the East have helped the merchants Ohi. of Chicago. With a falling market the small dealers in the interior have preferred to make small and frequent purchases near home, rather than to lay in large stocks at the East. The numerous large and handsome stores that are building in Chicago attest the great increase in its trade from -this and from more permanent causes. Increase of Among other indications of the growing commercial importance of that city is the commerce. fact-pretty well authenticated-that the largest of the new stores now in course of erection there is to be used as a branch by Mr. A, T. Stewart, of this city.

:i,nufac-With the prosperity of the agricultural and mercantile intersts of the Northwest, tures grow-of course, the manufacturing interests have not suffered. B3y the simple operation irig. g. of the laws of demand and supply, manufactures adapted to the wants of the peo ple have sprung up along all the water-courses of this locality, and have now obtained an importance and stability hardly to have been expected in so young a Rock River country. In some parts of the Northwest, particularly along the benutiful Rock Valley. River valley, the number of manufacturing establishments reminds one of the busiest inland districts of New England.

Such is the Such is the Old Northwest, such its resources, and its connection with N. W. that city which it has already made its emporium.

Whatever merit this Reasoning paper possesses, is due to the one means employed, of reasoning from the from past to future. past and present to the future. As evidence of the power of this region to continue what we have so well begun, let us look at Conimerce of Chi. & St. L. THE COMMERCE

OF CHICAGO COMPARED WITH ST. LOUIS. Com. indis-Whatever apparent advantages a city may have, commerce is indispensable peasable. peae to their development and profitable use. Why it proves effective, is not easily answered, especially with modern improvements for handling merchan dise and produce of all kinds. Manufactures, we can readily perceive, build

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Ptst, Present and Future of Chicago Itvestments. up cities, because employment is afforded to a multitude. But a few per-Will buildup cities.

sons can handle an indefinite amount of mechanism or agricultural products. Yet mere commerce has always, and always will, build up cities, according to its magnitude. The highest civilization, begetting the greatest division and subdivision Division of of labor, renders commerce an indispensable adjunct. Some countries, some laborsections of a country, are best adapted to certain productions, as is the South to cotton and sugar and rice. They can better afford to buy grain and meat from the Northwest, and manufactures from the Northeast, than to turn land and labor to their production. The merchant comes in to facilitate -requires exchanges to their mutual advantage. No one thing more bespeaks superiority Acommerce. Ancients deof modern civilization to that of Greece and of Rome, than their degrada-graded it. tion of commerce and our exaltation of a labor absolutely necessary to high culture. Heathen as they were, they knew not that GOD had ennobled Godennobles labor, setting man at work even in Eden, “to dress it and to keep it.” Nor was commerce without honor among other nations renowned in antiquity. TyrerenownTyre was a great city before Athens and Sparta; and Hiram, its King, was ed a friend of Solomon’s. Said Ezekiel concerning Tyre: O thou! that art situate at the entry of the sea, Which art a merchant of the people for many isles, Thus saith the LORD GOD. The inhabitants of Zidon and Arvad were thy mariners: Thy wise men, O 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; T’hey 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 Appropriate this city is also beside this inland sea, and its commercial power is to be the to hi. means of drawing manufactures, and the cause of all its greatness. Its Merchants merchants will continue to be, as they already are, its princes; and they cotol. will mould its character more than any other class. Let them realize their responsibilities to GoD and country; remember always that “a just weight sibility. and balance are the Lord’s;” and constantly “bring all the tithes into the To give storehouse,” * and they will draw down upon themselves and this city, the tithes. *Since this article was written it has been my good fortune to hear Rev. Mr. Martin, of Nevada, Rev. Mr.

present the claims of the mining country, and I cannot forbear suggesting, especially to these liberal-Martin of Nevada. minded, sagacious merchants and manufacturers, the propriety of giving largely for a few years to Nea establish religious instituti,,‘s in that region. Truly as that GOD is Author of Malachi’s declarationswhat a befitting close to the pro phetic and ushering in of the Gospel Dispensation!-will He bless them Chicago to who pay Him the tithes on the increase which He gives. Who can doubt. that if Chicago would spend give to min$100,000 in that way-and if she spent five times that, and twice-told all that she now gives to kindred ing regions. objects, still the tithes would not be given-yet, if she would spend in that important field, whose commerc.s is here to converge, $100,000 annually, who doubts that it would be a judicious investment? “If you like the security, down with the dust.” 141. EzekielT,xxvii 3,8,9,12-14.

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Comnmerce of Chicago compareld with 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 this nineteenth century of the Christian era. While we glory in our show thankfulness. unequaled 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. Responsible Weighty is this responsibility to GOD and country, for the improvefor improving our ad-ment of the unequaled commercial advantages here bestowed. Nature, as vantages. we have 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 Commerce ordinations. No city could possibly have such commercial facilities without already largoa respectable commerce; and to afford some evidence that art has made no mistake in its endeavors, and that nature’s benefactions are not wasted, it Relative will be well to look at some of the statistics. A comparison, too, with St. decline of S iLofus.S t 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 annual returns to the Commissioner of Internal Revenue, afford a Returns. Chi. Tribune. true index to the relative business of American cities. The Chicayo Tribune, Jan. 8th, 1868, publishes the following:  Chi whole t Wholesale Trade of Chicago.-The Report of Special Revenue Commissioner David sale trade. A. Wells, which appears in our columns this morning, contains 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. ing Chi. $th. Believing that a 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: 1st state-New York…$1,976,565,000 Baltimore…$307,076,000

Cincinnati……$180,753,000 chief cities. Philadelphia 616,697,000 New Orleans… 367,591,000 Chicago……. 174,245,000 Boston……..

646,407,000 St. Louis……. 234,891,000 San Francisco 161,225,000 Chi.

only for The return for Chicago is evidently made for but six months, and must be a blun6 months. der 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: Dec. 1866………$22,340,000 April, 1867……$31,024,000

August, 1867….$21,433,000 Jan. 1867……… 24,286,000 May, “……

37,918,000 Sept. “….. 23,059,000 Feb.’…….. 25,905,000]June, “…….. 52,817,000 October, “…. 39,532,000 March “…….. 25,718,000

July, “…… 46,764,000 Nov. “…. 40,791,000 Total sales………………………………………………………………$391,587,000

Returns from Dec. 1866-Nov. 1867. Clhi. 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 142

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Past, Present and Future of Chicago Investments. much higher than we supposed. But both are below Chicago. The trade of 1866 Dinminished was better in this city than in 1867, and if our monthly returns had begun with trade 1867. July, 1866, instead of December, 1866, the year’s business would foot up more than four hundred millions: but we give the figures as they were furnished, it being too late to-night to get them for the last six months of 1866. The Missouri Democrat published this, Jan.

16th: The Large Cities.-For some reason or other, the newspapers of Chicago and Cin-‘Trade of cinnati have not given especial prominence to the following table of statistics given in large cities. the last report of Special Commissioner Wells. It is a statement of the aggregate business 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, 1867. The figures are obtained from official sources, from the returns of taxes on “sales” and “licenses.” From this table it appears St.L. exceeds that St. Louis exceeds both Chicago, Cincinnati and San Francisco, in the amount Chi. of its business. The table is as follows: Cleveland………$56,117,000 20

Cities. Mobile……….. 54,291,000 Buffalo………… 51,783,100

Detroit………… 50,471,000 Charleston……. 36,574,000

Newark……….. 34,396,000 New York…. $1,976.565,000 Philadelphia.

616,697,000 Boston…….. 646,407,000 Baltimore….. 3807,076,000 New Orleans. 367,591,000 St. Louis…… 234,891,000 Cincinnati… 180,753,000

From this table it appears that the business of this city exceeds that of Cincin-StL. exLults. nati over fifty-four millions, and that of Chicago over sixty millions. Baltimore and New Orlean,s are fourth and fifth on the list, and Boston and Philadelphia compete very closely for the second place. A single fact like this is a sufficient reply Chi.“lows” to all the blowing of our friends in Chicago, for in spite of the rapid growth 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 Cin beats stands that St. Louis continues to lead both her rivals. To hear Chicago men talk, her. 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 figures of the previous year to warn St. Louis, superabundant St. L. should 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, Sharp after Chi. and are perpetually on the sharp scent after any mistakes of fact or argument. The same day (16th January,) that article appeared in the Democrat, the Chicago Tribunze had the following:- Chi. Trib. b~~~~~~~~~~~~~~~h.~rb The Business of the Cities-Important Correction.-Whcn we published the report Correction of of the Hon. D. A Wells, Special Commissioner of the Revenue, we called attention Mr.Wells’reto what appeared to us an important error in the table exhibiting the aggregate port. amount of business transacted in the leading commercial cities of the country. The comparatively low figures placed to the credit of Chicago we were certain were incorrect, 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-Chi]ished Chicago ranked the eighth in the amount of business, and below Baltimore, 143 No. Dem 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

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Commerce of Chicago compared with St. Louts. Was 8th, is St. Louis and Cincinnati, when in point of fact Chicago ranked fifth in the amount 5th.

of business, and largely exceeded the three cities named. The fact that New OrWhy New leans shows a larger return than Chicago is due to the sales there of the large cotton Orleans is crop of 1866, with portions of that of 1865, at prices ranging from forty to fortylarger. 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 Milwauother 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, ded in list. showing the 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: Ci.CorrectAm’t. As originally T eCorrectAm 20 published. $3,313,608,058

$1,976,565,000 928,173,000 646.407,000 662.097,000 616,697,000 e26,795,000

367,591,000 342,182,000 174,245,000 324,966, 00 807,076,000 213,254,000

180,753,000 213,033,900 264,891,000 151,367,000 161,225.000 11 6,216,000

72,949,000 Louisville………….116,216,000 72,949,000

Newark……………36,

125~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~000j 34,396,000~~~~~~~~~ Is St. Louis One would imagine that St. Louis would avoid further ventilation of this malicious? subject, lest she become a stench in the nostrils of other cities, which admire generous emulation and despise malicious misrepresentation. Althoug,h her editors had seen that correction of Mr. Wells’ first statement, as this article proves, the Missouri Democrat has the effrontry to publish the following edi Mo. Den.

torial 4th February: A Chi. story. A Chicago Story-A Chicago paper complains that St. Louis people publish as correct the table given by Mr.

Wells, the Commissioner of the Revenue, in his Denies Mr. official annual report, showing the business of the cities of the country. From that Wells’ retable it appeared that the aggregate business of St. Louis was much larger than that port. -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.”

Authority We demand authority for that statement. The table given in the official report demanded. referred to cannot be disproved by the mere assertion of any newspaper. Chi.pretends A Chicago paper not long ago, came out with a statement that Mr. Wells’ figures to make cor-were erroneous, and giving what it called a corrected table, which differed from rection. that of the official report very largely, the figures for New York alone being changed several hundred millions. But for this pretended “corrected report” no authority Mere blow-has been givenr, and it rests as far as we know upon the mere assertion of the newsing. papers of a city more given to “blowing” than any other in that country. If the No voucher. statement is correct it can be substantiated by official records, and the signature of the proper officers of the government. In that case, it will appearl that Mr. Wells is precisely what the whole country now thinks he is not-so gross and careless a I I i I I. 144 As originally . published. $58,165,000 78,904,000 52.783,000 76,240,000

5-4,291,000 61,448,000 bO,47 1,000 56,117,000 36,574,000 84,396,000

Cities. Cities. Correct Amlt. $110,675,000 91,876,000 81,350,000

80.839,0()O 77,383,000 69,676,000 62,757,000 55.302,000 46,769,000 36, i-28,000 Trade of 20 cities. Milwaukee………………

Providence……………… Buffalo……………………

Pittsburg……………….. Mobile……………………

Brooklyn……………….. Detroit…………………..

Cleveland……………….. Charleston……………….

Newark………………….. New York::.::……:.

Boston……………….. Philadelphia…………….. New Orleans……………. Chicago……………………

Baltimore……………….. Cincinnati……………….. St.

Louis………………… San Fran’ CIICOIIIIIIIIIIIIIII L.Ui.Ilille………………..

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Pusts Present and Future of Chicago -lnvestmett. bungler as to incorporate statements wildly inaccurate in his official reports. If, on the contrary, the statement cannot be officially substantiated, then the report of Mr.

Invention to Wells will continue to command general confidence, and the Chicago papers will be hide Chicago called upon to tell an admiring public who it was that invented a table to hide the nakedness. 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 Let St. Loiiis keep her the gods would destroy, they first make mad.” If we are to judge of her temper. 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 conarticle never having been noticed by one of our papers, that I have observed. tempt. 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. General Mann favors me with the following note: UNITED STATES INTERNAL REVENUE, COLLECTOR’S OFFICE, 1ST DISTRICT, ILLINOIS. CHICAGO, Febuary 21st, 1868.

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 auictioneers, 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 discrepancy between this and the report of Special Commissioner Wells, who estimates for the fiscal year. Sales in Chicago, 1st Dist. of Illinois, for the year ending Dec. 31st, 1867, upon which the tax of $1, per thousand was paid into this offce.

January………..$24,685,520 May……………$38,837,870

September…….$23,357,920 Sales $406,February…… 25,987,640

June……….. 44,764,090 October…………40,176,380 574,0

March……………25,792,7601 July……………. 48,115,090

November………41,174,510 April……………. 31,109,870

August…………..21,863,620 December……… 40,758,770

Total…………………………………………………………………………..

$406,574,040 Respectfully Yours, O. L. MANN, Collector. Will that satisfy the Queen of the Rivers? Quite self-satisfied that she St. L. below Cin.

instead has distanced both; she finds greatest comfort in that Cincinnati, too, of Chi. should lead Chicago. How likes 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 being Queen of the Rivers, her sex makes her splenetic; for She wants I,philosophic Mr. Cobb says, “Alas! St. Louis, that used to be a Samson in strength!” enduranPe 

Whatever she was, she now must be a feminine to exhibit such weakness. She discredits the Great West, to make up faces, 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  19 145 Gen. Mann’s official statement for 1867. 40

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Commerce of Chicago Compared with St. Louts. -like Cin. old Roman whose name she bears! The Cincinnati Enquirer generously Cin. Enq. TeCnint nurrgnrul admits the truth, and wisely endeavors to find reasons for the growing I disparity: doi not We know that the old saying, “Comparisons are odious,” pertains very strictly equal to 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 comWhy so? 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? Pressrespon-We believe that the press are, to a certain extent, responsible for the general sible. apathy which exists in regard to our public enterprises, by the constant propensity Old Ilunkers to cater to the old hunker element. When goahead citizens attempt some project rule. for benefiting the city, the Old Hunkers raise a cry about taxes, these newspapers Chi. not so. 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 Differences. 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 off the prize. Chi. makesa 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 -builds for her shipping, we cannot get our press to favor an appropriation for the conwharves. 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 cities.

ciies. grow for a century, if ever. But while Cincinnati gracefully yields to her Cin.. graceful-grace 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 spiteful. iron fronts and other beautiful buildings, some $3,000,000 of property, is Mo. Rep.cor.

attributed to a desire to sell to insurance companies. The Missouri Repub 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 suranceo’s. money. When sales are slow, and creditors sharp, there is no alternative but to sell to insurance companies. One considerable portion of the recent great fire is said to be such a sale.

Buildings in Chicago are neither more frail nor combusti Chi ble; s tocks of goods no more inflammable, than such buildings or stocks elsewhere.

from fire The security of the buildings, the efficiency of the Fire Department, the vigilance of the Police, and the inexhaustible supply of water from the lake tunnel, have furnished themes on which the press of that city have immeasurably enlarged. -0yet $3,00o-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 Don’t want are destroyed, the fire steamers arrived late, the water supply was short. The fire put out. public mind outside of Chicago, and, as is suggested there also, has hit upon one Insurance solution; it is hinted in these paragraphs; Chicago was compelled to sell to someCoIs.

buy. body, and, as no buyers were in the market, insurance companies were constrained to purchase. 146

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Past, Present and Future of Chicago tre.ctments. Truly must a city conceive herself hard pushed in the contest. to publish Insult harm. y ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~less. such base stuff, whether paid for or gratuitous. It was very satisfactory to cut the two preceding extracts from the Chicago Post, of February 5th, inserted together without a word of comment * under the caption, “Chicago abroad. The late fire. Chicago and Cincinnati contrasted.” Lest our unamiable neighbor,-uneasy in her position at the extremity of St. L. wants 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 lists in Returns of 2 years to the Republican and Tribune. The former presented that of last year as com. Int. Rev. well as this; the latter classified them as to business, and here they are Tribune. combined. The Tribune prefaced its list: From partial returns made to the Assessor of Internal Revenue for this district, Returns of we present the following list, comprising a trifle more than one-half of the firms in 1867 incomChicago whose sales for 1867 exceed half a million of dollars. Scores of the pleteheaviest 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 -1st May to the 1st of May, it will be impossible to give anything like a complete list until that make retime.

The following will serve, however, to illustrate to rival villages the ordinary turns. run of business in Chicago: The Republican r emarked. The figures show that twentyone firms transacted a business exceeding two 21
over million dollars each, and seventy-six exceeding one million dollars, within the year; $2,000,000. while one hundred and seventy-six smake returns surpassing half a million. Fifty-nine firms did business in this city in 1866 to the extent of one million Business dollars and over, and fourteen exceeded two millions. The highest return was that 1836. of Field, Palmer & Leiter. We also publish for the purpose of comparisons, the returns of as many of the Two years. 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 Cause of cases by changes in the firms, and in the instance of the live stock brockers doing omissions. business at the Union Stock Yards, from the fact, that 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 Obligation little realize how much we are indebted to our editors, not merely for ability, but for their correct pto Chi.

appreciation of the dignity, courtesy and magnanimity which becomes the Queen of the Northwest. press. P. S. A squib of the limes, which throws hard shot when necessary, opportunely indicates tone and Chi. Times temper: “The Chicago papers are the conduits of the feelings and sentiments of the inhabitants of that “goodly city.”-St. Louispaper. A “conduit” is something in the nature of a sewer; but sewers do not perform the function of What is a conducting “feelings and sentiments.” A “conduit” is, also, a sluiceway, but a sluiceway does not conduit. 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 various definitions of a “conduit” seems to corrorborate the St. Louis assumption, that a’ conduit”

is a Chicago newspaper. The application of the term “conduits” to Chicago newspapers, seems, therefore, to be a nisnomer, 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 “conduits.” 147 R,Tublican.

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Commerce of Chicago Compared with St. Louis. Chicago Trade.-Sales of some of the Leading Houses for 1866 and 1867. DRY GOODS AND CLOTHING. Dry Goods and Clothing Firms. 1866. 1867. Armour, H. O. & Co……………….7

2,191.324 2,880.464 Munger, Wheeler & Co………….. 1,128,251 2,614,702

Hastings, L. R…………………………… 1,29 290 Higgins, L. &

D…………………… 2,324,488 2,390,529 Erwin, D. W. &

Co…………………………… 1,209, 630 Morse, Albert &

Co……………….. 950,250 1,204.710 Gregg & Hughes C…………………5 1,217,633!,117,1626 Culton &

Sprague…………………………..3887 097 Dow, Quirk &

Co………………….. 1,689,680 1,625,940 Eichold, A. &

Co……………………….. -717,35 7 Burton, Horace……………………. 474,651 7(,2,fi71 Underwood &

Co………………….. 2,056,085 1,979,702 Munn, Norton &

Co……………….. 3,o35,468 8,829,670 Maitland &

Scranton…………….. 2,000,010 3,536,310 Hutchinson, B. P. &

Co…………. 1,468,766 3,277 796 Lyon, J.

B………………………….. 1,758,2:0 3 16,310 Rumsey Bros &

Co………………………….. 3,110,359 Culver &

Co………………………… 1.419,650 1,885,600 Pickering, A. H. &

Son……………………… 912.160 Nelson, Murry &

Co……………… 709,835 910 939 Phillips &

Bros…………………….. 254,629 9(‘5,150 Kelly, David…………………………………. 891,910 Priestly, Howard………………….. 319 646 887,186 Peters, A. A. &

Co………………… 1,450,806 1,531,756 Goodyear, C.

B…………………….. 2,209,079 2488,120 Davis, Pope &

Co………………….. 2,247,220 2,444,356 Robbins, E.

V……………………… 2,237,631 2,435578 Bacon, En is & Co., (8
months,).. 1,356,430 Blair, Den more & Co…………….. 1,642,763

1,473,645 Dole, J. M. & uo…………………… 1,486,073 1,466 6 01

Green, Harley………………………………… 1,441,572 Howe, G. M.

& Co………………….. 632,470 874 960 Randolph, Charles &

Co…………. 1,(40,919 1,65L,756 Wright & Beebe……………………

4,51,674 977,163 NIamilton & Mitchell……………… 466,508 968S,78.) Gilbert & Field……………………. 1,686,889 1,812,020 Shiek, Wagner & Co……………… 561,228 1,795,329 Bloyingflton, Foster &

Co…………………….. 586,074 Baldwin, Stone & Co………………

434,299 583,8 03 Cummins & King…………………………….. 581,!11

Nichols, M. S……………………….. 6.59,039 806,119 Newhall, G.

Jr…………………….. 552,704 80i,397 Sherman, Hall &

Lyman………… 1,26,890 1,236,846 Lewis, H. F. & Co………………..

416,621 934424 Wright, A. M. & Co……………….. 337,991 845,238

Sharp, J. S. & Co………………….. 216,628 520,042 Webster &

Baxter………………… 403,000 1,(70 18,o Reineman, Moses………………….. 435,150 586,5-)2 Low, Brother &

Co………………… 1,228,426 7SS.270 Sturgis, McAllister &
d,o………… 503,093 531.974 Ellis, O’Connor & Co………………

747,31t 765,639 Hall, D. A……………………………………..

562,518 Rogers, A. A. C. & Co…………….. 284,000 660,732 Comstock, C. (agent,)…………… 571,967 575,826 Chapman J. & H.

C………………………. 615,083 Lawrence, Nixson &

Butler………1,472,621 1,7.57,.36l Brown, Thomas J
r…………………………… 538,880 Colvin W. H., (7
months,)……….. 647,490 Burton & Adanis………………….. 257,000

475,000 Hought’Iling, W. D…………….. 1,063,630 454,3(17 Pettit, Smith & Co……………….. 440,423 430,481 Jesup, Kennedy &

Co…………….. 931,377 429,574 Loomis, J. Mason (6 months,)…..

565,074 421,000 Pottle, J. W. & Co………………… 406,027 493,885

Penton, D. H…………………. 362,675 483,014 Dhillips &

Bros……………………. 254,629‘905,C50 Firms. Field, Leiter &

Co………………… Farwell, J. V. & Co………………… Tuttle, Thompson & Wetmore….. Ross & Gossage……………………. Shay, J.

B. & Co…………………… Fisk, D. B. & Co…………………….

Beardsley, C. & Co……………….. Wills. Gregg &

Brown……………. Frank & Meyer…………………….. Hamlin, F.

N……………………… King, Kellogg & Co……………… Bowen, Whitman & Winslow…… Richards, Crumbatigh & Shaw… Carson, Pirie &

Co………………… Fiske, Kirtland & Co…………….. King, George W. & Co……………. Wadsworth, P. & Co……………… IHunt, Barbour & iale…………… Keith Brothers……………………..

Clement, Ottman & Co…………… Kohn, H. A. & Bro…………………

DeForrest & Co……………………. Hill, D. &

Sans……………………… - GROCERS. Doane, J. W. &

Co………………… 1,957,615 2,605,49’ cook, Ga. C. &

Co…………………… 1,589,469 1.932, oe Reid, Murdock &

Fisher………… 1,250,397 1,3T5,42 Hindsdale, Sibley & Endicott……

1,362, 3 99 1,368,89o Hoyt, W m. M. & Co………………. 689,483

1,122,48 Sprague & Warner………………… 720,000 1,002,20C Flanders, George W. & Co……….. 2,523,000 2,335,00C Norton &

Co……………………….. S8,659 938,07t Beckwith, C.

IH…………………….. 862,200 937,214 Day, Allen &

Co………………….. 2,369,272 1,953,712 Peck, Clarence I…………………….. 1,829,82 Shores, Staley &

Co……………….. 666,740 618,444 Taylor &

Wright………………….. 1,569,687 1,668,42 Thompson, H.

M………………….. 766,546 904,95C Stearns &

Co……………………….. 1,149.622 1,69.,,984 Gray, Phelp, &

Co……………….. 1,324,231 1,405,089 Durant, Bros. &

Powers………….. 848,589 780,.‘l5 Ewing, Briggs & Co………………

599,614 828.70~ Knowles, Cloyeg & Co…………… 497,150 52T,59

Barrett, Cossett &Co……………… 347,872 663,624 Stearns, Forsyth &

Co…………… 861,617 845,815 McKindley, Gilchrist A O………Co 819,130 840,138 Whitaker, Harmon & Co…………. 1,13q,390 1,498,35

Corl)in, C. R. & Co………………… 507,617 72T,387 HARDWARE. Hale, Ayer & Co…………………… 1.521.814 1,338,529 Hibbard, Spencer &

Co…………… 1,183,387 1,408,94 Sturgis, F. & C
o…………………… 851,584 947.584 Blair, William &

Co……………… 1,111,410 1,04T,852 Jones &

Laughlin………………… 805,541 770.47’ Markley, Alling &

Co…………….. 664,642 609,325 Hall, Kimbark & C o………………

980,858 981,900 COMMISSION MERCHANTS. Hoard, Bro. &

Co………………….. 2,105.570 1,167,200 Ash, I. N. &

Co………………….. 669,910 1,165.430 Walbridge, Watkins &

Co………. 924,039 1,155,248 Hobbs, J. B. & C
o…………………………… 832,354 Woodruff. W.

M…………………… 793,600 881,660 McCormick, C. H. & C
o………….. 531,800 958,140 and Pulsifer & Magee……………..

1,056,140 1,240,466 POalsnt. adMcDonald &

Trego……………..1,……………… 1,684.640 Oils. Chase. Hanford & (o……………… 1,070,606 1,1,9.218 Page &

Sprague…………………… 473,785 658,104 Lewis, Ham &

Co…………………………….. 730,746 I i ii 1 2 6 2 0 3 ‘91 148

COMMISSION MERCHANTS. 1866. 9‘220.967 6194q,328 583,010 863,958 551),174

614,T28 266-Tl6 ………… 829,539 3,458,876 795,800 691.6-34 390,523

946,468 804,552 1,012,605 562,5,42 ………… ………… 1867.

9,071,597 7,109,714 558,43 551,112 541,543 539,517 516,399 693,182

1,024,000 90t,283 892,979 2,422,50. 602 000 733,996 615.321 636, 506,562

1,667,946 1,550,76 639,92 794,00 512, 581,00 G rocerr,. Hardware.

Cominission. PAINTS AND OILS.

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Past, Present and Future of Chicayo Investments. Chicago Trade.-Sales of some of the Leading Houses for 1866 and 1867.-Continued. L

MISCELLANEOUS-Con. Firms. Cllen & Mackey…………………… Wrisley &

Bros……………………. Bmith & Dwyer, (6 months)……… ake, J.

M………………………….. Iitchell. J.

J………………………. Brown, W. F…………………………

Dawst n & Miller…………………… Hill, D. &

Son……………………… ackson, S. D………………………..

Morton, Tuttle & C………………. Wichols,

Thomas…………………… eck, C. J……………………………

~ogers. II. W. & Bro……………… tiles, Goldy & McMah on…………

t. John. A. II………………………. _iompsoli, Elisha…………………. Ninans, Matthews & Co…………. ;ghitaker, Harmon & Co…………. ]aflin, Butler & Co………………… ]riggs, S. C. & Co…………………. ~ord & Smith……………………….

~urnhams & Van Schaack………. 4ears, Bates & Co…………………

Western News Company………… .B.Keen & Co,………………….

Frown, Thomas Jr………………… ~atson, N. &

Co…………………… Parr, James J……………………… ~eck &

Wirth……………………… tollister & Phelps…………………

Iolt & Balcom……………………… ~airbanks, Greenleaf &

Co………. lcDonald, J. D. K……………….. ~rant, Buck &

Co…………………. teed, J. H. & Co. (7 months)……. /orse, Loomis & Co………………. ,aw, Robert (Agt. for 9 months).. Vebster &

Gage…………………… Ynion Stock Yards & Transit Co.. Lyerson, Otto & Co………………… !olman, Crosby & Co………………

Vesiecker & Co (4 months)…….. )ogget,Bassett & Hills……………

Conger, L.W………………………… Adams,

Jesse……………………….. Start,

John………………………… Bentley,

George……………………. Conover. H. I………………………

Wallwork, John…………………… Keenan, W.

T……………………… Gregory, A…………………………..

MIallory, H. E……………………… Adams,

John……………………….. Eldridge.

Isaac…………………….. Adams, George………………………

Strader, Jacob……………………… Mallory, H.

C………………………. Conger, R. P………………………..

(onger, M…………………………… Reeves, J.D………………………… Waixel, David………………………

Waixel, Isaac………………………. Adams,

E…………………………… _______ Lord & Smith 53 202 Hough, R.

M. & O. 8……………… 667,604 787,604 Cragin &

Co………………………… 1,244,510 2,960,762 Kreigh, D. &

Co…………………… 1,141,765 964,671 Kent, A. E. &

Co…………………… 1,079,700 1,100,530 Tobey &

Booth…………………….. 449,463 576,577 Culbertson, Blair &

Co…………… 2,721,570 4,277,160 Burt, Hutchinson & Co……….

750,001) 750,000 Reid & Sherwin…………………… 1,250,397

1,334,871 Meeker, A. B………………….924,015 1,118,629……. Ford, B. M. & Co……………………………. 517,120 Schwab, McQuade &

Smith……… 396,046 516,445 Fuller, Finch & Fuller……………

1,955,5491,T90,749 Fuller, Finch & Fuller 1 955 549 1 790,749, Dog’

get,Bassett & Hills……….990,781 840.138 The Republican had this editorial: Our Trade in 1867.-In another part of. this issue we give a list of sales by our Remarks leading houses in the several departments of trade for the past year, presenting u)on trade only those amounts in excess of four hundred thousand dollars. For the sake of list. 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-Imperfect. ation of such a list is one of the least popular features of our internal revenue system. Solid merchants are not fond of exhibits of their business, and are not inclined Still valto favor their publication by the press. But as the list is created and a part of the able. 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 Too small. 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-Business in. sion and financial disturbance. There has been in that period an immense accession creases. to the trade.ind 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 discouraging, 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 Presentard downward, and houses of great prosperity and solidity in former years have seen their business largely increased without other compensation realized than that they have held and widened their field.

And this is the morale of the exhibit given s s ‘I I-, 149 LIVE STOCK.

Live Stoc 1866. 1,042,885 ………… 262,9, 888,659 …………

………… T23,290 486,95-, 926,5-4 665,114 448,.-34 685,t)77 306,689

328,424 8 ………… 21 393,229 990,781 1867. 1,319277 726,199 528,229

998,9,,)O 992 0,51 846,431 566,IJ78 51 9,883 6‘31,376 739.972 637,962 6u,i 9 539.3911) ],C)45,6t’,O 538,878 845,95-‘ 512.560 1,491, 358 742,632

5015,601 51-3.202 513,013 884,213 6T5.476 Packers. 1595 000 538,880

523,659 497,187 4T8,163 476,501 475,208 466,084 455,00 450,514 450,188

Misc,,Ila. 449‘601 neou,3. 44610  435,100 428‘043 426,735 415,776 400,061

840.138 Firms. 1866. ………… ………… ………… ………..

………… ………… ………… ………… …………

………… ………… ………… ………… …………

………… ………… ………… ………… …………

………… 1867. 1,046,85 1,118,30 794,34 545,21 572,50 569,7,5

1.49.5,60 1,193,29 844,23 2,108,52 2,099,51 2,031,02 1,631,84 1,016,69

1,051,85 1,053,85 920,99 613,661 612,67 746,96 PACKERS. MISCELLANEOUS.

c9ii. Rep,

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Commerce of Chicago Compared with St..[,ouis. Increase elsewhere in the list referred to of the extension and development of the business natural.

of our city. In this there is nothing spasmodic, but steadily cumulative.

This increase of trade has sought us on natural and irresistible grounds, which will conPay by and tinue to help its accession, reserving its harvest of advantage for the general reviby. val of 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 Chi. a centre forward, year by year, more prominently its claims as a center of trade second only to one 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 seek 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 in 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 ambiOld houses tion in our young city. If there is one thing more marked than another in the gencoming. 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 ercction or projected. We are at no distant day to find our miles of Commerce to lumber yards, our immense grain warehouses and live stock and provision enterincrease. 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 in 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. ibbune The 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 We present below a highly important comparative exhibit of the trade of Chicago, of St. L. Cincinnati and St. Louis. The subjoined lists give the names of all wholesale Cin. & Chi. dealers in the respective cities just mentioned, whose sales for the year May 1, 1866, 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 which they afford-however surprising their comparisons may be to the astonished 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 retail merchants, any one of whose sales exceed the returns of the heaviest wholesale dealer in the village up the Lake. Am.ts. com-The following figures show that last year in Chicago there were fifty-ntne firms pared. whose sales exceeded one million dollars; in Cincinnati fifteen; and in St. Louis sixteen. The heaviest sales reported by a single house, amounted in Chicago, to nine mil lions two hundred and twenty thousand nine hundred and sixty-seven dollars; in St. Louis to $3,127,223; and in Cincinnati to $2,700,000. In Chicago fourteen houses report sales exceeding two million dollars; in Cincin nati,four; and in St. Louis, one. 150’

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Past, Present and Future of Chtcago Investments. Cincinnati Houses over $1,000,000, 1866-7. Cin. houses over $1;000,000. Glenn, Wm. &

Sons…………… $2,700,000 Schwab, Peter & Co…………..$1,236,900

Grotenkemper, H. & Co……… 2,600,000 McAlpine, Polk & Hibard…….

1,191,835 Shillito, Jno & Co…………….. 2,504,247 Rineskopf Bros. &

Co………… 1,100,500 Bishop, R. M. & Co…………… 2,405,289 Stix, Louis & Co………………. 1,100,100 Addy, Hull & Co……………….

1,469,000 Gibson, Early & Co…………… 1,069,332 Gibson, Daniel &

Co…………… 1,395,000 Tweed & Sibley……………….. 1,032,800

Pearce, Tolle, Holton & Porter 1,326,855 Lowry, Perrin & Co……………

1,000,517 Moore, Robert A. & Co……….. 1,282,889 St. Louis Houses over $1,000,000, 1866-7. Lamb & Quinlan……………….$3,127,223 Homeyer, H. A. & Co………… $1,350,000 Roe. J. J. & Co…………………

1,841,640 Benton, W. H. & Co…………… 1,272,557 Jameson, Cotting &

Co……….. 1,790,039 Bell, H. & Sons………………… 1,243,748

Ames & Co……………………… 1,700,000 Dodd, Brown &

Co……………. 1,203,000 Barr, Duncan & Co……………. 1,686,378

Davis, J. C. & Co………………. 1,200,000 Taeger &

Co…………………… 1,676,354 Merriman, J……………………

1,180,000 Weil, J. & Bro…………………. 1,384,]62 Green &

Co…………………….. 1,103,221 Whittaker, Francis & Sons……

1,383,788 Underhill & Eaton…………….. 1,100,846 St. L. houses over $1,000,000. The following table from the newspapers is confirmatory, showing the amount of Confirmatlon 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 W. cities. DETROIT.

$32,145,490 12,371,814 2,995,585 14,308,290 237,210 698,820 $62,757,209

$842,172,708 $80,409,595 $218,084,958 $62,757,209 $81,801,015 $55,142,882

St. Louis kept the lead for several years in jobbing, after losing largely in Relatgiev 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 in 1860, said: We present the following valuation of property which has arrived at and departed Trade statfs from our city, with a great deal of reluctance. It has been compiled at theti 60. request of many of our business men interested in such statistics. The best judges in such matters pronounce our estimates low. The table has been prepared with great care, under the supervision of J. J. Fairestlmate 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. The value of our Imports and Exports in 1858, as reported to the United States Figall.re 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 151 CHICAGO. $250,607,8,30 38,830,968 17,564,960

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 $80,409,595 ST. LOUIS.

$114,999,100 34,286,706 29,015,750 24,989,662 . 6,273,320 3,470,420

$213,034,958 BUFFALO. $52,275,800 10,313,010 5,170,865 13,035,820 408,540

96,980 $81,301,01,5 CLEVELAND. $24,032 630 Wholesale, 12,415,9‘7 9Retail Wholesale 2,7t)8,36 Liq’or. 13,344,780 Retail do. 377,010 Auctioneerti.

2,264,160 C-. Brok $55,142,882 I ii i

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Commerce of Chicago compared with St. Louis. Low valua-places a lower valuation on property where the value cannot be correctly ascertion.

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 Lakce, Canal and Railroads, in 1860. commerce 1860. - Imports and Flour……………………… exports.

Wheat…………………….. Corn………………………

Oats………………………. Rye…………………………

Barley…………………… Live Stock……………..

Provisions………………. Hides……………………..

Lard……………………… Tallow…………………… Grass Seed……………… Lumber…………………..

Ibrwnr………$40,901,990.37 $36,679,618.65

Total………..$97,067,616.89 $72,713,957.24
orts………………………………………… $97,067,616.89
rts…………………………………………………………………………….

72,718,957. 4 Aggregate valust onf Imp~sr
andEprts………………………….$1~69,71,74.103 1 My paper of 1861, had these observations, now still more applicable: Jobbing The Jobbing Trade.-The same report gives amounts as follows: dry goods, trade.

$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, eight 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.” Keeps pace It is a gratifying fact that our jobbing trade is almost four-fifths the amount of withproduce 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, Advantages for each of these thousands of merchants, scattered all over the West, can step of Chi. over 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 seaboard 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.

Thosehgures Large as we deemed these figures only eight years ago, they are small :iow 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 Views more of produce. Hfaving been presented mainly as against New York, the applicable ;aaguinst St. positions are far more easily sustained as against St. Louis. Ten years ago, :Louis. Im 0 ts an x orts…………………………………………………… 169

781 574.13 152 Exports. $3,385,940.20 11,048,611.53 6,781,555.74

295,161.92 94,606.28 153,342.3, 5681,207.87 2,349,2 /8.88 1,634,986.54

1,144,171.93 284,483.00 363,3.‘33-78 3,462,988.Cl $36,679,618.65
escriptionofproperty. Import,s. $40,901,990.37 482,814.69 698,807.50

154,366 50 300,736.80 T86,480.00 373,819.00 6.‘38,915.60 188,943-89

161,511.04 40,14,0.08 64,450.74 52,274,640-78 $97,067,616.89 Exports.

$36,675.618.65 327,320.10 733,758-75 22.029-75 29i3,732.15 122,184.00 ‘

208,300.67 186,315.52 36,,501.02 25,966-5.3 33,5T4,716.14 $72,713,957-24

Description of Property Imports. $3,285,616.14 12,579,249.48 7,215,278.96

625,547.78 184,291.10 341,022.14 9,349,916.10 1,051,780.92 1,235,T30.98 .

530,759-02 12,153.30 4-24,264.44 4,166,340.01 $40,901,990.37

Broughtforward Salt… High es…………….

Fish……………………… Wool……………………..

Coal……………………… Wood…………………… Pig Lead……………….. Butter………………….. Broom Corn…………… Mill Stuffs, Meal, &c Vegetables……………..

Other eroperty……….. Total……………….. Forward……………

Aggregate value of

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Past, Present and Future of Chicago Investments. when competition really began, she had the whole trade along the Mississippi, 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 race ahead 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 St. L. boasts that our strength lies mainly in the former, in ” blowing” up our trade of Capital. 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-ReOstlts soon knowna. edge her secondary position. Having considered trade in general, let us look at some of the details. The Grain Trade.-The ninth Report of the Board of Trade, for the Grain trade. year ending 30th March, 1867, gives the Shipments of Flour (reduced to Wheat) and Grain from Chicago, for the past Twenty-Chi. ship nine Years. mentr eince mens snc Year. Fl’r. & h’t. Corn, Oate. Rye. Rarley. Total. Corn, Bushels. ………….o ………….. ………….. …………..

………….. ………….. ………….. 67,135 566‘460 644,848

252,013 3,221,317 2,757,011 2,780,253 6,887,899 7,5.47,678 11,129,658

6,814,615 7,493,212 4 217,654 13,700,113 24,372,725 29,452,610 24,906,930

12,740,543 25,228,526 32,953,530 Year. 1838……………………….

1839…………………….. 1840……………………..

1841……………………… 18432………………………

1843……………………… 1844………………………

1845……………………… 1846…………………….0

1847……………………… 1848………………………

1849…………………….. 1850………………………

1851……………………… 1852………………………

1853……………………… 1854………………………

18565……………………… 1856………………………

1857……………………… 1858………………………

1859……………………… 1860………………………

1861……………………… 1862………………………

1863……………………… 1864-5……………………

1865-6……………………. 1866-7……………………

18667…………….21,330,484 32,953,530 9,564,223 1,489,895 1,398,528

66,736,660 Some flour and grain comes from the east to go directly back.

The main Supplies from South currents, however, are from the south and west, which will rapidly augment and West. as new acres along present lines are brought under the plough, and as the power of the chief grain market of the world shall be applied to distant regions, and facilities of access be increased. Compare these with the fol I II II II II II II II i II II i i i i II i i i II I I I II II i II i i i i I 153 Fllr. & Whlt.

Bushels. 78 3,678 10,000 40,000 586,907 ,688,907 923,494 1,024,620

1.59,-,919 2,136,994 2,286,000 2,192,809 1,38T,989 799,380 941,470

1,680,998 2,744,860 7,110,270 9,419,365 10,783,292 10,909,243 10,759,359

15,892,5T 23,855,553 22,50S,143 18,298,536 10,68T,055 15,718,348

21,330,484 Oats. Bushels. ………….. ………….. …………..

………….. ………….. ………….. ………….. …………..

65.280 26,849 186,054 605,827 2.030,31T 1,748,493 3,239,987 1,888,533

1,014,54T 316,778 1,498,134 1,1 T4,177 I.,091,60T 1,633,237 3,112,366

9,901,175 16,4TO,929 10,598,061 9,,223 Rye. Bushels. …………..

………….. ………….. ………….. ………….. …………..

………….. ………….. ………….. 22,872 19,997 127,028 120,275

148,421 92,023 19,051 17,993 127,008 134,401 156.642 398,813 871,796

683,946 898,F,36 1,022,200 1,489,895 Rarley. Bushels. …………..

………….. ………….. ………….. ………….. …………..

………….. ………….. ………….. ………….. …………..

………….. ………….. 82,162 41,153 20,132 590 69 486,218 26T,449

226,534 532,195 943,252 2T,4.-,l 645,089 1,398,528 Total. Bushels. 78

3,678 10 000 40,000 586,907 688 1 907 923,494 1,024,620 1 599,619

2:243,201 ;,,001,740 2,769,111 1,830,938 4,646,291 5,873,141 6,412,181

12,932.320 16,633,700 21.583,221 18,032,678 20,035,166 16,771,812

31,108,759 50,481,862 56,484,110 54,741,839 47,124,494 53,212,224

66,736,660

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Commerce of Chicago Compared with St. Louis. lowing, taken from the “Annual Statement of the Trade and Commerce of St. Louis, for the year 1867, reported to the Union Merchant’s Exchange, by Geo. H. Morg(etn, Secretary,” to whose politeness I am indebted for copies of that and the previous year: pleceipts of Flour and Grain at St. Louis for Twelve Years.

Receipts Flour and Grain 12 yrs. Flour, bbls. 944,075 1,208,726 1,161.038

815,144 689,242 6 47,419 484,000 443,196 484,715 687;451 573,664 323,446

Total.* 17,848,755 22,178,819 17,657,251 14,331,481 11,662,404 12,201,170

11,643,499 12,354,215 9,264,830 10,162,688 - 6,466,078 7,3o3,908 1856..

323,446 3,747,224 938,546 1,029,908…………………7,383,908 *This is an addition of my own to compare above aggregates, the flour being multiplied by five. The Chicago table, it will be noticed, is only of shipments, and St. Louis of total receipts. The Chicago Board of Trade Reports, being now made up from 1st April, 1866, to March 31st, 1867, the last three years do not exactly compare as to time. The Chicago Republican, in its annual statement, January lst, gave for 1867, of flour received, 1,814,286, bbls.; shipped, 1,859,985 bbls. Of wheat received, 13,090,868 bushels; shipped, 10,360,458 bushels. Of corn, 23,018,827
bushels; shipped, 20,213,790 bushels. Of oats, 10,988,617 bushels; shipped, 9,732,146 bushels. e The respective amounts speak for themselves.

With such disparity, it might be imagined, notwithstanding all we have seen about St. Louis’ efforts to obtain the trade of the Northwest, that Chicago had a more highly productive region tributary than St. Louis. But comparing routes and supplies to both cities, exhibits the same sources in the main. Routes and Receipts of Flour and Grain at Chicago, 1866-7.

Roules and receipts at Chi. 1866‘67. Flour, Wbeat, Corn, Oats,’ Re aly By Lake…………………….. Ill. and Mich. Canal…. C. R. I. and P, R.

R….. I.C.R. R………………. C. and N. W. R. R……. C. B. and Q.

R. R…….. C. and A. R. R………… C. and Mil. R. R……… C. and Gt. E. R. R……. P., Ft. W. and C. R. R.. M.C. R. R………………

M.. R. R………………… Oats,’ Bushels. 4,041 1,41T,436 982,761

2,375,520 3,792,178 1,714,687 257,275 5,011 99,002 44,606 .20,518 916

10,713,981 120,000 984,897 Teams, (estimated)……. Flour manufactured in Chicago………………….. In store Mar. 31, 1866. 154 Rye, bu.

250,704 375,417 217,568 140,533 205,918 253 552 117:080 159,974 123,058

45,900 30,442 ………….. Barley, bu. 705,215 548,796 846,229 326,860

182,270 290.925 201,484 339,974 242,262 291,660 176,062 …………..

Year. 1867.. 1866.. 1865.. 1864.. 1863.. 1862.. 1861.. 1860.. 1859..

1858.. 1857.. 1856.. Wheat, bu. 3,b7l,593 4,410,305 3,452,722 3,315,828

2,621,020 3,550,336 2,654,738 3,555,871 3,568,732 3,835,759 3,281,410

3,747,224 Corn, bu. 5,155,480 7,233,671 3,162,313 2,369,500 1,361,310

1,734,219 4,515,040 4,249,782 1,639,579 892,104 2,485,786 938,546 Oats, bu. . 3,445,388 3,567,000 4,173,229 4,105,040 3,845,876 3,135,043

1,735,157 1,832,634 1,267,624 1.690’ 010 1,624,058 1,029,908 Wheat, Bushels. 236,832 83,834 1,429,163 892,260 8,078,061 1,190 004 131,347

240,162 1,396 568 10,8T3 735 12,286,28’.1 15,000 Flour, Barrels. 47,7.52

45,317 179,316 80,173 1,386,913 173,473 - 51,379 32,484 2,676 694 15,156

6,737 2,022,060 ………… 452,528 23,616 Corn, Bushels. 2,210 9,575,569

4,279,190 5,929,0803,042,561 8,324,281 2,5T2,520 346 170’ 740 28,448 4,434

259 33,929,632 50,000 Rye, Bushels. 412 67,423 313,059 171,6tO 591,21-0

508,524 30,190 ……. i.. 78 334 585 ………… 1,683,925 20,000 ..

i:li,.i… 27 Barley, Bu,hels. 6,546 24,691 484,927 366,500 586,824

300,81.0 45,870 25 1,125 600 8,519 9,081 1,834,418 45,000

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Past, Present and Future of Chicago Investments. Routes and Receipts of Flour and Grain at St. Louis for 1867. St L. grain routes and reeipts 1867

From Upper Miss. River…….. Lower Miss. River…….. Illinois River…………… Missouri River………… Ark. and White Rivers..

Cumb. and Tenn. Rivers. Ohio River……………… Ohio & Miss. R.

R……… Chicago, A. St. L. R. R.. St.L. A. & T. H. R. R.. Pacific R.

R……………. North Missouri R. R….. Iron Mountain R. R…..

Wagons………………… Total Receipts…………. Flour Manufactured…… In store Jan. 1, 1867….. 1,768,060 8,857,402

5,195,480 8,465,888 250,704 757,215 The doubling up of transportation to and from an important commercial Trade seeks a centre for centre, is worthy of notice. Parties who wish to purchase go thither, and distribution. take back that sellers have just sent over the same road.

More and more will this be the case, though largely so already, as will be observed by comparing the following with receipts on opposite page. Amount of lake shipments, and variety of ports, will be observed. Routes and Shipments of Flour and Grain from Chicago, 1866-7. Routes and Barley, shipments of Bushels. grain from - - Chi. 1866-‘7. 917,840 32,200

………… 20,000 ………… ………… |18,200 I…………

………… I………. ~ 60 …. 6 -……..0 67,200 19,812 21,450

11,175 1,020 150,094 48,870 62,872 36,735 1,398,528 …………

………… 601,242 149,272 By Lake To Buffalo…………… To Oswego…………… To Ogdensburg……… To other Am’n. Ports To Ki’n.

and Mon’l.. To Sarnia…………….. To Colborne…………. To Collingwood……… To Goderich…………. To other Ca’n. Ports. To Bergen, Norway… By Ill. & Mich. Canal.. By C., R. I. & P. R. R..a Bv I.

C. R R…………….. By C. & N. W. R. R….. By C., B. & Q. R. R……

By C. & A. R. R………. By C. & M. R.R……… By C. & Gt. E. R. R…..

By P, Ft. W. & C. R. R By M. C. R. R…………. By M. S. R.

R…………. Rye, Bushels. 894,804 ………… 100 83,250 82,000

52,37r5 1,600 ………… 15,500 ……….. 10 815 2,504 …………

130,790 127,915 124,947 43;809 1,489,895 ………… ………… 215,575

111,282 Corn, Bushels. 2,463,000 1,406,045 495,150 705,110 1,602,600

179,9S5 1,818,715 124,800 203,550’ 93,600 4,400 125,555 *……….. 350

110,976 6,606 ………… 26 16,490 180,312 434,828 820,532 32,953,530

………… …………. 703,068 822,788 Flour, Barrels. 274,013 300

45,,580 139,029 2,611 17,335 50 2,548 25 218 27,554 70,005 2,562 2,162

X7,718 301 338,454 535,303 262,072 419,947 2,179,785 ………… 237,724

62,693 Oats, Bushels. 6,725,545 145,950 630 389,618 21,750 1,200 1 110,170

250 ………… 99,132 70,000 56,893 31,385 86 353,959 692,490 182,727

682,588 9,564,223 1,524,473 730,182 Flour in City Mills…… City Consumption and unaccounted fo)r…….. Used by Distillers and Br’s., and acct’d. for.. In store March 31, 1867. In store March 31, 1867 62,693

477,596 822,788 730,182 111,282 149,272 Total…………..2,498,204

13,376,889 54,479,386 11,818,878 1,816,752 249,Oi2 I I I I 155 Wheat, bu 1,194,563 120,149 439,049 462,616 ………… ….. Y,.ii 51,547 228,391

252,563 322,163 134,614 9,464 355,320 3,571,593 8 3,857,402 Corn, bu.

909,620 14,290 1,510,118 329,697 ………… …….. i 545,682 840,021

683,788 166,865 62,657 30 92,660 5,155,480 5,195,480 Oats, bu. 1,684,844

5,820 819,799 109,536 ……….. ………… I…… 193,652 253,851

248,590 89,400 127,332 2,564 10,000 3,445,388 …. 6.66 3,465,388 Rye, bu.

122,987 81 54,750 11,052 ………… ………… ….. ,.i Yi 17,488

19,401 5,963 6,262 103 250,704 ………… ………… 250,704 Barley, bu. 322,317 11,349 107,529 8,722 546 …….. 57,664 35,005 86,490 67,117

6,937 1,033 10,000 705,215 …. i.‘66 757,215 Floi-Lr, bbls. 119,106

71,849 83,074 3,366 95 169 694 183,843 85,604 228,094 19,419 22,807 1,184

124,771 944,075 765,298 53,687 1,763,060 Wheat, Bushels. 3,297,571

1,272,300 300,3T5 433,(;OO 82,650 5,000 400,900 35,000 228,567 171,099

62,422 17,2T9 1 031,218 1:390,734 604,702 578,964 10,341,ti49 2,262,640

295104 ………… 47T,596 11,818,878 1,816,752 2,149,042

Total……………….. 2,498,204 13,376,889 34,4T9,386

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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.

C…. ~zoo ooo oow Co~~~o .:. CoCoCoJCoCo CoCo Co Co Co Co Co Co Co CoCoCoCo Co Co CoCoCo Co CoCoCoCoCo.CoCoCoCo Co Co Co Co CoCoCoCo Co t$CoCociCoCoCot$ Co ‘CoCo CoCo Co - Co - Co ‘Co Co Co Co Co Co Co CoCo CoCoCo. Co CoCo’ Co CoCo …….. Co - - Co Co Co- o CoC~ oC Co~ - o Co o Co Co Co C”, C-o Co Co Co Co Co~o

Co~~oo~oo~oCo~o~Coooo~oCo~~o : Co~~Co Coo~oo~~CoooC ~

Coo~oo ~~~~~~~~~~~~~~~~~~~~~~~~~- Co. - Co o-o ‘.-!. P. P A.!!! i i i ::::::0::.:i~:::::‘i:‘i’~~ii ………………………………………

I 156

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Past, Present and Future of Chicago Investments. Steam Elvators.-Such amounts of grain could never be handled in SteamEleva tors. reasonable time for western operators, except by steam machinery. It seems like magic to compare present facilities with Mr. Dole’s horse-power elevators which, with Messrs. Peck’s, Wheeler’s, Walker’s and others, supplied requisite facilities, till that ingenious spirit, Capt. R. C. Bristol, erected in 1848 First in 1848. the first steam elevator. Mr. Wheeler says that down to Jan. 1st, 1855, the whole storage room was not over 750,000 bushels. So that the total only Rapid in craeto 17. 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 Mode of piles of 2x6 and 2x12 joisting, laid fiat, rise high above surrounding struc-tucture. tures. Their sides studded with iron plates, which are 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 Aolea&rCo.,. was certain to have all improvements. An old settler, Mr.

Baker, was in the last. 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 Its operation what he had spoken, and here you have it: Chicago has superior advantages in handling and storing grain, not only on Advantages account of steam elevators, but in absence of current, and the even stage of water. of site. 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 Speed of the ease and speed with which grain is handled. This is the modus operandi of Messrs. handling. Armour, Dole & Co’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 Building and by a 400
horse-power engine. It is divided into 150 bins, 65 feet deep, with storage machinery. 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 10 cars untracks receive each ten cars, unloaded at once in 6 to 8 minutes, each car having its loaded in 8
elevator, conveying the grain to its large hopper-scale in the top of the building. minutes; 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 15140,000 bush minutes to unload each set of 10 cars, 400 are unloaded in 10 hours, about 140,000 in O10 hours.

bushels. Shipping facilities equal receiving, there being six elevators for that work, Shipping handling each 300 bushels per hour, or 180,000
bushels in 10 hours. The grain is facilities. 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 AnotherEleof the slip-for a slip at right angles to the South Branch is cut to lay vessels vator. alongside the warehouse-and ten other large elevators and 5 smaller, afford the 15 more such 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 65 canal Unload canal boats alone of 357,000 bushels in 10 hours. boats. 157

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Commerce of Chicago Compared with St. Louis. flames of Owners and Capacity of Chicago Elevators. List of Chi. elevators and capacity. _

L~~~~~~~~~~~~~~~~cit;.~~~~~~~~~~~~~~~~~~ - Wreoss Reevefo J. E.

Buckingham & Co., A…………………………….. J. E. Buckingham &

Co., R……………………………. Flint, Thompson & Co., A………………………………. Flint, Thompson & Co., B………………………………. Muonn & Scott, City Elevator…………………………… Munn & Scott, Union Elevator………………………… Munn & Scott, North Western Elevator……………. Munn & Scott, Munn &

Scott………………………….. Armour, Dole & Co., A………………………………….. Armour, Dole & Co., B…………………………………… Munger & Armour….

Consolidafed into * — Hiram Wheel er…… Galena Elevator’ lMunger Wheeler C Co…. a.. W. H. Lunt, Iowa

Elevator……………………………. O. Lunt &

Bro…………………………………………….. Finley & Ballard, Illinois River Elevator…………….] Illinois Central Railroad and Canal……….. Illinois Central Railroad and

Canal……………………… Chicago & Rock Island Railroad…………… Chicago & Rock 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…………………………..

TtlBse………………………..oo…………………………160….

I- -UOt St. L. ple THE St. Louis Elevator.-The day of small things is too recent with vator. ourselves to despise it in our neighbors. Therefore the following is quoted TradeRc-with all due respect from the Secretary’s Report to the St. Louis Union port. Merchants Exchange, for Dec. 31st, 1866: Wheatstatis The receipts and exports of grain show an increase over 1865. The receipts of tics. 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 Lackofhand-bushels. These figures may look small compared with those of some of our neighling facilities 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 Advantages Mississippi River, than by any other route. The cost of transporting a bushel of of river wheat from St. Paul to New York, via St.

Louis and New Orleans, with four feet of route. 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 N. u.

Eilev Nort hern route, and, it is believed, that with a canal around the rapids, the cost t~or built by St L. would be lbss. 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 ready 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 Ghainrolletd ibn products to market without the expense ot sacking and handling. Experience and bulk. 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 Some toting. 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. Waterto preeminence, from the pen of “Professor S. Waterhouse, of Washington house. University,” which has this very expressive paragraph: University,” which has this very expressive paragraph: Benefits of The effect of improvements upon the business of the city, may be illustrated by the elevator. I 158. Receive from apacity. Warehouses. 700,0’o 700,000

- 750,000 1,2&.,,OOO 1,250,0i’O 700,000 600.000 200,000 1,250,000 850,000

600,000 500,000 500,000 300,000 80,000 200,000 250,000 Total Bushels

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Past, Prese?t and Future of Chicago Investments. 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 began to receive grain in October, 1865. Before the first of January, 1866, its receipts amounted to 600,000 bushels, 200,000 of which were brought directly from Chicago. 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; but a sharp aHonestyan rather than man of business would hardly have deemed it dishonest to have put in plain keenness type the statement that one third of the first receipts of ” the St. Louis Elevator” capne from Chicago. That italicising is truly no malice of mine. A simpleton might wonder why St. Louis, supposed to be so much more power- -to exhibit St. L.‘s. d,ful than Chicago, and competing with her in drawing grain from the same penidenco on ‘ ~~~~~~~~~~~~~~~~~~~~Chi. primary sources, has to go to her rival for onethird of her wheat. But a learned Professor has sagacity to call attention to the never-failing source the elevator has to rely upon. But while the Professor would thus honor Chicago, it would seem from the &ecretary Board of Report that the Secretary is not equally friendly. I-He remarks under the rade caption, Wheat.-The receipts of Wheat at this port notwithstanding the light crop of Wheat re1866, which caused a falling off in receipts at other points, have increased, being ceipts, 18&56-6 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 Increase due the grain in bulk has no doubt added to our receipts. The bulk of the receipts to Elevator.

have been takenby the millers, but there has been an export demand from Cincinnati, Paducah, and other points on the Ohio River, and for nearly all the country mills in the neighborhood of St. Louis; and shipments have been made, by Illinois River and rail, to Green and Jersey counties, Illinois; and considerable amounts have been St. Louis sent by rail to Ohio and Indiana. Prices have ruled as high and oftentimes higher market inthan in other markets, and have been governed entirely by the supply and demand. dependent. St. Louis has no combinations of railroad or other interest to control her wheat market, and shippers can forward their grain to this port without any fear of its being slaughtered for the benefit of speculators. Exports for the year were 635,187 bushels, of which 277,976
bushels were shipped Exports 15866 by Ohio river boa,ts, and over 210,000
bushels by Ohio and Mississippi, and St. Louis Alton and Terre Haute Railroads, to points in Ohio and Indiana. Stock on hand at the close 285,809 bushels, about equally divided between fall Stock on and spring wheat, of which 96,515 bushels spring and 97,890 bushels fall were in hand. elevator. A city that has been unable to obtain any considerable railways to form St.L.eschews even one combination, may solace itself with the avoidance of danger by combination. 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 Chi. desperto their effect in slaughtering poor victims, than 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 low chi. to be a victim slaughtered by “combinations of railroad or other interest to control her & St. L. wheat market,” which would not victimize the holder of “the St. Louis ele capes. vator” receipt. Her large milling facilities, which honesty requires should be considered under the topic of manufactures, no doubt enable her to pay 159

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Commermcc of Uhzcayo Uompared with St. Louis. when she is short something above market price. But how long will her large 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? Chi. likesa St. Louis and Chicago differ essentially in what constitutes a market’s stable marbke-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 -t. Louis a country and world.

On the contrary, St. Louis even boasts of an independent vibrating one, 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 expected, corresponds with the difference in figures. The differ-One is genuine commerce; the other a peddling concern. But even for a ence. 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 St. L.

waits small? Has she already more than she can handle? We hope so, for if a more than cit y 280 miles from Chicago, with the pretensions which St.

Louis has had one Elevator 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 facilities beyond what “THE St.

Louis elevator” can supply; 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.‘FAeva-Amount of Grain Received and Disbursed by the St. Louis Grain Elevator Co., from tor receipts, October 24, 1865, to January 1, 1868. Oat.‘65 Disbursements. -Jan.‘68. Balance Jan 1, 1868. 101,017.58 ………‘i… 581.05 1,682.39 …………… ,.~.

~……… Wheat…………………………

Corn………………………… Oats…………………………..

Barley……………………….. Rye……………………………

Malt………………………….. 2,698,355 bu. Total bushels………… Another el-Fortunately, it appears from the Trade Report for 1867, that the subject vat,or-of increase has consideration: -,t Est SE The East St. Louis Elevator Company, organized during the past year, is vigorL. ously at work erecting an elevator and warehouse on the east bank of the river Its benefits. opposite the foot of Pine street.

This enterprise is destined to be of great benefit I I I 160 Receipts.

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

2,698,355. 2,595,173. 103,182.

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Past, Present and Future of Chicago Investments. to our city in the saving of drayage and ferriage on merchandise destined for reshipment South, as well as attracting the grain trade of northern, middle and southern Illinois to our city, by offering facilities for handling in bulk. That this can be accomplished was demonstrated during the past year, and only failed of success from the fact that there were no facilities at East St.

Louis for unloading the 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 St. L. in Mo. or Ills. reckoning those of Milwaukee, in the State of Wisconsin, which we are not to build an elevator a yet compelled to do to maintain a respectable lead. But we trust that now year. 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 maintaining the reputation of the West, by drawing grain to such an extent as that at least one new elevator shall be built annually for some years. And even Barges then coeto 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 60,000,000
bushels of grain, would of Guards against course breed speculators, and some dishonest ones. Nor would it be surpris-fraud. ing, amidst constant examples of fraud and defalcation in large sums, and with opportunities which this immense warehouse system affords; that Chicago 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. O. L.

Parker, Mr. Park,. 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 inspector at its head. All inspections into store are made in cars or on canal boats. Into store. The kind of grain and its grade is marked on a ticket attached to the car door, giving date, name of road, number of car, and inspector’s name.

These tickets are taken off and 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 employed 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 office, 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 out ofstore. 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 cae, of an error in judgment, or difference of opinion between inspector and Differences owner of grain, it is referredto a committee of three members of the Board of arbitrated. Trade, styled the Inspection Committee, whose decision is final. The full force of inspectors in the busy season of lake navigation, is about thirty-No. ofinspoo five men; through the winter about twenty-three. The Inspector’s office has a cab-tors. inet of distinct varieties of wheat, and other grains, from different States, which if Cabinet of well examined by producers, might be of incalculable advantage to improve seed samples wheat, and also benefit the buyer. -,-11 161

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Commerce of OChicago compared with St.’ Louis. Course ofn Laws, with governors, are only ” a terror to evil doers and a praise of them honest men. that do well;” and the late Chief Inspector, Mr. T. T. Gurney, remarks in the last Annual Report of the Board of Trade: Inspection The system of warehouse inspection adopted December, 1865, has met with gensystem. eral and deserved approval. My opinion is, that it cannot be dispensed with, while Cordially your board continue to superintend the inspection of grain. It is proper in this sustained. 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 Some mis-interfered with while in the discharge of their duties. It is unquestionably true takes. 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. Premature With these unexampled facilities for handling grain, and thorough means marketing. 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 forGrain dry-Grain Drying.-In transit hither, especially by river and canal, in which ing. grain business will have the largest relative increase, grain is often wet. Mr. Marsh’s With proper facilities for drying, the water would do little injury. One of dryer. oui 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. Wheat cur-Though valuable for wet grain, it also cured wheat too hastily marketed. ing. g. M uch 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. Corn cung Nor is ing ng 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, Losses by and the enhanced value of the corn crop, when corn and corn-meal should heating 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 Spoilt for 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 Should be is little sought in Europe, little even in the land of its origin. One of the better prepared. pr 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, 162

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Past, Present and( Future of Chicago TInvestments. one of the smallest elevators, but with large facilities to transfer grain from Vincent, Nelson & canal to lake craft, belonging to Messrs. Vincent Nelson, & Co., has a grain Co.‘s grain dryer. dryer attached by Messrs. Murry Nelson, &

Co. With much 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 H. H.

Beach’s patent, which is already Beeth’s pat -Ye-t. a complete success.

They do not, however, decry Mr. Marsh’s but prefer the 1 500 to one chosen. It drys 1,500 to 2,000 bushels per hour of new corn so that it will 2000’ bu. keep in any climate, without changing the bright, natural appearance of the per hour. grain, 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 grain cured. of condition, and is claimed to be the first to dry and cure grain on a large 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 Mode of the grain at the bottom, where it is elevated to the top, and passes slowly operation down over perforated iron plates, the motion of the falling grain being constant and uniform, regulated by slides or valves at the bottom. The grain in motion forms a solid column seven feet wide and three inches deep. There are two columns of grain, and a furnace at the bottom supplies hot air, which is evenly distributed by suction-fans, so as to pass constantly and equally through the grain the entire heighth of the kiln. Temperature is regulated by thermometers set in the walls at several points, avoiding all danger of over-heating.

Impurities or foreign substances are passed off in vapor or steam. Then it is thoroughly cooled before being passed to the bins in the elevator by the same process, except cold air instead of hot is used, w h i c h contributes further to dry as well as cool. Every person interested-Thostee ite rested and who is not, in all that saves or adds to the accumulated industry and should seeit. labor of the farmer, as represented in these vast storehouses-should witness for themselves this saving of grain, otherwise lost to the owners and the w o r l d, and the price of bread consequently enhanced. The time is coming, Farmers if not at hand, when our western farmers must save very much of what is now wasted in their fields, enough to make other farmers rich; and certainly not the least of what their hard toil has successfully garnered, should be Grain not to a l l o w e d to depreciate or become worthless in the hands of ou r merchants, e wasted millers, warehousemen, or carriers. If this dryer suffice not, half a dozen What is req uisite will be will be erected; and if a better process can be devised, to what other city done. will it be more valuable? Who can and will pay more for improvements in grain trade, especially in corn, than the chief grain mart of the world? Live Stock Trade.-When a city counts swine receipts by the million, it Live Stock Trade. would certainly be a distinguishing feature had it not others equally important. Although Cincinnati, previous to 1861-2, when Chicago passed her had never packed 500,000 in a season,-and most if not all then received 163

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Commerce of Chicago Compared with St. Louis. Chi. no were packed,-she had the euphonious cognomen of Porkopolis. Although Porkopolis. about four-fold her highest number are here marketed, yet we escape the name.

Cattle Trade. Cattle, too, are counted by the hundred thousand. The Chicago Tribune Tb urib t runea. g in its last annual exhibit, thus describes the rapid growth: Rapid graoph since It is only a few years since the Live Stock trade of Chicago was considered of growth,since IS860. but trifling importance, and, indeed, aside from supplying the then somewhat limited demand for home consumption, the trade in this product-prior to the year 1860 had not attained sufficient eminence to be classed with our leading commercial interests. But the same causes which combined to make Chicago the largest interior Cauees. grain market in the world, have built up the Live Stock trade to its present gigantic proportions. The rapid development of the great Northwest, and the construction of an almost perfect network of’railroads, stretching out in all directions from this, the great centre-thus affording unequaled facilities for the marketing of stockStates tribu-are chief among the causes contributing to this result. The increase in population try. and wealth in the States of Illinois, Indiana, Iowa, Wisconsin, Minnesota, Kansas and Nebraska, and the remarkable development of the resources of these States, have rendered Chicago the leading market for supplying the large and increasing wants of the East. It is the chief collecting point for the immense herds of beeves which annually graze on the vast prairies of the West, and for the enormous crop of hogs which is annually raised by the farmer and stock-breeder. By reference to ‘55, 10,715 table given elsewhere it will be seen that in 1855 only 10,715 beeves were received hea6d re3c6’d-in Chicago, while in 1864 the number amounted to 386,627.

In 1855 the receipts of ‘64, 86,627. hogs amounted to only 302,068, which number in 1863 had increased to 1,990,509, and for the year just closed-notwithstanding the partial failure of the corn crop, the arrivals of hogs amounted to 1,696,748 head. Such an extraordinary develop ment of resources, and such an increase in trade and commerce, are without parallels in history-ancient or modern. Trade varies. This trade, however, like all other branches of business, has had its vicissitudes, but each year has added something to its extent and importance, until to-day it takes rank as the leading Live Stock market of the world. And when we consider Small area that but a small fraction of the territory, of which Chicago is the natural outlet, has yet produc-yet been populated and developed, the future of the trade in this product can scarcely ing. be conceived. The extravagant rates of freight demanded by the railroads running High East from this point, was the principal drawback encountered during the past year. freights de-Through the summer months, owing to the “fight” going on between the different ragetrade  companies, the tariff was reasonably low, and business prospered correspondingly, but in the latter part of August the spirit of soulless extortion again took possession -injure of these corporations, and the evil results at once became apparent. Much of the stock roads. that would otherwise have come here, has, on account of the suicidal policy of the railroad managers-who, unfortunately, are not gifted with penetration enough to see that a continuance of exorbitant charges will kill the goose that lays the golden eggs-been compelled to seek an outlet through some other channel. It is to be hoped that this evil will be speedily remedied. Receipts and Shipments of Hogs at Chicago for Ten Years. Hogs rec’d and shipped ftm 1858-68

FORWARDED. Year. Dressed. 82,832 22,992 85,233 72,112 44,629 123,272

18,781 125,531 1‘3,270 1858………………………..

1859……………………….. 1860………………………..

1861………………………. 1862……………………….

1868……………………….. 18645……………………. 1335

1865…………………….. 18667…………………….. i867 to Dec. 31.*………. 1867s to Daen. 31from..166,4 13449 Anul,531,fte2no 4Sok7adCo,Jn.1t, 8 *This is taken from the Annual Report of theUnion Stock Yard Co., Jan. 15th, 1868. 164 RECEITED. Vive. 416,29,5 188,671 285,149

549,039 1,110,9TI 1 1343,86.3 11267,097 871,468 1,071,399 1,696,748

Dressed. 124,261 82,533 10T,715 126,863 237 919 333:894 144,223 82T,364

270,25T 134,496 .Total. 540,486 271,204 392,864 75,902 1‘348,890

1,677,7,57 1,410,320 1,178,832 1,341,656 1,831,247 Live. 159,181 87,264

101,931 216,982 446,506 7,p3,213 517,656 538,085 549,499 Total. 192,913

110,246 227,164 289,094 491,135 856,485 536.437 663,566 67,769

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Past, Present and Future of Chicago Investments. The Trade Report of St.

Louis gives no receipt of Hogs or Cattle for a NoSt L. re turns for a series of years, and the general table of receipts of leading articles (p.

156,) series. of does not include hogs, though it does cattle. In the last two reports, (here cattle are omitted,) are these statements of Routes and Receipts of Hogs at St. Louis for 1866 and 1867. Receipts of Hogs at St.

L.2 years. Routes and No. Upper Mississippi

River………………………………………………….. Lower Mississippi River…………………………………………………

Illinois

River……………………………………………………………..

Missouri

River……………………………………………………………..

Ohio & Mississippi R.

R………………………………………………… Chicago, Alton & St. Louis R. R………………………………………… St.

Louis, Alton & Terre Haute R. R…………………………………..

Pacific R.

R………………………………………………………………..

North Missouri R.

R……………………………………………………… Iron Mountain R.

R……………………………………………………… Drove in, estimated……………………………………………………….

Total
receipts…………………………………………………………

Shipped during the year……………………………… Taken by Packers and Butchers………………………………………… The Missouri Democrat, in its annual review, Jan. 1st, states the monthly Mo.

Dem. states rereceipts of stock, for 1867, this being the aggregate; cattle, 90,380; sheep, ceipts 1867. 90,201; hogs, 224,640. The St. Louis Trade Report, however, supplies this valuable table, enabling the reader to ascertain the proportion of trade in hogs Chicago has obtained. Entire Pork Crop of the Country for 18 Years, from 1849-50. ___________ crop from _________ 1849-07. Year. No. Nogs. 18 55-56……….. 2,489,502

1856-57………..1,818,468 1857-58………..2,210,778

1858-59………..2,465,552 1859-60……….. 2,350,822 1.

860-61………..2,155,702 165 Routes. 1866. 1867. .27,812 416 5,199

12,882 29,461 64,39 37,5 56,58 63,17 753 15,00 313,241 28,627 284,61

17,-969 ”i 8,570 10,474 30,215 47,926 12,810 36,765 117 41,510 217,622

13,358 204,264 Entirt, pork crop from Year. No. Hogs. Year. No. Rogg.

1849-50……….. 1,652,220 1850-51……….. 1,332,867

1851-52……….. 1,182,846 1852-53……….. 2,201,110

1853-54……….. 2,534,770 1855……….. 2,124,404 1861-62………..

2,863,666 1862-63……….. 4,069,620 18631-64……….. 3,261,10,5

1864-65……….. 2,422,799 1865-66……….. 1,705,955

1866-67……….. 21425,254

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Commerce of Chicago Comparcd with St. Louis. Receipts 11 Years and Shipments 15 Years, of Cattle at Chicago. Receipts and shipments of Cattle at Chi. from 1852-68. Year. Received. Forw ded. Year. Received. Forw’ded.

1852……………………….. 77 1860……………… 177,101 97,474

1853……………………….. 2,657 1861……………… 204,579

124,145 1854………………………. 11,221 -.1862………………

209,655 112,745 1855……………………….. 8,253

1863……………… 300,622 187,068 1856…………………….

22,502 1864-5…………… 303,726 262,446 1857……………… 48,524

25,502 1865-6………….. 848,928 310,444 1858……………… 140,534

42,638 1866-7…………… 873,277 260,833 1859………………

111,694 37,584 * 1867…………… 329,188 * Stock Yard Report for the year. Sources of To compare sources of supply, the following compilation is made from the supply. Board of Trade Reports, and for last year from the Republican: 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. Routes. 166.167.1867,6. 1865-7.6. 1866 -7. 1867. Dec.

31. Dec. 31. Lake………………. 10…………10 216 181 C. & R. I.

R. R…. 162,579 194,534 236,959 50,182 49,099 41,241 Ill.

Cent.,………… 151,682 166,250 289,213 41,264 39,351 58,882 C. & N. W.

R.W… 348,258 422,046 407,957 92,218 77,025 50,189 C. B. & Quincy…..

387,690 403,949 527,839 115,887 139,291 119,981 C. & Alton………..

110,351 104,949 151,227 40,462 58 691 54,143 C. & G. East…….. 4,977

8,168 7,617 543 143 1,847 Mich. Cent……….. 14,964 14,956 19,939 3,544

844 1,466 Mich. S. & N. Ind. 6 0 19,470 35.544 686 403 1,056 C. &

Mil………….. 7 9………………….. 3,110 Pitts. Ft. W. & C.. 4 2

6,854 8,750 816 87 439 Driven into Yards. 470 2,703 8,163 5.500 1,198,882

1,341,656 1,696,748 348,928 373,277 329,194 Provide For such a trade adequate facilities should be afforded, as they have been Providee adequates for other articles. A plan of the stock yards will be found preceding the title page. From a pamphleition the following is extracted:s. page. From a pamphlet description the following is extracted: Chi. largest Not only is Chicago the greatest pork, lumber and grain market, in the world, but live stock it is also the greatest live stock market. This will be established by figures, in the market. present article. The signs of the times are sadly awry if this child of the prairies and the lakes does not likewise become the greatest manufacturing city in the world, ere its years of adolescence merge into the vigorous, muscular action of middle age. Rival rail-Probably no enterprise in the history of Chicago has combined so many corporaways unite-tions and capitalists together into one great company, as the Great Union Stock Yards. Railroad companies, that have heretofore been rivals for the live stock trade of the West, and often at war with each other upon this subject, are now a -in Union unit, working together as architects of this great undertaking Their tracks have stock yards. been extended to a common centre, and nine of the former competing roads now 166

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Past, Present and Future of Chicago Investments. connect directly with the Great Union Stock Yards. The broad prairie that stretches sonthward from the city is now traversed and re-traversed by their different branches, all tending toward the great bovine city of the world. Packers and commission dealers, whose extensive establishments have heretofore demanded their entire attention, are now found at this nucleus; prospecting upon the results of the enterprise, laying plans for the future, and prognosticating the prosperity that is to follow the opening of this great cattle mart. Their estimates for the future might Large esti -ahead ~mates for be considered chimerical by the Rip Van Winkles of other and less goahead cities i future. but Western men know the extent of the broad prairies of Illinois, and neighboring States, which stretch away like the pampas of South America, yielding pasturage for innumerable herds of cattle, found nowhere else in the country. Among the first business transactions of the hamlet, now grown into this great Earlysales of city, was buying and selling cattle and swine; large herds of which were easily stock. driven to market here, slaughtered and shipped to other points. The packing business was only another branch of this trade, and beef packed in Chicago was to Packing b)usi be found in the marts of Liverpool, long before the growing Western town from ness abralch whence it came had a “local habitation and a name” among the cities of the continent. At the World’s Fair, held in London several years ago, the attention of Queen Col. Hough’s Victoria and Prince Albert was called to several tierces of beef, from the packing beef at establishment of the Houghs in Chicago; and they were awarded a premium. Thus World’sFair. 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 har-Increase of bor began to look like those of much older cities; and St. Louis and Cincinnati lost Chi. trade. their laurels-the latter ceasing to be the recognized “porkopolis” of the land. Reaching out like a young giant, the new commercial port seized upon 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 left their old landmarks Dealerscomo in Cincinnati, St. Louis and Louisville, and established themselves in the Garden here. City; the places that had known them knowing them no more, unless it was to hear of their prosperity and increasing wealth. Railroads sprang into existence, and Railroads. cut the prairies in every direction, while the lakes were whitened 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 Basis solid. foundations 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.

Yards began The first thing to be done was to drain the land-a work of no small importance. An last June. immense box sewer was constructed along Halsted street, to serve as a main discharge for the drains and sewers.

This structure is half a mjle in length, running Sewers. 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 good condition, and no inconvenience will be experienced from wet land or standing water. In this particular the great bovine city will be far ahead of the populous and crowded human 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. They have caused 30 miles a wonderful transformation in the level, wet land of the prairie, which it has here-drains. tofore been considered impossible to drain. The argument deduced from this is, that all the low land surrounding Chicago is valuable for building purposes, and that it can be thoroughly drained, so as to afford a solid foundation for structures of any size. The Foundation of the Yards.-The tract of land selected as the site of the yards Foundation was now thoroughly drained, and what a short time before was a marshy prairie, of yards. covered with rank grass, appeared dry and firm, admitting of the passage of loaded wagons, and the laying of railroad tracks over it. Lines of rails were soon constructed, leading from different railroads, which were to transport the immense amount of lumber required for the construction of the yards, to the spot. Large sills of timber were placed upon the ground, across which were laid three-inch Planking. joists. Upon this foundation the planking was commenced. That portion of the yards to be used for cattle pens was planked with three-inch pine plank, placed firmly upon the joists and nailed thereto. Two-inch plank was similarly placed upon those portions where the hogs are to be kept. The planking being raised from the ground affords the water and refuse from the yards an opportunity of draining 167 z’i

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Commerce of Chicayo Compared with St. Louis off to the ground, where it immediately finds its way into the drains and sewers which underlie the whole, thence into the main sewer on Halsted street, and into the Work river. The entire planking, like the draining, was done in the most substantial thorough. manner, no expense or pains being spared to make it firm and solid, so that no acci dents might result in the future from its sinking or breaking through, beneath the tread of the herds destined to pass over it. A portion of the planking was done by contract, and the remainder by the company. As many as 1,000 men were employed upon it at one time. Streets and The Streets and Alleys.-The entire 845 acres comprised in the yards are laid out alleys. into streets and alleys, in the same manner as a large city. Through the center 345 acres. from north to south runs a broad avenue which has been named E street. This great central thoroughfare is one mile in length, and seventy-five feet broad.

It is divided into three sections, like a bridge, to facilitate the driving of cattle through it. Droves passing to the south will take one section; those passing to the north, another, meeting on the way without the slightest inconvenience or stoppage. The drover’s whip will not be called into requisition in passing through this avenue, as Main street all will be “fair sailing.” This street runs through the entire grounds, and is has Nicholsonpave-paved with Nicholson pavement; the blocks used&
being the refuse ends of plank, ment. etc., which economy greatly reduced the expense. There is not a finer or smoother drive in Chicago than this well paved and finely rounded street; and there will be no more sightly one, when the yards are filled with innumerable herds of cattle and swine, and teeming with the activity of buying selling and transferring stock.

Running parallel to avenue E are other streets, leading to the railroads that surround the yards, on all sides, but the south. Streets rect-These streets are crossed at right angles by others, running east and west. The angular. principal one of these passes by the hotel, and has been named “Broadway” by the workmen. It is indeed a broad avenue, and will probably retain that name, as it leads from the Hough House to the bank and exchange building, where the life and excitement of the yards will center.

It is sixty-six feet wide, planked with heavy timber, and traversed on the south by a raised sidewalk. 5 )0yards The Yards and Pens.-There are five hundred of these enclosures, all lying on and pens. the different streets, like the buildings of a city, and all properly numbered. In size these inclosures vary from 20x35 to 85x112, while others are precisely the size of a car, calculated to hold just one car-load of stock. The cattle pens are open, but those designed for hogs are covered with sheds, and so arranged as to prevent the hogs “piling,” which they are inclined to do in cold weather. Barns and Hay Barns and Corn Cribs.-The yards are provided with six hay barns and six cribs. corn cribs, situated in different parts of the enclosure, convenient to different sections of pens. Railway f The Railway Facilities. Perhaps the greatest feature of these Yards is thatof the cilities. different railway accommodations. Nine of the principal railroads of the West 15 miles find a common center here. There have been constructed fifteen miles of track, as track. branches, which connect these roads with the Yards, besides many switch tracks and side runs. Upon the north are tracks of four railroads-the Great Eastern, Various the Michigan Central, the Michigan Southern and the Pittsburg and Fort Wayne, droaatds accoredated accom These roads all run in from the east, and their tracks are so arranged by the side of “shoots” that whole trains can be unloaded at once. On the north, and parallel to the “shoots” belonging to these roads, are others, running nearly parallel. They are for the accommodation of two roads, the Chicago, Burlington & Quincy and the Illinois Central, which also approach the grounds from the east. The east Platforms and west sides of the yards describe an inward curve, along which are platforms and shoots. and “shoots.” The Chicago and Rock Island railroad owns those upon the east, and the Chicago and Northwestern and the Chicago, Alton and St. Louis, those upon the west, where their tracks are constructed. By the act of incorporation all the roads have the privilege of running over each others tracks, but so ample are the armplae depot arrangements that this will seldom, if ever, be necessary. The yards are provided ments. with water tanks for the engines, wood yards, turn-tables, and everything that is required at a great depot, which in fact these grounds are-the greatest in the world. Loading and Loading and Unloading $acilities.-The facilities for loading and unloading cargoes unloading-of cattle at these Yards are unsurpassed. Each road has 1,000
feet of platform, which is provided with “shoots,” leading directly into the yards and pens of the division appropriated to the use of such road.

When a train of cars loaded with live stock arrives, it draws up in front of the “shoots.” Gates are so arranged 168

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Past, Present and Future-.of Chicago Investments. that they open across the platform, extending to the cars, and thus form an enclosure through which the stock passes directly into the Yards. These gates enable a whole -entire train to unload as quick as one car. Several of the “shoots” are made double, so train. that the upper and lower floors of a car load of hogs can be passed out at the same time. This arrangement is so perfect that there is little chance for an accident to happen to the stock, as they pass down the avenues formed by the gates, and are thence driven into the pens. As many as 500 cars can be loaded or unloaded in 500 cars at this manner at the same time, the whole operation occupying only a few moments. once. This fine arrangement is considered one of the greatest features of the Yards. Supplying the Yards with Water is the next topic, which is wholly watersup superseded by the following from the Reublican, March 4th plysuperseded by the following from the R~epublican, March 4th: Artesian Well at the Stock Yards.-Yesterday morning connections were made Artesian between the new artesian well and the water-supply tanks at the Union Stock Yards. Well The pipe which conducts the water from the well is five inches in diameter. It is 440,oo000 gals. estimated that no less than 440,000 gallons of water will flow into the tanks every pure water twentyfour hours. The pipe is curved to the top of the receptacle, which is at in 24 hours. least sixty feet high. An overflow pipe is also connected with the tank, which carries off the surplus water to the Chicago river. The Hough House is supplied Hough with water from the well in question, and the guests express entire satisfaction in plise dsup regard to its excellent quality. In the afternoon the depth of the bore was finally measured, and gave a return Depth 1,190 of 1,190 feet. At that distance is a kind of seam or well-so far as can be ascer-feet.

tained-eight feet deep, which is always full of water, and from which the stream mounts toward the earth’s surface through the bore. It was at first believed that the water would have to be supplied to the tanks by the pumping process, but the experiment of this morning shows conclusively that the fount from which the water springs must be at a height of upward of sixty feet above the level of the well’s Head over 60 oriffice, for, as is a well known fact in the science of hydrodynamics, water will feet.

always rise to its own level-if unobstructed. Then follows a description of minor items, of the hotel, the Hough Hough,c House is 130 by 188 feet deep, 6 stories high, well built of brick, with a slate roof,-the exchange building and bank, cottages, stores, workshops, etc., for which space cannot be taken. Many omissions have been made where not marked; Because stock trade is so immense, can these unequaled facilities be sup-Immense trade affrds plied for its transaction. Because the energy and capacity of our active large faaiclrbusiness men and of railroad directors keep pace with public requirements, ties. are requisite facilities provided. Because they can be and are here supplied NoneequaL as they can be at no other city, must the stock-trade grow here indefi nitely with the entire West.

We have little conception of the herds that will be raised in Texas and the Indian Territory, which will chiefly be Herdsfroma marketed here.

Butchers from the chief cities will come and buy a car load distance. or two, selecting just what they want, and saving at least one seller’s profit. And if any other improvements are wanted to accommodate the business, Other imwhat other city will be more likely to discover and employ them? provements The paper quoted from speaks of the enhanced value of real estate. Enhances land. 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 That a Ci the chief advantages of business here, that the merchant, manufacturer or advantage. 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 169

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Commerce of Ghicayo compared with St. Louis. Business citizens act in this matter, paying rents and giving rise to their landlords; men should buy.

instead of paying interest and keeping profits to themselves-profits made by their own industry, and which few landlords are entitled to, either for foresight in their investments, or any efforts to promote public interests. Lumber Lumber, Shingles and Lath.-For many years this young city has held trade. the position of the largest lumber market in the world. Figures have been so enormous,-and last season largest of all-that I designed to compare Other mar-receipts at the other chief points with this. But space cannot be wasted kets. Woolner l with that superfluity. A circular of Messrs. Woolner & Garrick remarks:Garrick’s Garrick’s circular. The total receipts of lumber at this port will more than double the total receipts Alb. receipts at Albany, where, up to the 8th of November, only 357,000,000 feet were received half thoseof against 760,000,000 feet here. If we look at the business in a general view, withmhs. out going into a detailed case here or there, it may be safely said that the trade Trade fair. has been pretty fair, with a decent remuneration to all parties. The stocks on hand here in the spring were so light that the loss on them was unimportant to the holder. A number of speculators with limited means and less capacity for or knowledge of the manufacture of lumber, but enticed into it by the splendid results of former years, have paid dearly for their experience, and will necessarily retire from the trade, leaving the business to more able and sagacious hands. It is to be hoped that the products of the woods for the coming winter will fall short rather than exceed those of last season.

807,635,000 Receipts the past season were given, P. 61, except of some hard-wood feet 1867 lumber by rail-lumber eight hundred seven millions, six hundred and thirty-five thousand feet; shingles 234,818,000; lath, 145,116,000. The last report of the Board of Trade says of the market of 1866-7: The receipts of Lumber during the past year were 730,057,168 feet, against 647,145,734 feet for the year previous, an increase of 82,911,434
feet. About five per cent. of the receipts were brought hither by Railroad from Indiana and Michigan -consisting mostly of hard wood lumber.

Notwithstanding that the receipts showed such a material increase, the trade was prosperous and the market was very uniform throughout the season of navigation. The extension of railroads to the far West is constantly opening up new sources of demand, and the trade must steadily increase each succeeding year. Receipts Lumber, Shingles, Lath 11 years, Shipments 8 years. Receipts lumber, &c. 11 yrs., ships ments 8 yrs. RECEIPTS.

SHIPMENTS. Year. Lumber. Shingles. Lath. Lumber. Shingles. Lath.

1856………………………. 441,961,900 185,876,000

79,235,120……………………………………..

1857………………………. 459,639,000 131,832,000

80,130,0o………………………………………

1858………………………. 278,943,000 127,565,000

44,559,000……………………………………

1859………………………. 302,845,207 165,927,000 49,102000

226,120,389 195,I17,700 28,236,585 1860………………………. 262

494,626 125,894,000 36,601,000 225,872,340 168,302,525 32,170,420

1861………………………. 249,08,705 79,366,000 32,637,000

189,376.445 94,421,186 31,282,725 1862………………………

305,674,05. 131,255,000 23,880,000 189,279,079 55,761,630 16,966,6Q00

1863………………………. 413,301,818 172,364,878 41,768,000

221,799,330 102,634,447 30,293,247 1864-5…………………….

501,592,406 190,169,750 65.953,900 269,496,579 188,497,256 36,242,010

1865-6……………………. 647,145,734 810.897,350 66,075,100

385,358,678 258.351,450 61,516,895 1866-7……………………..

730,057,168 400,125,250 123,992,400 422,313,266 422,339,715 74,265,405

St.L. Rep. The St. Louis Trade Report has no lumber department, nor does the deficient. dio. De.t Annual Review in the St. Louis Journal of Commerce allude to it. The Democrat, January 1st, remarks: 170 730,000,000
feet 1866. 647.000,000 feet 1865.

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Past, Present and Future of Chicago Investments. St. Louis is not at present as important a distributing point for lumber as some of her Other cities near neighbors, yet considerable is marketed here, and prices at this point are looked largtrader in for with much eagerness by all the raftsmen in the upper country. We have numerous readers among the pineries of the Wisconsin and Black rivers of Wisconsin, and Minnesota side of the St. Croix, and away up in the more northern pineries of the headwaters of the Mississippi and Otter Tail lake regions of Minnesota, and know-Upper Miss. 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 perfection. Lumber.-Receipts by raft have been not far from 40,000,000 feet during the year. 40,000000oo Receipts by rail have been too inconsiderable to notice, not amounting to more than feetl867. 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 $26, 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 somewhat depressed, and we note sales of 450,000 feet Chippeway, at $18 to $19 afloat. In August the market regained its tone, and $20 in the water, and $23 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 Chippeway, at which price the market remained steady for the balance of the season. Shingles.-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 Lath. than up to the supply. That is, she received about five per cent. of the Chicago amount of lumber, 5
per cent of Chi. reand still less of shingles and lath. Our stock on hand in 1858 was ceipts.: 173,474,033, in 1867, 171,068,504, the two highest amounts; and intermediate years the surplus runs down to the lowest in 1863, 73,000,000. Allowing the average to be 120,000,000, we carry over about three times her entire receipts. She would probably do better, had she proper gratitude for what Ungrateful. she has. No account seems to be made of receipts from Chicago. Could shipments by rail and canal to St.

Louis have been ascertained, they would have shown her indebtedness here quite as much for lumber as for wheat. It is an ungrateful slight to run away off to the head Chi. slighted waters of the Mississippi to find interested parties, and forget Clhicago. F6r several years our shipments have been only about one-half the receipts, (hi. conshowing consumption of 100,000,000 to 300,000,000. How eould Chicago sumption. 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 Allens to buy-A plan to ing and burning Chicago lumber, instead of buying up adverse railroads.

trop,‘t growth. 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 are in a con dition to need preservation, however it may be with St. Louis, and we will next consider 171

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Commerce of Chicago Compared with St. Louis. Receipt8 and Shipments vof Salt at Chicago, for Twelve Years Chi. Salt receipts 12 yrs. Y Received, Forwarded, Year s. Received, Forwarded, Barrels. Barrels. Barrels.

Barrels. 1855…………………170,623 107,993

1861…………………390,499 319,140 1856………………… 184,834

83,601 186 2…………………” 612,003 520,227

1857………………… 200,946 90,918 1868………………… 775,864

579,694 1858…………………‘834,997 191.279 186-5………………

1[680,346 483,443 18 59……………….. 316,291 257,847

1865……………… 611,025 444,827 1569………………… 255,148
x< L 172,963 1866-7………………496,827 452,587 , Receipts of Salt at St. Louis for Twelve Years. Years.’. Barrels. Sacks. Years. Barrels.

Sacks., 1867………………….. 141,674 79,025

1861………………………… No record. No record.

1866………………………… 134,542 88,018

1860………………………… 86,387 899,578

1865…………………. 170,814 8i 221

1859………………………… 36,083 328,280

1864………………………… 133,362 46,698

1858……………………,t 668 451,275 1863…………………….

89,683 56,118 1857………………………… 45,665 308,170

1862…………………102,538 107,508

1856………………………… 36,759 460,806 St. L. Salt receipts 12
yrs. Relative The St. Louis Democrat, it will be remembered, stated in 1861, p. 112, that changes in the contest with Chicago fairly began in 1857. Then we were ahead even trade. 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. Receipt s and Shipments of Wool at Chicago, for Twelve Years Chi. receipts Wool 12 yrs. Received, Forw’ded. Year. Received, Forw’ded. Year. Pounds. Pounds, Pounds. Pounds. 1855………………

1,943,415 2,158,462 1871……………… 1,184,208 1,360,617

1856…………….. 1,853,920 575,908 1862……………… 1,523,571

2,101,514 1857……………… 1,106,821 1,062,781 1863-4……………

2,831,194 3;435,967 1858……………… 1,053,626 1,038,674

1864-5………….. 4,304,388 7,554,379 1859…………….. 918,319

934,595 1865-6…………… 7,639,749 9,923,069 1860………………

859,248 839,269 1866-7…………… 12,200,640 12,391,933 Receipts of Wool at St. Louis, for Eleven Years. St. L. receipts Wool 11 yrs.

1867………………………… 12,040 pkgs.

1861…………………………… 2,608 pkgs.

1866…………………………. 9,205 “

1860…………………………… 7,696 1565.

10,5……………………….. 189 5,121 “

1864…………………………. 8,129 “

1858………………………….,671”

1863…………………………. 6,259 “

1857…………………………. 2,935

1862…………………………. 6,176 ,. 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 packages. 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, 2,385,600 for 1867, 1,711,400 for 1866, 1,878,800 for 1865. 172

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Past, Present and Future of Chicago Investments Here, too, we lead her, and more than four-fold. Are not these items abundantly sufficient to establish the correctness of Thbeseiitemr sustain Mdr. Mr. Wells’ report as amended? And although the reports of both cities wells. have been carefully compared, I can see no one item except receipts 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 figures 20

Old figure8 years ago to exhibit her large supremacy which in only about half that time wanted. -for railroads had little power till 1856 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 very Current setfield which she wholly possessed, and felt herself as secure in holding, as that of her own State, or even her own county. With the current thus setting hither irresistibly, are our business men likely to oppose? Will they not, -shall we oppose? on the other hand, be on the alert to avail themselves of the prest’ge now in our favor, which hitherto has been in hers? No one can estimate the benfits Prestige to her of the hitherto unquestioned belief of the public, that she had an gne impregnable natural position, and the confident expectations that she must become the great inland city. She was no genuine Samson, as Mr. Cobb imagined, (p. 39); for this her hair has been proved false, in which her imagined strength lay. Shorn even of this, her fancied supremacy vanishes. Yet only supremacy has gone. Even if the city at the Big Bend of Still togrow the Missouri also eclipse her, still she will grow speedily to half a million,to 1,00oo0o. perhaps a million.

All depends upon her own energies. Cincinnati, acknowl-Cin. Wis-e edging that she is beaten, and realizing the necessity of great effort to resist the Chicagoward tendency of business, is in a proper state to maintain her true relative position; and the sooner St. Louis comes to the same condition,-St.L.tofolthe better for her. low. So far, however, from realizing the force of what they themselves admit Still relies on all sides, as we have seen, and no one of them can deny, that whatever upo,at ra advantages. advantage they had’in the river trade in the day of steamboats, has vanished in the day of railway ascendancy; they still vaunt and rely upon their “natural position.” Prof. Waterhouse published in Hunt’s Merchants’ Prof. WatrMagazine July, 1866, an interesting paper upon this grandiloquent theme, which if true, proves this paper false. It is reprinted with some alteration in the St. Louis Trade Report for 1866
under the caption, MISSOURI: St. L. corn. centre of N. A. St. Louis is ordained by the decrees of physical nature to become the great inland Ordained by metropolis of this continent. It cannot escape the magnificence of its destiny. nature. Greatness is the necessity of its position. New York may be the head, but St. Lou;s will be the heart of America. The stream of traffic which must flow through this mart will enrich it with alluvial deposits of gold. Its central location and facilities of communication unmistakably indicate the leading part which this city will take in the exchange and distribution of the products of the Mississippi Valley. * 173 ST. LOUIS THE COMMERCIAL CENTRE OF NORTH

AMERICA.

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Commerce of Chicago Compared with St. Louis. Geog. centre. St. Louis very nearly bisects the direct distance of 1,400 miles between Superior City and the Balize. It is the geographical centre of a valley which embraces 1,200, 000 square miles. In its course of 8,200 miles the Mississippi borders upon Missouri 470 miles. Of the 3,000 miles of the Missouri, 500
lie within the limits of our own State. St. Louis is mistress of more than 16,500 miles of river navigation. Otherpoints. Where the asterisks are above, latitude, longitude, etc., are given, and a table of distances from other points on the long rivers, Ft. Benton on the Missouri, being 3,100
miles; and another table of distances by rail from Conclusion chief cities interior, and-on the Atlantic and Pacific coasts. What else is as to centrality. necessary to prove St. Louis’ centrality? Hence the next paragraph. A description follows of St. Louis as she now is; a list of railroads within the State, 950 miles including that traitorous Hannibal and St. Joe road; and losing sight of this, and that other routes might prove equally disadvantrPariospective ageous to St. Louis, though serviceable to the State-is not that the reason railways. that ” Missouri”

heads the article?-the Professor introduces a magnificent prospective of railways, which must prove St. Louis’ centrality, if it had not been done previously. N. Mo. road. The Directors intend to complete the extension of the North Missouri to the Iowa line, where it will connect with the whole system of Iowa railroads, by the first of July, 1867. The work upon the west branch of the North Missouri, whose ultimate destination is Kansas City and Leavenworth, is rapidly advancing. 10,000 miles A vast enlargement of our railroad facilities is contemplated. More than 10,000
contemplat-miles of new lines have been projected on the west side of the Mississippi. A qulared. ter of a century may elapse before the completion of these extensions; yet the very conception of them shows that the public mind is alive to the importance of ampler means of communication with the States and Territories of the Far West. Most of these roads have received grants of land from the Government, and upon some of Chief termi-the lines the work is already far advanced. The terminal points of the most nal points. important roads are: Superior City and New Orleans, via St.

Paul, St. Louis and Memphis Lake Superi St. Louis and San Francisco, via Kansas City and Salt Lake. or Gulf K aor-Glf- Kansas City and Ft.

Benton, via Omaha. Leavenworth and Galveston, via Lawrence. St. Louis and San Diego, via Springfield. The extension of this last line from Rolla, merely to the southwest corner of MisN. W. trade souri would be an incalculable benefit. The trade of the northwestern roads may ma yb diverted. be partially diverted from St. Louis by the construction of rival lines. But the Southwest Branch, by its advantages of situation, will compel all connecting lines S. W. sure. to be subsidiary to itself; and its commerce, constantly swelled by the traffic of tributary roads, must necessarily flow to St. Louis. S.L learning Railways, especially important lines, are not better apprehended than difprrdence. prudence ficulties; and is not here seen an inkling of following the lead of Cincin nati, and depending upon trade south and southwest? That would be prudent.

Then follows an interesting statement of the present business and its Wonderful accomodations-which is truly wonderful, eveaif San Francisco and Chicago progress have eclipsed her in speed-when the Professor perceives that, notwithstanld ing this natural location, all these river facilities, many railroads built and Relative de-more prospective, her large wealth, her thoroughly established trade; that cream relative progress is not maintained, and that much is to bl done. In im-why? mediate connection, too, he considers why she has def?ined relatively, finding the main cause in the “yrebellion, finding the main cause in the 1’ rebellion,”-.  174

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Past, Present and Future of Chicago Investments. The length of these lines of transportation, the slowness of our present means of Pac. road communication, and the magnitude of our territorial population and trade, forcibly needed. illustrate the necessity of a Pacific Railroad. The foregoing summaries exhibit the commerce of the Mississippi Valley with Mining trade the mountains. But while St. Louis does not monopolize the trade of the gold monopolized regions, it yet sends to the territories by far the largest portion of their supplies. Even in cases where merchandise has been procured at intermediate points, it is probable that the goods were originally purchased at St. Louis. During the rebellion the commercial transactions of Cincinnati and Chicago, Rebellion doubtless exceeded those of St. Louis. The very events which prostrated our trade hurt St. L. stimulated theirs into an unnatural activity. Their sales were enlarged by the traffic which was wont to seek this market. Our loss was their gain. The Southern trade of St. Louis was utterly destroyed by the blockade of the South. trade Mississippi. The disruption by civil commotions of our commercial intercourse destroyedwith the interior of Missouri was nearly complete. The trade of the Northern States, bordering upon the Mississippi, was still unobstructed. But the merchants of -North inSt. Louis could not afford to buy commodities which they were unable to sell, and jured. country dealers would not purchase their goods where they could not dispose of their produce. Thus St. Louis, with every market wholly closed or greatly restricted, St. L. parawas smitten with a commercial paralysis. The prostration of business was general lyzed. 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 proves cencompetition of other cities, our facilities for distribution, and a due regard for its trality. own interests, compelled the Government to make St. Louis the Western base of supplies and transportation. During the rebellion, the transactions of the Government at this point were very large. That St. Louis should have been made the base of supplies was quite Prevalent absurdity natural, because of her contiguity to the seat of war; though without doubt helps St. 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. But it happens Currents changed be. unfortunately for our “beautiful rival” of the rivers, that before the war forae ward.b began, as we,saw pp. 111-114, 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 Why no re turn with Chicago in 1865, in round numbers, 45,000,000, at St. Louis, 17,000,000; peace? in 1866, Chicago 53,000,000, and St. Louis 22,000,000; in 1867, Chicago 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. Same area But this has been provided against by the tables exhibiting the same sources. buOPthPlies 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.

cenbution. The choice of the Federal authorities is a conclusive proof of the commercial tral because a military superiority of St. Louis. depoa military The conquest of treason has restored to’this mart the use of its natural facilities. Peace reTrade is rapidly regaining its old channels.

On its errands of exchange, it visits storesadvan the islands of the sea, traverses the ocean, and explores foreign lands. It penetrates tages.

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. 175

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Commerce of Chicayo Compared with St. Louis. Is that true? If there be any truth inthat, 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 tradict s himself. other writers and speakers, the Professor himself goes directly on to say: Difficulties3 But St. Louis can never realize its splendid possibilities without effort. The trade of St. L. of the vast domain lying east of the Rocky Mountains and south of the Missouri river, is naturally tributary to this mart. St. Louis, by the exercise of forecast Chi. energet-and vigor, can easily control the commerce of 1,000,000 square miles. But there is ie. urgent need 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 railChicago 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 bst in na-masterly inactivity of the old regime. 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 What St. failure. It must complete its projected railroads to the mountains, and span the must do. Mississippi at St. Louis with a bridge 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 If so naturally tributary to St. Louis, why this indispensable effort? Is natLr?failatnature so false to its votary-and where can a more devout worshipper be St. L? 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-But considerations of Chicago, give the Professor’s thoughts quite a pracvice to be heeded.be tical turn. It remains to be seen whether St. Louisians will heed the counsel and do what they may anrd 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 mean more to Chicago than to St. Louis. That naturally brings in the subject of to help na-z ture. the bridge at St. Charles over the Missouri. Then “persistent” 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 chiefreU
cahniceef.rel 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 176

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Past, Present and Future of C~hicago Investments. rlse to a new system of transportation. The Mississippi Valley Transportation Miss. Vai. Company has been organized for the conveyance of grain to New Orleans in barges.

Trans. Co. 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 delay by Its business, taking fuel for the round trip. Landing only at the large cities, they stop barely towing. long enough to attach a loaded barge. By this economy of time and steady move-Mode of opment, they equal the speed of steamboats. The Mohawk made its first trip from eration. 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 Steamboats freight. The heavy expense which this delay, and the necessity for large crews compared.

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 following table: Tug and Barges Stoppage at intermediate points………………………….. 2 hours. 1” ” terminal “………………………….. 24 “

Crew………………………………………………………….

150

Tonnage………………………………………………………25,000
tons. Daily expense……………………………………………….

$200 Original cost………………………………………………..

$75,000 In addition to the ordinary precautions against fire, the barges have this unmis-Fire risks. 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 transpor-Cheapness.

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 FreighttoN. till it reaches the Crescent City. At that port it will be transferred by steam to the vessel which will convey it to Thence to New York or Europe. The possible magnitude of this trade may be inferred from Europe. 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-Minn. sur tation had offered adequate inducement. In 1866, higher prices. which produced plus.

the same practical result as cheaper freightage, led to-the exportation of 8,000,000 bushels. From the let of May to the 25th of December, 1866, the tow boats of this city Revolutiontransported 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. trade. It will materially lessen the expense of heavy transit, and augment the commerce of the Mississippi River in proportion to the reduction it effects in the cost of transportation. The improvement which facilitates the carriage of our cereals to market, and makes it more profitable for the farmer to sell his grain than to burn it, National is a national benefit. This enterprise, which may yet change the channel of cereal benefit. transportation, shows what great results a spirit of progressive energy may accomplish. The mercantile interests of the West imperatively demand the improvement of the Miss. to be Mississippi and its main tributaries. This is a worksof such prime and transcendent improved.

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 millions, ought not to encounter the obstructions which human efforts can remove. The yearly loss of property, from the interruption of communication and wreck of boats, reaches a startling aggregate. For the accomplishment of an undertaking so vital to its municipal interests, St.

St. L. to Louis should exert its mightiest energies. The prize for which competition strives work for it. is too splendid to be lost by default.

The Queen City of the West should not voluntarily abdicate its commercial sovereignty. 177 Steamboats. 6 hours. 48 tt 50 1,600 tons. $1,000 $ioo,ooo Relative delay and cost.

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Cobmmerce of Chicago Compare(d ivtot St. Louis. Europe to If the emigrant merchants of America and Europe, who recognize in the hrelPhfeufill geographical position of St. Louis the guarantee of mercantile supremacy, will prophecy.  become 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. St.L.

tokeep The march of St. Louis will keep equal step with the West, located as it is, at the pace with intersection of the river which traverses zones, and the railway which belts the Weet. 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 myriad 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.

Universal St. Louis, strong with the energies of youthful freedom, and active in the larger friendship. and more genial labors of peace, will greet the merchants of other States and lands with a friendly welcome, afford them the opportunities of fortune, and honor their services in the achievement of its greatness. the argu-r That is the conclusion, and in large measure the substance, of an argumerit. ment. 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 to be proved false. the decrees of physical nature tobecome 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 ture blunders. the relative business in favor of Chicago and against St. Louis, would not have been witnessed. Are barges the perfec-Has it, then, come to this, that nature herself depends upon barge trade tion of art? to fulfil her ordinations?* Is the barge system of transportation so superior to all other appliances of art, that it can more than’]counterpoise the lack of railways, and even make good nature’s deficiencies? Evidently nature’s highways are still relied upon; and with this wonderful perfection of art in barge-towing, nature’s decrees are to be fulfilled! What else is there of the argument? How can barges ben i How, in the name of reason, is this barge system to benefit St. Louis? efit St. L? She will have less than ever to do in the grain trade. While ” toting” was in vogue from the little steamers above to the mammoth steamers below, she *The Secretary remarks in the Trade Report, introducing Professor Waterhouse’s paper:aPrlofuWter “The following interesting letter is one of a series of papers from the pen of of Professor S. Waterhouse, Prof. Waterhouses’s of Washington University, and will be found full of interest to the people of this city and State. Profes paper. sor Waterhouse is about publishing his articles in pamphlet form, and all classes of our citizens should assist him in his work, as it will be the means of diffusing useful and valuable information concerning the great State of Missouri, and St. Louis, its commercial capital.” Rather i Pick-Although a view of the Professor looking at the fututre grandeur of St. Louis with barge-spectacles reminds one somewhat of the venerable Mr. Pickwick, the author bs evidently sincere and earnest. and must be treated accordingly. 178

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Past, a.se ( a7d Future of Chicago Investments. had the profit of the “toting.” But with barges loaded up the river for “i’Pense with toting.

New Orleans, not only “toting” is dispensed with, but St. Louis elevators too. If St. Louis can rejoice in a commerce consisting in tying a barge for hours or days to her levee; or in seeing a squad towed past her without stopping, she will no doubt have her abundant grounds-or rather water which is her natural glory. But at Chicago a transfer is made; and though A transfer at at small cost, yet the immense amount yields good revenues. An extract has been taken from a Chicago paper, the Republican, I think, upon this Chi. papers point; though it is over-generous in admitting that barges will be towed over the lakes: The Northwest and Transportation.-The people of Minnesota are looking forward -the N. wI. to the time when a Northern Pacific Railroad shall open to that section of the coun-and trans try another commercial outlet. Senator Ramsey’s proposition for the construction portation. of such a railroad, and the purchase of British Columbia and the Hudson Bay ter ritory, only reflected the prevailing sentiments of his constituents. But with all due deference to the opinion of the citizens of that State, we would suggest that the Minn. to desideratum of Minnesota lies in quite a different direction. The Atlantic, and not seek Atl. the Pacific, is the ocean to which Minnesota grain should go. not Pac. 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-Barge sys ported from the Mississippi Valley will drift down stream, and from the barges be tern on trial. loaded into ocean vessels by means of floating elevators.

We believe the experiment 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 transMis- sucess. sissippi 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. in to be generous in sentiment and free from jealousy, and, as a matter of fact, it is. terestIf 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 necessity more expensive than water, cars than barges, and if the farmers of the Missis- -with the sippi Valley can command better prices for their products by down river shipments, farmers. 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-the lakes. sportation will, in the event the Merry experiment succeeds, increase rapidly 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 belt to have railways byacross the continent west of the Upper Mississippi and Lake Superior, and embrac and-bying Minnesota, Dakota, Montana, Idaho, Oregon, Washington, and north of the international 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 wh i le use hand, and the system of railways, lakes and canals on the other, will be the grand rivers, etc. highways of that region. 179

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Commerce of Chicago Compared with St. Louis. The trade report for 1866, p.

21, has the following: Tonnage of St. Louis and other Ports as Compiled July 1, 1866. St.L. tonnage 1866. RIVERS 5”5 a2 P~~~l Eq MEN VVPA E-P

Lower Mississippi River…….. 55 30 85 43,345 74.800 $3,970,000 Arkansas and White Rivers…. 16….. 16 3,232 5,925 378,000 Cuimberland and Tenn.

Rivers. 18….. 18 3,505 5,925 282,000 Upper Mississippi River…….. 44

67 111 16,560 30,695 1,625,000 Illinois River………………….. 16 25

41 5,535 10,355 488,000 Ohio River…………………….. 45…. 45

11,217 19,800 1,088,000 Missouri River………………… 71….. 71

23,232 39,525 2,545,000 Total…………………………. 265 122 387

106,626 186,015 10,376,000 ‘Transient In the list of barges above only those belonging to the regular packets are included. barges not A great number of transient barges and canal boats arrive by Illinois and Upper reckoe Mississippi rivers, which are not registered at our port, and not included in the Barges find tonnage. The “barge system” is fast finding favor with our merchants, and will, favor. 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 To move the past summer, demonstrated the fact, that this is the cheapest mode of moving heavy produce and heavy freights, having since May 1st, carried from this port over freights. 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 and damage. Compare St. Has not the immensity of St. Louis’ river commerce been made an imporL. and Chi. figures. 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: St. L. De-Departures from t. Louis, 1867. St. L. Departures 1867. 3 3 A S n f DATE~~~~~~~~.., January…………….. 3 3…….. 21 1 22 9,547 $ 833 20 February…..

66 30 2 21 2 5 5 9… 141 6 157 41,469 3,806 00 March.81 68 12 53 2 3 8 4

23 1.255 82 837 113,719 7,092 55 April……….. 64 83 35 54 2 4 3 28 4

277 102 379 123,869 7,977 45 M ay.87 2………… 61 87 28 40

2………… 250 106 356 113,83,7 8,217 50 June………… 53 87 44 86

1…… 3 5 18…… 247 79 326 107,830 6,681 70 July………… 55 87 46

34……….. 7 4 7…… 240 60 300 104,001 6.298 70 August……61 102

40 37……….. 3 8 5…… 251 54 305 109,159 7,288 35 September 59 102

45 27 1……….. 3 4…… 241 100 341 109,103 6,813 00 October…….

73 121 20 20 3……….. 2 6…… 245 146 891 114,282 7,438 40

November…. 59 95 28 24 2……….. 5 9…… 222 161 383 105,782 7,762

90 December….. 47 21 11 4 3……….. 2…………88 40 128 33,772

5,426 05 Total……….. 691,886 311 350 17 5 38 45 130 5 2,478 947 3,425

1,086,320 $75.685 80 ~~~~~~~~~~~~~~~~~~~~~,421,8,2 180 Depcartures from St. Louis, 1867.

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Past, Present and Future of Chicago Investments. That is, her total tonnage is one million, eighty-six thousand, three hundred sa L. to-n nage, 1,o86, and twenty tons. That of:Chicago on the lakes alone, not counting canal 32boats and barges, is two million five hundred and eighty-eight thousand, five hi 2,ss588, b72 tons. hundred and seventy-two tons; over twice and a fourth that of St. Louis. Besides, a boat merely touching at St. Louis, either up or down, the tonnage is counted. But to figure at Chicago, it is there destined. IHad we St. Louis figures 10, 20, or 30 years agone to compare with Chicago Old figures wansted. and observe the progress of one, the relative decadence of the other; it would at least prove, that if the old-fashioned barge system is to be’put to the new-fashioned work of stopping both decadence at St. Louis and advance at Chicago, it must be by the process peculiarly St. Louis’ own, of inventing new forces in art and nature. Supposing, however, that the barge system How barges can do this, how shall it be done? Preceding Professor Waterhouse, the to work. Secretary himself had said, pp. 8 and 9 of his report: It is the desire of the people of the Upper Mississippi Valley to trade with St. u. Miss. val. Louis. The high reputation and business standing of our merchants is well known, wvnts to and with the same facilities for transportation, a good share of their products will Srad with come to us for sale, and in turn our merchants will supply them with the articles they do not produce. From statistics gathered it is shown, that of 15,000,000 But can’t. bushels of wheat shipped from points above Rock Island, but 1,000,000 came southward; of 318,000 hogs, none come to this market. The reason is self-evident. Reason, The people wish to trade with us, and are loud in their complaints against railroad railways monopolies, but are powerless because they have no alternative. St. Louis is prevent. already a great commercial city, but with these obstacles removed, her resources might be doubled. The question is very simple,‘VVill barges solve this difficulty to the relief Will,barges ‘

~~~~~~~~~~~~~~~~~~~solve diffiof St. Louis, and “the people of the Upper Mississippi Valley?” They culty w a n t to give St. Louis the trade; St. Louis wants them to d o i t. Itere is an argument showing not only how it may be done without violence to nature, An argu mentbut by due employment 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-of butt blunt as his barges; the St. Louisian, with a grand flourish of nature, and eder. with 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 rargeshelps forsaken the river for the lake route, as the whole evidence attests, how will lake trade this new means, rendering stifl 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 lastse.

Report. Renort, pp 7 and 8: The trade of a country follows the products of its soil, and in proportion as we Trade folattract to our market the harvests of the country, manufactories, trade and mer-lows prochandising will increase and prosper. Where the grain is sold there will the goods ducto, 181

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Commerce of Chicago Compared with St. Louis. be bought which are needed in exchange. Trusting too much to natural advantages, Geograph-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 well sup - prted.ll up-Southern 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 de-unlikely that this change in the agricultural condition of the South will continue, pend on it. self. even when 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 another which will come to,her from the North and West, and must open up other avenues market. of trade. Facilities First, we must have the proper facilities for handling, storing, and shipping requisite. produce cheaply.

Next, we must establish, through New Orleans, facilities for exporting 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 natura aturally turally as the 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 in a measure dependent upon some point near the Mississippi, and with proper -e-ndforeign 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. Railroads The Report goes on to discuss river improvements making and to be made, spoken of by r Directors and though the Secretary says nothing about railroads, the report of the Directors, p. 13, remarks: Adverse cir-The year opened with high values in produce, supported, as it was soon found curestances. begintning of by a 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 water, with a six months’ 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 buyers. Causes con-This alteration of our old abundance and activity in trade has drawn the attensidered. 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 learn about the Senatorial Visits in June, and the Millers’ Convention in July, there has been st. L. afforded, 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 J. Good feeinig.

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.

Visitors call The Chamber has also had much attention called to railroads, by visits of parties their atteain-connected with the many roads pointing here; and it is gratifying to notice the tion to raftroads. 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 endeavors to be our customers. What pre Now, with not only the Northwest and St. Louis friendly, but the whole vents a rush to St. L?

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 only been ordained by nature, but which the whole country demands? 182

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Past, Preent and Future of Chicago Investments. If all these conventions prove ineffective to bring art to fulfil its duty to nature, will not the barges, as they make obeisance to the Queen of the Rivers with the screaming whistle, as in long lines they sail past her, or with elegant curve turn bows up-stream to tie up for a while, fulfil these reasonable expectations and desires?.. The Secretary argues, that as ” the’trade of a country follows the pro-Se Pmrouvesh too much  ducts of its soil,” it must come to St. Louis. But does he not prove too much for a sound argument? Goes not the trade with its barges on to New -straends N. trade to N. O. Orleans? How is that to benefit St. Louis? The war it will have been observed, is made by the Secretary and Pro The war not cause of fessor, the cause of decline in grain trade. But the quotations, pp.

111-114 decline. were made expressly to disprove that position from their own papers in 1861. Col. Foster’s able Report at the Ship Canal Convention in 1864, c~OeZ. <A’s remarks: The Committee of the Chicago Board of Trade, in a recent report, say: chi. Board “In the early settlement of the West, the Mississippi was the only outlet for fisT. form. the products of the country; but the opening of the New York and Canadian canals, erly a necesand of not less than five trunk railways between the East and West, has rendered ary route. 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 Gulfdifficulexport; a malarious climate, shunned by every Northerner for at least one-half of ties 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 bread-Onlylocal stuffs and provisions in the South; but, after supplying this local demand, the Sumandat 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 Treas. Re, 31, 1860, shows the amount of breadstuffs and provisions exported to foreign countries from New Orleans and New York respectively, as follows: Exports from N. Y and N.O. From From .Articles.’, New Orleans. New York.

Wheat………………………………………… Bushels……..

2,189 1,880,908 Wheat………………………. Barrels…….. 80,541

1,187,200 Indian Corn……….. Bushels…….. 224,382 1,580,014 Indian Meal…………………………………. Barrels’ 158 86,073

Pork………………………………………….. Barrels……..

4,250 109,379 Hams and Bacon…………………………….

Pounds…….. 890,230 16,161,749 The total receipts of grain of all kinds, at that port, in no single year exceeded N. O. equal 14,500,000
bushels, either for exportation or consumption in the interior, which are to Mil. or about the receipts at Milwaukee, or Toledo. In 1859-60, the receipts were as Toledo. follows: OATS. Grain exsacks and bbls. ports.

659,550 These facts show conclusively that, with the navigation of the Mississippi unob-Grain seeks stru cted, the great mass of western exports would flow through other channels. other chan nels. 183 FLOUR. bbls.

965,860 WHEAT. sacks and bbls. 339,348 CORN. sacks and bbls. 1,722,637

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Commerce of Chicago Compared with St. Louis. St.L de-Several articles from St. Louis papers have been extracted showing their pends on direct shipconfident expectations from direct shipments to Europe. But space need ments to Europe not be taken. Could a quarter of the whole products of the Mississippi -Chi. wants Valley go to market by the Mississippi instead of lakes, it would be to the it. it. advantage of Chicago. No such portion will go except occasionally; but Her interest could it, the competition would inure to the benefit of the farmers, as we witha farmers. shall see; and Chicago prospers precisely with that interest. She has and always must have so much shipping business. that her advantage lies in making the utmost possible of rival routes. We hope sincerely that St. Louis may realize her full hopes from barges; yet, for every one unloaded at St.

Louis, may not ten be discharged at Chicago? Generosity But upon this question of river and lake competition, Chicago can afford costs Chi.z nothing.* to be generous, for it can cost her nothing. If St. Louis take advantage of nature in down-river navigation, she must take with it the more than Climate counterbalancing disadvantage of nature in climate. This subject has had against river route. thorough consideration by competent parties. In the introduction to the Considered U. S. Census of 1860, the question of production and of marketing facilities i a Uf. S. Censs Riports. is discussed. After considering internal’grain trade, exhibiting lake shipments, and direct trade between the lakes and Europe, we have the following, p. clv: Grain trade The Grain Trade of the Mississippi River.-The grain trade of the Mississippi and of Miss. Valley. Ohio rivers has, for upwards of a quarter of a century, occupied an important place in the commercial history of the United States. In the early part of the present century, before the era of canals and railroads, the tide of emigration forced itself into the valleys of these rivers and laid the foundation of what soon became large River towns and flourishing settlements. Before Chicago, Milwaukee, and Toledo had existence, before lake other than as small trading posts, Cincinnati, on the Ohio, and St.

Louis, on the towns. Mississippi river, were comparatively large towns, with a trade and commerce Miss.natural which attracted capital from all parts of the world. The Mississippi river was the outlet. natural outlet for this trade to the ocean, and New Orleans became at an early day the only exporting point for the grain products of the west. Settlements The valley of the Ohio river, embracing the States of Ohio, Indiana, and Kentucky, along Ohio was settled first, and the grain trade of that river proper is therefore the oldest. and Miss. riavdMrs. But the fertile lands of the river tier of counties in Illinois and Missouri soon attracted the attention of agriculturalists, and the grain trade of the Mississippi river proper followed; and as we have shown in a previous chapter, before steamboat Barges used. navigation had made much progress. the grain was shipped chiefly in rude barges and carefully floated down the Mississippi to New Orleans, where it found a market, and was shipped to foreign ports.

And even, at no distant date, all the western grain and flour which found a market in New York or New England was shipped to New Orleans in steamboats, and thence around the Atlantic coast in Ocean ships. Here is the origin of the barge trade, now expedited by tugs instead of river current. To show its inefficiency, in contrast with previous lake shipments, tables are given for a series of years of flour and grain from Cincinnati, St. Louis, and New Orleans, and the Editor remarks: This the origin of barges. Its inefficiency. Change of A comparison of the foregoing tables with those illustrating the grain trade of trade from the lakes and of the Erie canal, demonstrates the revolution that has taken place in rivers to lakes. the grain trade of the west. The trade and commerce of the Mississippi river, so far as relates to grain and other produce, has not kept pace with the development of the territory through which it runs, and for which it is the natural highway to 184

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Past, Present and Future of Chicago Investments. the ocean. The old theory that “trade will follow the rivers” has in some respects been disproved.

The artificial channels of trade, canals and railroads have tapped Artificial the west and carried its products eastward across the continent. The grain trade channels of Illinois, Iowa, Missouri, Wisconsin, and even the greater portion of that of East. Indiana and Ohio, have been diverted almost entirely to the lakes, the Erie canal, the St.

Lawrence river, or the six great trunk lines of railroads that lead from the heart of the west to the seaboard. The Mississippi river has been bridged at Rock Miss. Island, and another bridge is just being completed at Clinton, farther up. The bridges. lines of railroads which extend from Lake Michigan to this river are being pushed forward with great rapidity to the:Missouri river, and into Kansas’and Nebraska, Take trade I and there is every probability that the grain of these frontier States will also find West of Miss. to a market by way of the lakes. Even now grain is being received at Chicago from lakes. to Kansas and Nebraska via the Missouri river, the Hannibal and St. Joseph railroad, and the Chicago, Burlington and Quincy railroad. As an outlet to the ocean for Miss. almost abandoned the grain trade of the west, the Mississippi river has almost ceased to be depended fbr grain.ded upon by merchants. There are several reasons for this change: First.-The risk of damage to grain and flour that may be shipped during the Reasons, summer months through the southern latitudes of the Gulf of Mexico, as compared 1, Climate. with the transportation by the northern routes, viz., around the lakes and through the Erie Canal, or via the St. Lawrence river. This applies particularly to corn, which is more liable to become heated than any other kind of grain. Second.-The uncertainty of river navigation during the summer months, in 2, uncertaindroughty seasons, and the vexatious and ruinous delays that are apt to occur in ty. consequence. Third.-The speedy transportation by railroads and canals on the northern route, 3, railroad as compared with transportation by river to New Orleans, and thence by ocean speed. ships around the Atlantic coast. Fourth.-The superior advantages which New York during the past ten or fifteen 4, N.Y. seyears has attained as an importing point, as compared with New Orleans, thus perior to 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, 5, magnito the exclusion of almost every other branch of trade and commerce. tude of other products. A glance at the table of receipts of grain at New Orleans during the six years N. 0. reprevious to the blockade of the Mississippi river, as compared with the great move-ceipts and ment of grain during the same period eastward by the Erie canal and the St. routes East. Lawrence river, shows clearly the diversion which has taken place in this trade. The entire receipts of grain in New Orleans in 1860 amounted to only 5,198,927 Compared with Chi. bushels, while the receipts during the same year at the single port of Chicago, w 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 Diminished fallen off year by year, till in 1860 the entire amount exported was only 2,189 exports. bushels of wheat 224,382 bushels of corn, and rye, oats and small grain to the value of $1,943, while during the year 1860-‘61 there were exported from New York Amts. atN.

23,859,147 bushels of wheat, 9,268,729 bushels of corn, and 2,728,012
barrels of 0 andN. Y. flour. In the late autumn, winter and early spring, some four months, the heat Notwith standhing is not a difficulty; but then the sources are frozen up. Still, considerable obstaclesamounts 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 -hope that route can be send abroad far more than they ever will…….used. 185

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Cogmmece of Chicago Compared with St. Louis. Ci. Journ,al. Indicative of the present course of trade, the following is clipped from the Chicago Journal, March 30th: Export E breiacduffs port of Breadstuffs.-The following shows the export of Breadstuffs from the breadstuffs to Gt.

Brit. United States to Great Britain and Ireland, from l1st September, 1867, to dates undermentioned. Wheat, bu. 4,736,899 36,947 33,889

………… 4,029,676 1 8,837,411 2,890,247 5,947,164 1,055,236 1,367,136

5 Atl. ports. New 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…………………………………………….. Total, 1864-5…………………………………………… Total, 1864-5………………………..81,839 1,367,136 61,159 To the Continent. To Continent. Wheat, Corn, bu. bu. 284,759 33,251

81,231……..i… 365,990 38,261 53,220 8,261 71,722 9,985 71,722 9,985

~‘Iour, brls. New York, March

4………………………………………… 37,882 Other points, latest dates………………………………….. 13,245 Total.

1867-8…………………………………………………………

51,127

1866-7…………………………………………………………

2,207

1865-6…………………………………………………………

10,962

1864-5…………………………………………………………

50,962 Only pro-Following up the recent and strongest St. Louis arguments, has led us to duce tr ade considered. 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 Mrong thatxim would Chicago fear competition did that maxim hold true. But hereafter wrong that trade follows that will be shown to be erroneous.

Years before the war, as she herself produce. admits, she had largely lost grain-trade, yet held jobbing trade, of which Other’ trade the war, however, loosened her hold. By what means is she to regain it? seeks, rati,- Ta ala; wt u od week rail-Tha t, of all branches, seeks the railway; and with our roads already built, How can St. ramifying the territory in every direction upon which she depended, and she L. getit? t in 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 I 186 Flour, brls. 293,737 253 13,201

5,679 13,324 39,034 365,228 88,226 277,002 112,798 81,839 Corn, bu.

3,910,296 253,148 800,701 397,288 2,302 - 45,917 4,906,652 4,7,,il,052

158,600 5,434,499 61,159 FROM

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Past, Present and Future of Chicago Investments. extract is taken confirmatory of the expectation expressed in the previous (hi Ai,..ton report quoted, p.95: The gross earnings exceed those of the preceding year by $197,708,62 or about Increase 5~ per cent. The receipts from passenger traffic being $36,588,92 less, and from 186T. freight traffic $234,297,52
more than in 1866. The increased amount of earnings from freight traffic is mainly due to the accession Freight inof business from the St. Louis, Jacksonville and Chicago road since its connection crease due to ne,w road, St. with your line at Bloomington, on the 23d of September last.

Although the two lines L., Jackson-t were connected at that date, the remaining three months of the year were occupied vile & Chi. by the St.

Louis, Jacksonville and Chicago Company in constructing sidings and 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 Not yet full -trade. than it would have been, had that Company been fully prepared for business when trade 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 25th, 1864 as follows: On passenger traffic, $40,950,08; on freight traffic, $214,514,05; making an aggregate of $255,464,13. While the cash receipts from passenger traffic on your line are less, the number of Increase of passengers carried exceeds that of the preceding year by 14,674; the number in passengers. 1866 being 516,543; and in 1867, 531,217;the increase being in local traffic. The number of local or way passengers carried in 1866 being 477,578, and in Local travel. 1867

494,601, showing an increase of 17,023, or about 31 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 All local traffic thus 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 Trade ddi.rm verted from that rich country, connecting with Chicago by the main line from Alton, at St. L. to Chi. 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 Atchison results, than in contrasting operating influences between Chicago and(Kans) [res ~~~~~~~~~~~~~~~~~~~~~~~PrSt. Louis. St. Louis: A Comparison.-There are two great business centres in the West-Chicago and St. L. and St. Louis. Each of them is extending its arms to draw to its bosom the trade which Chi.

com pared. otherwise will fall to its rival. There was a time when St.

Louis was the centre St. L. had of all the trade of the West; that was when nearly everything depended upon trade. 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 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 that stream from New Orleans, and was at St.

Louis exchanged for furs and peltries, which the voyageurs 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 L. o its Louis continued to retain the character it had early formed. Its merchants were dignity.i 18,

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Commerce of Chicago Compared with St. Louis. 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 before Chi. in her quiet wealth and ease. But shrewd and active merchants at length set their started. qitlnt stakes at Chicago. At first they bought grain by the wagon load, and sent it all by Chi. rail-schooners down the lakes. Then they commenced the construction of railroads. roads. 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 aegis of freedom. Merchants.

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 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 the heart of Iowa, and cut RoutesWest. 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 Dakota at Sioux City. And everywhere these iron arms are being rapidly lengthened out. Nebraska Chicago merchants bought Nebraska grain two years ago, and paid more for it trade. 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. Transferring While Chicago has gathered up the produce of the West and marketed it in every exchange. Eastern city and in Europe she has kept her exchange accounts even. The grain merchant does not from his sales bring currency from theAEast to buy more grain with. He gets a bill of exchange. This is transferred to the Chicago dry goods and grocery merchant. CiM. enter-To every point from whence comes grain to the Chicago market, Chicago dry prise. 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. St.L. spas Modern St. Louis men are working out a railroad system-but at a slow pace. modic. 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-lst, that any amount of effort on the part of St. Louis, could have averted her fate; 2d, that Chicag,o citizens have built our railways. These lie at the basis of this -funda-discussion, as to whether the Northwest has a natural centre, and where it mental. is. Chicago hands have been reached out in all directions, but whence comes Is “St. L. the moving power, the soul? Whether the pretension that ” St. Louis is the commercial centre of N. commercial centre of North America” be true or not, is a momentous quesA.?”’ tion upon which the dntire 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? When the 188

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FPast, Present and Future of Chicago Investments. truth is known, words can be saved; and till known and acknowledged, Repetition necessary.

reiteration is indispensable. It is quite problematic, however, whether the more effective method be not that of the Chicaqo Times, which thus Chi. Times. medicates: The Troubles of St. Lou/s.-St. Louis attributes all her failing, losses and troubles St. L’s to Chicago. If there were no Chicago, St. Louis would be increased; it would be troubles. the centre of trade, commerce, piety and civilization. It would supply the world with food and with light, with religion and beer. But Chicago has grown up to Chi. interthe windward of St. Louis, Chicago has grown up between St.

Louis and the sunlight, feres. and the venerable old town spends its long winter evenings when it is cut off from all postal or railway and ferryboat communication with the rest of the world, in gossip and scandal about its younger, handsomer and dashing sister, Chicago. St. Louis has a “railroad system” running West, which was intended to bring Railroads Idesigned for all the trade of Western Missouri, Kansas and the farther West to that city. It so her Snbedn-for happens that each of the roads in this “system” has a connection with some other efitroad which communicates directly with Chicago. The people of St. Louis, unable to understand why Missourians and Kansasians should go to Chicago to purchase -run toChi.

goods, got up a theory that the roads made a discrimination in freight in favor of Chicago against St. Louis. Upon this theory the newspapers and the Board of Trade have been denouncing the railway officers, and accusing them of directing trade from that city to the metropolis upon Lake Michigan. The railroad officers Unjust dis make answer, showing that the discriminations in freight charges are largely against crimination Chicago and in favor of St. Louis, and yet trade has preferred to come to Chicago.

charged. The figures of freight charges are thus given: “During the past season the rates of freight have been as follows: 1st 2d 3d 4th Rates com class. class. class. class. pared. New York to St.

Louis………………………………..$2.42 1.90 1.40 1.00 New York to Chicago………………………………… 1.88 1.60 1.27 82 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 instead Against Chi. of being in favor of the Chicago merchants are really largely in favor of our St. i favor of Louis people; for instance, adding the rates from St. Louis to Kansas City to the t. L. New York rates we have: First class, $3.02; second class, $2.40; third class, $1.80; 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 Mystery mystery as ever in St. Louis. The Board of Trade have given up all attempts to why trade comes to explain it. The Academy of Sciences will investigate it as soon as the absent Chi. instead members can find 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 St.

L’s large wealth. changes have been accomplished, not only against long-established currents of business, but against large wealth. Prof.

Waterhouse remarked -Pr. Wteof business, but against large wealth. Prof.

Waterhouse remarked:  house. Our commerce is aided by ample banking facilities. There are in St. Louis, in St. L. banks. addition to more than 20 private banks, 32 incorporated banking institutions, with an actual capital of $15,000,000. The character of our banks stands deservedly high in the financial world. To boast of superior capital and larger banks, is to glory in her shame. N. Ee. Says the NV: Y Evening9 Post, January 18th:-

Post. St. Louis versuzs Chieago.-St. Louis having been rather worsted in the recent St. L. vS dispute with Chicago as to the relative value and importance of the two cities in ahoy 189

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Commerce of Chicago Oompared with St. Lout. some of their commercial, political, and social aspects, has now found a feature in St. L. asserts which it thinks it can equal its rival. This is in the business of its banks, not the superiority river banks, but the financial institutions so called. The regular annual statement inbanks.-. of the two cities has been published, and St. Louis finds to its great satisfaction that in the amount of banking capital in circulation, and in deposits, the banks of Chicago are inferior to its own. Seventeen St. Louis banks have a capital of $9, 283,610, that of twelve Chicago banks is $5,200,000. The eight national banks of St. Louis have a circulation of $3,118,091, against $3,930,277 of the twelve national banks of Chicago. In deposits the St.

Louis banks hold $13,682,545,39 to $12,567,She exunlts. 752,01, in those of Chicago. These differences in favor of St. Louis cause great exultation in the Journals of that city and one of them remarks, “St. Louis continues as heretofore, to lead her fussy and boastful rival by a large amount.”

Chi. needs This point, however, is less alluded to as touching St. Louis than to benefit capital. - ourselves. With this commercial superiority, unexampled facilities for transacting business near and remote, very desirable opportunities to invest capital must be afforded. This we need to have well apprehended abroad To prove by large and small capitalists.

One of the chief benefits from this discussion, this our object. is the evidence 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 Nocityoffers considerable wealth is being accumulated, yet probably no other city offers equal inducements. 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. Our respon-This very important topic has spun out immoderately. Yet who can s~ibilities3 for thbese forbear to consider, that, with these unexampled commercial advantages, advantages. 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, Inferior and the Father of our spirits who moved us to the work. Considering the races to be cared for. 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 GoD-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 Dr. Car-that most excellent Christian, Dr. Channing, before the Mercantile Library mng. Company of Philadelphia, in 1841:Commerce Commerce is a noble calling. It mediates between distant nations, andmakes men’s noble 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 over the earth, and Christian-gathers scientific and literary men everywhere into an intellectual republic. So it izing. 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 190

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Past, Present and Future of Chicago Investments. merchants of this country will carry on their calling with these generous views. Merchants to Let them not pursue it for themselves alone. Let them rejoice to spread improve-be generous. 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 Extendcvflcivilization.

Let their voyages be missions of humanity, useful arts, science, and ization. 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 faith, 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 corto corrupt, to destroy our uncivilized brethren.

frethren, they are in those rude rupt. 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. in acts. Allow me to say a word to the merchants of our country on another subject. Free 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; of man. 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 intercourse of nations, free as the winds; this is not a dream of philanthropists. We We tend are tending towards it, and let us hasten it.

Under a wise and more Christiant~wardsit. civilization, we shall look back on our present restrictions as we do on the swaddlingbands 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 OF CHICAGO-RAPID PROGRESS. Whether due regard for commerce would lead to free-trade at an early PreSent free trade doubtday, as Dr. Channing seems to have thought above, may be questioned. fill. 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 All branches to be cared Creator has bound together by indissoluble bonds. We exist, however, not for. 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 States source of our every civil right, as Aristotle taught, “is first founded that States 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; qualify him for the future world. These stati end in time, but man individually is for eternity. 191

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Manufacturing Advantages of Chicago-Rapid Progress. Laws to be In these several stati, man has his responsibilities, in each of which he regarded.

must regard the Laws of Nature and of Nature’s GOD thereto applying. While individuals should seek the best good of individuals the world over, States seek States are to seek the best good of States the world over.

Peace, next to peace. peace. honor and glory, is the highest good, and war the greatest evil of States. Hence, it is the first object of all GoD-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 Must be in-means requisite to its defence, existence and comfort. So far as it depends dependent. upon other countries for luxuries, and still more necessaries, so far is it at the mercy of its enemies, if tey 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. Commerce At the same time, the diversity of climate and of productions is not to be 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 trade. 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 render his country independent and self-sustaining. Commerce Commerce and manufactures are alike indispensable to a nation’s prosperity and manufactures and greatness, and each should have due care and encouragement from the both needed. 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 States no wisdom in some better way than by endeavoring to convert States into philanphilanthiropisianthrs.

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. Gov’t tocare The interests of the Stateof this Nation of States-should be cared for for all interests. by 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 diffuse, Manufacmanufactures are the most powerful means to concentrate population. This tures concentrate. 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 192

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Past, Present and Future of Chicago lnvestments. and future of manufacturing in our country, is a most important element in the computation. Nothing more comprehensive, just, appreciative, has come Eitor of U. S.Cenma. under observation, than the “Preliminary views” to the volume upon manufactures in the U.S. Census of 1860, from Mr. Edmunds: Nature, in the wide dominion allotted to man, has given him the means, in some Nature gives latitudes spontaneously, but everywhere through labor, of supporting life from the means - products of the soil, whilst he has been invested with the faculty of reason and invention, whereby to discover the secret agencies of the material world, and so direct them as to change its products into new forms-forms of utility, endless variety, -manem and beauty-all ministering to the end of promoting the comfort, prosperity, and ploys them happiness of our race; and these are classed by political economists under the forhis good general name of manufactures.

The agriculturalist opens the earth, and so disposes the seed that, aided by heat, Farmer’s 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 1860 indicate the population in that year His pros of this Empire-Republic, and the agricultural products which the labor of our ducts 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 Security of to the period when feeble settlements were first established on these then barbarous our Constishores, and in an unopened wilderness, will trace the causes of our progress and Ltution and I 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 English in England during the last hundred years, and which, besides enabling that nation securityto 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, -basis of had there been any serious doubt about its present or future security, or about the prosperity abilty of the owner to employ it, or bequeath at pleasure.”

These elements of steadiness and security are found in our political system, the Same elespirit of which is against monopolies, and favors freedom of industry and trade. ments ours. Our policy is in no respect exclusive in dealing with great industrial interests; it Nothing exinvites competition at home and from abroad, encourages immigration, conceding to clusive. 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 Benefits. 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 wili grow with its consideration.

Too little do we ourselves, much Too little less foreigners, appreciate the stimulus and moulding power which Government exerts upon individual attention to character. Those who give any attention to politics being completely engaged with the most practical politics. affairs of government, the rest wholly absorbed in practical enjoyment resulting from the employment of the unequaled natural advantages here so profusely spread-no more the direct gift of our GOD than are our political advantages, and of even less moment fortime, far less for eternity-the science of our wonderful compound but not complex system, has had too little attention. With the rights of conquest Rights of of eleven of these States cast upon us, we shall find more wisdom, more knowledge of principles of conquest political science, requisite in the children to preserve, than in the fathers to frame our system. Yet compel to meagre as was their knowledge, ours is still less. These ractical citizens will not plod on much longer in study. 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 find we have the solid basis of State Find basis Sovereignty, not the false one of consolidated National Sovereignty,-not even partly so, as Medison State Sov taught-then will the superiority and strength of our National Union begin to be apprehended, together ereignty. with the immense benefits of free Governments upon individual citizens and subjects. 13 193

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Manufacturing Advantages of Chicayo-Rapid Progress. Raw materi-We have within the bounds of the’Republic the raw material for almost every als abound. branch of manufacturing industry. In veins of gold and silver are found wealth 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 givue copper, lead, and tin, of untold extent, in which labor constitutes the chief value, as shown 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 antd or. are capable of transmutation into beautiful and useful forms, subservient to domestic use-in the 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, Rags 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 land culture. in the 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 fortyfour 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 Alllinkedbyincreasing the commercial and naval tonnage. The industry of our people has railways.

linked our cities, m.anufactories, 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 man 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. Adammith.

Dr. 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-well as in manufactures; but they are eminently more distinguished by their tures chief. superiority in the latter than in the former.” British ex-This declaration of the great political economist is illustrated in the vast wealth ample. brought to the British shores by manufacturing instrumentality. Britain 1337. In 1337, 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 dates from establishment of manufactories in the kingdom, and to the use of their machinery, anfaries.ct the aggregate capacity of which is equal to the manual labor of the whole human race.

U.S. pro What strides in that direction have the United States taken in the last half century! gress in 50 In the year 1810, by order of the Secretary of the Treasury, the returns of maryears. 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, 194

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Past, Present and Fuheture of Chicago Investments. marble-stone, slate, glass, earthen manufactures, tobacco, dye-stuffs, drugs, paints, cables, and cordage-amounted
to…………………………………………$127,694,602. Omitted articles, or those imperfectly returned estimated at…………$45,068,074, To which add value of ” doubtful articles,”

having connection with agricultural pursuits, cotton pressing, flour and meal mills for grinding grain, &c. estimated
at……………………………………………. $25,850,795. Making in the year 1810, the aggregate manufacturing values of…..$198,613,471.

Total, 1810, What were the values of this branch of American industry in 1860? The exact $198,000,000. figures, according to the Census tables, are $1,885,861,676. To this amount, obtained from actual census returns, let there be added a moderate 1860. $2,00ooo, estimate for omissions, andfor non-return of minor and inconsiderable establishments, 000,00oo0. and the aggregate values, in 1860, of our manufactures, reach the enormous sum of two thousand millions of dollars, having been multiplied ten times within the Ten-fold in fifty years ending in 1860, whilst our population in the same period has increased 50 years. four and a half fold. These amazing results, whilst measurably affected by the wealth of our soil, its Reciprocal successful tillage and abundant harvests, are yet directly traceable to the science, benefits of agricul ture artisan-skill, industry, and energy of the American people in the great department and mann-u of manufactures; results, realizing to the nation the truth hereinbefore mentioned, factures. that the most opulent nations are more distinguished by their superiority in manufactures than in agricultural interests; and yet, in the ratio in which the former are increased, is the landed estate enhanced in value-these great interests reciprocally acting upon and advancing each other. With unlimited raw material at hand to supply almost every variety of manufactures; General adwith a railway system completely connecting every important point east of the vantages of our Nation. Mississippi, and rapidly extending so as to carry the work to the Pacific; with a our Nation line of river and canal communication reaching the principal interior marts of the country, we have the elements and the means within ourselves of a domestic trade of surpassing value; and, with a river and ocean commerce equal to thirty thousand vessels, the United States have become a formidable competitor for the lion’s share of the trade of the world. Carnot, the war minister of France, the man who “organized victory,” in resisting, Carnot’s exin 1802, the decree creating Napoleon consul for life, spoke generally of the insta-ception of the Am.

bility of republics, tracing the same to the fact of “being hastily put together in the Republic. midst of civil commotions, enthusiasm always presiding over their establishment.” But that distinguished statesman singied out from these the American republic. ” One only,” said he, ” has been the work of philosophy.” Organized in the calm of peace, this republic subsists, full of wisdom and vigor; the United States of North Its success. America present the phenomenon, and their prosperity constantly receives accessions, which excite the wonder and admiration of other nations. And why our success and the failure of France to establish a Republic? No doubt difference of Why failure character of people was an important element; yet far more effective was our regard for the wisdom of of France as their great Montesquieu, in employing Federalisim, and their disregard in Consolidation. Under a Republic and our sucProvidential guidance we adhered closely to our noble motto, E.

Pluribus Unum, and our ship of State cess has made progress upon life’s ocean unexampled in the world’s history; and theirs, started under the vainglorious banner, Th, Republic One and indivisible, soon went under the bloody waves of the French Revolution. That study into the nature of our Governments and Union, which hitherto we have been too practical Study req ito give, will enable us to apprehend the wonderful results obtained by our combination of State and site to appre ciate our Federal Agencies.

The difficulty has been, and always will be until man attains perfection, to govern enough systelm. and not too much. The exercise of political power is one of the most self-aggrandizing influences with which we have to do. Checks must be employed in the best of States, with the best of rulers, or the Checks ‘ ~~~~~~~~~~~~~~~~~~~~~~essential. best of Governments becomes oppressive. The gradual institution of checks in the British system, has Adenptd in Adopted in brought it to its great perfecti;n. Although no Republic, as Lord Brougham, John Stuart Mill, and other Gt. Britan. conceited Britons represent; they have judiciously engrafted upon their root of Monarchy the principle of Republicanism, or Representation, whereby it is rendered the most perfect example of Limited Monarchy ever known. We have engrafted this same principle upon our root of Democracy, the Sovereignty State Sovof the Peopl-the People by States.

It is the possession of this Sovereignty by the People, compelling e eignty. We a true to the exclusive use of Representation, that alone constitutes a Republic. Rome under the Caesars was Republic as much a Republic, as Great Britain is a Republic. We want to understand these things and learn at once the intrinsic benefits of our compound system, and its superiority to anything the world has ever enjoyed. This division of the exercise of State Sovereignty to two co-ordinate and independent sets of Superiority of our checks agents, State and Federal, and the subdivision to distinct, co-ordinate Departments, Legislative, Executive and balan ces. and Judicial, has given us undoubtedly the most admirable system of checks and balances ever devised. 195

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Jlanufacturing Advantages of Chicag-Rapid’rogqress. Thus was it reserved for the New World to teach the Old that “nations may tranquilly exist under the dominion of liberty and equality.” t Such was the Union at the opening of the present century, in the infancy of its political being.

What has it accomplished since? It has advanced with gigantic strides towards its high destiny in the three elements of a nation’s power-agriculture, manufactures and commerce. The results are recorded in the census volumes of 1860; but it has gone further; it has successfully quelled the greatest revolt known to ancient or modern times. Politics and With profound wisdom are physical and political considerations thus physics wisely blended to consider the future of manufactures. Of the power of politics blended. we can have no 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; Our contrary and the pernicious, fundamental errors, generally prevalent,-the destruction teachings-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; egregious errors. or else, that common-sense which is usually accorded these citizens, is withheld in their political practice. No place for But this opens too wide a field to have proper consideration here. We this discus,sio.. 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 Iilanllfactures. which, possessing already such a variety and abundance of raw materials, labor and capital are chief essentials. Common The truth is, that’right against our teachers, under Providential guidance, these practical citizens sense rules. have conducted their affairs with wonderful success.

The fathers came very near to a rejection of this Errors of the frame of Government, because of erroneous teachings of some of its chief friends and framers. Then, in fathers. Clfihoim es Cr m vs. 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, that the United States could notbe sued; and where is theauthority from that day to this which 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,t exempt either State or Federal Agency from amenability to these sovereign States, by whose enactment alone either Government has existence? Blackstone’s We are so completely indoctrinated with Blackstone’s nonsense of the sovereignty of the legislature, nonsense. that we 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 obligaError of 11th tions. That absurd obiterudictunm,-though as usual the practical part of the case, the decision was correct, Amendment. -led those practical citizens at once to adopt the 11th 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-these 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 study a little more of the principles, they will tell us that our Courts, not Congress, are the proper adjudicators of all such questions. 196 Lesson taught. The Union in 1800. Results 1860.

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Past, Present and Future of Chicago Investments. The examination of principles will, in the first place, correct prevalent No differ-r ence in formis belief, that there is no essential difference in the forms of government. of Gov’t a That our Creator thought there was a difference, which has never yet been error. done away, is shown by the earnest remonstrance against a change, when 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 government, and more than ever realize and acknowledge the goodness of our GOD Obligations to GOD f ,r in giving us the very best system of government ever devised, either regarding our syftem. the individual or the body politic. The strength and sacredness of covenant obligations, especially on the part Strength of of States and Nations, will be appreciated as never hitherto. This morec~venant than aught else will generate unbounded confidence in th 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 Europe ca.n not have our that they are never to be enjoyed except by removal here. The obligations system.our there between Monarch, Nobility and People, are no less sacred, than these between these States; and so long as a government is reasonably well Our teaching of the right administered, there is no right of revolution.. Our Declaration of Independ-of revolu tion. ence, will be acknowledged a perfect exponent upon this right. As a Europeans to cDome here,. consequence, we shall have an increasing immigration, not only from the~meher 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 Britain wrong about teachings and practice are undoubtedly right, and Rutherforth and other expatriation. 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 If deniedof 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-we fightwhat it may, unless the stars and stripes cease to wave in heaven’s breeze. European diplomatists may higgle, and assert prerogatives too long unquestioned; but no civilized Nation dare resort to utima ratio regum with the -if neces United States upon that point. The full benefits of these political considerations sary. 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, Ancient Orient our agriculture, building railroads, etc., is to come from the ancient Orient, butOccident. 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 197

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Manufacturing Advantages of Chicago -Rapid Preyojrcss. Millions of have millions upon millions of Mongolians, Malayans, Hindoos, etc., to Asiatics to come. develop the unequaled natural advantages here enjoyed and elevate our race to its ultimate glory. Two or three Pacific railroads, creating intimate Develop commerce with China and other Asiatics, are to have more effect to develop manufactures. manufacturing by cheapening labor, than any other instrumentality that can be conceived. What other section will receive more of them than the Great Vallies of the Rivers and of the Lakes? Capital to be Next to labor, capital is essential. What means so efficient to draw hither drawn from Eurone. the superabundant capital of Europe, as to strengthen confidence in our institutions? Developments which we ourselves must make of the sacredness of covenant obligations, in order to maintain our governmental system, and Confidence the earnestness and sincerity with which on all hands our declarations will in onr promises to pay be 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 i not scarcely a possibility’ our safeguard. it will be found a question affecting 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 Sov-formedthefirst, andthen the “more perfect Union.” Whatis State Sovereignty ereignty to be appeciat-good for without faith and honor? When that august prerogative,the Sovereignty,the sutmmum bonus 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 fate worse than felo de se. Dispute Had we correct apprehensions upon these points, could we so dispute about part o the bondPs. ~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 Return to system of National Bank issues, and never have specie payments. We shall specie payments. return to the one as we relieve ourselves of the other, and substitute the true national currency of greenbacks; and then, what is the difference whether Loss upon principal or interest be payable in specie or not? Now, we are selling these securities. 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 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. Pay dearly We are certainly paying dearly for the use of foreign capital; and as for capital. 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 198

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P(ast, Present and Future of Chicago Investments. two-thirds of a dollar and the whole of it, and find some speedy way to rid way of re lief.

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 for Means for manufacmanufacturing and for railroads, of which the West will obtain its due t,ires. proportion. As to the prospects of Chicago to obtain its own proportion of Western Chicago’s benefits, the following general observations from the circular of 1861, are vieas 1861.

appropriate: Commerce alone seldom if ever makes a large city. A few persons can sell and Manufachandle millions of dollars worth of property.

But a strong commercial pointtures,not draws to it all kinds of business, chief of which is manufacturing. New York is builds large our principal city for both domestic and foreign trade, but far more of her people are cities. concerned in manufactures than in mere selling and shipping.

Though all materials Example of must there be brought from a greater or less distance, and high rents and extra N. Y. expenses incurred, yet its advantages as being an important business centre are more than an equivalent. So it is to be at Chicago. As already intimated, the West abounds in raw materials, Same at Chi 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. Were it not Advantages of distribuso, its advantages of distribution would, as in New York, offset considerable expense itrb in procuring materials. It must ever be an influential consideration to a manufacturer 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 materials, Gathering combined with unequaled means of distribution, Chicago must become a greatmaterals. manufacturing city. Not long is the present system to be pursued. From these lakes, lumber is sent west to m snufacall the way to New England, and food for the hands that carry it and manufacture ttre for it, and they build our furniture, carriages, etc., in large proportion, and even many itself. 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. Climate and healthiness, and other local advantages hereafter noticed, are alsoVari~us adfavorable and important influences, and the extensive home market the West affords vantages. 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 Manufacture to believe that the advantage an establishment would have at Chicago in obtaining some for materials and food, and in supplying western consumers, would in many articles East. enable it to ship eastward and abroad in successful competition with the New England producer? If manufactures are to be speedily increased by the necessity of employing money Capital will advantageously, no one point will receive more of it than Chicago,‘which removes cur chief obstacle-lack of capital. The next difficulty is in the supply and price Labor also of labor, which in these days of information and of rapid intercommunication, and with so migratory a people, cannot be very considerable. Railroads themselves require a large amount of manufacturing, in their cars, Large railengines, etc., and had Chicago no other manufacturing business except that resulting road manfrom her railway system, it would build up a large city. ucturg. We have already a great variety of manufactures commenced in a small way, and Great though the life’s blood has been drawn out of them by the enormous rate of interest variety. paid on all money borrowed, and though suffering with all other business by the depression of the times, yet a brighter day is about to dawn, capital must increase Prospects for their benefit, and soon prosperity will attend upon them as in few cities in the good.

country. 199

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Manufacturing Advantages of Chicago-Ra2id Progress. Slow growth Our lack of capital, especially as compared with St. Louis, has been felt hitherto gives more more in manufactures than any branch of industry. But if relative pi’ogress in future~ therein has not equaled commerce, it only proves that growth in future is to be accelerated as capital shall increase. Still, we have never been ashamed Dem. Prs. of our manufacturing statistics, and this table is taken from the Chicago Democratic Press, exhibiting- (hi. manufact1res 1855. Chicago Manufactures in 1855.

Manufactures. Capital. Hands. Value of Manufrs. Iron Works, Machinery, etc……………………………………………………..

Agricultural

Implements………………………………………………….4400

40 599 Railroad Cars,
etc…………………………………………………………………

Brass, Tin, Copper Ware,
etc…………………………………………………… Type, Printers’ Furnlishing,
etc……………………………………………….. Carriages, Wagons,
etc…………………………………………………………..

Lead Pipe, etc.

(estimated)……………………………………………………….

Planing Mills, Sash

Factories,……………………………………………… Shingle Mills etc………………………………………………………

Cabinet Furniture,
etc…………………………………………………………………

Marble and

Stone………………………………………………………………….

Whisky, Ale, Porter, Beer, etc……………………………………..

Oils, Soap, Candles,
etc…………………………………………………………..

Gas, Coke, etc……………………………………….164

Leather………………………………………………………………………………

Brick………………………………………………………………………………..

Saddlery…………………………………………………………………………….

Musical

Instruments,……………………………………………………………..

Daguerreotypes, Photographs,
etc…………………………………………….. Jewelry, Silver Plating, etc……………………………………………………..

Quick

Lime…………………………………………………………………………

Confections………………………………………………………………………….

Stoves………………………………………………………………………………

Wooden Ware, Brooms,
etc…………………………………………………….. Blank Books and

Stationery…………………………………………………….

Barrels………………………………………………………………………………

Glue………………………………………………………………………………..

Ship

Building……………………………………………………………………..

Hats. Caps,
etc……………………………………………………………………..

‘Mill Stones………………………………………… 51

T………………………………………………………………………………18

Lithography, Engraving,
etc……………………………………………………

Saleratus……………………………………………………………………………

MBtchts……………………..,0 21 1800 Boots and Shoes, Clothing, Milli-…………………………………………….. nery, Tobacco, Crackers, Bread,……………………………………………..

Coffee and Spices, Surgical

In-……………………………………………. struments, etc…………………………………………………………………..

$11,031,491. ………………. e………………………………..

Increase during

1855………………………………………………………..

Table care-The above table was compiled with great care by Mr.

Ballantyne, then fully prepared. of the Democratic Press, now of the Republican, 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 st. L. was may be observed, that could figures be obtained, they would exhibit the miuch Ilarger. in manufac-immense advantage St. Louis has had, not only in capital, but in established tures. manufactures, the result of her wealth.

Relative figures in 1856 and

……………………………………………………………………………..

200 $1,102,000 454,000 750,00f) 142,000 15,000 417 000 20:000 374,000

300,000 678,000 397,500 361,000 56,000 52,000 16,000 43,500 77,000 80,000

24,000 80,000 90,000 26,500 30,000 10,000 bo,ooo 17,000 6,000 50,090

10,000 6,000 5,000 1,395 480 550 188 12 792 7.5 896 530 676 180 104

……. i6.. 220 120 38 47 37 110 60 92 48 66 100 15 250 30 14 80 15 8 21

$1,926,500 649,790 950,100 377,200 50,000 749,684 455,500 588,900 826,645

464,130 126,442 290,000 260,000 142,000 45’ 000 70,000 80,100 96,000

80,000 195,000 120,000 124,000 105,000 4,072 300,000 40,000 23,418 180,000

20,000 18,000 18,000 1,954,006 $1.1,031,491 7,870,000 $ 3,161,491 506,500

$6,295,000 4,220,000 $2,075,000 1,866 8,740 5,000 3,740 Recapitulation of 1854.

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Past, Present and -Future of Chicago Investments. previously I have been unable to find, but in 1860 she was more than double of Chicago. The panic and revulsion of 1857, so disastrous to the wholePanic of‘57 country, was more severe at Chicago than any other city, because deficiency of capital compels use of credit to a large extent, which in the general collapse was temporarily destroyed. Then in 1857 and‘58 the farmers having poor Poor crops crops, and being unable either to buy or pay for what they had bought, as I‘57-8. learned to my ruin in reapers, manufacturing was slow in regaining natural channels. Still, manufactories must have been steadily growing, both in Still good increase. variety and in number, or the census of 1860 could not have exhibited so Shown by large increase.

The remarks of 1861 quoted, p. 199, were made before the c us statistics of the census had been published. Though well sustaining the Better since opinion concerning increase, the eight years since, as we shall next see, have done vastly better. These are the Statistics of Manufactures in Cook County Illinois, per U.S. Census 1860. U. s. Census 1860. MANUFACTURES, COOK CO. _ o - $10.680 54,996 26,160 3,600 3,648 10,848 1,800 31,820 1,872

80,724 39,360 2,304 46,740 85,800 384 480 19,560 74,028 1,200 88,280 2,160

‘ 8,100 ;1,140 115,944 11,60 3,240 11,088 96,836 300 900 1,440 5,700

32,700 59,484 48,000 4,800 17,280 1,200 6,780 6,600 39,180 96,000 1~ =

Manufac$4O 0 tures, Cook Co. $35,000 414,000 80,000 520,000 93.000 30,150

8,500 136.000 9,800 216,231 86,040 8,000 391,688 139,200 600 190,000

73,975 213,070 11,100 82,000 56,000 65,715 3,100 540,709 192,700 12,000

143,950 178,765 1,100 2,500 15,000 12,550 1,185.125 24T,863 245,000 15,)00

80,810 4,320 24,780 18,000 221,000 660,000 Agricultural implements…………….. Mowers and reapers…………………

Thrashers and powers………………

Alcohol……………………………………

Bags……………………………………….

Blacksmithing………………………….. Bone black………………………………. Brass founding, &c…………………….. B)ok-binding and blank books……… Boots and sho,-s………………………… Boxes,
packing………………………….. Boxes,
paper…………………………….

Bread……………………………………..

Brick………………………………………

Brushes……………………………………

Camphene………………………………..

Carpentering…………………………….

Carriages………………………………… Carriages, children’s…………………… Cars and car
repairing………………… Car
wheels……………………………….

Cigars…………………………………….

Cisterns…………………………………..

Clothing…………………………………. Coffee and spices, ground…………….. Coffins…………………………………….

Confectionary…………………………4

Cooperage……………………………..

Copper-mithing…………………………

Cordage………………………………….. Cotton batting and wadding………… Engraving……………………………….. Flour and meal…………………………. Furniture, cabinet…………………….

Gas………………………………………… Gas fixtures………………………………

Glue………………………………………. Hardware, files…………………………

Hats………………………………………. Hay pressing……………………………. Iron
castings……………………………. Iron,
railroad…………………………… Iron,
railroad………………….1 445,000 200,000 195 96,01)0 660,000 Carie Fowad. 77 $1,17128 $354750 3,08 $1,64296 $660087 [Continued. I 201 t,h -
r, :z pq z I 1 2 2 1 9 1 6 1 66 5 2 11 5 1 1 10 26 1 3 1 6 1 26 8 4 6 29 1

1 1 2 8 18 1 1 2 1 4 1 6 1 7tt $6,000 96,210 15,890 333,750 70,000 7,210

990 61,490 3,330 95,543 42,045 2,050 238,364 15,795 115 180.325 34,390

55,595 1,480 37,500 43.560 12,285 1,000 328,846 158,090 3,984 84,400

77,723 460 1,340 10,000 2,150 970,550 68,311 60,000 2,000 57,660 1,062

10,930 89,675 445,000 . 0 .q t =9 Z..a 27 200 67 10 14 2T 10 98 7 256 70 9

128 266 2 2 50 188 4 82 8 22 3 399 27 7 26 243 1 3 5 12 T8 212 140 13 .

60c, l 22 96 . 195 %25,000 500,000 13T,000 17,500 1,000 18,050 3,000

54,000 1,000 75,800 24,000 4.500 121,800 95,TOO 200 6,000 15,250. 253,000

6,000 130,000 10,000 6,650 1,000 113,900 62,000 9,200 15,000 205,450 250

100 1,200 3,300 193,000 83,750 768,000 7,000 12,500 2,000 10,400 25,000

129,000 200,000 277 - $3,71T,128 $3,347,600 3,908 $1,104,296. $6,600,871

Carried Forward.

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Manufacturing Advantages of Chicago-Rapid Progress. Statistics of Manufactures in Cook County Illinois, per U. S. Census 1860. U. S. Census 1860. [ Cbntinued. Manufactures, Cook Co. concluded.. , MANUFACTURES COOK

CO. Brought Forward. Iron work, ornamental………………..

Jewelry…………………………………..

Leather…………………………………… Leather, morocco………………………. Lightning
rods………………………….

Lime……………………………………… Liquors, distilled……………………….. Liquors,
malt…………………………… Liquors,
rectified……………………… Looking-glasses and picture frames…

Lumber, planed……………….. Machinery, Steam engines, &c………

Malt………………………………………. Marble and stone work*……………….. Matches…………………………………..

Mattresses……………………………….

Millinery…………………………………. Mineral water………………………….. Musical instruments, piano fortes….. Painting………………………………….

Plastering……………………………….. Pottery ware…………………………….

Printing…………………………………. Provisions-Pork, beef, &c…………… Regalia, Masonic……………………….. Saddlery and harness…………………. Sash, doors, and blinds………………… Establish-Scales…………………………………….. ments, 469. Sewing machines……………………….

Shingles………………………………….. Ship and boat building………………. Materials,

Shirts…………………………………….. $8,026,670.

Silver-plating……………………………

Silverware……………………………….. Soap and candles………………………. Capital, S a e Capital, Staves……………………….1. 400 550 12 3.0 5.0 $5,571,025. Sugar refini ng………………………….. Tin, copper and sheet-iron ware……. Trunks…………………………………… Hands, 5,593.

Turning, ivory…………….. - Turning, ivory….. ~~,…………

Turning, wood…………………………. Type founding…………………………. Labor,

Vinegar…………………………0 3 $1,992,257. White lead………………………………. Wigs and hair work…………………… Product, $13,555,671. Total. 87 articles inony8 186.rticle in Of 631 articles in the list of the Union, Cook county had onl 87. Chicago was then 9th among the cities in population, had in manufactures city. 16tll a capital $5,422,225., producing a value of $11,740,684., making her 16th Increase from 1850.s in the scale of manufactures. But her relative increase that decade was large. The total of Illinois manufactures in 1850 was only$16,534,272, Lo. and St. and $57,580,886, in 1860, raising her from 15th to the 8th State. Chicago L., 1860. had nearly one-fifth. Missouri in 1850 was 10th, producing $24,324,418.; in 1860 she was 11th, producing $41,782,731.; of which St.

Louis county had actually $27,610,070. Subsequent It would be interesting and profitable to ascertain subsequent increase increase unknown. both in value and variety. But supposing statistics had been regularly gathered as formerly, no means have been taken, and it is impossible to .1 I 202
t3,717,128 1,950 .15,257 16,,620 20,000 -5,100 9,980 110,300 214,882

119,360 1,290 356,875 249,034 9,240 131,000 48V 1,240 72,076 37,000 7,0,50

4,531 2,380 2,50 190,716 1,443‘825 4,5010 21,681 124,164 945 446 27,300

1,505 7,964 2,500 25,520 121,83T 14,000 727,000 22,002 14,616 2,600 1,260

6,210 6,000 153,000 4,600 $8,026,6TO 1..4 Z. z I 9 ;z fA 14 z 277 1 1 5 3

1 1 1 1 . 14 6 2 6 16 1 4 2 8 12 2 2 4 2 1 19 5 1 13 13 1 2 4 2 3 1 1 - 11

I 1 1 10 3 1, 3 1 2 2 2 469 $6,600,871 6,000 27,000 25,628 34,I)OO 20,000

37,822 216,000 572,240 271,480 4.800 417;828 5821500 10,250 227,000 4 375

2:600 133,400 53,000 23,600 22,805 9,000 1,000 625.022 1,626,142 7,000

561707 373,247 io,ooo 3,050 61,000 3,700 23,581 11,000 3,000 212,680

32,500 860,0()O 37,983 47.620 31300 4,800 24 COO 12.840 28310()O 18,700

$13,556,6n t; i .- 9 0 0 = 19 Z, 3,608 .10 10 12 7 12 10 36 140 37 6 74.

597 2 182 6 3 75 11 7 19 10 1 856 146 5 1 52 278 10 4 72 8 27 6 9 .43 1 12

75 28 26 1 4 16 4 29 7 5,693 $3,34 500 li,ooo 4,800 81, 500 io,ooo io,ooo 18,000 60,000 445,500 92,000 2,500 49,000 846,000 2,000 177,000 1,800

1,150 26,600 13,000 15,500 4,500 1,400 300 807,700 155,000 1,4)00 26,825

188,800 5,500 2‘800 3.1l’ooo 2,500 1,600 2,000 20,000 48,300 r),500 13,000

20,150 .:15,000 2,500 25,000 3,000 24,000 3,000 $5,571,025 $1,104,296

3,600 4,740 3,984 2,100 8,600 3,000 14,400 44,664 18,012 1,956 19,992

234,120 600 69,840 1,920, 900 22,740 3,660 2,820 7,680 8,240 600 154.428

27, 885 i,320 17,244 96,936 4,800 1,080 12.864 21160 7,104 2,520 4,320

14,712 3,600 27,000 10,440 9,216 480 1,800 4,821 1,200 12,000 1,860

$1,.992,257

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Past, Present and Future of Chicago Investments. obtain them for this first edition, except upon a few articles. The U. S returns of Internal Revenue ought to and will afford a true result; but the clerical force is inadequate to foot last year’s returns for several weeks. Knowledge of what has been done, however, is chiefly valuable to indicate iVnalinaable to ZD y t ~~~~~~~~~~~~~~~~~~~~indicate what may and should be done. An enterprising manufacturer any where what may be done. -in Old or New England-who looks largely to the West for a market, must see at a glance, the advantages of this point, whenever manufactures can be introduced in sufficient variety and amount to support each other and draw hither labor.

Meanwhile, those who shall have come early and have Advantage of early established themselves at home and abroad, will reap ample reward forcomers. foresight and energy. On this account rather than to display growth, would information about miscellaneous manufacturing be valuable.

From Edwards’ c i t y directory we c o m p i l e the following iber of frEin6tnfblihments n * Manufactur ing estab lishments in iElevator Builders…………..1 Chi., May, Embroidery Stamps……………. 11867

I Engine Builders………………… 6 Engravers, Bank Note………….

I Engravers, Card…………………. 4 Engravers, General……………..21 L Engravers, Lithographic……… 13 3 Engrave rs. Wood………………… 4 Family Medicines……………….. 1

Fence Builder………….. 1 File……………………………. 1

Filter………………………………………. 2 Fire Shovel………………………. 1 BFire

Works……………………….. 1 Flavoring Extracts…………….. 3

Flour Mills………………………….19 Flour Mill Machinery………….. 1 *’ Sacks……………………… 1

LFoundries…………………………13 BFringes ready)……………………… 1

Furniture…………………………. 25

BFur………………………………… 2 .GI alvanic Batteries……………… 1 Gas Stove and Lamp………….. 1 ” Light and Coke……………. 2 L Gents Furnishing Goods……….71 L.Gilt and Rose W. Mouldings….. 2 Gilt Block Letters……………… 1 BGlass Factories…………………. 3 i.Glove and Mitten………………. 1

Glue Factories…………………… 8 BGold and Silver Platers………… 4 Go ld Leaf……………………….. 1 Gold Pen……………………….1oP 4 Grain Separators…………………

1 Grate and Fender……………….. 1 B Grist

Mills……………………… 3 Guitar and Banjo…………. I Guns and Pistols………… 4 Hair Jewelry……………………. 4 [

Continued.] * The lists from which this is compiled, giving name and location of each house, cannot be exaggerated The list not But very many kinds of business have different branches, under each of which a firm that prosecutes both exaggerated. as cigars and tobacco, is listed. It is too tedious to compare and see what cigar makers are not included in the tobacco lists; and as most tobacconists make cigars, the latter list is wholly omitted. So horse. shoers are omitted, because most are doubtless in the list of blacksmiths. Though less, both in variety and number than it might be made, this prevents exaggeration, and the amounts are still abundantly satisfactory. 203 Li-st of Manufactures in Agricultural Implements 3 Alcohol and Spiifts…………… 7 Ale Boxes……………………….. 1 Atiffeial

Flowers………………… 1 Artificial Limbs…………………. 4

Artists……………………………. 21

Axles……………………………… 1 Axle

Grease……………………… 1

Bags……………………………….. 5

Bakeries…………………………… 107 Bank Vaults…………………….. 2 Banners and-Ensigne………….. 1

Barrels……………………………. 2

Baskets…………………………… 2

Bedsteads………………………… 2 Beef

Extract…………………….. 1 Bellows………………………….

1 BeDt Carriage Timber………..:: I Billiard

Tables…………………… 2 Binder (Shutes ready)………….. I Bird Cage…………………………. I

Bittei-s…………………………… 5
tlacksniiths…………………….:: 84 Blank

Books……………………… 12 Block and Pump………………… 1

Block Letter……………………… 1 Boat and Yawl…………………… 4 Boiler………………………………; 11 Bone Dust………………………… I Book and Edge Gilders…………. 1 Book Binders…………………….. 14 Boots and Shoes…………………. 207 Boys Clothing…………………… 3

Brass Cock and Faucet………… 3 Brass Fo-inders………………….

7 Brass Tube……………………….. 1

Breweries………………………. 36

Brick……………………………..:: 14

Broom…………………………….. 5

Brush……………………………… 6

Candle…………………………….. 5

Candy……………………………. i.. -.5

Cans……………………………….. I Card Engravers…………………. 1 Carpenters and Builders………. 109

Carpenters and Joiners………… 3 Carp. and Stair Builders………. 1

Carpet-bags, Valises, &c……….. 3 Carriage

Builders……………….. 30 Chain Pumps…………………….. 1

Cattle-Brands……………………. 1 Chair

Factories………………….. 3 Chemical Works………………… 8

(.’,hildre,n’s Carriages……………. 3 Obildren’s Clothing……………. 2 Chronometer…………………….. I Cigar Box………………………… 2

Cistern…………………………….. 2

Cloak……………………………… 1 Cloak,‘Shawls, Mantillas……… 4 Clock……………………………… 3

Clothing…………………………… 15 Coal Hods………………………… I Coffee and Spice…………………

7 Coffin…………………………….. 2

Collar……………………………… 4

Coopors…………………………… 44 Contractors and Builders 20

Copper and’Sheet Iron Ware…. 2 Copper Smiths…………………… 5

Cords and Tassels……………….. I

Cork……………………………….. 2 Cotton Presses…………………… 1 Curled Hair……………………… 1

Dental Instruments…………….. 2

Distillers………………………….. 11 Dress makers……………………. 138. Dyers and Scourers……………..

16 Eaveii Trough…………………….. 1 Electro Plates………………….. 3

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Manufacturing Advantages of Chicago-Rapid Proqress. Manufactur ing establishments i Chi., May, 1867. - _~~~~~~~~~~~~~~ Hair Workers, (Wigs, &c.)…… 4 Paper Bag………………….. 3 Spring Bed…………………… 3 Hand Stamps…………………….. 1 “

Box………………….. 7 Stair Builders…………………… 6

Harness……………… Sar…………….

ar……………………………………………….. 2 Hat and Bonnet Block……………………………. 14 Stave and Shingle Joiners…….. 1 ” Frame……………………….. 1

Pattern……………………………. 2 Stave Cutting Machine………… 1 Hats………………… 5

Perfumery……………………. 2 Staves and Headings…………… 2

” Caps and Fur……………… 2 Photographic Galleries………… 40

Steam and Gas Pipe Fitters…… 6 Hay Press………………… 1 Piano Stool………………………. 4 Steam Engine and Boiler………20

HIlominy and Split Peas……………………………… 2 Steam Engine Governors………. 1 Hoop Skirt and Corset………… 9 Picture Frames………………….. 22 Steam Guag……………………. 3

Horse Collar……………………… 4

Pipe………………………………… 2 Steel Stamp Cutter……………… 1 ” Nail………………………… 2 Planing Mills…………………… 27 Steel Works……………………… 1

” Power……………………… 1 Playing Cards……………………

1 Stencil Cutters………………….. 9 Hose

Carts………………………… 1

Plow……………………………….. 1 Still and Cistern………………… 1

Hosiery…………………………………….. 51 Stocking Weaver………………. 1 Hot-air Furnaces……….. 3

Pocket-book………………………….. 2 Ice Cream……………….. Powder………………. 2 Stove and Furnace……………… 4 Indellible Ink……………………1

Printers, Book and Job 4……41 and Hollow War……. 8 Indigo and Washing Crystal………..1 ” Card…………..1…. Straw Goods…………………. 3 Ink………………………………….

4 ” Commercial…………… 2 Sugar Cane Mills………………… 1

Iron……………………………….. 3 Furniture……………… 1

Surgical Instrument…………… 2 Ivory Turners………………… 3

Publishers……………. 42 Surveyors “…………… 1 Jappanned Ware………………… 3 Pumps………………. 6 Syrups, Plain and Fancy……… 5 Japanners……………………. 1 Reapers and Mowers……………… T………………. 148

Jewelers…………………………37 Rectifiers……………….2

Merchant Tailors……………….. 88 Kerosene Oil Safe…………1

Regalia………………….. 2 Tanners and Curriers……………19

Labels, Cut and Gum…………… 1

Ribbons………………………….. T……… 1

Ladder………………..1Ro… 1 of………………1 Teeth Pocelin………… 1 Lanterns……………….. 2 Rolling Mills…………………….. 2 Telegraph Instrument…………. 1 Lard Oil………………5 Rooffing Paint…………………. Threshing Machine…………….. 2 Last………………………………. 1

TRope…………………4 T 1 Leather Belting………………2 Saddle and Harness…………….. 2 Tinners Goods……………… 1

Leather…………………………… Awnings and tent……4

T……….. TinMi……………. 18 Lightning Rod…………….. 1

Sash Doors and Blinds………… 4 Tobbacco…………….. 8….60

Lime…………………8 Lock…………….. 1 Pipe………….. 1

Linings……………………………. 1 Sausage……………….3

Travelling Bag…………………. 4 Liniseed

Oil…………………… 2 Saw……………………. 7 Trunk and Valise……………… 13 Lock…………………1 Mill Machinery…………… Box……………………………. 2

Locksmiths……………………….. 11 Smithing…………..1

Lock……………………………………. 1 Locomotive Lamp………………. 1 Scale………………………………. 3

Truss and Bandage………………1 Machine Belting…………………

1 Screen………………..1 Hoop…………………… 1 “

ITwist………………….. 2 Scroll Sawiting and Turning….3 Type Foundries…………………… 3

Machinists……………………….. 21

Sculptors……………………1 U…….nibrellas and Parasols…….5….. Ma ltsters………………7 Seal and Stencil…………………1 Upholsterers…………..1U e 26

Mantillas………………….. 1 Seamless Bags……………

Varnish………………….. 6 Marble Workers………………… 10

Sewer Builders………………….. 10 Ventilator 2

Match………………………….. 4 Sewer and drain Pipes………….

Vermicelli………………………. 1 Mathematical Instruments…… 3

Sewing Machine Frame…….1…. Vinegar……….. 14 Mill Pick…………………….I. Silks…………… 2

Vn…………………………… 1 Millers…………………..3

Shingleo………………. 7 59 Mineral Water………………….. 1

Shipsamiths……………. iWater Proof Wagon

Cover………………….. 1 Model…… hir……………2

Shirt………………..13 Whip Lash…………….1

Mouldings…………….. 8 Shoe and Harness Wax………… 1
i……hs………………………… 4 Musical Instrumelt……………. 3 Shoulder Braces…………………. 1 White Lead………………………. 5 Mustard…………………… 3 Show Cases……………..9 ig nd Toupee…………3…….

Muzzles………………. Sidewalk Builders…………….. 1
iwa……………… 3 Office Furniture………………… 2 Vault &

Deck Lights 1 Wind Mill………………………… 1 Oil Electric……………. Seives………………..1.. Window Shade………….4 Oil………………….. 7 Silver Plated Ware……………… 2 Wire Works……………. 5 Oils, Lubricating andIllumin 2 Platers……………… 6 Wood

Carvers……………………. 4 Organ…………………. 3 “

Ware…………………………2 Wood Working Machinery…. 1 Packing Houses…………………. 38 Soap and Candle………………… 6

Wooden Ware………………….. 4 Painters, Banner and Sign….14 Soda Water……………………. o WFactories…………o…….. 2

Carriage………………. 9 Sofas and Chairs…………2 Writing Fluid…………………… 1 H ouse and Sign…….. 81 Spice Mills…………….4 To
tal………………………………………………………………………………………………………………..

2,8 48 318 kinds. Five-fold increase. increase in numbers, and over five-fold in variety, in eight years; being only three less in variety than the census gave New York City in 1860. What other information is requisite to establish the claims of Chicago to superiority in manufacturing? Why have these thousands of mechanics come here in Chi. a certain centre for manufactiires. 20-i No. 2,848.

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Past, Present and Future of Chicago Investments. the last eight years?

Their establishments are of course mostly small concerns, though rolling-mills, and some foundries and machine shops would be respectable anywhere. And the least of them will in a few years have grown to large establishments, or have given way to others who had 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. C hi. Times.

Leather Manufacture.-The Chicago Times, 26th March, well observes:-
atnhacr Everybody now concedes to Chicago unrivalled commercial advantages, from which ture. have sprung her wonderful growth and development; but those who are acquainted Ignorance of with the progress made here in the mechanic arts are not so large in numbers. The our progress railroads that radiate from the city in every direction, and the white sails that in mechanic catch the busy gales of the lake, are elements in the greatness of Chicago that all arts. must acknowledge from their very obviousness; but the sound of grinding wheels, 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 Manufacthat Chicago is rapidly adding to its purely commercial character that of a varied tures rapidly and extensive manufacturing activity. Hardly a day passes that does not see some increasingnew branch of manufacturing industry, requiring skill and capital, introduced 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 -already a wide interest. The success of most of those that have been established for a suffi-success.

cient length of time, and under sufficiantly 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 Aetiquity of here, is that of the manufacture of leather. The art of tanning is one of the oldest leather. 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 Extent.-From small beginnings, the leather-dressers of Chicago have grown Extent of into a powerful guild; and the business itself involves in its management, at the Business. 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 35. 35 tanneries 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, and the rubric hue of the landscape in this vicinity, arising from the exposure of the skins to the air and light, sufficiently mark the broad acres that are devoted to the tanner’s and currier’s skill. The buildings that have been erected, and the Substantial machinery introduced, are of the most substantial and approved styles and arrange patterns for the most part, and there seems to be no reason why the manufacture ments. should not be very greatly extended beyond its present proportions. The principal elements for the successful establishment of the business are hides, Hides and and bark containing a sufficient quantity of tannin. The first is a staple article of bark. export in Chicago, and the bark of the hemlock, which grows in abundance across Large supthe lake in Michigan, and which can be transported to Chicago at a very smallplies. expense, supplies the other main item in the establishment of the business. 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 of tannin to lock. permit of the economical and successful manufacture of leather from it. The demand, for the home-manufactured leather is at present fully equal to the Home supply, and the rapidly-developing boot and shoe manufacture in the city isdemand constantly increasing the demand. * The Times describes the chiefestablishments, which we condense: Union Hide and Leather Co. employed last year 100 men, tanned 50,000
hides. 205

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0Manufacturing Advantayes of Chicago-Rapicd Progress. Labor and Chicago Hide and Leather Co. can tan 35,000 hides per annum (vats not product of lae now full) employ 20 to 30 curriers. Bristol & Engle employ 40 men, tan tanneries. 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: Smallones. 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, andk from 40,000 to 50,000 hides transformed into leather. Enlarging. 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, the business will be double its present magnitude.

Reasons for Compared with the figures of the census of 1860, p. 202, these are quite increase. 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 Receipts and more than we receive. In 1866-67, we received 20,125,541 lbs., and shipments ol hides. shipped 23,234,791
lbs.; in 1865-66, received 19,285,178 lbs., shipped 20,379,955 lbs.; in 1864’S, 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 atBoots and Boots and Shoes.-This business is even more remarkable for its growth, shoes.

because labor is a heavier item, in which we are deficient as compared with dhi. Tim. New England, the chief manufacturing region. The Chicago Times March 27th, gives a history of foot-covering and adds Extent of Where the Best Shoes are Made.-In the United States the manufacture of shoes has business. Mass. reached the highest perfection. The shoes of Massachusetts have a world-wide amounts. reputation for their beauty of form, and they excel those of any other 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, ani in the state of Massachusetts in 1860 there were made nearly 33,000,000 pairs of shoes, and 11,500,000 pairs of boots. Phil.

next. Outside of the New England States, Philadelphia is the city of next note as a manufacturer of boots and shoes. In Chicago Boot and Shoe Manufacture in Chicago.-About nine years ago the subject of the -began 1859. manufacture of boots and shoes for the jobbing trade was agitated in Chicago, and one or two firms undertook the business in 1859 and 1860. It was thought to be an experiment, and by some of the best dealers it was believed that it would prove sucessful. 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 Increase 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 1865, a half dozen large manufactories were well-established, 206

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Past. Present and Future of Chicago Investments. and doing a paying business. At the present time more or less new firms for the manufacture of shoes, put up their signs each year, while almost invariably those who have gained a foothold remain. Superiority of Chicago Leather.-Chicago-made boots and shoes had not been tested Work more than two years, before it was found that they were decidedly superior to superior. eastern ones in durability, and a demand was created, which has grown each year until, by the Assessor’s returns last year, there was more than $1,500,000 worth of boots and shoes made in Chicago in 1867.

One-cause for the superiority of Chicago-Leather made goods is, the better quality of leather made here. It is said that Chicago-superior.

manufactured leather is decidedly superior to that made east, owing to the skill of the tanners, and their greater care in the handling of hides during the process of tanning. So decidei have the preferences of the farming communities of the Chi. work northwest settled in favor of Chicago boots and shoes, that every wholesale jobber preferred. 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 calf and kip skins, and comprise men’s, women’s, boys’, and youths’

sizes. All the lighter serge goods sold in this city are manufactured at the east. Extent of the Business.-The proportion of Chicago-made boots and shoes to those Exrtent of of eastern manufacture, as at present sold in this city, is from 20 to 25 per cent. business. The business is rapidly growing in importance, and almost every manufacturing dealer for the coming year will increase his product from 15 to 20 per cent. over Increase that of last year. The following is a statement of the amount of business done last year by the most prominent m&nufacturers of the city, as compiled at the United States Assessor’s office. Chief manufacturers.

294,5938’E. Chapin……………….. “$ 92,316f 197,8881 T. B. Webber &

Co………….. 54,100 154,807 S. Walker & Co………………. 53,140

131,936 S. Nelson & Co……………….. 46,034 219,453 C.

McFarland………………… 37,539 102,059 Gillette, Aiken &

Follett……. 26,196 84,194 Haight & Bowen……………… 17,655

80,229 Griffin & Palmer……………… 12,159 79,113 72,670 Total $1,656,081 Whitney Bros. Co……………$ W. D. Wells &

Co……………. McDougal, Nicholas & Abbot. C. M. Henderson &

Co……… Davis, Sawyer & Co…………. Fargo, Fales &

Co…………… Dogget, Basset & Hills……… Chapin &

West……………….. J. L. Watson…………………. Phelps, Dodge & Co………… Machinery.-In all these wholesale establishments laborsaving machinery is used Machinery and anxiously sought after, for on its uses the proprietors chiefly rely for their used. profits. In no department-of shoemaking 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 Itssuperia sewing machine. The lap-stone has given place to iron rollers for hammering oritnYdover 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 shoemaking, and render a Division of Labor absolutely necessary in a wholesale manufactory. In the best Division of establishments of this city, a boot in its manufacture, requires to pass through the labor. 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 treer, 16operaand the packer, making 16 distinct operations and operators. In doing this work tions. it is remarkable with what speed some of the workmen learn to operate. A single man can cut 6,000 soles per week, or 3,600 uppers; he can crimp 96 pairs of boots per day, or bottom 6
pairs in the same time. Female Labor.-AM the light work, such as attending the sewing-machines, Female stitching4he uppers, fitting, etc., is done by females, nearly all of whom receive labor good wageS. Many Or’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 manufactories, number of Description hands, kind of work, amount, etm., for which space cannot be taken. They ries onufacittodhands, kind of work, amount, etc., for which space cannot be taken. They ries omittod, 207

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Manufacturing Advantages of Chicago-Rapid Progress. each employ from 75
to 140 hands, and many speak of large increase this year. Increase of According to the U. S. census of 1850, Illinois’ total of this manufacture business sitice 1860. was $478,925.; 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 dretent pr other 189 produce a proportionate amount with the census of 1860, over $2,25,000. $600,000 should be added for small manufacturers, making over $2,250,000.; an increase more than ten-fold in eight years. These items These items afford satisfactory indications of progress made and making fair indices t others ore in general manufactures. Yet they are less impressive than others for which Others more impressive. 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 Success in of great ones requiring extensive facilities for manufacture? That city ordinary, success in which attains preeminence in ordinary manufacture, surely wants only time extraordinary branches. and capital to develope 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 Hi. Tines. Pork and Beef Packing. * ~i.Times. Pork and History of Business.-The first packing house in the city commenced operations Beef-pack- in 1835, when 3,500 hogs were cut and packed by Gurdon S.

Hubbard. Since that ig. Itbegin-time the business has increased with the growth and prosperity of the West, until Its beginning. it has assumed its present proportions as one of the three or four leading branches of business in this great commercial city. During the season of 1861-62

Increase. one-fifth of the whole number of hogs packed for market in the Western States were put up in the Chicago packing-houses. They furnished 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 onethird of the hogs packed in the Western States were packed in Chicago. Chi. chief These figures show Chicago to be the most prominent packing point in the world. packing city. It has secured that position by the advantages of its position and the perfection of Advantages. 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 railCorn roads for this class of freight. The country reached by railroads which lead into Chicago abundant. is especially productive of corn, and consequently well calculated for the production * Nothing better upon this important branch has been noticed than the article quoted in Hunt’s Merchants’ Magazine from the Chicago Times, from which these extracts,are taken. But I have earlier recollections of the business. My first winter in Chicago, 1882‘3, I boarded with that whole-souled friend, and natural gentleman, Mark Beanbien. The “Hoosiers” drove in a lot of hogs, of the breed more famous for the:?e they could make, than for the lard they could yield. The bipeds staid a week or two to kill and pack the quadrupeds, and it was my privilege to have the former for fellow-boarders. They were nev4oo busy with killing, and never wasted time with washing, to keep them behind at meal times. Mrs. Beaubiennoble 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 porkpacking; rather a contrast to present operations. Nor am I very old either. 208 My earliest recollections of porkpacking.

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Past, Present and Future of Ch?cayo Investments. of hogs and cattle. These can be raised for this market at a profit even in the Put into interior of Missouri, Iowa, and Minnesota, although the freights on grain from hogs and Cattle. points so distant make it a profitless crop unless fed to stock. Little of the grain received in this 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 business, it is yet in its infancy. Chicago must always be the great live stock emporium, and the great provision manufacturer for the Eastern and European markets.

The advantages of this business, however, are not limited to the citizens of Chicago. Benefit to Our packing-houses are of immense importance to all the producers of stock. stock-raisers. 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 Saves in reduced into barrels of pork and beef, of lard and tallow, are not only materially transportareduced in weight, but put into a much more convenient and manageable form. A tion. few days confinement 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 offal; 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 the longest journey, with no one to watch over and take care of them; 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 Packing and packed;-in other words, should be manufactured into provisions,-before they Chbiness at are exported; and it is not to be wondered at that Chicago and Cincinnati have Cin. natural. 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 increase. which may be expected’ in packing operations. The great weight of grain compared with its value will always tend to discourage shipments of breadstuffs 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-raising devoted to raising stock rather than grain for export. Besides the difference in the improves the farms. cost of transportation which has just been mentioned, a very important consideration is the difference in the effect on farming lands. Repeated crops of wheat 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-packing at St. Louis is found. The Mo.

Democrat Packing at St. L. gives a list of pork-packers, aggregating 204,132 hogs up to 1st January, Mo. Ds thus prefaced: Provisions.-St.

Louis as a packing city is surpassed in the amount of her business, St.

L.exby both Cincinnati and Chicago, but in the reputation of her prepared meats she ceeded by stands unrivalled. Ames’ “breakfast bacon,”

Whittaker’s “star hams,” Maxwell other cities & 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. To swear But when St. Louis learns to do less swearing by her rivers and determines to put less by her more capital, energy and faith into the construction of railroads, into the agricul-rivers. 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 How can St. L. realize hoer realized. If Cincinnati could not hold what she had, what advantages over hopes? her in provision trade has St. Louis, that she can now draw successfully against Chicago, with the multiplying facilities here, which St. Louis can never have? 14 209

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210 Manufacturing Advantayes of (hicago-Rapid Progress. The Pork Packing Association makes the following report of last season’s business: Statistics of the Pork Packing in Chicago, 1867-8. -_ ::. I I i CoCo~~Co : I - CoCoCoCoCoCoCoCoCoCoCoCoCoCoCo I CoCos -

Co…………………… &Co CoCoCoCo CoCo CoCo::CoCo:.:.CoCoCoCo 7;jj \

\ ! cqCo CoCo CoCoCo CoCoCo%Co Co I .’:: ::::-::::;:::::::::::::.-: S o S + OX ffi O O O e o >………………….. . . O.~ ^*.**‘b ^*~~o -C; ot;*,o rc CoCo Co:Co.o…………. O -q L 0;D Co:,-:: c::::: -.:C::::::L-.:,-.:c,.~~:/,: c,-~,-~,~..,. ……………. C~~~~~~~~~::-
o.. I~~~~ bi) O

****…………..*,.*,’**.**.***…………………………………

Q….. *o a~~~ V~.4 .. V..V*q4 V* S~~ - iq9, Co00 8a so <  ^f iv~m~$As~mvE~~ O’e50nP~0;*=s ll 0 . gb. ;I O ;a P. 0 pq

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Past, Iresent (tl(l Future of Chicago Jitvestments. The page not receiving all the figures, it should be added, that there are Additions to table.

also of long-clean middles, 1,691,000 lbs.; long-rib middles, 605,000
lbs.; rough sides, 3,980,000 lbs.; dry salted hams, 38,200 lbs.; dry salted shoulders, 11,644,000 lbs.; long-cut hams, 25,118 pieces. The editor of the Cormercial Report and Mafirket Review, says;- om. Report.

Quite as prominent a feature is the difference in the kind of product manufactured Cut meats -the amount of barreled pork showing a large decrease and of cut meats a corres-instead of ponding increase. This is partly the result of the decrease in net weight of the barreledhogs cut, packers especially in the opening of the season making very little barreled pork, in anticipation of a heavier run of hogs; the principal cause, however, was the anticipation of liberal English and Southern demands-the former for English -for Eng. cuts, and the latter for bacon.

This anticipation has been fully met, as our table and South of shipments elsewhere given will show-the former demand having already taken a liberal’supply, and the latter stimulated largely by the advance in 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, supplies Statistics of the Beef Packing in Chicago, 1867-8. Beef-packing 1867-8.

Ex. Mess Beef, bbls. No. of Ind ia Cattle. Beef, tcs. tes. tos. tcs. hbls.

hbls. culbsrtson, Blair & Co………………….7,025……….1,178

2,482 4,569 8,146 Culbertson, Blair & Co…………………………..

Cragin & Co……………………………………………… A E.

Kent & Co………………………………………. Jones, Hough &

Co……………………………………. 1). Kreigh &

Co………………………………………… P’avorite & Co 194327 7

Fasvorite & Co……………………………………………. Joseph Jones…………………………………………… G. S. Hubbard &

Co…………………………………… H. M. Chapin &

Co…………………………………….. Total for the season…………………………………… Total for the season 186-7…………………………… In March, 1857, 11 years ago, Hunt’s Merchants’ Magazine said of-H,nt’s Mag. The Chicago Beef Trade.-Every day, says a cotemporary, we meet in some journal Chi. beef or other, convincing proof that a new branch of agriculture or industry is advancing trade. 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 changes.pid visited in youth, and are startled some day by receiving from it a newspaper con-g 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. Increase. Illinois, some particulars relative to whichwe find in a reliable German cotemporary, the Illinois Staats Zeitung, which is addicted to statistics. Those who follow the markets may be aware that Chicago-salted provisions bring a markedly high price Highly in eastern cities, and that they are well known in England. During the late great esteemed. 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 63,000 barrels of that provision, requiring 29,000 oxen, were prepared in that city. During 1856 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 /or Slaughtering and Packing.-The trade in animals here Pf’acning facilities. centering, would create extensive packing facilities; while these facilities would also draw the stock. Nor is it a slight advantage, in a trade so I 211 &C. pork Packers. India Mess, tcs. Prime Mess, tefi. Mess Beef, bbls. NAME-S OF

PACKERS. 7,025 8 510 7:132 3 780 2:41,t 1,984 1,650 1,852 999 1,178 2,090

2,977 1,302 ………… …. 1 236 742 2,482 3,582 6,687 501 …………

…… ii. 442 508 4,569 9,000 1,432 3,239 4,123 3,217 150 2,380

………… 3,146 600 51 1,215 ……… i . 600 …………

………… ………… ………… ………… …………

………… ………… ………… ………… 34 5,591 35,3i6 head.

………… 35,346 84 9,725 26,998…………………… 13,552 28,110

…………………..

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Manufacturing Advantages of Chicago-Rapid Progress. Advantages variable as that of provisions, to locate a packing establishment where an at Chi.

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 importance as a stock market will more and more, augment. Information concerning packing houses would be corn. Ep. expected, which Mr. Wells supplies by describing the largest in his Cormmercial Express, January 30th.Description At the corner of Eighteenth and Canal streets is located their packing-house, a of largest substantial brick structure of four stories, 200 by 210 feet, with adjacent yards, establish-and exterior stock-ways for driving either cattle or hogs up to the level of the floor men. where they 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 easily hold 4,000.

Cattle are taken in on the second floor, through small pens, holding two or Slaughter three each, easily supplied from the adjacent yards. Without going into details of 300 cattle, the slaughtering operations, it is sufficient to say that when the season is at its 2,0,00 hog daily. Ogs 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.

Coling. One whole floor of the building isdevoted to the hanging of carcasses for cooling, Lard. 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 Purifier. 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. Skill. 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. Mere storage The 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 66 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 in-Future increase of Provision Manufacture.-Immense as are these figures, crease. 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, Corn, great Indian Corn, which John Taylor of Caroline, pronounced “bread, meat and staple. manure.” This of all grain should be put in the most concentrated form for transportation, its cost of production on the farm being under ten cents Hon. S. B. a bushel. Hon. S.

B. Ruggles of New York, at the ShipCanal Convention, Ruggles. considering the benefits of ” cheapening the transportation of western products through the proposed enlarged canals,” remarked: Grinras Forwhoin an ll this large assemblage regards for a moment t~hese 520,00o 00n mgrain weist uhl stefl esr,o vnatteo orpout hntewoeo Grain raising in west just begun.

212 I

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P(ist, Priesent a?(I Futtcie of Chicago Investments. your 260,000,000
acres shall be brought into full and careful cultivation? True, it already exceeds the whole cereal product of the British Islands, and nearly approaches that of carefully cultivated and carefully governed France; but can a man be found upon these magnificent western waters small enough, or stupid enough to assert, that these eight great States have now reached their full maturity, have now got all their growth? What human being in his senses, not wholly idiotic, 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 “culminating point?” For one, I stand awe-struck and amazed at the immeasurable prospect opening before us. I can see nothing smaller, nothing more diminutive, nothing Thousancls less stupendous, than a yearly product of cereals, to be measured not, as now, by of iniions hundreds, but by thousands of millions of bushels-a result so vast, so solemn, so of bushels. fraught with consequences so momentous to our nation and to the world, that I can but bow with reverential gratitude before such a wonderful manifestation of the providence of our great Creator. Never before in human history did He 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 the American Po, or the exuberant valley of the Nile itself, compared with this our great conti-superiority. 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 Benefits not the Great Architect of Nations merely to feed the petty State of Illinois, great as home reit is, and large enough to hold a half dozen Sicilies; or the still more petty State stricted. 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 fellow countrymen, the manifest destiny and high office of this splendid New world granary, of which this Chicago of yours and of ours is the brilliant centre, stands to feed the out plain as the sun in heaven. It is unmistakably marked by the finger of God on old.

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 fatherlandthat 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 overcrowded but underfed, 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 Cheap tran cheapening the transit of 4ood to our seaboard, prepare vigorously to carry out the sit wanted. predestined and providential arrangement of God himself to increase the happiness of man. And now, my esteemed friends, let us make a slight descent; let us talk a little Hog-don’t about hogs, and the glorious West as a gigantic hog-pen. I must really beg you not la.ngh at to laugh, for I am profoundly serious, and do earnestly assure you that the hog is ahi very praise-worthy, interesting, and important animal. For how, let me beg to ask, could you possibly, without his benevolent and efficient aid and cooperation, bring down the whole of these five hundred millions of bushels of grain to the sea? How Great corn could such a mountain mass of cereals, and especially of Indian corn, ever be sold carrier. or disposed of? But, thanks to the ingenuity of man and the necessity of the case, the process has been found. The crop is condensed and reduced in bulk by feeding it into an animal form more portable. The hog eats the corn, and Europe eats the Corn incarHog. Corn th’us becomes incarnate; for what is a hog but fifteen or twenty bushels nate. of corn on four legs? It is among the many providential features, of which this subject is full, that a New moe striking revolution has taken place just within the last two troubled years, in the of curing. destiny of the American hog. By a new process of curing or preparation, brought in, as I am told, from England, the animal has suddenly become extensively marketable in Europe. Heretofore, the quadruped has passed after death in brine, obedient, perhaps, to European the traditions of New England, where a pork-barrel in every family is a sacred trade. institution. But Europe did not relish, and would not eat the hog in brine-so that a great hog-reformation is now in vigorous progress through these interior States, in packing the animal, not in brine, nor in a barrel, but in dry salt, in a 213

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Manufacturing Ad(vantages of Cticago-Rapid Progress. light, cheap wooden box. In that shape Europe has recently consented largely to eat him. But let us ascertain precisely and statistically just how far the tickling C,t meats the palate of the Old World has already advanced. In the year 1859, the exports exported, of pork in the box (barbarously denominated “cut meats” in the official tables) 1859, 9,00, were only nine millions of pounds. In round numbers they rose to twenty millions l0 *s in 1860, to seventy millions in 1861, to one hundred and thirty millions in 1862, and 1863, 300,00ooo, during the present year, 1863, will probably very nearly ascend to’three hundred 0o0 lbs. millions of pounds. Inverting the calculation, and bringing the ” cut meats” back to “hog” again, this export is equivalent to an army 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 At any rate, you will consent to be more serious when you perceive the fiscal effects. effects of such a swinish exodus on our national treasury. These three hundred millions of pounds; are worth in Europe thirty millions of dollars, sending back imports, paying in duties nine millions of dollars in gold. Lard. 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 the 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 laborsaving machines.

Not only has it literally smoothed use. our way to this very convention, in this great hog-manufacturing 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. Requisite Who can doubt that all requisite facilities to promote intercourse between facilities to be opened to consumers, and the great provision market of the world, will be speedily the world. 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 manufacture to incfreaster. 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 offal 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: 1toinzng 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, 18 miles from the city, where they have erected an immense building in which 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. 214

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Past, Present and Future of Chicago Investments. Flour.-We now come to an item in which time and capital give large Flour. superiority to St.

Louis:- Trade Rep. ilour Manufactured in Chicago for Seven Years.

Manufacture 7 years. MILLS. Barrels. MILLS. Barrels. YEARS. TOTAL Barrels.

Oriental Mills………… 86,200 Chicago City Mills…… 30,000

1865-6…………………… 801,776 State Mills……………. 73,157

Marple’s Mills………… 23,895 1864-5…………………… 290,137

B. Adams & Co……….. 53,641 Empire Mills………….. 18,000

18634…………………… 223,128 Michigan Mills………… 51,850

Star & Crescent Mills.. 500 1862……………………… 260,980 Ionic Mill s……………… 47,285 186 1……………………… 291,852

Maple’s Mills………3….. 5,000 Total in 18627

1860……………..232,000 Lake Street Mills……83..,000 The Chicago Republican, in its statement 1st January, presents Statement of Flour Manufactured at Chicago since 1860. 3 years mnufac-lfz ture. 1867. List of mills. B. Adams &

Co……………………………………………………..47.428

69,112 85,000 J. D. Cole, Jr. (Ionica
mills)…………………………………………….. 86.162 45,000

46,415 Empire
mills………………………………………………………………..

9,000 18,000 10,000 Lake Street
mills………………………………………. 18,500 45,000 45,000

Michigan
mills……………………………………………………………..

35,500 46,629 45,000 Oriental
mills……………………………………… 40,000 57,000 97,300

State
mills………………………………………………………………….

45,000 70,000 78,500 City
mills……………………………………………………………………

25,300 28,783 35,000 Maple’s
mills……………………………………………………………….

12,600 40,000 27,000 Marple s
mills………………………………………………………………………20,000

33,586 Star and Crescent
mills……………………………………………………………

500 69,700 Robinson, Rice &

Co……………………………………………………………………

16,000 Garden City
mills………………………………………………………………………….

10,500 National
mills……………………………………………………………………………..

22,000 Other
mills………………………………………………………………….

20,000 8,500 3,000 Total., 288,390 445,524‘574,096 In 1864 the amount manufactured amounted to 255,058 bris; in 1863, 236,261; inMa. 601862, 260,980; in 1861, 291,852; in 1860, 232,000. 64Man. 160 Rour MLanufactured by St. Louis Mills for 17 Years. St. L. man 17 years.

1851…………………408,099 1856………………. 678,496

1860………. 839 165 1864…………………782,560

1852…………….. 383.184 1857……………….,.662‘548

1861…………………694‘110 1865……………..743.281

1853…………………457,076 1898…………………825,65-1

1862…………………906,860 13866…………… 818,300 Trade Rep.

1854………………… 503,157T 4859…………………863446

1863……………….758 422 1867…………………765,298

1855…………………603,353, High Wines manufactured, Chi. 11 years.

High Wines Manufactured in Chicago for 11 Years. I 1 1 1 YEA. arels Gllns,‘EA. arels Gllns 1856………………………..

1857……………………….. 1858…………………………

1859………………………. 1860………………………..

1861……………………….. The offal in high-wines. flour, starch, and other grain products, is worth DisadvanEo much more at the seaboard than here, that these manufactures will never tagain an ufgrain man-ctur ufactur~ I I 215 Chi. Rep. MILLS 1865. 1866. 1,653,0003,000,000 3,600,000

3,180,000 3,744,000 5,394,900 2T,550 50,000 60,000 53,000 62,4UO 89,915

852………………….: -:::: - 863……………………

864-5…………………….. 66-9…………………….. 8664 (City & County)… 61,TO3 77,524 58,855 7,514 42,.516 3,702,180 4,85(Y,02,2

Trade Bg 3,498,345 p. 476..592 2,550,724 r f

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Manufacturing Advantages of (Chica9go-Rapcid Progress. attain the proportion of provision manufacture. Besides, grain in bulk is more cheaply handled than in barrels These These items suffice to indicate something of what Chicago must become branches indices of in manufactures with capital and time brought to bear upon the abundant others. others resources of the Northwest. Time is requisite, the demands of a newly settled country not being for luxuries, but necessaries; and what of these Obstaclesin is not produced of the soil, comes mostly from abroad. With appliances startin~g manufac-of machinery now-a-days in all sorts of manufactures, the distant establishtures. 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 Present in-agriculture, and of railways to move its products, is it not a wonder that crease remarkable. 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 N.Y. man-such unexampled commercial facilities was to concentrate manufactures. ufacture-yet New York, though she imports every thing, her food as well as raw materials, imports everything. 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 No advantage over York except age and capital, which Chicago possesses not in larger measure? Chi. but age and capital. 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? Phil. Philadelphia comes next, her marvelous growth being due to superior compared. advantages for obtaining food and raw materials, particularly coal and iron. Chi. has Chicago, as we shall see, as much excels Philadelphia in gathering as New advantages of both York in distributing. Therefore our measure of progress in manufactures is cities. 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. Rapid Of course this City, yet in her teens in manufactures, could not vie in increase already. products with those which can boast of centuries of solid growth. But if from manufacturing 87 articles in 1860, she has 318
in 1867; and if in 1860 the whole of Cook county had but 469 shops, and in the City alone When reach 2,830 in 1867; how long before she overtakes in products the 6,298 shops N. Y. aid lIpi.l.&gures. 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? 216

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Past, Present and Future of Chicago Investments. The number of shops we may not speedily equal, but the variety we By 1880 equal Phil. shall; anld like New York, with less shops the product will be relatively in 1860, if ofnot N. Y. greater. The total of New York was in 1860, $159,107,369; and of 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 equal the latter figures, possibly the former. As remarked, in 1861, p. 199, had we no other manufacturing to do but Railway manufacture to furnish Chicago railways, that would build up a great city. Two heavy important. 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 equal advantages with Chicago, as we shall see under the next topic. But if mere Advantage in Lake Su. iron is to be used, none is equal to that of Lake Superior. All branches of perior iron. railway manufacture will follow; and with the advantage of so many home railways to supply, we can compete successfully with any city in furnishing any railway. The only drawback is lack of capital, which will surely find its place of safe and profitable investment. The Railroad Jour-Railroad na.I eeeyerag,i 85:Journal 1857
nal said eleven years ago, in 1857: Manufactures of Machinery in the West.-Had the railroads of the West been built Manfr. ma upon local means they would have been stocked with machinery manufactured west chinery in of the Alleghanies. The capital of the West is held mostly in lands and agricultural the West. improvements, to the holders of which iron and steam engine-making would be a new and doubtful business. The western people do not seem fully awake to the advantages they possess for the prosecution of this branch of industry. Chicago, Large railfor instance, has 2,500 miles of railroad trunk lines, and 1,500 miles of branch road delines immediately tributary thereto, and about the entire equipment of engines for mands. those roads is built or building at the East. Chicago has one establishment for the manufacture of locomotives, but this is wholly inadequate to the wants of the market, the capacity of its capital and machinery being equal only to $100,000 worth of work per annum, while the value required to stock the above 4,000 miles of road would be full $7,000,000; or enough to employ fourteen such shops, each five years to complete. We should say that no better investment could be made than in these branches of Chi. a good business in the large western towns. We have advocated such investments at point. Cleveland and Detroit, and for the same reason we should recommend Chicago as another extremely favorable point. Not that we suppose that one establishment, or one city will derive all the profits of this business, for as well might one flour mill or one saw mill supply the domestic wants of the West. The demand for en-Many cities. gines is such, that each important city must be able to produce them, at least cities having such elements of success as Cleveland, Detroit, Chicago and St. Louis. The successful prosecution of engine building at one of these towns will naturally be an inducement for others to go into it. Manufacturing has now obtained sufficient foothold to strengthen itself, Manufac ture to and must inevitably grow faster in proportion than population. Mr. Ed-trengthen. munds observed concerning the U. S. census, p. 195, that while population 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.

217

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Manufacturing Advantages of Ckicao-Rapid Progress. No city to No one city of the West, however great its superiority, is to monopolize monopolise.

manufactures. They will spread more or less to every town and hamlet, with all branches of industry, and the Great West will have various imporYetthe West tant centres of manufactures as of commerce. Yet, as the business of the to have a centre-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 its to themselves.

the West, because neither time nor capital have sufficed to create manufao 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 as. ams. the 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 manifactur-East, render it highly probable that in future there will be a much greater home ing in the West. 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 ating. 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 Immense give the manufacturers in the West all the protection that can be desired. The mineral re-discovery and development of the immense mineral resources of our Western Tersurces. 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 manu-States. M-ost 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 chief obstacie. 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. -aEtchanged But the end of the West, ultina thule, has at length been reached; and to West to pursue our now, still in fulfilment of the destiny of our race, we make of the Orient, destiny. 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 Asiatic la-of JEHOVAH, they will have passed away; but meanwhile they are to be borers coming.

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 in 218

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Past, Present and Future of Chicago Investments. His own good time, give the race ” in the image of GOD created “-these Let us bide our time. “sons of GoD “-their full dominion. Not with Great Britain should war commerce opens our and conquest lead our way; but Providence indicates our course through the path. peaceful paths of commercial intercourse. From instinct the Japanese and Chinese seem to favor the United States above other Caucasian Nations, 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 Asia to dethem, they will naturally learn to look to us for protection against Europe. pend on us. Shall we not render it as’may be necessary? * With myriads from Asia, here congregating as laborers who will never Labor from Asia and be Citizens; crowds from Europe, both laborers and capitalists drawn hither Europe. 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-Mateials rials; in none is food more cheaply produced; in none is climate more invigorating and health more general. With the multiplication of human Improve mnsinwants by civilization, and corresponding means of supply; what have been creasing. 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 Merchants Magazine, Merch. 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 and emigraparticular branches of industry, especially such as are not well adapted to our ton. 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.

essendepartment of labor more essential to national greatness. We may cultivate the tial to anasoil, and render it sufficiently productive to nourish the inhabitants of otherti~n. 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 principles of political science, that in our ignorance we commit against Asiatics, We need to no such wrongs as against the Cherokees, for which the Supreme Court of The United States is more respon-understand our rights sible than Georgia. In our peculiar circumstances we need to have thorough knowledge of the well and duties as established code of International Law, which we have had no hand in founding, but which we shall States, and a endeavor faithfully to practice, and hold any other Nation responsible for its infringement against our Nation. rights. Our rights inpart will be to protectthe weak against the strong; and interest may move there, too. Let us patiently bide our time, and European jealousies will work out our opportunities. No nation ever had so much to gain from sound knowledge, thorough practice, of the Laws of Nature 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 our system, and that with no misstep we may march on to our destiny.] 219

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Manufacturing Advantages of Chicago-Rapid Progress. Commerce ought to be a reciprocal exchange of values created by industry, is rendered to a made a large extent, an agency to place us under a form of vassalage; for the taking of means of th vassalage. 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 find itself in a pitiable condition indeed, deprived as it is, to a great degree, of the means of defence. Dependen-So conscious of this have the governments been that have held countries and cies not colonies in subjection, that it was long the practice to discourage, and even to allowed to prohibit, the people of such colonies engaging in manufactures.

When Parsena manufacture. conquered Rome he forbade the working of ironin that State, compelling it to depend upon the 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. Eng. This subjet is invested with new interest by the events of the present period. supremacy. 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 mills 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 special legislation, not being sufficiently farsighted to perceive that they were attempting to set aside the omnipotent 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. A change Agencies are, however, now in operation, which are almost certain to modify this coming.

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, Loss by more rapid in its influence and more sure to accomplish the result. We refer to emigration. the equalizing movement now going on in the emigration that is taking place at prodigious and constantly increasing rates. Cheap labor The supremacy of England as a manufacturing country has been due to the cheap made Eng. prices of labor. Her dense population has produced 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. Wages The wages of English operatives have been steadily increasing. With this imincreasing. provement intheir circumstances comes naturally the acquirement of more expensive Better habits. Better food has been obtained, better clothing worn; not only has the living. 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 increasing rapidly.

This necessarily tends not only to keep up the rates of wages, but to make it necessary to increase Laborers them, and is telling upon the manufacturing enterprise of the country. Thus, leaving-while the better classes of operatives-the more skillful laborers-are swelling the multitude of emigrants that are coming weekly to the United States to better their others condition, those who remain are demanding, and must receive, a large increase in better paid. their rates of wages. Cheap The cheapness-of labor has enabled England to control the enterprise of other labor en-. countries. She could import cotton, wool, and other raw material for her factories, ables her to and breadstuffs for-the operatives, and, by reason of the low price of work, control.ad y ok 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 No sudden increase of wages shall have taken place. Of course, wq predict no immediate change. violent change. The influence of this movement, however, Which is even now being felt, will gradually work out the result indicated, enabling our manufacturers to 220

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Past, Present and Future of Chicago Investments. successfully compete in foreign markets. In all particulars, except the one of labor, Labor our our advantages have ever been greatly superior. We produce the raw material for difficulty. most classes of manufacture, not only cotton and wool, but the most important metals; our country is an immense coal field; almost every State it the Union abounds Materials with water power enough for all the mills and.forges of the world, and generally abundant. running waste; we produce all the food required for laborers. With the enormous Immigration influx, then, of population, we will have the last impediment removed to successful our relief. competition with every other country.

This does not involve the necessity of reducing the price of labor as low as the Price of rates in Europe. To be sure, whenever values shall become properly adjusted, labor not to there will be important modifications in that particular. But another element inbe low. computation will exist of which our laborers will have the principal benefit. While Our advanthe operatives in England require that both material and food shall be shipped to tage in -tr a nsportathem at enormous waste of capital for transportation, our workmen will have all tio.n.rt 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 Commerce United States the control of the commerce of China and the other countries of the with Asia. East Indies. The Pacific Railroad, when finished, will with its collateral routes, Pac. railmake a speedy transit from ocean to ocean, all Asia will thus be brought into way. 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 traderbut have the facility for easily distributing our products and manufactures 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 judicious thoughts scarcely need application to the West. Who west to manufacture doubts that in the process of events, never so rapid as here, that the chief for itself. manufacturing for the West is to be done by the West? No one interest is more concentrative in its nature than manufactures. And if commerceTo have its centre for without manufactures, before their power was at all felt in the West, has thisalready made Chicago the centre; will not this powerful adjunct render sure what has been so well begun? As we we have seen, though without -asN.

Y n ~~~~~~~~~~~~~~and Phila. direct comparison, our distributing facilities excel New York; and as we shall next see, our gathering facilities of chief metals and coal excel Philadelphia. 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, country east of Iowa what other city ever had such a manufacturing business as this 600,000abundantsquare miles will surely give its emporium? Were we compelled to look-also that solely to the west of Iowa, having never a dollar’s worth of business thiswest’ side, what other city ever had such a trade as that 1,000,000 square miles of mining region must give somewhere?

What other city is likely to get an equal amount of it with Chicago? But the clinchin; of the argument lies in the driving home by these Railways a gigantic corporations, each one striking for its own interest, of these long clincher. stretchers of iron rails. What other place can a manufacturer find, not 15 daily routes of merely in this land of great enterprises, but on the continent, or on the d’tabuf globe itself, at which he can place his wares simultaneously, several times tion 221

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Manufacturing Advantages of Chicago-Rapid Progress. daily, upon fifteen different cars, running to every desirable point of the -to be compass, from 242 to 1,000 miles and over without a change? This advanincreased 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 No obsta-disadvantages, did any exist. But these have been sought for in vain. To cles intentionallyn pass over silently any which were perceived, in a discussion purporting to overlooked. 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 AND OTHER

MINERALS. Conjunction of coal, iron, etc. Chi. has neither. Nor Phila nor N.Y. neiterChi cago has neithe r coal nor iron in close proximity, as yet discovered. neither.hanetecol ioincoey Nor is it essential in even heavy iron manufacture that she should have. Norr Phila, Philadelphia brings both fuel and iron from a distance, yet eclipses interior nor-N, Y. 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 preChve irn eminence in iron manufacture. It would seem, however that Chicago must be ore. able in large measure to take crude iron ore and transform it into engines, locomotives, nails and watch-springs. Views favor-Strange as it may appear, the examination begins with an article in the able to St. L. 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 unequaled valley. Chi. desires The superficial examiner might think that the prosperity of Chicago no monop-dr oly. 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, Centre of and the general diffusion of manufactures. Because Chicago is the centre 1,500,000 sq.

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 Each local-paid to Chicago? Nay; but because of wide-spread abundance, can each ity to have manfac-city, town and neighborhood have manufactories of their own; and of their tores. 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 Coontry to machinery, etc., will be chiefly produced here. The-more use can be made use its wealth-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 -to advance Queen of the Lakes; if dependent, we desire its every section to make the Chi. best possible use 6f natural advantages, that each may do its part to raise 222

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Past, Present and Future of Chicago Investments. the emporium of the West to that position in the scale of the Union which the West itself may claim. Therefore, we begin with an article from the J. A. Blake.

Merchants’ Magazine, October, 1866, entitled: MINES AND MANUFACTURES IN

THE MISSISSIPPI VALLEY. Mines and BY J. A. BLAK~EB~. ~manufr. in BY J.

A. BLAIKE. Miss. Val. A trip through some of the leading mining States of the west, for the purpose chiefly Mineral of recording developments already made but secondarily of pointing out new fields wealth proof promise, has led us at the termination of our travels to combine in one article mfatetrmes.n 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 profits shall be, what the natural elements of successful manufacturing 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 of minerals. 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 minerals 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, fireclay, 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, 660 feet high, a mass 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. Lead. * 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. Ills.-vaShe is the richest agricultural State in the Union, and yet one-fifth of her entire riety of area is mineral territory. Coal, lead, gypsum, silver, gold, petroleum, iron, salt, minerals. copper, zinc, freestone, lime and silver have been found. We have in a former communication 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 statistics. The Illinois coal field is estimated by Prof. H. D. Rodgers to contain 1,227,500,-

Coal, its 000,000 tons. The Pennsylvania coal field contains 316,400,000,000 tons. All the extent. coal fields of North America, 4,000,000,000.000. The coal fields of Greal Britain 190,000,000,000. The Illinois coal measures then, contain four times as much coal as those of Pennsylvania, nearly onethird as much as all those of North America, and over six times as much as all the coal fields of Great Britain. It will take 100,000 years to exhaust them. The prominent seams are the Belleville and La Salle, Chief seams. occupying the southern and middle parts of the State. Mining is now chiefly carried on in St. Clair, Madison, Randolph and La Salle counties. The present annual product of the entire State is about 1,500,000 tons. St. Louis, Chicago, the markets of the Upper Mississippi, and the home consumption are supplied mainly or in part by Illinois coal. Last year, Southern Illinois sent 10,000,000 bushels of coal to Product of St. Louis markets, of which the St. Louis, Alton and Terre Haute carried 6,000,000, South. Ills. and the Ohio and Mississippi road 4,000,000 bushels. There are three staples in which Illinois is singularly “strong.” We mean wheat, Galena lead coal and lead. If she is not first in the former, she certainly is in the latter. For mines. 20
years the entire lead product of the country has come from the famous Galena mines in Joe Daviess county, which, with judicious and regular working, would 223

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Conjunction of Coal, Iron, and other Minerals. 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. Extent. 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 abun-Iron has not been extensively worked in Illinois, though it exists in workable dant. 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 Monroe and Randolph there are said to be extensive deposits of iron ore. About four miles north of Jonesboro’, in Union County, and 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. Silex, etc. 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. Iowa has a total area of 57,045 square miles, nearly the size of Illinois. Htier 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. Variety of Lead, coal, copper, hydraulic limestone, and iron have been found. Her coal field minerals. 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 mrgue the advantages that these rich mineral areas afford for manufactures.

Manufac-Space cannot be afforded for the interesting argument in favor of manutures generally to factures, naturally deduced from these premises.

The inexhaustible amounts, spread  and wide distribution of coal, iron and lead, promise a general spread of -help a common manufactures, to the great benefit of all interests; ind the great central city. variety of minerals will enable a central manufacturing city to obtain all requisite materials for extraordinary products. Prof. Water We are also indebted to Professor Waterhouse for another paper in the hmtse. Merchants’ Magazine, March, 1867: THE ILLINOIS CHESTER COAL FIELDS. BY PROF. WATERHOUSE. Ills.

Chester Some researches which I have recently made on the subject of our iron interests coal. 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.

Location. 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. Veins. Depth. Thickness.

First……………………………………………………………………

36 feet. 6 feet.

Second…………………………………………………………………

77 “4 44

Third…………………………………………………………..

119 ” 6 “i 224

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Past, Present and Future of Chicago Investments. The quantity of coal in the area already examined is, according to the common Quanti.ty. methods of measurement, 450,000,000 tons. So vast an amount fatigues the imagination. The quantity is practically inexhaustible. The coal deposits of Illinois 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-Contiguous dential design in their location. In the immediate neighborhood of our colossalt~ Iron mountains of iron, there are immense beds of coal fit for the purposes of smelting. mountain. The coal field lies only twelve miles from the Mississippi River, fifty miles from the iron mountains of Missouri, and seventy-two from St. Louis by river. A railroad Railway to from Chester to the mines is now contemplated. This road will connect with the be built. St. Louis and Cairo Railway, which has been already surveyed. It will be twelve miles long, and cost $300,000. The quality of the Chester coal is superior. Its freedom from impurities fits it Quality for the manufacture of iron. It has less than one per cent. of sulphur, and is superiorcomparatively 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 Brier Hill. Heretofore this Ohio coal -to Brier has been regarded as the best in the country, but now it must yield its preeminence Hill. to the Chester mines. Iron manufacturers assert that this Illinois coal makes a better and stronger metal than the Scotch pig.

The value of tiese exhaustless coal fields to the Western country may be inferred Coal to make from the fact that there are, in the whole Mississippi Valley, but three other places iron in three where coal suitable for the manufacture of iron is found. places. 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; 650,000 tons were landed 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 1866 Pennsylvania Pa. product. shipped to the tide water upwards of $67,000,000 worth of coal. There is no substantial reason why the Chester mines should not yield a corresponding wealth. The strongest economic motives urge the West to develop its own coal fields. West to Coal from the Chester beds can be delivered on the banks of the Mississippi at develop its $1.50, and at St. Louis for $2.20 a ton. coal.

This coal can be used for manufacturing purposes. But it is a strange illustration Chester coal of the indifference of Western men to their own interests that blacksmiths within valuable for thirty miles of the Chester mines are using for their forges an inferior coal from manufg.

Pennsylvania. 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 for Compared smelting iron ore; but the Chester coal requires no change. It can be used in its with Pitts. original state. Steamboatmen 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 onethird 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……………………………………………………………………

2.78 per cent. Analysis of Volatile Combustible

Matter……………………………………………. 31.62 “

Chestercoal. Carbon in

Coke…………………………………………………………….

61.23 “Cr Ashes (light
colored………………………………………………………

4.37 “

Coke…………………………………………………………………………

65.60 “

Sulphur……………………………………………………………………..37”

Sulphur and Bitumen are the chief elements which unfit coal for the manufacture Little sulof iron. The amount of these substances in the Chester coal is surprisingly small.* phur and The early doubt that mineral coal could be used, without coking, to make iron, bitumen. On Coking unis now dissipated by conclusive facts. In Pennsylvania and the Mahoning Valley, necessary. raw mineral coal is not only employed in making iron, but it is actually 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 invention of the Bessemer process of smelting iron, will still Bessemer further enlarge the results and diminish the cost of production. But even if it is process. necessary to reduce the Illinois coal to coke, there is still a profitable difference in our favor. The cost of coking Pittsburgh coal is 70 cents per ton; that of Chester, 50 cents per ton. *Of what is the “volatile combustible matter”

composed? suggest Col. Foster. 15 225 A query.

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Conjunction of Coal, Iron, and other Minerals. But practical experiments show the fitness of Chester coal, in its raw state, for the manufacture of iron. The importance of this fact can scarcely be exaggerated. It will lead to the erection, in the vicinity of St. Louis, of the largest iron works 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 is brought bank 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 We rejoice in the prospects of St.- Louis for manufacturing.

The more in St. Ls’. prosperity. numerous and larger the cities of the Great West, the larger must that become which shall be emporium of all.

Therefore Chicago rejoices in the special advantages of each, the general of all. Both must Neither St. Louis nor Chicago having coal or iron in close proximity, import materials. they expect their commercial and distributing facilities will enable them to compete with sites more favorable for one or the other or both minerals. As between these chief points, the difference in cost of transportation would St. L. can-be the first item to be considered, though there are others. Were Chicago not supply Chi. 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 Nerar Ches-profit. To Sulphur Springs on the Mississippi, just above Chester, is 40 ter the place. 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 Cost Chi. $2. canal with no handling. If we depend on Chester coal also, the same per ton extra. extra cost lies against us, perhaps $2. per ton on iron and coal.

Against this, we have, as we shall see, an important advantage in climate; and how Offset in far could St. Louis distribute manufactures upon the 11,000 miles of western freight facilities. railway, listed p. 36, 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. swater- *Were the Professor’s subsequent calculations given, some sharp fellow or other might set himself to house hard on Pitts.

analysing them, and imagine something wrong il the figures, casting discredit upon other statements which are doubtless correct. One would suppose that such a “triple expense” was enough for poor Pitts burgh to bear; but the iron-hearted St. Louisian cyphers it out, that “a daily product of pig metal would cost at Pittsburgh $588.00; St. Louis, $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 coking.

Anybody but a St. Louisian would have let Pittsburgh off at a less cost than $23 for iron made from Pilot Knob ore, delivered at St. Louis; for that makes him pay $7 per ton for freight of ore, and then $8 back, ($1
extra because it is now manufactured and must go down stream most of the way), besides $8 per ton to the manufacturer, (to which Pittsburgh will not object). The Professor, however, not only makes the cost of “Chester coal less than one-half that of Pittsburgh,” but says that “irrespective of the dif fereneo between the prices of Chester and Pittsburgh coal, a furnace at Pilot Knob, with a daily capac ity of 24 tons, would save’$250
every twentyfour hours.” The practical part, therefore, had best be exsciuded, lest it should weaken the scientific, which is, no doubt, fair and truthful. 226 Coal used raw. Benefits to St. L.

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Past, Present and Future of Chicago Investments. Lake Superior Iron and Copper.-This unequaled region of the globe Lake Superi or iron and for the supply of these priceless minerals, is the chief dependence of Chicago.

copper. The canal around St. Marie’s Falls was opened in 1855, previous to which a little ore had been hauled below the falls for shipment. That season 1,447 1855,1,447 tons iron tons were shipped; and 1867, five hundred thousand, two hundred and thirty-oreone (500,231) gross tons of ore and iron, according to the Lake Superior-1867, 500,. 231 tons _]iining Journal. Mr. S. C. Baldwin reports the shipments of ore alone gross five hundred and thirteen thousand and sixty-two (513,062) tons of 2,000 lbs.

This is nearly one-sixth of the total U. S. product in 1860, according to the census: From the first use its superiority has been acknowledged by competent Merch. Mag. judges, and the Editor of -Hunts’ Merchants’

Magazine, in his Journal of 1857 Mining for January, 1857, spoke of THIE

IRON OF LAKE SUPERIOR. h, e o! lo th Strength in lbs. Strength per square inch. compared ewith others. Iron from Salisbury Connecticut, by means of 40 trials……………………58,000 ” Sweden ” 4 “…………….

58,084 ” Center County Pa. ” 15 “……………………58,400 Lancaster County Pa. ” 2”…………………….58,061 McIntire, New York ” 4

“…………….58,912 ” England (cable bolt)’ 5 “……………. 59,105

Russia ” 5 “…………………….76,069 Carp River, Lake Superior, determined by Major Wade………89,582 Thus it will be seen that Lake Superior iron is about onethird better than all Onethird other kinds but one, and that one kind is far inferior. better. There is no doubt but that when once the most perfect mode of manufacturing That sufit is attained by experience, it will prove better than the above estimate; but even fices.

should it not, the present position which it occupies is a sufficient guaranty of its excellence. In speaking of this, the Buffalo Express says some of this iron was recently Tried in tested in Shepherd’s Foundry in that City, with a view to try its tenacity. A piece Buffalo. of rolled-iron, of the thickness of one’s wrist, was subjected to various processes, and, after bending across an anvil, twisting it in opposite directions, and in fact, employing upon it all possible force and skill, the experimenters were compelled to acknowledge that they never before had known any iron capable of such stubborn resistance to breaking force. The fracture of this pig metal glistens like steel, and Fibre the fibre of the rolled-bars is tougher than that of any other iron known to the tough.

trade. Of the different qualities found there it is not necessary to speak, as it varies in the same mines, yet it can be reduced to about the same average in nearly all of them. We learn, on good authority, that the Eureka ore, which has generally Best at been considered of inferior quality, makes the best iron manufactured at the Wyan-Wyandotte dotte Mills; and that it improves the other ores materially when mixed with them. Mills. 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 scientific tests there is no li.nger 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 227

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Conjunction of Coal, Iron, and other Mifterals. 70 per cent. wanting. A chemical analysis of the ores of this region make them yield about 70 irk.

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. Cot. Foster’s The most complete, satisfactory account of the Lake Superior iron district Re~por most satisfactory. 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 purity 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 I. and W., miles, with a variable width, north and south, of from 6 to 70 miles but the greatest 6 to 70 N. and.0 N concentration of these ores thus far observed, is in Township 47, north, Ranges 26, 27, and 28 west. Mode of Alode 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 ma,-ses. Knobs or The whole region has been subjected to a powerful denudation, and the greenstone ridges. 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. B0ds 400 or The beds of iron ore often attain a thickness of four or five hundred feet, and 560 ft thick may be 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, materials that the highly concentrated ores are found.

This is seen at all of the mines which abound. 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 ore. heads: 1st, Magnetites; 2d, Red Hlematites; 3d, Brown Hiematites; 4th, Mangan esiferous Ores; 5th, Argillaceous Ores. [These are described and the location.] Worth, little Localities of Iron Ore on the Company’s Lands.-With our present knowledge of known as these lands, it is to be presumed that we know very little of the metallic wealth yet. which they contain. Even of the known deposits, few have been systematically explored, and I have information as to the existence of others which I have been unable personally to inspect. The explorations in the future will undoubtedly prove as suceessful as in the past. Great vari-Enough, however, is known, to give the assurance that these lands contain a ety, pure, combination of ores not before observed in the district, of great purity, exhaustless 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 inations Iron Cliffs Company’s lands. Further reconnoisances will doubtless add largely to develop the list. I have not had the time carefully to examine and pass upon the merits more 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 inv iews i the value 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. 228

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Past, Present and Future of Chicaqo Investments. Enough, however, has been revealed to enable me to assure the Company that First class they have an abundance of first class ores, and some of them containing valuable ores properties heretofore undetected in the region, to answer all of the requirements abundant. for local use and for exportation, in positions accessible to railroads, and high Ii,,h above drainage. The latter consideration is a matter of prime interest in all miningmining enterprises. The disadvantages of working under drainage are not simply its advanthe cost of lifting the water by powerful pumps, nor even the incressed expense of tages. sinking, compared with throwing down. For while there may be a sump hole deep enough to collect the water, it still permeates through the seams and fissures of thie rock, which renders repeated charging and firing in the same holes almost impossible, 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-loo feet ter mines, breasts 100 feet in height can be attained at an inconsiderable expense, breast. compared with the benefits to be attained. Mode of Mining.-These ores are wrought in open quarry. Belts of peculiar Mode of richness, varying from 40 to 100 feet and even more in width, are found intercalated mining. with jaspery and argillaceous materials, which close up, and again expand. In approaching these belts, it is often necessary to trench, or tunnel through an unproductive 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. Blasting. The jumpers used are made of 11 inch steel, expanded into bits of 13 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 Ease of to work 11 hours to penetrate a foot in a jaspery ore; and again, in a red hematite, drilling the same force has been penetrated 14 feet in the same time; but the average sink-y uing in the granular or specular ore is about 8 feet a day. It not unfrequently Blasts throw happens that a single blast, where the miner has availed himself of the seams in down l,o000 tons. the ore, throws down 1,000 tons. The deep holes are generally charged with from 2
to 7 feet of powder, and covered 5 tons a day with from 1 quart to 2
quarts of sand; and it often happens that the first blast an average.

merely shatters the rock, and repeated charges are required to throw it down. The amount of ore thrown down ought to average 5 tons to a man each day. The Broken with ore is broken up with heavy sledges, loaded into carts, which convey it to covenient sledges. platforms, from which it is dumped into cars. The cost of mining a ton of ore at Cost $1,25 to this time, when miner’s wages are $2,50 a day, is from $1,25 to $1,50 a ton $1,50. Then in Part II, Meta]lurgy and Commercial values, Col. Foster considers  The Lake Superior Ores. I Their Peculiar uses and Application.-I propose to Uses and enter into the metallurgy of these ores so far as they possess qualities which do not application of ores.

appertain to the impure carbonates of the Coal Measures of Western Pennsylvania-pa. and Ohio and Northern Ohio. The furnaces which have sprung up in this portion of the chiefconAppalachian coal field, are the great consumers of the Lake Superior ores. This siimers. consumption, great as it is, will, with the development of the country and with enlarged facilities of communication, assume still more collossal proportions. From these ores, with skillful manipulation, can be made an iron of almost any What the desired strength, ductility, or tenacity; capable of being drawn into the finest wire, ores will malke. or forged into the most ponderous anchor; of being rolled to the thinness of paper, or the thickness of an armour plate; 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 as 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 Foreign ores of Sweden, in their mode of occurrence and in the peculiar qualities of the iron, analogous. present the strongest resemblance to those of this district. England derives her main supplies from the argillaceous ores of the Coal Measures Eng. and the Lias, while the balance is made up of the spathic carbonates and the red supplies.

hematites of the Carboniferous and the brown htematites of the Oolite. In France and Belgium, the limonites furnish three-quarters of all the iron ore; France and Prussia, on the other hand, has a large variety from which to select, such as brown Belgium. and clay iron ore, black band, red and spathic ore, bog ore, and to a limited extent magnetic ore. 229

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Conjunction of Coal, Iront, andt other Ailiierals. 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 ill 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 Free of respect, in their freedom from sulphur which in the Swedish ores is, as we have sulphur. 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 ganese manganese, which, in the ores heretofore shipped from Lake Superior, has been hithert found in a hardly appreciable amount; but now, ores rich in this substance are Now found. 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-] Free 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 factured product, on the other they possess, and particularly in the recently good discovered manganeseferous ores, qualities which will neutralize, to a certain extent, qualities. the 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 -gives 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 enhanced 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………………………………………………. 5-13 “

Champlain “………………………………………………….60 “

” 2-13 Clinton, N. Y., silicious,
yielding……………………………………45 ” ” 1-13 Blackband Tuscarawas, Ohio…………………………………………45 ” “

Average………………………………………………………………..58

6-13 ” ” Silica added As these ores are not silicious enough, per se, to make a good cinder when brought ins flux. ux. in contact with lime, a limestone containing 15 per cent. of silica is selected as a flux in preference to a pure carbonate. Lake Cham. The Lake Champlain ores are delivered at Buffalo cheaper than those of Lake ore cheapest. Superior.

Other things being equal, the latter would be substituted to the extent of 10-13. To make 1 To make a ton of iron are required,-Anthracite, (Pittston Valley,) 3,600 lbs. ton) iron. toirou Combined ores, 3,600 lbs. Limestone, 1,000 lbs. C,)st of in-The cost of these ores in Buffalo in 1863, was-Lake Superior, $7,00 per ton; gredients. Lake Champlain, $6,40 per ton; Clinton, Oneida County, $4,05 per ton; Black Band, Tuscarawas, $7,00
per ton. Pittsburgh At Pittsburgh, each manufacturer uses the product of different furnaces, to pro duce, as his experience suggests, the precise quality of iron fitted for the use intended, whether castings, bar-iron or steel. Choosesfrom He has a wide range to select from, for to this point is sent the product of the a variety. furnaces from Eastern and Western Pennsylvania, Ohio, Tennessee, Kentucky, and Michigan, and made from a variety of ores-the brown and red hbematites, 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. Required At Pittsburgh, to make a ton of pig-iron, are required-Lake Superior iron, materials.i m e ” o e 1tn 1
tons; Coke, 125 to 130 bushels; Limestone, 1 ton. For rich The effect of making the burden of the furnaces entirely of the rich ores of Lake Lake Superi-Superior is to increase their yield, andci this yield is estimated as high as 60 per oroes-cent. as compared when the lean ores of the coal measures are employed. The Han pay iron-master, therefore, of Northern Ohio, or Western Pennsylvania, can well afford $1 per ton-to pay $12 per ton for the imported ores from Lake Superior, rather than $5 per ton for those which occur in the vicinage. 230

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Past, Present and Fitlure of Chicago Investments. Hitherto, the ores sent from Lake Superior have been of a single character, if Only 1 kind we except the limited shipments of red hematite from the Jackson mine; but the exported. explorations on the Company’s property show that there exist in economical quantities, at least six varieties of ores, and each free from noxious ingredients, from Varieties which the iron-master may make his combinations to produce an iron of almostlarge. any desired quality.

These varieties I recapitulate: magnetic, specular, red oxide, brown hoematite, argillaceous oxide, and manganesiforous ore. That these ores smelted separately would produce a homogeneous iron is not to Benefits of be expected; but that each possesses certain properties, differing one from another, mixing. 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 Judgment my judgment is formed on the chemical composition of the ores, rather than the scientific, ,tnot practiresult of actual working. Of this great fact I am convinced, that the highest cal. capacities of the Lake Superior ores have not been developed. Special Qualities of the Iron Ores. Steel Manufacture.-It is a well established Steel 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 make its entered largely into its manufacture, making every variety, from the coarse steel Pitt. mnfr. for ploughshares to that for articles destined to receive the highest temper and polish. 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 Foreign magnitude. England produces annually 40,000 tons; France, 14,954 tons; Prussia, mnfr. 5,453 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:-]The great Bessemer desideratum, so far as relates to the uses and applications of iron, is cteap steel, and process. those who are interested in such matters were disposed to hail the Bessemer process as the harbinger of such an event.

It is of immense importance to the railway Steel for interest alone, in the substitution of the steel for the iron rail, since experiment has railways. shown that 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 What ores and sulphur, and the manganesiferous ores in close proximity, offer the mostbestf~r this promising field in the world for the realization of this great problem. process. The various uses of iron are considered, Railroad Bars, Armour Plate, Various Gun-Metal, Car Wheels, Wire Rope, showing Lake Superior iron suitable; uses. then a “Table showing the tensile Strength of Wrought Iron” is introduced, Strength. of which the most important tests having been given, p. 227, it is here omitted. Col. Foster thus considers Strength oj Lake Superior Ores.-The French irons, which show no very remarkable French iron. tensile strength, are made from the limonites. The Russian iron, which shows a strength unsurpassed except in a few instances, Russian. is made from the magnetic ores. The Phillipsburg wire drawn iron, which shows such marked tenacity, was made Phillipsfrom the magnetic ores of the Andover mine, which, unfortunately, has become burg. exhausted. 231 I

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Conjunction of Coal, Iron, and other Minerals. Salisbury, The iron of Salisbury, Ct., Centre and Lancaster Counties, Penn., is made from Ct., and Pa. the brown hsematites, and in charcoal furnaces, and is fully equal to the standard of the best English iron. M,ajor The specimen of Lake Superior iron, which shows a greater tensile strength than Wade’s test any on record, was made in a catalan forge, and drawn out from a bloom at the of Lake Jackson works. It was selected by me on the spot, and placed in the hands of Sup. iron. 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. Best admix-En resume, it is believed that the following admixtures of Lake Superior ores, ture-will produce iron of the required qualities: -for various For steel, the specular ores with 10 per cent. of manganesiferous ores. For iron uses.

requiring great tensile strength, specular ores. For soft iron, easily turned, for machinery, where extraordinary strength is not required, the brown hiemetites. 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 hematites, with 10 per cent. of the manganesiferous ores. For casting car-wheels, equal mixtures of the specular and brown hematite ores. For smooth castings, brown hiematite. [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. I 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 River 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……………………………………….. Places where Lake Sup.

ores were used, 1864. 1 25 3 1 2 ~ -.e**i….. ……….. ..,.o..oo, ….,…..,. Kittaning,

&c………………………………………………………………

4,500 52 34 241,500 1. Bitffalo 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 is anthracite. 2. Pittsburgh.-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. Shenango Valley.-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. M. 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. Brady’s Bend Iron Co.-This large company, whose works are located on the Alleghany River, have thus far used the Lake Superior ores sparingly; but with Brady’s Bend Iron Co. 232 4 7 10 3 12 2 1 3 1 3 6 28,000 60,000 56,000

5,0,00 60,000 2,500 5,000 …. .666 16,500 12,000 Buffalo. Pittsburgh.

Shenango Yalley.

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Past, Present and( Ftllt?‘c (f Chicago Investments. improved reilroad communications with Lake Erie, which will soon be open, they will hereafter become large consumers. 5. Mahoning Valley.-These furnaces are owned by the following firms: Brown, Mahoning Bonnel & Co., 1, Wm. Ward &

Co. 4, Niles; Jouth Ward, & Sons, 2, Mineral Ridge; Valley. Brier Hill Co., 2, Crandal, Tod & Co., 1, Eagle Furnace Co., 1, J. B. Canfield, 1, Youngstown; and McCrary, Bailey & Co., 1, Lowelville. The ores employed are mainly Lake Superior, with the kidney rock, and black-Brier Hill band ores of the neighborhood. The proportions are the iron-master’s secret, but coal. 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 slaty 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 21 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 Other places Local Consumption of Lake Superior; and upon Fluxes.]

omitted. The Prospective Demand for Iron.-It is not reasonable to suppose that there will Prospective be an over, production of this most precious of metals. Its use is so intimately demand for 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 accomplishment. Few persons estimate its full value in all that Its intrinsic relates to the production, the transformation, and the distribution of the materials worth. 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, locomotion; and finally distributed to the race for consumption 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 Wants of its annual maintenance equal to the national production a quarter of a century ago. railways There are in the loyal states over 34,000 miles of railway completed, or under Theirextent. 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, which is in excess of the whole product of the country in 1850. Although our railways have been constructed largely of English To use iron, the financial condition of the country is such and is likely to remain so, that American iron. we have largely ceased to import, and must depend on our local resources. Iron Product of Principal States, 1850 and 1860. (U. S. Census.)* U. S Census.

Tons of Pig Iron. Product iron ore and pig 1850. 1860. iron, 1850, 200

3,224 l6. 320 f 12.287 13,700 13,420 11,000 23,022 63,145 285,702 553,560

24,631 29,048 43,641 30,500 52,65? 94,647 1,850 375 660 10,400 1,000 2,000

19,250 22,000 24,245 23,362 22,163 9,096 30,420 18,417 555,469 E84,474

Tons of Ore’ Mined. 1850. 1860. 5,000 1,000 7,676 4,500 27,909 25,000

35,450 20,700 46,385 176,375 877,283 1,706,476 51,266 57,800 99,886 79,200

140,610 228,794 5,200……………… 2,700 17,900 3,000 4,500 37,000

42,000 72,010 73,600 67,319 23,217 88,810 53,220 1,563,004 2,514,282

*These figures vary from my copy of the census. The table of ore in 1860, including that manufactured, Error as to was 8.,218,275 tons. The total pig was 987,559 tons. The above table is only of the “principal States.”

Mich. 233 States. New Hampshire……………

Vermont…………………… Massachusetts……………..

Connecticut………………… New York…………………..

Pennsylvania……………… New Jersey…………………

Maryland………….. Ohio…………………………

Indiana…………………….. Michigan…………………..

Wisconsin………………….. Missouri……………………

Kentucky………………….. Virginia……………………

Tennessee…………………. Total.

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Conjuenction of Coal, Iron, and other lVinerals. 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 nIinous coal.0 falling off; 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 Competing Ores.-The specular and magnetic ores have been introduced into the ores. 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. Mo. ores. 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 These mines are separately considered, and though the yield ” is hardly favors Lake Superior. as rich as the Lake Superior,” yet the item of transportation is so much in favor of Lake Superior, that Col.. Foster observes: These ores But apart from these considerations, my impression is, that with a restored used in N. country, and commerce flowing through its accustomed channels, the Lake Superior Y. Pa. ~ ores will monopolize the markets of Western New York, Western Pennsylvania, and Mo. ores Northern Ohio, while the Missouri ores will seek their appropriate fuel in Southern South.

Illinois, Southern Ohio, and Kentucky. Frobn the foregoing Demand details, I think we may assume that, with the enlarged facilities for transportation increasing. ready to go into operation on the opening of navigation, and with an equalized scale of labor in 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. Rapid in-This circuit embraces the most favored portion of the United States.

Here popcrease of ulation duplicates itself each decade of ten years, and to keep pace with this growth Lake the iron product should duplicate itself also,-to say nothing of the multiplied uses region. 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 These for all time, there will be an almost unlimited demand for these ores. Pittsburgh, mufg. towns the Mahoning. and the Shenango Valleys, to say nothing of Buffalo, and the ports to beat on the southern shore of Lake Erie, will, as seats of iron-manufacture, outstrip Eng. Yorkshire, Staffordshire, and South Wales; and fifty years hence, when our resources shall have been thoroughly developed, our descendants will wonder, that, with an To produce exhaustless supply of the purest ores, with the cheapest of all modes of conveyance our own -lake navigation,-and with ample supplies of fossil fuel suitable for smelting, in iron. a healthful climate, and amid a productive soil, we were so long dependent on foreign sources for that most precious of all metals-IRON.

These views These facts and opinions, prepared by one of the most accomplished, trustworthy. 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. Results con-The rapid increase of demand for these ores each of the three years since fremtJudg-these mines were bxplored, abundantly confirms Col. Foster’s judgment as mont.

Advantages to the superiority of these ores. If so valuable as to bear transportation of Chi.ia into the interior of New York, Indiana, Ohio and Pennsylvania, supplanting transporta tion-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 -mixing conveniences for obtaining this superior ore? The necessity of mixed ores, ores. and the abundant variety Lake Superior affords, is a very important feature. 234

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Pa(tst, Present aid Fuwture of Chicago Investments. Touching further upon some of these advantages, Col. Foster appends to Dr. Lam zn ~~~~~~~~born.

his Report the following paper, which was originally prepared for the NVew York Tribune and had been inserted in Hunts’ Merchants’ Magazine: ADVANTAGES OF LAKE SUPERIOR REGION FOR PRODUCING CHARCOAL Lake Sup.

charcoal PIG., iron. BY DR. R. H. LAMBORN. The proper development of the iron industry of the United States demands a Large desteady and abundant supply of first class charcoal metal, suitable for working into cmand for chnarcoal 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 Diminishing quantity of charcoal to mineral coal iron produced in the United states has decreased supply in with the increasing production of the vast anthracite furnaces of Eastern Pennsyl-East. vania, and with the discovery of pure bituminous coal in Ohio, while scores of charcoal furnaces, scattered through the Eastern 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, Eng. supRussia and Nova Scotia for her best brands. plied from Sweden, etc. If we follow around the same northern isothermal zone in which these countries Saweden zonetc are located, we reach, upon our great lakes, a region designated by nature in the supplies us. most extraordinary manner as our future domestic source, of a vast amount of excelent 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 with 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 their p e c u l i a r 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 Supe-Lake Sup. rior, extending 40 to 60 miles into the States of Michigan and Wisconsin, is one of rich in minthe richest mineral regions on the globe. A district producing copper on the north erais. 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 process of development southward of this copper belt; while from Lake Monistique in Schoolcraft county, to a point as far west, at least, 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 himetite, brown hematite, 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 inexhaustible.

One-eighth of all the iron now made in the entire United States is dug from the Supplied mines of Marquette county, and yet, ten years ago, a piece of Lake Superior ore one-eighth was a curiosity to most of our practical Metallurgists. * the iron of U. s., 1L865. The development of the manufacture of pig from charcoal, in the county of Ilncrease of Marquette, has been even more remarkable, as the difficulties to be encountered in charcoal iron more rebuilding large structures, erecting new machinery, and collecting necessary labor markabie. in a distant and hyperborean region, are numerous’and serious. The earliest iron made was produced directly from the ore in what is known as Iron first the Catalan Forge. This manufacture was commenced in 1847 by Everett & Jackson, made 1847. at the Jackson Forge. After it followed the Marquette Forge, then the Collinsville Forge, and lastly the Forestville Forge, all in the same vicinity, near Marquette. They made iron with more or less success for a few years, but are now in ruins, or First works so greatly dilapidated that much time would be required to repair them. in ruins. The production of pig iron from charcoal commencing at the Pioneer Works, Increase. near the Jackson mine, in 1858; 1,627 tons were sent to market that year. This manufacture has increased by the erection of new furnaces, until at present the 235

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Conjunction of Coal, Iron, and( other Mit’e-als., Pioneer, the Collinsville, the Forestville, the Morgan, the Northern, and the Greenwood Furnaces are in activity. The progress of the trade has been as follows: Mnfr. 7 yrs. In 1858……1,627 tons were exported. “1859……7,258.” “

“1 ‘ 1860……5,660 ” ” “1 ” 1861……7,970 ” ” ” Total ore The total quantity of ore already extracted, chiefly from the three first mines, is 1865, not less than 925,000 tons, nothing but “surface” or “patch work”

has yet 925,000 tons. been done. 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 inex-recently have adits for drainage been begun. The surface rock indicates in many haustible. points 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 in the three or four oldest mines, with every likelihood of vast quantities in the beds below water level. Other local-In addition to this are hundreds of localities where iron is known to exist in a ities. 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 Ease of quarries. The operation consists in blasting from a ledge of ore large masses, mining. 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. 4,000 tons by At the Jackson Mine, a hole 18 feet in depth and two inches in diameter, loaded one blast. with powder and exploded last March, brought down 4,000 tons of ore. The holes Facilities are all bored with good steel drills, managed by two strikers and one turner. The for handling 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 Marquette, ping. pg 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 wheelCost. 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 21 tons of ore per day per man. In 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. Freight to The freight from Marquette to Cleveland is $3 per ton, thence to Pittsburgh $2 Cleveland to $2.50. So that ore may be laid down at the great iron manufacturing city of the and Pitts. Union at from $10
to $11 per ton. The lowest rates which have prevailed, I am informed by my friend H. B. Tuttle, of Cleveland, were those of 1861, when 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. *

Process of The long winters with their five consecutive months of snow, during which charcoal charring in pits is attended with many difficulties, renders this plan the most mnfr. expedient. Charcoal is now being delivered at the furnace at 11 cents 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 hematite 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 Cost. 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 that 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 f(oregoing 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. Future en-The future of the manufacturer is encouraging; and in case the internal revenue couraging.

taxes, joined with an inadequate tariff, do not force the business across the Atlantic, it will develope even more rapidly in the future than the past. Land, from which may be cut an average of 50 cords of wood per acre, may be bought at from $2.50 Competition to $4 per acre 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, 236 In 1862…… 8,590 tons were exported. 111863…… 8,908 11 11 11

1864…… 13,832 11 1, 11

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Pat, Present and Future of Chicago Investments. and in five years there will be from 12 to 15 mining companies competing for the -and market. This combination of circumstances will secure the delivery of ore at any milling point on the shore of the lake that may be selected, at rates most advantageous to companies. 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 C(hicago Republican kindly consents that extracts may ar.Chi.R,p. be taken from an unpublished letter from a special correspondent:-* The principal feature of Escanaba is the magnificent ore dock built by the EscanabaChicago & Northwestern R. R., a structure which has not its equal in the United shipping facilities.

States. This dock contains 196 pockets for loading ore, each pocket holding 40 to lt 60 tons, from which 4,000 to 5,000 tons of ore have been loaded in one day. The 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 especially useful in winter, 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 Increase of business done over each is immense. In 1866 the shipments of ore from Escanaba shipmentswere as follows: From the Jackson Mine, 53,963 tons; New York, 33,462 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 furore at the end of 1866. During the same year 689 tons of pig metal from the ther. Pioneer and Morgan Furnaces were shipped from Escanaba.

That these shipments are but the beginnings of an immense traffic there can be no doubt. -The Fnergy of Peninsula R. R. branch of the Chicago & N.

Western R. R. has already lapped N. Wd. railround 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 the slow moving Marquette and Bay De Noc R. R. Co., in the construction of the road from Negaunee 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 the Safe harblorBay De 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, draught. too, Escanaba is nearer to every port on the lower lake than Marquette, while Distance sailing vessels bound there avoid all the vexatious delays and expenses of the less. passage through the St. Mary’s River and Canal. Besides all this, Escanaba is Early navopen to navigation at least two weeks earlier in the spring and later in the falligation.

than any port on Lake Superior. It is eminently desirable that Chicago merchants should inform themselves Trade valuasomewhat respecting capabilities of the Lake Superior mineral districts forble to Chi.

production, and their value as customers. The Marquette Mining Journal remarks upon-Marquette Jour. The Future Supply of Lake Superior Iron Ore.-The season now closing has been Future sup-‘ marked by a greater development of the leading interest of this region-the ply of iron production of iron ore-than in any other year since the mines were opened.

ore. 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~ oresabuncertain that no limitation of the business will ever take place by reason of the dant. inadequacy of the supply. * This correspondent was employed the winter of 1866-7, to explore the mining region of Lake Superior, Thorough and several letters have been published in the Repubican giving full information. This lavest be ing a in sort of resume, has been waiting for a convenient occasion ever since. on. 237

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Conjitnction of Coal, Iron, and other ]inerals. supply The highest yearly product of any single mine previous to 1867 was about 90,000 increasing.

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 producMachinery tion about 50 per cent. over that of 1866. The introduction of machinery, and the aidls. system 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 Mines im-history. Generally speaking, the deposits of ore in these mines enlarge as they prove down-are worked downward, giving promise of an unfailing supply for the future. wards. New discov-On the New, or Magnetic Range, there is the same gratifying assurance of a eries.

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.

Under The system of underground mining has been adopted already at the Edwards mine ground on the new range. The greater regularity of the occurrence of the deposit on this mining. range, and their nearer correspondence to regular veins are calculated to facilitate this mode of mining, and to insure a large and uniform crop. More A large deposit of soft hematite of good shipping quality has flso been discovered hamatite.

during the past year on the land of the New England Company, and that of the Lake Superior Company adjoining, from which a considerable supply of this kind of ore can hereafter be derived. The aggregate production of ore during this year Demand in-from all the iron mines in this country is about 450,000 tons. The demand has creases with held good up to the last days of navigation, and but little, we understand, remains supply.

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. Lake Sp. The Lake Superior Mining Journal, February 1st, furnishes this Products of Marquette County. Its Business, Product and Improvements for the Year 1867.Marquette Rapid as has been the development of the iron interest of Lake Superior, the year co-, 187. 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 County 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 United States.* Population The population of the county, as made up from reliable estimates, has been increasing. 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 U.S.

Census, of 1860, states the annual tion injuli-product to June 1st, of ore mined, 908,300 tons; used in furnaces, 2,309,975 tons; total, 3,218,275 tons. The increase of Lake Superioror is an abundant wonder, which exaggeration only destryus. The increase of Lake Superior ore is an ahundant wonder, which exaggeration only destroys. 238 *statement of Mines described. Shipping.

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Past, Present and Future of Chicago Investments. figures of The Marquette and Ontonagon Railroad are for 1867, tonnage eMar. and east, 309,122; west, 30,959; total 340,081; for 1866, 236,976; increase Ot. R.; 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 Railroad, has been taxed to Full busiits utmost to furnish transportation for the immense amount of freight pressed ness. 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 capital. about $5,000,000. Produce of Lake Superior Iron Ore, 1867.

Produce * Net tons. Lake Sup. Companies. orIe 18 6. 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………………………………………………

Tron Mountain Iron Co………………………………………….

Iron Cliff (estimated)…………………………………………….

Total Iron ore……………………………..469,320 513,062

Manufacture of Lake Superior Pig Iron, 1867. Furnaces. Tons. Furnaces.

Tons. Lake Sup. Tons.___ pig, 1867. Grenwood………………………

5,89 Bancroft…………………………. 3,051

Morgan………………………… 5,050

Pioneer…………………………. 6,980

Michigan,……………………….. 4,131

Northern……………………….. 1,730

Collins,………………………….. 4,630 Total, Pig Iron, tons,…………………………………………………….. 30,911

Total, Iron Ore………………………………………………..

469,320 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. Value. Year. Iron Ore. Pig Iron. Value. Product ore _______ ______ _______and pig from 1858 to‘67. 1858 31,035 1,629 $

249,202 1863 185,257 9,813 $ 1,416,935 1859 65,679 7,258 575,529 1864

235,123 13,832 1,867,215 1860 116,998 5,660 736,496: 1865, 1;5,256 12,283

1,590,430 1861 45,430 7,970 419,401 1866 296,872 18,437 2,405,960 1862

115,721 8,590 984,977 1867 469,320 30,911 3,475,720 * Mr. S.C. Baldwin, Superintendent of the Peninsular Railroad. before the publication of the Marquette Mr. Bald. paper, had supplied this statement of the ore products, which nearly accords; as in the last item, instead win’s stateof “Iron Cliff,” which is omitted, Mr. Baldwin gives amount “furnished to local furnaces,” which in the ment. other statement is included in the product of each mine. 239 Grosf3 tons. 126,391 75,822 7,827 47,000 120,178

46,607 9,075 14,980 25,440 :5,000 1,000 469,320 133,280 81,480 5,894

48,024 108,560 51,967 9,943 5,577 24,726 3,918 - 39,693 bl3,062 Total Iron ore………………………………………………

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Conjunction of Coal, Iron, and other Minerals. First export Exportation began in 1855, when the Sault St. Marie Canal was opened, 1855. with 1,45
tons; in 1856,11,594 tons ere exported, and in 1857, 26,184 with 1,445
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 Meek er., furnished the Marquette paper quoted, and adds these rearks: the latter, furnished the Marquette paper quoted, and adds these remarks: Routes for Of this quantity of ore, 469,000 tons, 300,000
were shipped to Cleveland, Ohio, ore. the balance to Detroit, Erie, Buffalo and Toledo. Of pig iron the greater part was First cargo shipped to Chicago. The first cargo of ore, 355 tons, was received from Lake at Chi. 1867. Superior at Chicago in Dec. 1867. For shipment to Indiana 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 Advantage those to Cleveland or any other port. The Lake Superior ores, via Escanaba, can of this co of this come to Chicago at least $1 per ton less than to Cleveland. Escanaba, the ter route. 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. Good Ia. In Clay and Parke counties, Indiana, an excellent quality of splint or block coal. 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 To smelt have been constructed in the last six months at Brazil, Indiana, to smelt Lake Lake Sup. Superior ores with this coal. They are a great success, making pig iron, it is ores.

averred, with less coal than is being done by any other bituminous coal in the country. To come The Lake Superior ores for these furnaces, must be shipped from Chicago; and through Chi. 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 northA Chi. iron west. In this connection, some large capitalists here have formed a stock company Co. of $250,000, to construct two blast furnaces, having capacity to make 60 tons pig Other mills. iron per day, furnace to be in blast by 15th Sept. next. Other parties are getting Ill. coal. ready to erect mills to make bar and sheet-iron, nails, railroad spikes, etc. It is 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 coal 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 Chi. a dis-the great iron region of Lake Superior, and not have it used right here. The tributiug greater part of the supplies for the iron and copper regions of Lake Superior, are point for West. fr now shipped from here, six steam propellers being’constantly engaged in the trade, during the shipping season, besides large shipments via Chicago & Northwestern Has Y Lake R. R. to Escanaba. Three years ago Detroit and Cleveland had the great bull of Sup. trade. the trade, while now Chicago has at least three-fourths of it. Chi. our. Mr. Meeker has organized an Iron Company here, thus noticed in the Chicago Journal: Mr.

Meeker’s The Manufacture of Pig Jron at this Point.-Several weeks since we made mention Iron Co. of the fact that experiments had been made in smelting Lake Superior Iron Ore in Trial of Wil-this city by Illinois Coal, from the Rhodes Coal shaft at Wilmington. The trials mington proved successfil, and it wasEsatisfactorily demonstrated that Iron of a very good coal. quality could be made at a figure much below what it costs to lay the article down here, either from Lake Superior, Pennsylvania, Ohio or Indiana. Capital With facts and figures indisputable as to the pecuniary profits of such an enter$250,000. prise, some of our prominent merchants have organized a company with a capital stock of $250,000, to be called the “Chicago Iron Company.” Two blast furnaces, with a capacity to smelt thirty tons each of iron per day, will at once be erected, and put in operation just as soon as navigation opens and a supply of iron ore can be obtained. 240

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Past, Present and Future of Chicago Investments. Among the list of subscribers to the stock of this new enterprise, we find the Stockholders names of A. B. Meeker, E. T. Watkins, P. L. Yoe, S. B. Cobb, Jerome Beecher, John B. Turner, George L. Dunlap, Perry H. Smith, Cyrus Bentlbey, George Armour, Hiram Wheeler, F. Haskell, Hugh T. Dickey, and other gentlemen largely identified with the interests of our city. To say that the manufacture of iron in this city is a matter of great importance, Importantto is speaking of it lightly when the advantages to be derived from it are fully con-Chi. Ridered. Chicago is naturally the grand distributing point for the West and Northwest, and the steady increase of fully 33~ per cent. per year in the sale of both pig and other manufactured iron, during the past five years, demonstrates the fact beyond all question. Chicago is not only the best distributing point, but it is the best port on the Chi. best whole chain of lakes at which to deliver iron ore, it having the advantage of fully shippinl0og $1.00 to $1.50 per ton, in the shape of freight, over Cleveland. port for ore.

Escanaba, which is destined to be the great shipping point for the Lake Superior ores, is within 300 miles, and vessels from the lower lakes will gladly bring as ballast, Canada and Lake Champlain ores. Good Wisconsin ores can also be Wis. ores. obtained, and 60 miles south of Chicago lies immense bodies of “bog ore,” which assays 521 per cent. It will thus be seen that Chicago can obtain at a lower Ill. ores. figure a greater variety of ores than any other city or port in the United States. The next question to be solved is the supply of fuel for smelting purposes, which Coal-Ill. is easily done by stating the fact that raw Illinois Coal can be laid down here in large quantities at $3 to $4 per ton. Indiana Coal, of a quality very little inferior Indiana. to Brier Hill, at nearly the same figures. Pittsburgh Coke and Anthracite Coal can Pitts. Coke also be laid down here at a very small advance on the cost in Cleveland. With all and Anthra cite. these advantages, Chicago can unquestionably compete successfully in the manu-cte facture of Pig Iron with any other city in the Union, and in place of having to pay tribute to Pennsylvania and Ohio, the State of Illinois will in the course of a few years manufacture all, or nearly all, the iron which this great Western country will need. The success of the manufacture of Pig Iron here, once established, will insure Businesswill the erection of mills for the manufacture of bar iron, nails and other descriptions of increase. hardware-indeed Eastern capitalists are already here looking into the feasibility of at once putting into operation a first-class nail mill, and it may with truth be said that Chicago is yet in its infancy, and destined to be the greatest manufacturing point in the United States. Mr. Baldwin, Superintendent of the railroad to Escanaba, says the cost Mr.Baldwin. of ore at the mines in 1867, was’$4, and will probably be $3, this year, and Cost of Lake Sup.

ore. railroad freight $1.75, freight to Chicago $1.50, making total cost $6.25 to $7.25, per ton. Mr. Meeker has contracted for his supply delivered here, at $6.50. Suppose we have to use Brazil coal, the cost per ton on Brazil coal. cars is $2.75, freight $3, is $5.75, per ton. It requires, say 2 tons each of ore, $13, and coal, $11.50, making $24.50, Pig cost $80. and allowing $5.50 for cost of smelting, makes the very best of iron in pigs cost $30, per ton. These are outside figures, to be reduced upon each item. To be re doced int)oubtless competition will reduce the cost of ore, $1, to $2. Then freight aore and will be some reduced by strong competition usually with the fleet offreightgrain vessels, which will load in part with coal on Lake Erie, to throw off at Escanaba, and then load with ore or iron for Chicago. Down freights largely exceed up freights, and Chicago will usually have coal brought from Lake Erie, and iron from Escanaba, for a small profit above cost of handling. From $1.50 to $3, will be saved on coal. The Pennsylvania and Ohio coals -coal and will be brought down by competition to $4, or $41 on Lake Erie, and freight freight. to $1, or $1.25; and these coals of long-tried use, we can rely upon both,Pa. and 0. in quality and amount at under $6, per  ton. We are constantly hearing of coals sure. 241

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Conjunction of Coal, i-on, and other i[‘,nerals. other coals equally as good and even better; but when we know that within 100 miles of Chicago, a coal as good as Brier Hill or Ormsby can be had, it Brazil will be a bright day to Chicago manufacturers. Next to them, as at present probably next. advised, the Brazil coal spoken of by Mr. Meeker, has been best tested and not found wanting. With a straight railroad, saving some 70 or 80 miles out of 250, which is contemplated, and will speedily be built, taking down ore and bringing back coal, freight will be reduced more than half. First Tocost$.5o. cost, too will be less than $2.75, and this coal can be delivered for $4,50 per ton. Wilmington Besides, the tests of Wilmington coal afford strong evidence that we coal good have inexhaustible beds of good quality within 50 to 60 miles of Chicago. In addition to the experiment alluded to by the Journal, p. 240, Mr Walker, President of the Chicago & Wilmington Coal Company, informs me that 30
tons were used by Capt. Ward at Detroit, successfully smelting Lake Superior ore. It is regarded by its friends one of the best coals brought here, the deCosts $3.90. mand exceeding the supply. The railway freight is $1.40 per ton, and at $2.50 on the cars, the cost is $3.90. Even if not equal to the Brier Hill, it will take the place of that in many uses, leaving that for the special purposes for which it is wanted, and bringing down its price to the lowest possible figure. Railw,ys to Our railways understand the interest they have in promoting the congive cheap freights.aP sumption of Illinois coal. The Wilmington comes by the Alton road, and their entire coal freight as yet is in this to Chicago, of which their last Chi., Aton report thus speaks:Rep. cOO tons 65. The coal traffic of your line is yet in its infancy. Beginning in 1865 with 6,000

146,050 in tons, it increased in 1866 to 71,090 tons, and in 1867 to 146,050 tons. A large 1867. number of new mines are being opened, from which an increased amount of coal will be taken the present year. This traffic This branch of our traffic is one that must be specially cared for. The coal upon to be cared your line, when mined extensively and cheaply, as it soon will be, if proper for. encouragement is afforded, will contribute largely to your future income, and diminish operating expenses by reducing the cost of fuel burned upon your locomotives. Coal field It will not only contribute to enhance the value of your property as already under road, stated, but an All-Wise Providence has placed an almost continuous deposit of coal 230 miles. below a soil unsurpassed in fertility, for a distance of two hundred and thirty miles, traversed by your railway. Nearest Chi. The northern portion of this immense coal field is much nearer to Chicago than -only 55 any other, (being only 55 miles) and your railway will, at no distant day, be the miles. means of transporting nearly all the coal consumed in that city. means of transporting nearly all the coal consumed in that city. Competition We trust that concluding declaration is not to be realized, for it would indispensable.p become an oppressive monopoly. The Illinois Central, Rock Island, and Burlington and Quincy, pass over the coal field and transport more or less Other railcoal, and probably on other roads good quality will be found, though the roads. Alton Road will have some advantage in distance. We shall have more Canal and roads, too, south and southwest.

Then, along the canal and Illinois river, rnver. which affords the cheapest transportation, good coal may be found. We .yet know very little about our immense coal field. 242

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Past, Present and Future of Chicago Investments. The Chester coal is another reliance, we hope, for the cost of water trans-Chlester coal.

portation will not largely exceed that of railway from Wilmington. This hope is strengthened by the success of an experiment at Carondelet, near Successf,l St. Louis, smelting Iron Mountain ore with Chester, or Big Muddy coal. tri at St L. Ameeting of congratulation was held ” on’change at 12 o’clock” where Bo,rd of Trade reslte speeches were made and these resolutions adopted:- tions. Whereas, The iron furnace at Carondelet, smelting the ores of Missouri with the Mo. iron coal of Illinois, is now in successful operation, not only yielding iron in large and oreincreasing quantities, but producing it in quality suited for the most valuable uses -Ill. coal. of mankind; and Whereas, The entire success of this experiment, with the richest ores known, -secures to and with coal to be had in quantities as unlimited as our mountains of iron, opens a Mo: prenew era in the iron production of the continent, and will secure to Missouri eminence. preeminence, in the domestic iron trade of America; therefore, Resolved, That we, the Union Merchants’ Exchange of the city of St. Louis, Congratucongratulate the people of Missouri and Illinois on the auspicious event, and invite late Mo. and 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. made the centre. 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 mnfg. great manufacturing city, will surely be realized; further deponent saith gcity. not, for it would prove nothing. The Illinois State Journal, Dec. 31st, 1867, furnished an account of an al. State experiment by the Sangamon Coal and Mining Company:- Jour. experiment by the Sangamon Coal and Mining Company: ~ * ~This new development of coal, which has been so Sang. Co.

throughly tested, is from the mine of the S. C. & M. Co., located at Itowlett, in coal tried Sangamon county, Illinois. This company own nearly 1,500 acres of coal territory, withl suc Sangamon county, Illinois.

~~~~~~~~~~~~~~~~~cess. - lying together in a body on the south fork of the Sangamon, and on the line of the Toledo, Wabash & 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 Iron super,by any other coal. The shortness of the time required, as compared with that of or. 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-These points tions, it would appear incredible that in this greatest known coal-field of promising. the world, good qualities should not be found.

Explorations thus far teach Much to us that we have much yet to learn; and for the far reaching view which learn. we are taking, it would not be unreasonable to draw considerably upon the future to Detain the future.

But this we have done no further than to No hypocalculate to some extent upon what man will do from what he has done. thetic basis. Calculating upon the profound arcana of nature is quite another proposition, which is not necessary. Judging from the past, nature will probably Reality sufbe found as favorable to Chicago as other points; but why draw upon it fies 243

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Conjunction of Coal, Iron, and other MLinerals. when not necessary? From what we have seen, Chicago can have a never failing supply of good bituminous coal from Lake Erie at $6, with plenty Ir-n athigh-of competition to reduce the price $1 to $2 per ton. At the highest figure, e,,t, $30 es 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 -probably an unlimited supply of coal and iron at these figures-and iron probably Coal$3.50. 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 Large same position in iron, that she has in her provision-manufacturing? Nor region to suepply. need we to seek any other region to supply than that naturally tributary to Sale of nails.

Chicago. MIessrs. 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 capital will affords these abundant facilities. How long before capital will discern discern its interest. 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 prosperLeaps with ity. Our leaps onward in the scale of progression, will only be limited by steelsprings. 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 through her to the whole Nation. Nor does Chicago superiority end with iron. In other chief minerals she has great facilities to obtain supplies. Houtghton Lake Superior Copper.-The Houghton Gazette gives the product of Geach mine last year, from which this abstract is taken: each mine last year, from which this abstract is taken:  L nopper Produce of Lake Superior, 1867. Lake Sup. copper’; Largest Smallest I Total, Total, I rDct67istrict. MieNo.

Mines. Mine. 1867. 1866. Tons lbs Mines. lbs. ~~~~~Tons. lb Os. ls Tons. Tons. ons. lbs. Tons. lbs. Tons. lbs. Portage Lake……………………. 14 1,175 565 17 8 - 6,424 565 5,050 1,747

1,373 0,818 Eeweenaw……………………….. 18 1,086 1,077 2 0 3,801

777 3,023 691 778 86 Ontonagon……………………….. 10 329 -832 14

114 1,509 1,210O 1,701 1,250 1921 40 37 11,735 5521 9,775 1,688 Copper Product of Lake Superior, 1845-67. Year. Tons. lbs. Year. Tons. lbs.

Product 1845 -1867. 1845 to 1854……………………………..

7,642…… 1862………………………………………. 9,062 1855
to 1857…………………………….. 11,312……

1863………………………………………. 8,548

1858……………………………………… 3,500……

1864………………………………………. 8,047

1859………………………………………

4,200……………………………………… 10,790

1860……………………………………… 6,000……

1866………………………………………. 10,375

1861………………………………………. 7400……

1867……………………………….18. 11,735

Total,……………………………………………………………………………………………….

90,087 244 Product‘67. …… 1,156 1,688 552 1,896

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Past, Present and Future of Chicaqo Investments. The correspondent of the Chicago Republican adds to his remarks upon Cor.Ct,i.Ren. iron, p. 237, the following upon copper and upon the Lake Superior general trade: With regard to the Copper District, my preceding letters contained notices of one 130 compahundred and thirty different mining companies. Of these companies seventy-eight nies. have suspended operations; in some cases temporary, in others probably lasting. The number now operating is fifty-two, with what result in each case has been52at work. stated so far as could be ascertained. Of these companies working and nonworking, 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 $13,465,500. $13,465,50o. On this investment $5,570,000 have been returned as dividends to the Shareholders of eight companies. The operations of all the companies have resulted in a gross product of 86,588 Total to Dec. tons of mineral copper. Figuring this at 75 per cent. of ingot copper, which will 1866, 86,588 probably be a little under the mark, will give 64,941 tons as the total product; the tons.

value of which estimated at an average price during the past twenty years, $500 per ton, would amount in round numbers to $39,000,000. During the past year $39,ooo,o0i. (1866) the product of mineral Copper was very nearly 10,471 tons, which at 75 per cent. ingot would give 7,854 tons.

Reckoning the average price during the past year at 30 cents per lb., or $600 per ton of 2000 lbs. we should have $4,712,400 as 1866, the value of efforts for one year from the copper districts of Lake Superior. It $4,712403. would be no exageration to say that at least $4,250,000 of this amount was spent Mining in the district itself, in wages to laborers, and in paying miscellaneous expenses, trade. machinery and mining supplies imported for the development of the mines. In aid of this, also, assessments to the amount of $1,375,000 were paid during the same time by the shareholders of the different companies. The iron region is pressing hard after the copper district, as a producing, Tron increasexporting community. Already in bulk it largely exceeds that of the copper dis-ing.

trict; and increasing rapidly in amount, it will before long be equal in value. The Shipments total ore shipped from Marquette and Escanaba since 1856 is 1,297,039 tons, of from Mar quiette. an,d which 285,243, tons were shipped the past year, (1866.) The price per ton on board qEscttanaba.

vessel is $5,00, making in round numbers $1,425,000 as the value of exports of ore during the past year. Shipments of pig iron must also be taken into account. So far as can be Pig iron. ascertained, shipments during the season were 16,187 tons out of a product of 18,437 tons; the balance made after the close of navigation will of course come forward during the coming season. Estimating price last year at $55,00 per ton, would give $890,285, as the value of shipments of pig iron during 1866.

These estimates, which are offered only as approximations, but are believed to be substantially correct, make the value of exports of ore and pig iron during 1866, $2,315,285. Ore and pig, Adding to this the figures of copper, gives $7,026,605 as the value of copper and 1866,,2 iron exported 1866. $2,315,285. To this sum must be added something for furs, fish, and root crops, in which a Other considerable trade is already done.

The proportion of this sum which is spent in products. the district, or rather, which is employed in purchasing supplies for its population, and the operations of the mining companies, may be estimated from a consideration of the following facts: Practically the whole industry of the country is directed All mines. to the development of its mines. Where does all this business go? What proportion of it comes to Chicago? A very small part indeed. Of the iron ore shipped, Where about one-fourth goes to Erie, three-eighths to Cleveland and Pittsburgh, while the trade and remaining three-eighths is distributed between Detroit, Toledo, Milwaukee, Chicago ore goes. and other points. Of pig iron, about eight thousand tons have been shipped to Chicago. Chicago having no capital for mining, the trade from Lake Superior at Chi. hadno capital f,r first went naturally to Detroit and Lake Erie, and no effort has been made this trade. here to obtain it until the past few years. The character of the trade, and Its tendency to Chi. its tendency toward Chicago, are points of importance as affecting iron transportation; for vessels trading there have nothing but iron and copper 245

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Conjunction of Coal, Iron, and other Minerals. for return freights. The following statement has been prepared at my request by one well acquainted with this subject: Mining Lake The mineral district of Lake Superior has scarcely any resources, except these Sup. depend derived from its great Mineral Wealth. But very little attention is paid to agriculture, ence.

although it has some very rich soil. As a general thing, the seasons are found too short for the maturing of crops, with the exception of potatoes and hay. The majority of the laborers have been brought up in England, Ireland and Germany, in a mining country, and consequently are accustomed to the art of mining from Purchase childhood. In consequence of these facts all the necessaries and comforts of life everything. must be imported. Detroit first Detroit having interested itself largely in the mining enterprise of Lake Superior, interested-belonging to the same State, and establishing at once a regular communication by water, of course was the uniform choice as the depot of supplies for the district.

First steamIn 1850 the propeller Manhattan, was moved across the Portage. The “Napoleon,” boats. a schooner moved over previously, was also constructed into a propeller. The propeller Monticello followed in 1851, and the side wheeler Baltimore in lS52. Connected These four formed a regular line on the Upper Lake,.connecting at Sault St. Mario with Detroit with steamers from Detroit and Cleveland. In 1855 when the Sault St.;Marie Ship and Clevelaud. Canal was opened, Detroit and Cleveland put on a line of seven boats, transporting largely freight and passengers. They run without competition, and charged high rates for freight and passengers. It is well known that Detroit grew rich out of this trade. Chi. did Chicago, even at that time by far the best market, made no effort to obtain this nothing. important trade. The facilities for transportation were too limited and unreliable to induce business and mining agents to go into that market to:purchase, as often freights had to lie for weeks in warehouse, and besides’was subjected, particularly No regular in the latter part of the season, to exorbitant rates. Some seasons one, some two line of boats. boats were on the route, and they did not pretend to run regularly, but would make trips elsewhere when more profitable. Under these circumstances the Lake Superior people preferred to pay-higher for supplies at Detroit and Cleveland, although they Detroit and knew well, that the Chicago market was by far most advantageous. In 1864 the Cleveland Cleveland, Detroit and Lake Superior Line, consisted of 12, mostly first class b.ad 12 boats 1856. steamers, while Chicago had but one side wheeler, (for a part of the season) and Leopold & two propellers on the route. Messrs. Leopold & Austrian, an’enterprising busiAustrian. ness firm, one or both residents and active business men there for over 25
years, have since 1z50 established trade at different points of the copper region. With their large experience, they comprehended the situation and determined to establish a reliable line of steamers from Chicago, with reasonable rates of freight all the -estab-season round. They purchased the propeller Ontonagon, 640 tons, and put her on lished a Chi. the route 1865. The current of trade at once set for Chicago, so much so, that these line 1865, 2 libats.86 2 gentlemen purchased the propeller Norman, 540
tons. The Ontonagon was mostly rebuilt the winter‘64andc‘65, costing about $30.000; and these have formed the past two seasons the Lake Superior People’s Line Steamers, doing an extensive 7000tonsfrom freighting and passenger business. They transported last season over 7,000 tons of Cui., 1S6. merchandise, from Chicago alone, though rates charged for freight were quite too 3 other pro-reasonable for profit. There were the past season, also three outside propellers, pellers. m:tking five steamers, besides sail crafts. All of them will take their places on the route again this comingi season. Cleveland The Cleveland, Detroit and Lake Superior Line, on the other hand, has melted and Detroit down from 12 steamers, to half of that number and the prospect is a further decline, line decliningde. with an increase on the Chicago route, as by the erection of furnaces now in progress, the down freight will largely increase. Although the copper district of Lake Superior is now passing through a severe crisis, its wealth is such, that the Trade final result can not be doubtful. The existence of inexhaustible deposits of copper valuable. and iron is proved beyond doubt; and should a tariff on copper, be laid which is before Congress, it would stimulate mining materially, and all business connected Clhi. to with it. At all events, great improvements may be expected, and Chicago for the future furnish may be looked upon as the depot of supplies for the Lake Superior country, which supplies. position it gained for itself through many advantages offered in its market and the satisfactory manner in which transportation is now done. Boats to Two steamers, the George L. Dunlap, and the Saginaw, as hitherto, run i the interest of the Northwestern Railroad from Green Bay to Escanaba. in the intercst of the Northwestern Railroad from Green Bay to Escanaba, 246

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Past, Present and Future of Chicago Investments. together with the Washington, creating direct competition with the Mar 7 quette route for supplies to and shipments from the iron region. The This the bonly.winter Lake Superior trade, too, is naturally ours, in that during winter the only route. connection is by the Northwestern railroad, which, though only finished to Green Bay, will soon be extended to Escanaba, with branches to different ports on Lake Superior. Bog Iron Ores.-Should these be found beneficial to mix with Lake Bog iron Superior ores, they are profusely scattered in northern Indiana, Illinois and Wisconsin. They have been found within 40 miles of Chicago, and may be nearer. Galena Lead Mines.-Mr. Blake’s remarks, p. 223-4, suffice to present Galena lead minaes. the abundance of this valuable metal. Lead manufactures are alreadyine extensively prosecuted at Chicago, and their increase paripassu with others is very sure. Zinc also abounds. The following is from Hunt’s Merchants’ Magazine Zinc. Oct., 1865: Hunt’s Oct., 1865: - Merch. Mag.

Zinc Manufacture in Illinois.-The existence of rich zinc ores in various parts of Manufacture the country has long been known, and numerous attempts have been made to turn atLaSalle, them to account. As far back as the Revolution we find these experimentsibeginning to be made and continuing till some 12 years since without success. The first Y.J. and 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 ofrzinc. The market was soon stocked with the zinc white now so extensively used Difficultiesas 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-Twoexcepsylvania, and another in the subject of this article, the zinc works of La Salle, 90 tion-s. 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 LaSalle works. success in this direction. These gentlemen came to America in 1857, and began w 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-Examinarior richness of the Wisconsin ores, they went West in 1858, and examined the zinc tions. 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 fueland facilities of manufacture and transportation. La Salle, with its rich deposits of Locateat coal, building material, and unequaled means of land and water transportation, pre-LaSalle. sented 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 fireclays within their reach. The fireclay for their first retorts was brought from Obstacles. Germany, all American fireclays then known failing to stand 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 men Fiveyears’ labored with a patience worthy of all praise, overcoming one obstacle after another laborby a rare combination of scientific knowledge and practical skill. So numerous have been their changes in the old methods of treating the ores of zinc, that 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.

Their new works are being -brings constructed in the most permanent manner, and when completed will be the most success. extensive and perfect in the world. The daily yield of the three furnaces is about four tons.

The coal used is4 tons pet mostly slack or waste of the mines, of which about six tons are required to produce day. 247

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Conjunction of Coat, Iron, and other Minerals. a ton of zinc. The amount of ore consumed is about five tons, or 2,400 pounds to each 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 conOre from sumption. The ore used 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 Ill. 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 proZinc sold in duct 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. Stillsuccess-Upon inquiry, I find success still attends this enterprise. The rolling ful. 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.

Fire Clay.-Notwithstanding the La Salle fireclay 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. Silex.‘lex.-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 workshops are started.

Chief miner-However inadequately the matter has been handled, the intrinsic force of als gathered at Chi.hered 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”1Ifg. largely. 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 developments. even 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 thetical…… thetical. the most prolific in minerals, and in greater variety, than any other known region of the world? More scientific knowledge, more practical experience, maybe required for their development. But as we saw in zinc, science and 248

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Past, Priesent and Futiure of Chicago Investments. art will come together, and cooperats to the development of as great a Develop ments sure. variety of minerals as any two or three Nations ever had. We depend not e upon a few thousand, or a few hundred thousand miles for our resources; but fifteen hundred thousand square miles make Chicago its emporium, of 1,o0o,ooo sq. ~~~~~~ miles of which a million is the richest mining region of the world. With the chief mlining. 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 What other equal point as railway system bearing its chief products to its centre, what other equal of converg zn ~~~~~~~~~~~~~ence? point of conjunction of minerals of all kinds, ordinary or extraordinary, exists on the globe? LOCAL ADVANTAGES AND CITY EXPANSION. Gathering We have seen the unequaled advantages Chicago possesses in lake, canal Gand hdistrib and railway to bring together and to distribute men and their property.

1tginggadvan tages  As a natural consequence of these advantages, irrespective of any supposed difference 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 -fcm-and previous views, afford still stronger promise for the future; and we have seen mfrsthe solid basis which nature creates for these chief motive powers of human progress, in the inexhaustible stores of agricultural and mineral wealth.

tuagrcula The gold and silver of the world must in large measure be distributed from mineral wealth. 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 Has nature failed? 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 e x c e l l i n g?

Converging here this abundance of nature’s best gifts, which Is site defi’- ~ cient? art with natural wisdom has aided and strengthened, are they brought to a site where their profitable employment is difficult or impossible? It has been generally believed that Chicago is located in a swamp. On Site desir able for a the contrary, nature has had equal success in the site, as in all other nmfge. and ommercia4 adjuncts, to a great city. It is not beautified with hill and dale, rocks and city. running brooks, for then this immense system of railways would have been subjected to heavy cost to get into the city and to make sites for their depots and grounds. Very inconvenient, too, would it have been to tran sact 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 mercial and manufacturing city, than this. The cost of grading, removing 249 Local advantages.

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Local Advanttages and City Expansion. Expense of rocks and hills, and filling vallies, which in most cities equals the first cost other cities saved. of the land, or even more, is here entirely saved. Let us consider some of the~points: The ground. The Ground.-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 Solid found-bed of quicksand occurs, rendering piling requisite for a sure foundation; ation. 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 Rich soil.

occupant. The rich loamy soil affords a natural velvet turf of blue grass and white clover, and rapid growth to shrubs and trees; and when the land 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. BlunOurown dering has been wholly in us, in failing to perceive the designs of nature, blunders. and the rapidity with which this fiat prairie was to be covered with one of Dug out the chief cities of the land. We actually dug out the streets to drain the streets. 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 stories. Cellars being out of the question, we could not well consider not valuedthe 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 and Clark streets, where the sidewalk was raised to the new grade. We should have been higher. now see the mistake that was made in not putting it still higher. Perhaps 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, most parts. 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 he Either one of these objects is abundantly sufficient for doing this. In on account of drayage- -this fiat 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 *Slr. Potter Palmer says his buildings erected and erecting, would be worth $50,000
more with four feet Palmer more in the basement; and he would welcome any elevation, if not more than six inches. But if too wants higher grade.

great an undertaking for the most part of the South Division, let not all the rest of the City be deprived of the benefits of a higher grade. 250

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Past, Present and Future of Chicago Investments. required by ordinance is necessary, and even with this precaution, every Injury to citiens few days some one is seriously injured, and within ten months nine have 9ikizlled.

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, Give speed taking an hour to an hour and a half, it becomes quite an expense to them to railways. and an annoying inconvenience to passengers. Subsequent items in small type are taken from my pamphlet of 1861: Harbor and River Frontage.-Two branches, one from the north and one from the Harbor and south, lying almost parallel with the lake shore, and navigable for several miles, river front 8,age. unite in the centre of the city, forming the main river, which runs at a right angle nearly a mile, to the lake, and is fifteen to twenty feet deep. Piers extend into the lake, between which vessels enter the river, and south from the piers another extends parallel with the shore, forming a basin or outer harbor, which can be indefinitely enlarged as commnierce 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 waterfronts. 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 be indigging which, the material, blue clay, is used in’ brick making. The expansion creastedtl of river facilities by digging these slips, is the only means we have to obtain y material here for brick. The Chicago Dock and Canal Improvement Com’pany.-Ilon. W. B. North side harbor iraOgden obtained a charter from the Illinois Legislature for this company to provements. improve the lake shore property north of the piers. M. D. Ogden, Esq., Dock Co. is President; Mr. S. H. Fleetwood, Treasurer; Mr. Franklin HIatheway,cers Secretary; Mr. R. A. Connolly, Chief Engineer and Superintendent. By constructing the piers at nearly a right-angle to the shore, the sand, Harbor diwhich has a natural drift from the north, has been stopped, the accretionculties. 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 provement is the object of this Company, which will not only be immensely profitable, remedies but promises to obviate effectually the difficulties hitherto experiencedthem concerning.the harbor. The Dock Company commences by constructing a powerful breakwater A break700 feet east of the light house due north, inside of which will be docks and water 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 1I mile more of dockage. Their pier from the north end Y-mile of dockage. of the breakwater to the shore will cause accretion to the north, which they will improve in like manner. About $80,000, were expended last year, and $150,000 will be this year, wind and weather permitting. It is an enterprise Enterprise worthy of 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 251

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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. Health.-That Chicago is very healthy,. is apparent to every visitor. Statistics of mortality confirme 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 PPurifying the River.-In the dry weather of summer, when the river might be river. unwholesome, the canal to the Illinois river, which enters the South Branch four Pumping miles up, is supplied by pumping water from the branch, filling it and the river into canal. with pure lake water. In a few years the canal may be lowered and fed from Lake Canal to be Michigan, sending a continuous flow of crystal water for miles through the heart fed from of our city, and we can have this now, whenever necessary for sanitary or other lake. purposes, at the inconsiderable cost of working the pumps. t Climate. Climate. -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 Coolsummer winter and spring is not so very comfortable. In summer, a cool breeze usually nights. comes off the lake in the evening, that makes sleep refreshing and invigorating, an Bracing for important consideration in favor of extensive manufacturing, in which profits labor. 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 Difference in the two cities, told me that he arose at St. Louis from his bed weak and exhausted, St. L. and at Chicago fresh and vigorous. Pure water Water Supply from Lake Michigan.-Having no streams and indifferent of Lake Mich.

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 Our imincreasing the facilities of distribution. But these changes are im mense. provements. Instead of impure shore water, we now draw two miles out, in water 30 feet Sewerage. *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 healthiest city except Philadelphia, we have deteriorated; and in the judgment of Dr. Ranch, the capable head of the Board of Health, because of non-extension of drains. There being n, danger of the grade lbeing 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 Paid for by permanent improvement, it has been wise in the Council to defray the cost by loans instead of assesscity. ment. Though the use of drains cannot be assessed a,s of water, yet it is equally proper in one as in the Wisdom of other that the whole City should pay the cost; and it is an important considerattion to the poor man this. in buying his out-lot that he has not this heavy assessment to pay. To be sure, the uman in the heart of the city, who pays proportionally on land worth $2,000 a front foot, would prefer to ply 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? City now t Since 1861 the river has been intolerable, though relief haz been obtained by means of pumping lowering water into the canal. The City has now arranged to deepen the canal to set the current from the lake canal. for which it will doubtless be ultimately reimbursed, in making steamboat communication from the Lakes to the Gulf of Mexic:I, a truly national work which will be prosecuted. The 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 piiblishcd. 252

Other real estate own-r,3 rhould do so.

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Past, Present and Future of Chicago Investments. deep, so that it is never moved upon the bottom, and is free from all shore influences. At the surface the water in June was 60~, and at the bottom 51~~. For this wonderful triumph of engineering skill, we are indebted to Mr. Mr. Ches brouigh E. S. Chesbrough, * who conceived and planned the whole enterprise;planned the though for the admirable execution, the keeping in their true course thetunnel miners from both ends of this subterranean channel and bringing them together, he awards chief credit to his assistant, Mr. W. H. Clarke, one of Mr. Clarke’s ,assistance. our oldest, most esteemed citizens. Considering the darkness, difficulty in asstance 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 Harrisburgh, Excavation Pa., ground was broken with due ceremonies by the city officials 17th March Marcuh 17, 1864. The shore-shaft having been sunk 69 feet, direction was given by 1864. 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 thle 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, 2~ 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 both ends. end was begun on the 22d Dec. 1865. Could it be possible for these horizontal shafts, begun two miles apart, to even touch each other? The 30th Meet and open tunnel November 1866, the shore shaft having been excavated 8,275 feet, the lake through 30 shaft 2;290 feet, leaving two feet between; Mr. Chesbrough, Mr. Clarke, Nov., 1866. 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. As the excavation progressed, two courses of brick were laid in water-lime, o ut of line.

Brick walls. any space between the brick and wall of clay being carefully filled. The Brik walls entire cost of the tunnel has been $457,844,95. A new engine has been Entire cost obtained to elevate the water in the tower, costing $112,350. The report * For our drainage system, and for all our public works, we are under great obligations to this accom-Obligations plished engineer. A mere salary is no proper reward for these years of patient industry, and honest, to Mr. Chesfaithful effort in promoting and directing the great public improvements. To the credit of the City brough. 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. 253

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Local Advantages awd City Expansion. Cost of of the Board of Public Works to March 31st 1867, soon to be published, owater-works $2,373,919. makes the total cost of water works $2,373,919,80., The report says of Report Income.-Water rents collected, deducting $75.026 refunded, $301,048,81.

Profits Board Pub-of tapping pipes, $968.78. Total income for the year $302,017.59. Excess of ic Works. income over interest and expenses, $84, 520.05, a greater excess than has before Waterin-occurred. Increase of income of year ending March 31st 1867, over that of year 3come March preceding, $48,903.10. Increase of interest and expenses for same time, $15,521.53. 31st, 1867’,6 r8i. daee,wr WaterripEs. Water Pipes laid during the year 1866, of either 4, 6, or 8 in. diameter, were 60,550 ft., 11
miles, 2,470 feet. Cost of Distributing Pipes Laid for 5 Years. Pipe laid 6 year&, Cost per Years. Amount TotalCost Running Laid. Feet. Foot. About.

186 1……………………………………………………….

13,761 $12,008.00 87+ 1 8 6

2……………………………………………….. 60,881 39,197.00

77 1863……………………………………………………….

68,691 75,241.00 1.091

1864……………………………………………………… 62,657

104, 28.00 1.671 1865……………………………………..73,494

146,332.23 1.99 1865 ~~~~~~~~~73,494 146,332.23 1 1.99 Artesian Artesian Wells.-Quite possibly the lake tunnel would not have been bored, wells.f 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, feldt’s first.> feldt’s first. Jr., was chief promoter, and in a pamphlet the wells are fully described. Space can only be taken for the chief points: Water The drill continued to go down until, at the depth of seven hundred and eleven struck, Nov. feet, the arch of the rock was penetrated, and the water suddenly burst forth. This 25‘64 at 711 was about the 25th of November, 1864. The water flows at the rate of about six fee’t. a 600,000 gals. hundred thousand gallons per twentyfour hours, through an orifice four and a in 24 hours. juarter inches in diameter at the bottom. The temperature is 58~ F. and is uniform. 580 F.

Iti Clear and Clearand It is clear as crystal, as pure as the diamond, free from all animal or vegetable pure. 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. Finest well Taking into account the low temperature of this water, the great depth from known. whence it comes, its head, or the force with which it comes to the surface, 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 Passy well. 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 (renelle de Bolongne, and for irrigating purposes. The water of the well of Grenelle, well. also, is unfit for other than mechanical uses, and this is true of the majority of deep wells in this country. Tubed 35
ft. Immediately after reaching this water, we proceeded to tube the well through deep. 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, Rises 25 ft. until it reached the solid marble. This tube, or pipe, is now carried twentyfive feet above the surface, and out of the top of this pipe the water flows into a flume, Works a and is conveyed to the water wheel, twenty-feet in diameter, which is used as power pump. to drive the drills and machinery for other wells which are now in process of construction. * Second well, The second well is located about nine feet distance from the first; is 694 feet 4 694
ft deep. 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 254 Cost.

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Past, Present and Future of Chicaqo Investments. entirely free from the odor of sulphur perceptible in the first well; this is owing Free of sulto the fact that the vein of sulphuretted hydrogen gas which enters the well before ph,r. it reaches the fountain was not touched in boring the second well. This water may now be considered as the clearest, purest and best in the world. Clearest, On the surface of the ground there is none like it, and no other Artesian well purest, best approaches it in purity or temperature. in the world, In the absence of any accurate measurement, we conjecture that the two wells 1,200,000 are now flowing about twelve hundred thousand gallons per day. gals. daily. F. Mahler, Ph. D. gives this analysis:  F. Mahler, Ph. D. 1000 parts of water contain: Carbonate of
lime…………………………………………………………..0.2220

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………………………………………………1.1670

The Chicago Times in a lengthy paper describes the boring of the two Chi.

Times. 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, 1866, drilling was Stock yard commenced. * Several minor streams of water were encountered, wells. but it was not until the 30th of October that the final stream was reached. On this 1st well, day 22 feet were drilled, making a total depth of 1,032 feet. From this well 65,0001,o032
feet deep. gallons of water were yielded daily, and for a time it was supposed that, with this 65,o0p gals. great increase of the company’s water-power, it would be enabled to fully satisfy daily. 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 stockyards, three distinct2d well 3 veins of water were encountered. The first vein was struck in the thick bed of veins of limestone following the second shale, and yielded about 15
barrels an hour. After water. 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 65,000 gallons a day, was opened. The third and large 3d vein vein was struck in the-bed of hard limestone, 1,190 feet from the starlight.

1,190 feet The following table will show the depth from the surface at which the severaldeep. 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…………………………………………………………….

Har dpa n. strata passed 40
feet…………………………………………………………………..First limestone. through. 800
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 255 Analysis.

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Local Advantages and City Expansion. Stream 8 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 Strong current. 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 velocity 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. Two wells The two wells are both beneath the same shed, and fill tanks that rest side by ogether. side. Each tank is elevated 45 feet from the ground, and has a capacity for holdRaise the water 45 ft. ing 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 wlstelphur. it is strongly impregnated with sulphur. So thorough is the impregnation, that the 1st, sulphurous. 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 ate. 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. 60oo,ooo gals. The Force of the Water of the last well is sufficient to discharge 600,000 gallons a daily. 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. 175 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 stockyards. 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 overestimate the value of this discovery of water with these wls. such a head. These wells being about 5 miles apart, the first two 3i 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 2~ miles Promise oth-from the lake, they seem to promise supplies in all parts of the City. ers.

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 throughout the Wrsh. 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 suplake supply?

plies. On the west side of Lake Michigan, within 12 miles of it, the streams bear the surface water into No river sup-the Mississippi. The Rankakee, another Mississippi stream, heads far up in Michigan. No considerable ply. streams 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 256

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Past, Present and Future of Chicago Investments. .Bufldinrg Materials, Brick, Stone, and Lumber.- Bei ng the chief lumber Building materials.

market of the world, that affords the cheapest and readiest material for Lumber building. The demand being strong and constant, we build quickly aschief 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 ” Balloon frames. 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 lightness 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 racilitate good buildof immense service, for had cheap brick buildings been erected, many ings.

would have remained to disfigure the site for long years. They are strong 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 Subterraneinadequate to carry off the rain and snow. The discovery of subterranean streams by Capt. Pope, now ous channels Major General, and others, seemed to countenance this theory, and these artesian wells confirm it from Rocky Mts. 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 wind blows into an angle allowing no outlet, it would be frame strong disastrous. A block of ten buildings was thus blown down. The Post described the occurrence, which Blown over the Times quoted, on the 18th April, and added facetious comments. It afforded a rich treat to our amia-in building. ble sister of the rivers, and the Mo. Democrat of the 15th gave a half column for both articles; and close Mo. Dem. 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 Chicago House.-A stranger, visiting Chicago, will be gratified to observe the rapid erection of A Chi. house. buildings in every direction, and upon close observation, will find in the quality of the buildings erected new evidence of the peculiar enterprise and goaheadativeness of her people. Perhaps, at first blush, the structures may seem to him somewhat light, airy and ephemeral. He 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 factories or stores.

The structures look as if they were not meant to stand over night, the Not 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 cardcastle 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-Chi enterers and inhabitants. The builders are enterprising, because they put up buildings (so called) with an prise. impossibly small quantity of material. The inhabitants are enterprising, 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 long as the merchant expects to stay. Like the tents last long 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 A 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 an4l airy that their fall could never by any possibility crush or bruise anybody. A House mavery slight improvement in the construction, the least possible change in the thickness-beg pardon, the terial too thinness-of the sticks and shavings of which these structures 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 falls-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 down. and of the sixty persons at work in the building at the time, though none were killed, several were injured. Now, this is unpardonable. The sticks ought not to have been heavy enough to bruise any-Injury unbody. The Post justly calls it “an indefensible and damning crime” [The Democrat probably imagined pardonable. this remark in order to turni 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. Here was one man fiightfillly 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 has dared to put into such a house a Builder to be stick big enough to break anybody’s leg. The Tribune’s report, elsewhere copied, states that the scant-indicted. ling for the second story were “simply nailed upon” the scantling which supported the first, and the third, again, was sustained by other scantling ”’ simply nailed”

upon the uprights of the second. Now, this is “damning and indefensible.”

To put ntails 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 such a flimsy solid growth, of solid wealth, and if she is to be believed; all the solidity of nature to build her up! If a city over masters 17 ~~~~~~~~~~~~~~~~~~~~St. L. 257

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Local Advantagyes and City Expansion. comparatively of a wooden building, compels the owner of a lot which becomes worth $600 or $800 a front foot, to either lease the lot, or sell, or build. City well As a consequence, the central business part of our City, with its brick, built. built.

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 abundant. remarked, in digging slips; and sand the lake furnishes; and for fuel the waste coal largely suffices. The price is exorbitant, the demand being conJoliet stone stantly above 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. becomes 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 becomes a deep rich cream. Not sombre like brown stone, not dazzling color. color. 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 effect; 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 finest block. out light and shade, as that designed by Mr. Van Osdel for Mr. Potter His marble Palmer on State street. On the diagonal corner, Mr. Palmer is erecting a block. 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 afford unusual opportunity to enjoy architectural beauty, afford good view. and probably that is one reason why we have so many fine buildings. At all events, our excellent architects have set the, current, and it will run Chi. well indefinitely; and by the time we shall have a million inhabitants, Chicago built. will be as famous for the beauty of its buildings as for its rapid growth. 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 be 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 Times’ 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 does up with its cob-web castles. But why does not St. Louis make more headway against “the city with its not St. L. wooden houses supported by a few splinters, which some zephyr may one day blow away altogether?” make hmeadwayk? Is she waiting for “the merchant” to leave his “cardcastle 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 100Ox50 feet; the basement stone, 1st story iron, 4 stories marble. marble blk. and an atic with French roof. The marble costs $99,000, in New York. The building will cost $00,000, to cost $30o,000o An addition will be made of 60x150 feet when the present lease upon it expires. It is said to be the most splendid commercial building in the world. 258

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Past, Present and Future of Chicago Investments. Could information be obtained, it would be found that building materials Building active. were actively employed. The Republican, Dec. 30th, 1867, contained a Repubtican. 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, $620,700; a total of 305
buildings, 305 build rat gs cost costing $3,696,200. In addition, the Centennary Methodist Church cost$3,96,2o00. $60,000; a Lutheran $6,000; Scotch Church, $12,000; Historical Society Other building, $36,000; Academy of Sciences, $35,000; Rush Medical College, buildings. $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 permanentMost build ings tempocharacter, or employ an architect. They are built for temporary use; and rary. in these buildings seven-eighths of the Citizens reside. No doubt over 3,000 in‘67. 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 finanvarious public buildings, of which the land is appraised at $234,000; the property of the fire department, $225,000; dclues 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 COUNCIL OF THE CITY OF

CHICAGO-The debt of Message 4th this City is $6,530,382, and is made up as follows: May, 1868. BONDED DEBT. Water
loan……………………………………………………………

$2,483,000 Total debt Sewerage
loan…………………………………………………… 2,149,000

$5,530,882. 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 pays its way. amount, as also the debt for deepening the canal, the payment of which is guaranteed 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 Real debt be paid by taxing the people, $3,597,682. There is now $272,0()00 in the sinking $3,597,682. fund. Among the many questions of importance that will be submitted for your consid-Improveeration and action, I will call your especial attention to the building of a house of ments wanted. correction, extending the Court House building to La Salle street, establishing a hay market off the lines of the business streets in a location that will be convenient for both buyers and sellers. The city of Chicago is prosperous beyond precedent. The population is increas-City prosing rapidly. All business in competent and faithful hands is successful. Let the perous. City, in facility for doing business, in convenience, cleanliness, and security, keep pace with this favorable condition of its people. The taxes are said to be high. Taxes The money collected from the citizens is all expended for the purposes named in faithfully the various appropriations; and I believe that in every department of the city applied.. government every officer has faithfully discharged his duty, and -that the peo.ple have received a full return for all the money they have paid. The cost of sewerage, as already observed, should be defrayed for years’Sewerage ,.debt judi. by loan, and doubtless will be. The municipal loan includes money bor-cious. rowed for school houses and other public buildinags What other city of 259

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Locat Advantages and City Expansion. Taxes 1868. equal size has so small a debt and so much property to show for it? The Comptroller states special assessments last year, $1,029,322, and regular city taxes, $2,417,081.

Estimate for City Expenditures, 1868-9. Estimate for Street cleaning and repairs…………………………………………….$ 292,957.01
city expen—

Sidewalks……………………………………………………………………….00
ses, 8~……………………………………..29,300.00 ses, 18089.

Street
obstruction………………………………………………………………

3,200.00 Street improvements: Balance to complete works began………………………………………… 35,589.52 South division……………………………………………………………….

111,488.19 North
division……………………………………………………………….

270,482.90 West
division………………………………………………………………..

201,882.51 Street
lamps…………………………………………………………………….

3,000-00 Chicago
harbor…………………………………………………………………

83,300,00 Land damages to be paid from the general fund, for new bridges…….. 15,000.00 Bridges, repairs and
maintenance………………………………………….. 30,285.00

Bridges, salaries of
tenders………………………………………………….

30,860.00 Bridges, n
ew……………………………………………………………………

117,209.74 Public
buildings……………………………………………………………….

11,000.00 Purchase of city
docks………………………………………………………..

25,000,00 Dock lines, expenses of surveys and m a p s………………………………… 18,000,00 Public parks……………………………………………………………………

65,000.00 Salaries, not including
commissioners………………………………. 11,000.00 Offie expenses………………………………………………………………..

6,650.00 Strcee l
eaps……………………………………………………………………658000

$1,wo,-2C5.

Total………………………………………………….5……..86,200.00

Character of C(haracter of our Populatit’on.-Because Chicago from early date has our populatioPn.P had world-wide reputation for energy and enterprise, it has drawn a cor,Energy andresponding population. These invaluable traits duly exercised in the enterprisee, enterprise. progress of these years, have become fixed, distinguishing characteristics, according to the ordinations of nature’s GOD. This is said in no spirit of vain glorious boasting, but as a truth necessary to understand the past, and to apprehend the future. With any man who is desirable as a Citizen, this Character should be a very influential consideration. At the same time it must be maple by busy men. confessed, that our character has been made by the active men, busy in some mechanical, mercantile or professional occupation. So long as they continue in business they do their part in public affairs; but when they Private menwithdraw and settle down upon their property, it is too often a settlement selfish. selfish.

upon themselves-a withdrawal from public interests, a perfect absorption in their individual concerns. To cultivate this spirit of selfish ag,grandize ment, growing with declining powers, is not only their burning shame, but A shame a grievous public wrong. How could their wealth have been made but for and wrong. the aid and superior advantages afforded by the City? Do obligations to Theirobliga-their City cease now that they are able to cease from daily toil, and add tions to the city-their thousands upon thousands yearly from interest and rent receipts, and rapid increase in the value of lands and lots? Nay; now that they have withdrawn from active business, whereby they aided in the public growth, -increase are not obligations increased to do what they may to improve and beautify with liesure. the City, and buildup the various institutions of religion, of science, and 260

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Past, Present and Future of Chicago Investments. of art, which this aggregating of humanity enables 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 exceptions. accomplished in religious, educational and philanthropic purposes, compares Work done gives favorably with other cities, and gives promise that in these respects as in prvoemise. 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 ple of what may and should be done by these centres of civilization, to example. 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 beginning. 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 tythes sufficient Ilis 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 Tobeused for divine what else is the Bible given, except to teach us the works of GOD for man?

objectsFor 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 evidence 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 man else is there in religion but to benefit man? All through the Old Testament, 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 teaching.

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 half given. beginning have seen the results of the little we have done for the cause of Old settlers to work. GOD and humanity, what abundant encouragement have we to give as we have opportunity of both means and effort! Hiow should the truth come home to us, Whatsoever thy hand findeth to do, do it with thy might; for there is no work, Ecel, ix.

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 also. present, are new settlers relieved? Enjoying the fruits of past bestowment of means and effort, actually entering into others’ labors, their obligations 261 Micah. vi. 8.

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Local Advantages and City Expansion. Obligations are correspondingly augmented to render service for what they enjoy. Yet greater. 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. and 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. Churches.-From the beginning religion has had attention as the foundaMethodist tion of social and civil institutions.* In the winter of 1832-3 Father first clergyman. Walker; a good old Methodist itinerant made his headquarters here, and rather bought a log building standing on the west side of the north branch, near Walker’s log building. the railroad bridge. The front part was used for worship, and the rear as Presby’n his dormitory. About June lst, 1833, the troops in Ft. Dearborn were church there organized. 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. Baptist John T.

Temple, the proprietor of the first line of stages into Chicago church 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, Presby’n. lst Presby’nand had a joint Sunday School until a Presbyterian church was erected church. late in 1833. It stood facing north at the northwest corner of the alley let leth. 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 lst Episco-eminent chair of Bishop of Vincennes. Rev. Mr. Hallam was a faithful pal.

pioneer in Episcopacy. They organized a church in 1834, worshipping in Mr.

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 national 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 *It must be acknowleged, that we have more than ordinary need of the safeguards of religion and of all other less controlling influences, to stem the torrent of vice hither setting. The very causes of our business progress, drawing to us people from the ends of the earth, brings vicious equally with the 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 newspaper any where, withoutfinding in it some description of a shocking crime at Chicago. 262 Chi. needs good influelaces. Influx of vice.

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FIRST BAPTIST CHURCH.

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. t

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I l 4l_ 7-;2. 4 i i  1 OGDEN SCHOOL. i  I

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Past, Present and Future of Chicaqo Investments. learn to practice John’s teachings (I John iv. 1-4), and Protestants and All Christ ia,ns to recCatholic, Unitarian and Trinitarian-all who ” confess that Jesus Christ is o rize each other. come in the flesh”-shall recognize each other as brethren? Then, each 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 an object 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 Chicagyo. Methodist………………………………… 12 List of Chi.

German Methodist Episcopal………….. 6 churches, Norwegian Lutheran…………………. 4 May, 1867. Presbyterian, New School……………….. 10 Presbyterian, Old School……………….

$ Presbyterian United……………………. 3 Reformed Dutch…………………………. 2 Roman

Catholic…………………………. 18

Swedenborgian………………………….. 2

Unitarian………………………………… 2 United Brethren in Christ………………..2

Universalist……………………………… 2

Baptist……………………………………. 15 Mariners Bethel…………………………. 1 Christian Church………………………… 2

Congregational…………………………… 7

Episcopal………………………………….13

Evangelical………………………………. 3 Evangelical Lutheran…………………… 4 United Evangelic al……………………… 4 First Mission Building, l Church of God. I 1 Independent……………………………… 1 Jewish Congregations………………….. 3 A moderate estimate of the cost of these churches would be $2,000,000; Cost $2,000,tie most expensive being the First Baptist, which cost $175,000. With churches, the various philanthropic societies have grown up, and in Benevolent no city are benevolent operations more thoroughly organized. That we do societies. not give as we should, not ot 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 GoD requires of us the tythes. When we Tythes to be y ~~~~~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 st public ~~~~~~~~~~~~~~~~the first public ~schoolhouse was erected on Clark street, on the church lot.*hoe. the first public school house was erected on Clark street, on the church lot.* house. *To Mr. W. ff. Wells, to whom as Superintendent we are so much indebted for the present efficient Mr. Wells system of public schools, am I indebted for the knowledge that that building was the first erected my 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 in ccImmon schools. cause. My plans were accomplished, and I had property enough; but instead of sticking to my resolutions, against my mnother’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 comnmon schools throughout the State; my means were abundant, I should probably have done not kept. some go)d, 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 special Do others do efforts to mk ke 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? 263 Total 125

Number,125.

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Local Advantages and City Expansion. My account book shows Mr. Joseph Mleeker was paid for building it, $507.93. 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., 31st Auyust, 1867. Value of sc,hool hoeises and lots, 31st Aug. 1867. Size. 53 x 90 feet. 60 x 80
feet. 58 x 71 feet. 26 x 45 feet. 50 x 72 feet. 60 x 36 feet. 46 x 71
feet. 56 x 39 with wing 26 x44 }ft. 45 x 70 feet. 56 x 39 with } ft wing 26x44}t 45 x 70 feet. 56x 39 withtif. wing 26 x 44 } ft.

…………………… 78 x 58 feet. 22 x 44 feet. 60 x 84 feet. 60 x 84
feet. 26 x 42 feet. 44 x 53 teet. …………………..

Ogden………1856 Brick.Three tories 60 x 80 feet. Semx18 1,3 74 x 78
with f wMing 50Ox58 ft 68 x 86 feet. 74 x 78 with } f S wing 50 x 58 68 x 86 feet. 77 x6852 feet. 28 x 66 with T ft. wing 24 x 40 f f t 24 x 72
feet. 76 x 681/2 feet. 76 x 68TS5 feet. 76 x 68~2 feet. 42 x 46 feet.

High………………. Dearborn…………. Jones……………… “

Branch, Scammon………… “1 Branch, Kinzie…………….. ” Branch, Franklin…………. ” Branch, Washington……… Branch, Moseley…………. “i Branch Brown…………….

Foster…………….. ” Branch. Ogden……………..

Newberry…………. Wells……………… Skinner…………..

Haven…………….. Cottage Grove…… Bridgeport……….

Holstein…………. Walsh Street……. Pearson St. Pi-‘y… Elizabeth do Rolling Mill do Total value of School

Buildings………………………………………………..

$416,85(0 More to be More has been done the last than any previous year; yet the worki must done. doe. go on. WTith 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 Carpenter dedication of another schoolhouse, christened after my old friend, Mr. school_ house dedil Philo Carpenter-a few months older resident than myself-the Chicago cated.

Post reports .Post reports:  Alld.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 I I I I 264 Date Erec. 1856 1844 1844 18-58 1846 1862 1845 1862 1851 1862 1851 1852 … i 18 1857 1855 1862 T6 1858 1865 1859 1862 1866 …… i 1866 1866 1855

Material. Sto.e. Brick. Brick. Wood. Brick. Wood. Brick. Wood. Brick.

Wood. Brick. Wood. Wood. Brick. Wood. Brick Brick. Wood. Wood. Wood.

Brick. Brick. Brick. Brick. Brick. Wood. Wood. Wood. Wood. Wood. Wood.

Wood. I-low heated. Steam. Stoves. Stoves. Stoves. Stove,. Stoves. Stoves.

Stoves. Stoves. Stoves. Stoves. Stoves. Stoves. Steam. Stoves. Steam.

F.rn,qco. Stoves. Stoves. Stoves. Steam. Stoves. Steam. Steam. Steam. F. &

Stoves Stoves. Stoves. stoves. F. & Stove, Stoves. Stoves. Size of Value Lot. of Lot. 203 x 186 20,300 13i) x 1.62 78,000 150 x 212 45,000 50 x 106

5,000 203 x 205 30,450 197 x 90 16,745 181 x 264 18,100 200 x 116 8,000

200 x 221 25,000 262 x 122 20,960 200 x 172 12,000 179 x 108 12,530 200 x 148 8,000 25Oxl8O 7,500 14,5 x 189 11,600 1 “I) x 17 0 19 500 200 x 2‘31

6,400 115 x 237 3,000 1 Ol x 145 1,500 158 x I(,45 7,000 239 x 10,S 15,T30

1,06 x 164 16,258 288 x 288 4,000 $392.,573 Height. Th,e-e Stories. Two Stories. Two Stories. Two Stories. Two Stories. Two Stois. Two Stories.

Two Stories. Two Stories. Two Stories. Two Stories. Two Stories. Two Stories. Three Stories One Story. Three Stories. Three Stories. Two Stories. Two Stories. One Sto-y. Three Stories. Four Stories. Four Stories. Four Stories. Four Stories. Two Stories. Two Stories. One Story.

Two Stories. Two Stories’ Two Stories’ Two Stories. $116,850. 392,573.

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HlkVEN,ISClIOOI-. ilAVFI, SCHOOL BEI ),,. ) I B i III 1:%”-,, ‘

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ili ~ ___ _____ y /{~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ I I III _______________________________________ II~~~~ 1111111

_____________~~~~~~~~~~~~~~liii iII - I 1 P4

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Past, Present and Future of Chicago Investments. year, in the way of paying out money for these purposes, showing the following sums to have been expended: Dore school
lot…………………………………………………………………

$10,500.00 ExpendiDore school
building……………………………………………………………

42,830.55 tures for I….. “‘schools Heating the
same……………………………………………………………….

10,976.25 187-8. Furniture for the
same…………………………………………………………

3,000.00 Carpenter school
lot……………………………………………………. 10,000.00

Carpenter
building………………………………………………………………

43,983.85

Furniture…………………………………………………………………………

2,500.00 Holden school l o
t…………………………………………. 6,000.00 Holden school building…………………………………………………………

47,619.60 Furniture for the
same…………………………………………………………

2,500.00 Lot for Hayes
school……………………………………………………………..

9,950.00 Hayes school
building………………………………………………………….

33,762.00 Lot on 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 $282,496. To this is to be added some $40,000 more, making the total about $320,000, and Total, leaving on hand $180,000 for building purposes. $320,000. To meet the named expenditure, seven per cent. school bonds, having twenty Sale of city years to iun, have been issued -and sold. The council were authorized to issue bonds. and sell school bonds to the amount of $500,000, by an act of the legislature at its last session.

He also stated the income from the school tax levied for school purposes for the School inmunicipal year 1867 to be $387,486.99. From.State Fund, estimated at $30,000. come from From rents, $41,260.15. Total, 458,147.14.

taxes. He said there had been paid out from the School Tax Fund, $384,645.25. Of this Expendiamount $261,695.06 was for teachers’ salaries.

Not however for the year 1867, tures$884. for $43,500 was paid out in 1866
more than the appropriation for the year, hence 65 the sum had to be made up in 1867, thus leaving on hand quite a margin for future expenses.

Besides this property, the City has a school fund, to which belongs, School fund. according to the last Report of the Board of Education: Real estate within the limits of the city, appraised at……….. $651,206.67

Amount of real estate outside of the city,……………………..

43,375 00 Money
loaned-Principal………………………………………… 52,040.00

Wharfing Lot Fund,…………………………………….. 61,129.00

Total School Fund,…………………………………………….

$807,750.67 $807,750 This yielded for the fiscal year, 1866-7, of rents and interest, $42,859.30. Income The real estate is to increase rapidly in value. Block 142, estimated at $42,859. only $78,990, is under lease until 1880, at 6 per cent. upon an appraisal to be made each 5 years The next appraisal is in 1870, which will be over Land ofrapidly $1,000,000. We shall have a school fund, if present property is held, of enhanycing several millions in a few years. Besides the above receipts from the school fund, the receipts from the Other State were $29,616.79; and from the three mill school tax, $234,445.92. eipts. The payments for support of schools (not including new buildings) was Expenses $296,672.89, an average cost per pupil of $~18.10. $29667-82. $296,672.89, an average cost per pupil of $18.10. $296,672. 265

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Local Advantagy and City Expansion. The following is the estimate of expenditures the present year: Estimate Current
expenditures………………………………………………………….

$487,500 1867-8. Heating and ventilating apparatus, furniture, out houses, fences, side walks, etc., for buildings now
erecting…………………………………….. 103,000 New buildings and sites for the s a m e………………………………………….

307,000 $897,500.

Total…………………………………………………………………………..

$897,500 Schools have Nor has attention been bestowed merely upon buildings and funds. had careful attention. From the beginning our best men have given close attention to the subject of popular education, as lying at the foundation of democratic government. But the public have no more realized the importance and the future of Ridicule of common schools, than that of any other interest of the City. Who does first school house.

not remember the ridicule even to hooting at Mr. Ira Miltimore on account of the Dearborn school house, the first of the large ones erected in 1844, and which even that farsighted man, Mayor Garrett, in his inaugural in Board of 1845, advised should be sold or converted to some other use? To their Education have led. credit, the Board of Education, because their duties compelled to considera tion, have always been in advance of public sentiment. In 1854 they Mr. Dore, obtained the aid of Mr. J. C. Dore of Massachusetts as Superintendent. He classified and systematised the schools, and stimulated to the erection of Mr. Wells, the High School, finished 1856. That year he resigned, and Mr. W. H. Supt. Wells was appointed, each having a school building appropriately named Mr. Pickard, after him. Mr. Pickard, the present incumbent, was appointed in 1864. We have been very fortunate in our Superintendents, and too much praise Obligations cannot be accorded them for their zealous efforts. Yet to the Board of to Board. Education who have given so much time and labor are we primarily Mrr-Wells’ indebted. Mr. Wells in his report of 1858 gave a history of the schools, .and remarked: and remarked: In the When in the far distant future the philosophic historian shall write the history of future theou early wokOur City; when the character and the acts of successive generations shall be ers will be weighed in the scales of impartial judgment; when material wealth shall be honored. regarded in its true light, as a means to an end; when social enjoyment, and intel lectual cultivation, and moral worth shall be rightly estimated, as essential elements of prosperity in every community-then will the wisdom of those who have laid the foundation of our public school system be held in grateful remembrance; then will the names of Scammon, and Brown, and Jones, and Miltimore, and Moseley, and Foster, and their coadjutors, be honored as among the truest and most worthy benefactors of Chicago. Public The increase of pupils is beyond that of population, as it ought to be.

schools best. Too many are out of any school; and the public schools ought to be and are Relative the best, drawing more and more from private schools. In 1855, to 80,0)00 increase of pupils. population, 2,154 pupils attended on the average; in 1860, to 109,260, the average was 7,582; in 1867, to 200,418, the average was 16,042. Common The common school is the bulwark of our institutions. What means schools our bulwark. equal it to nationalize the foreign element? What more effective to bring them hither than these influences of education? To the person who 266

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Past, Present and Future of Chicago Investments. has heart and capacity to appreciate the constituent elements of character, there is no one thing which would more commend Chicago to him for residence, than its devotion to the cause of common schools. They have ever Devotion of Chi. to them.

been our pride, and are still the chief object of interest to exhibit to appre-Chi tthe ciative strangers. Said Mr. George C. Clarke, President of the Board of Mr. narke, ~~~~~~~Education, in the last annual report: -Pres. Education, in the last annual report: A careful comparison of our schools with those of other cities, can but occasion Comparisor considerable, and, surely, a pardonable satisfaction. satisfactory One is surprised to see how much has been accomplished in the forty years that Change in40 have passed since Chicago was a mere trading post, and how plainly in the front years. 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; others.

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 Graded the Graded Course of Study, adopted in 1861, upon the suggestion, and under the course.

direction of W. H. Wells, Esq., while Superintendent, which has been in successful Mr. Wells. 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 school. employed by the Board are graduates of this school. Out of three hundred female Supplies teachers now in our schools, nearly one-half received their training here, and our teachers.

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 department. 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 iargest 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 Best school a plan that is rapidly being copied in other cities, as the best general arrangement houses. 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 andSChoois. introduce them. In one other particular the schools of Chicago are conspicuous, and that is in the Teacher’s salaries paid to teachers; although not what they should be, they are higher, on an salaries.

average, than in any other city of the United States, with, perhaps, two exceptions. Science and Art.-Nor have we altogether neglected the higher institu-Science and art. 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; Time inditime is indispensable. What we have done, however, shows that material pesae. wealth is not the sole o]bject of regard, and gives promise that no more in intellectual than in commercial pursuits, will Chicago be in the rear. The Some work done. 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. 267

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Local Advantages and City Expansion. Rush ahe Rush lMecllal Uollege is prol Medical College. At the dedication of their new edi: Dr. Blaney.

President in his address remarked: Opened 1843. “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 Dedication second by the dedication of the first building erected for its use, on the site of the 1845. present building, in 1845; the third by the enlargement of that building to meet Enlarge-the growing demands of its classes, in 1855; and this, the fourth epoh, is marked ment 1855. by the assemblage this evening of this large and respectable audience to assist in New dedica-the dedication to the service of medical education of the large and imposing edifice tion 1867. in which you are now convened.”

D)r.Brainard. “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 Chi. school University for two years. It was during the session of 1842 and 1843 of that suggested institution that the speaker first met Prof. Brainard, in St. Louis, and learned from 1843. 843. 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 Important in advance of the demands of the profession in the Northwest. But it was deemed to have an important, in view of the probability that Chicago, then a town of between 5,000 in tushition and 6,000 inhabitants, would continue to be, as she then was, the largest of the at chi. 1 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.” Other Meanwhile schools had been opened at Jacksonville and St. Charles, Ill., and at schools Laporte, Ind.; but in the winter of 1847-48, this institution remained master of the beaten. 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, Building it continued to labor for the improvement of the profession until 1854, when the enlarged building first erected was deemed too small and not sufficiently commodious, and was 1854. 854. enlarged at a cost of $10,000.

This enlarged building was first occupied November 5th, 1555, 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, New build-the faculty detrmined upon the erection of the noble edifice in which you are this ing 1867. evening assembled-a structure commensurate with the enormous expansion of this great Northwest, and worthy of the important uses it is intended to subserve. Obstacles It would not be becoming in me to enlarge upon the weary years of labor removed-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 unappreciative community-but I cannot refrain from the remark that -by wise much of the position which this College now sustains is due to the foresight which location. 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. Mayor 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-Rush Medical College delivered lectures to a class of twenty-two students. Last -1866, 3(00. 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 establishmnient-all the Paid its own vast expenditures for its erection-has been borne by the professors of the College. way. There has been no joint-stock company, and no aid from state, county, or city; 268 bably the oldest scientific institution. fice, 2d Oct., 1867, Dr. Blaney, the

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RUSH MEDICAL COLLEGE.

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I

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Past, Present and Future of Chicago Investments. no endowments; but the whole sum, seventy thousand dollars, paid by a few earn-Cost $70,000. est men, that the doors of this great building should be thrown open to the thousands of men seeking instruction, from every part of our globe, and coming 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:- 1,150. J. V. Z. Blaney, M. D., President, Professor in Chemistry and Pharmacy. Faculty. Jos. W. Freer, M.D., Professor Physiology and Microscopic Anatomy. J. Adams Allen, M.D., LL.D., Prof. Principles and Prac. Med. E. Ingals, M.D., Treasurer, Prof. Materia Medica and Medical Jurisprudence. DeLaskie Miller, M.D., Secretary, Prof. of Obstetrics and Dis. of Women and Children. R. L. Rea, M.D., Prof. of Anatomy. Moses Gunn, A.M., M.D., Prof. Prin. and Prac. Surgery and Clin. Surgery. Edwin Powell, M.D., Prof. Military Surgery and Surgical Anatomy. Joseph P. Ross, M.D., Prof. Clinical Medicine and Disease6 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 Lec-Lectures and turers and Instructors in Spring and Summer Course: Wells R. Marsh, M.D., spring instructors. 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. al i. Total 9 years, 222. Graduates, 222. 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 Surgery, 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., Professor of Surgical Anatomy, and operations of Surgery. M. 0. Heydock, M.D., Professor of Materia Medica and Therapeutics. -, A.MI., Lecturer on Inorganic Chemistry. R. J

Patterson, M.D., Professor of Medical Jurispriidence. Daniel J. Nelson, M.D., Professor of Physiology and Histology, J. M. Woodworth, M.D., Demonstrator of Anatomy. E. O. F. Roler, M.D., Assistant to the Professor of Obstetries. S. A. McWilliams, M.D., Assistant to the Professor of Anatomy. In medical graduates Chicago is next after Philadelphia and New York. Theol. Sem., Congre,g In Theology the Congregationalists have a seminary well inaugurated.tionalist. 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 77. Directors: President, E. W. Blatchford, Esq., Chicago; Vice President, Hon. I. G.

Directors. Foote, Burlington, Iowa; Secretary, Rev. G. S. F. Savage, Chicago, and twentyone other prominent Clergymen, and others, throughout the West. Treasurer, Rev. H. L. Hammond, Chicago; General Agent, Rev. W.

H. Daniels, Chicago. 269

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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. Haven. The Presbyterian Theological Seminary of the Northwest, is under the n auspices of 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. Ogden, 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 t 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 6 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. Graduates, 47. Trustees. Faculty. 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. Willis Lord, D. D., McCormick Professor of Didactic and Polemic Theology; -of Biblical and Ecclesiastical 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. Meth. Epis. The Northwestern University in charge of the Methodist Episcopalians, Northwestern Univer-has a larger endowment than any other. A lot was bought in 1852, for sity- $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 at Evans the town Evanston. * The University is the land proprietor; and though ton. considerable has been sold, and a town has grown up of about 2,000 inhabitants, Lands, yet the value of unsold lots and lands was $132.150, June, 1867. A circular $132,150. of Prof. Noyes, Financial Agent, of that date exhibits in detail the assets Funds, which are here condensed: Productive funds, (nett) $190,427, unproductive *60,T749. 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. Ofcers of the Board:-Hon.

John Evans, M.D., President. James G. Hamilton, Vice-President. Thomas C.

Hoag, Treasurer. Henry S. Noyes, Secretary. ‘van’s * 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, he can now better Oppreciate the far-reaching wisdom of founding here educational institutions for the benefit of the wide West, the Great Interior. 270

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Fm NORTHWESTERN UNIVERSITY. G. P. Randall, JArchitect, Chicago.

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Past, Present and Future of (,‘hicaqo Investments. Executive Committee: 

Hon. John Evans, M. D., James G. Hamilton, Orrington Executive Lunt, George C. Cook, Jabez K. Botsford, Henry S. Noyes, Thomas C. Hoag.

Committee. Faculty and Instructors:-Evans Professor of Intellectual and Moral Philosophy. Faculty and Henry S. Noyes, A. M., Professor of Mathematics and Astronomy. Daniel Bonbright, Instructors. A. M., Professor of the Latin Language and Literature. James V. Z. Blaney, A. M., M. D., Professor of Chemistry, Emeritus. (.)liver Marcy, A. M., Professor of Natural History and Physics. Rev. Louis Kistler, A. M., Professor of the Greek Language and Literature. Rev. David H. Wheeler, A. M., Professor of the Eaglish 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 ‘Biblical 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 ministry. The example of this superior woman, whom all the old settlers Mrs. Garrett’s remember with profound respect and warmest regard, ought to have been example. more imitated, and would be could the importance of present efforts, and the value of means for their promotion be more realized. Hon.

Grant Hon. G. Goodrich, one of the trustees, in an address commemorative of the noble Goocirich. benefaction, remarked: How humanity towers up into almost God-like grandeur and power, when it thus Man a cobecomes the co-architect with God, of results so mighty-blessings so beneficial and worker with immortal! It demonstrates man’s origin divine-his brotherhood to Christ-his God, 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 acquiring wealth to gratify the mean ambition of worldly display, or to curse our children with its possession, when ends and blessings so lasting and beneficent may be attained by it.

In 1855 the Institute was incorporated and opened, a building having Opened 1s55 been erected at Evanston for the purpose. Last year, as a centennary contribution, 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 graduates. proper is 40; in the preparatory department, 60. None of the property bequeathed has yet been sold, and its present value is between $300,000 Property ~~~~~~and $4007000, rapidly~~ increasing. e~~over $300,and $400,000, rapidly increasing. 0oo. 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. Rev. 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 Energy of from these stateL ants, that however indifferent Methodists have been as aMothodistf, 271

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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 Chicano, under the patronage of the Baptist denom University of Chi. ination, is next to the Methodist in. endowment. To that noblest son of the Judge West, to the farsighted Stephen A. Douglas, are we indebted for the initia Douglas the lera hetion of this 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, Property and in 1866 the main central building was finished and occupied. The 400,000.’ value of the property with endowments is $400,000.

The north wing, Mr. Ogden, expected to cost $50,000, Hon. W. B. Ogden has engaged to build as soon $50;000. Mr. Jone”, as $100,000 are raised to pay off existing liabilities. Mr. William Jones, $3-o~o. whose late decease has removed another of the esteemed old settlers, was Mr. Scam-a contributor of $30,000. Hon. J. Young Scammon* erected the observamen, $80,000. mClark$80000 tory, at a cost of $30,000, in which the Clark telescope is placed, the telescope. largest and best refractor in the world. The College graduated 10 last year, Scholars. and the Law School 20. The College has now 77 scholars, and the Preparatory Department, 160.

Officers. Officers of the Board.-Hon W. B. Ogden, President. Hon. Charles Walker, 1st Vice President. Hon. J. Y. Scammon, LL.D., 2d Vice President.

Hon. J. H. Woodworth, Treasurer. Cyrus Bently, Esq., Secretary. Faculty.

Faculty of the University.-Colleqiate Department.-Rev. John C. Burroughs, college. 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 Rhetoric 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 O. Hudnutt, A.M., C.E., Professsor of Civil Engineering and Natural Sciences. Truman Henry Safford, 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 Depart-Law Department.-Hon. Henry Booth, Dean of the Faculty, Real Estate, Personal ment. Property, Contracts, Commercial Law. Hon. John A. Jameson, Criminal Law, Personal Rights, Domestic Relations. Harvey B.

Hurd, Esq., Evidence, Common Law Pleadings, Practice. Theol. Sem.

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. Trustees -President, M. L. Pierce, La Fayette, Indiana; 1st Vice President, Rev. J. M. Gregory, LL.D., Champaign, Ill.; 2d Vice President, Charles N. HIlolden. Chicago; Recording Secretary, Rev. E. J. Goodspeed, Chicago; Treasurer, Dea. Edward Goodman, Chicago, and 27 Trustees among the first men of the West.

Faculty. 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. Mr.

Scam- * Mr. Scammon is one of our most active promoters of all good works, and one of the most liberal mon’s givers. Had we a thousand to give equally-not then one where we ought to have five no public liberality.

enterprise would lag for lack of means. 272

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Past, Present and Ptture of Chicago Investments. Surely Episcopalians will not long neglect a point so central, as to have Episcopa lians will already drawn the other large denominations to lay here the foundations of follow. Universities, designed to be severally their chief institutes of education for the West. In other cities, two or perhaps three denominations may have No equal Soaggregation3 their higher seminaries of learning; but where is another city in which so ofeminamany have been congregated? With the railways, and for precisely theries. same reason, have these various educational enterprises made a rush for Chicago. At the gathering of the Baptists here in 1867, in considering the Theological Seminary in connection with the University, the accomplished Dr. Hague of Boston, remarked:- Dr. Hague. Did 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 example. 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 fine 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. he combined. God has made Chicago to be a great centre of trade. It is destined also to be the Chicago a great Baptist headquarters, 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 headquarthat it should distance every other. He would put beside it a Seminary equal to it ters. in all respects. Here you may raise up other Pauls. Dr. Ide, another noble representative of Massachusetts also observed:-D. de. We were accustomed to say, in the earlier stages of the late war, that ” Generals Generals and are born,” and there was a disposition to scoff at the idea of “made Generals.” ministers made, not 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 Northwest, properly trained ministers, and enough of them, are a great want. Ilow Wants of mighty are the interests that rise before us here! How immensely important that the West. 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 soil; its 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 few seminamistake on this point. ries. 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 other than the development of a man, which endowments can not procure. It is a scholarly money. atmosphere; it is the surroundings anid 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. among men. There is much wisdom in these ideas, of the most practical character. East no index to 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 100O miles 18 273

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Local Advantages and City Expansion. re was equal to 1,000 now; and since the later ones have been initiated, no single great centre has been recognized to which all interests, all eyes were directed. The law of gravitation is here to be regarded equally as in focalphysics. 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 titu-controlling were institutions not inferior. These of Chicago will not be t inferior. Their grade depends much upon the benefactions; and to what institutions are the whole West so likely to contribute as to Chicago?

Some Westwill give to neighborhood seminaries; but more and more will the Great Interior cultivate a feeling of pride in having here the first institutions of o. 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 dollars in them will yield equal revenues? Besides, Chicago herself can and will do much for these objects of cherished affection, of noblest ambition. The gifts wehave already seen will be but a drop to those to come, as the power and beneficence of previous benefactions shall be witnessed. The oil seat of these luminaries, it will be her special province to supply oil in o common for their use, and such adjuncts as no single institution could hope to have *. Nor will rivalry and jealousy operate to the injury of this intellectual brotherhood. 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 different organizations, each to perform its proper functions. Theology is a head-matter, religion a heart-mnatter; 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, the more shall we value our own chosen means of promoting both. But we Agree to differ. A library * One of these adjuncts would be an extensive library of rare books. Hiere, of course, should be the needed. 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 be upon politics made as they have not been since Aristotle and Cicero wrote, in order to bring us effectuially out of our difficulties, and establish our governmental system on a known and sule foundation; does the Great Interior, the power of the Nation, need a complete library. Superficial politicians, if the words may be conjoined, may scout the idea; 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 find 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 would make of New York, told me last sunmmer that he would be delighted to begin the gathering of a library for selections. 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. 274

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Past, Present and Future of Chicago Investments. 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 Tlink lessof 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 zn ~~~~~~~humanity imperfeetions of humanity pertain less to man collectively than individually; less imper fect. 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 Great Interior, if not ultimately of the Nation. The Lake Forest University is an enterprise initiated by the New School Lake Forest University, Presbyterians in 1856. They purchased a tract of beautiful land 25 miles N. S. Pres. 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, untilthoroughly established. Owing to the pecuniary Efforts de resources of the chief beneficiary, no more has yet been done than to estab-laye. lish a good academy for boys. One for girls it is expected will be built this Academies season. They have, in cash funds and loans, $70,000, academy worth $30,000, bequest and subscriptions for female seminary, $30,000, and lands rFunas, 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 Quarter this sagacious, energetic prelate opened the college, afterwards converted into the University of St. Mary of the Lakes, and chartered, 1844. The University of St. Ma~ry of Bishop also established an Ecclesiastical Seminary in 1846, which has been the Lakes. their main object, and supplies the diocese with clergymen, the majority of Theol.school whom are graduates of St. Mary. It is in excellent condition, under the charge of Dr. Magofifin, a young priest, Chicago-born, and for ten years Dr.

Magoftn. 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 n ~~~~~~~~~ties begun. years of the City’s existence, and schools of theology, of medicine, and of.Schoels of n ~~~~~~~~theo)logy. law in full and vigorous operation, what is to prevent these institutions from medicineand law. growing with even pace with the immense country upon which it and theyl mutually depend? Where else would efforts in behalf of these fundamental Where more institutions of society be more effective?

fective? 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 Society. 1857. They have just erected a fire-proof building, 40 by 90 ft., designed Building to be the right wing of the future main edifiee. The collections numrbererected. 275

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Local Advantacges and Caty Expansfon. Colicotions about 100,000, and 15,000 bound volumes. There are 60 active and life members. The officers are: Officers. President, Walter L. Newberry; Vice Presidents, William B.

Ogden and J. Young Scammon; Recording Secretary, Librarian and Treasurer, Thomas H. Armstrong; Corresponding Secretary, E. B. McCagg. Academy of The Academy of Sciences was begun by a few lovers of nature in 1857. Science.

The efforts 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. StiAmpson is an efficient Major Ken-successor. Major K. spent three years in Arctic America under the nicott in Arctic auspices of the Smithsonian Institute, gathering specimens in natural hisAmerica. 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 Bginning of always lived here or in its close vicinity. Funds were raised by subscripmuseum. tions of life memberships of $500 each, and the specimens were arranged in Another rented rooms, under the direction of Major 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. Major K’s In May, 1866, the Academy met with the sad reverse of Major Kendeath.

nicott’s decease in Russian America, at Nelato, on the Yonkon River.* Loss 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 damDr. Stimpson aged. At the annual meeting, January, 1867, Dr.

Stimpson, who had had Director. 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. George ment of Maj. C. Walker, th e 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. Walker. Prairie Farmer: “I 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 Tot to have lost any of the enthusiasm, and singleness of devotion to the absorbing themes of to Sicescience. sc Hi s short but eventful and useful life, is a most valuable lesson to all our young men. It shows that a thorough devotion to any pursuit, will be sure to command success now as it ever has in the past. Robert Kernicott whom many of us have known from boyhood, has made for himself an hon orable name among the scientific men of the nationa name of which, as citizens of Chicago, and An example members of this Academy, we may all be proud. His bright example and persevering efforts, should to be fol-si to be fo l 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 Robert Kennicott, they may have an honorable name when their work is done.” Mr. Walker’s It is not improper, I trust, to observe, that Mr. Walker practices what he preaches, and to his influexaple. ence and 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. 276

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Past, Present and Future of O,icago Investments. in place of his deceased friend. The following is the list of property as stated at the annual meeting, January 1868:Cook County bonds, $20,000, cost………………………………………………

$17,400Theproperty Mortgages on real
estate………………………………………………………….

7,660 Real estate, dwelling house and
lot…………………………………………….. 21,623

Subscription notes
available………………………………………………………

5,000

Total…………………………………………………………………………

$51,683 Permanent f u n
d……………………………………………………………

50,000

Surplus………………………………………………………………………

$ 1,683 The fire-proof building erected in the rear of the lot and now occupied Buildingcost with their museum, etc., has cost $45,162, most of which has been paid by’$45,162. 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 60,000 speci specimens. Mr. George C. Walker is President, Mr. Daniel Thompson, Oefficners. and Dr. J. H. Rauch, Vice Presidents; Dr. Wm. Stimpson, Secretary; Dr. G. H. Frost, Librarian. Other institutions could be advantageously considered, but these chiefThese are ones can be taken as samples of what is being done in other departments.

samples. 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 udtureligius 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 aids.

bestowing their tythes, where can they find any other place of deposit,s where the revenues will have equal increase on and on for ages?-yea, for all This the time, for u?ltima thule has been reached. Nor are the elegant adornments place. of civilization at all neglected. While the solid bases of education andFineartsnot religion have the first care of these eminently practical Citizens, they are neglected. 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 in his profession, after spending some years in 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. centre No mere wielder of the brush, though it be with a mnaster’s power, he~f art.

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 gallewill be found in the country. Finding art appreciated and liberally 277

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Local Advantages and City Expansion. remunerated, the result was only a question of time. Nor is he now a soli21 painters, tary laborer in his art. The 21 scenic and portrait artists, and several several sculptors.

sculptors that have followed and find quite steady employment and fair remuneration, are effective cooperators in making this the centre of art Liberal at least for the West. In what other section will wealth be made more Patronage. Patronage. easily or spent more freely for the highest works of art? Painters. Mr. Diehl, a Chicagoan from two years of age, has executed a Macbeth that is very highly esteemed. Mr. John H1. 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. Sculptors. Nor is statuary neglected. Mr. Volk came to Chicago in 1855, and Hion. Mr. Yolk. 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. nis works. 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. Attention to Mr. Volk, truly, has a worthy ambition to render his noble art something monuments. 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 Ch. Jour. the dead with beautiful. monuments. Says the Chicago Journal in a long notice of Mr.

Yolk: Chi. attends Chicago, ever progressive, foremost in business, hopeful in science, enthusiastic to 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 with impressive monuments, and by our own these chiefly the work of our own artists. While some few have strayed from artists. abroad, and some from older cities, our chief pride must properly rest with those designed and executed at home. As in other things, 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. Yolk. 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.” Hie leaves for Mr. Volk leaves soon for Rome to establish there a studio, remaining me. part of the time, and executing commissions already ordered. Mr.

Seibert. Mr. Seibert is another sculptor of established reputation.

Theatre and The theatre and opera, too, are duly cared for. One of our young men, opera. very successful in his enterprises, resolved to give Chicago a superior place -. -,- “3

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CROSBY’S OPERA HOUSE.

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Past, Present and Future of Chicago Investments. 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, Operaouse.

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 centre. within itself it supplies an elegant art collection. We have also Mr. McVicker’s theatre and Col. Wood’s museum with theatre attached, and Mcvicker’s and Wood’s. several subordinate affairs.* Music is much cultivated, and the Philharmonic Society, under the leadership of Mr.

Balatka, takes rank among Mr. Balatka. kindred organizations in older cities. But all this patronage of art is not to be credited to Chicago.

The The country refinement and culture of the West is not here embodied.

This City is patronage. merely a fair representation of the Great 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 reaching trunk lines, a few from alone each railway sprinkled among our city city. attendants make a 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 fine arts. probably music affords the best illustration.t Says the Chicago Couyrier, Chi. Coorie. April 1st: Ten years ago, Messrs. Root & Cady inaugurated the first business in Chicago, for Root & supplying the trade with everything pertaining to music and musical demands. Cady’sestabThey began in a room that measured 20 x 65 feet. They found themselves without lishment. 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 unsurpassed 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 place something of the sort would be expected. Nor do I sub-theatres. scribe to the entire ostracism of theatricals. The truth is, the world of the stage lis 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 wonderful in 20 years; and although equal change is impossible in a like period in future, yet theatres. the religious world fail greatly if they neglect this means of human improvement, which will increase in power with civilization. But having said this much, it is due to the public to acknowledge, that defence My views not is necessary, because the view is doubtless opposed by almost the entire religious community. Nearly generally every one who sends a copy of this book to a friend, will do it in spite of this heresy, because he sees approved.

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 mfrs. 279

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Local Advantages and City Expansion. Present A few details may serve to give a good idea of what these gentlemen have been accommoda-able to accomplish by energy and business management. Instead of one small room, tions. tion. 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 office, in another building, is 50x60 feet; they employ in all between forty Printing and fifty people regularly. The printing office, which is used exclusively for their office. own musical publishing business, contains nine presses, which are worked by steam, regular compositors, engravers, press-men, etc. They require and use nearly $200 worth of white paper each day. They get up their own books as well as sheet Mr. Root’s music, and are just at present, among other jobs, completing a new book of church church music by Geo. F. Root, Esq., which promises to be one of the most successful Imusic. 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. N.Y. and For many years, Messrs. Root & Cady have had the reputation of being the most Boston only extensive publishers of music outside of New York and Boston.

Their war songs excel in bus-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 Largest list plates, so that they are now enabled to present perhaps the very largest list of of music. musical publications in America. Their own, and those plates which they have recently made their own, weigh over twentyfive 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 Newspapers.-Nor would this notice of local advantages be complete, were our.~pers-oadaaessb.cr our press. 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. Iigh toned and chivalrous, properly appreciating their vantage ground,‘they discuss questions with no jealousy, Nonemore no animosity. Outside of New York City, no press in the land furnishes national. nt n. more national information; none takes a broader national view of means Metropoli-and measures. While leading the West, and ever true to its interests, the tan.

Chicago press is eminently metropolitan. We have 9 dailies, 26 weeklies, 9
dailies, 26 and numerous semimonthly and monthly papers and magazines, discussing weeklies. seimnh admnhymgznes nearly every conceivable subject; for the West is emphatically the region of greatest variety of vigorous thought, of unbounded intellectual freedom. Chicagoan. The first number of the Chicaqoan, devoted to literature and arts, remarks upon Chi. as a Chicago as a Business Centre.-That Chicago is to be by far the greatest city of business the West, and that even now it surpasses any of its western rivals, are propositions centre. 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 Prould 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, in 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 metrop-other cities in the West, and certainly stand unrivaled in the Northwest. Chicago olis. is to be the Literary Metropolis of the West. Much done. Already much has 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. 280

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Past, Present and Future of Chicago Investnments. Most residents of Chicago will be surprised to learn that we have full seventy-five 75
publicae periodicals regularly published here-trom dailies to quarterlies.

The influence tiols. and ability of the Chicago political press is generally conceded; its religious press Ability. surpasses in circulation, and certainly equals 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 grow rapidly distant when Chicago will have able and successful literary Magazines and Quarterlies-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 tion. indication points to Chicago as destined to be the publishing center of the Great Chi.

publishWest. ing centre of West. Soon, very soon, will this Great Interior rule in the world of mind in its Shall West rule for weal every province.

Shall it be to the weal or woe of our Heaven-blessedorwoe t 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 public parks. The same deplorable want of realization of the future in this parks. regard has been displayed that has nmarked our course in every public movement. But in the previous estimate of expenditures, $65,000 for$65,0oo0 for parks this year was included. Twenty years ago or thereabouts, it was Plan 20 yrs. ago.

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 Price in creased tenthan one-tenth of present prices. Had it been purchased, it would have fold. 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 extensive parks of any city in the world without costing a dollar. That opportunity is lost forever; but every years’ delay largely increases the cost of anDelay zn ~~~~~~~~~~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 situated. A necessity in any other city is not one of course here. Noventilatin 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 Lake on east side. lake with its pure air is ever open on the east. The river extending eastward from about the centre, where its branches unite from the north and River & braoenes south quite equidistant between the lake and western borders, are soon to thro’ centre. 281

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Local Advantages and City Expansion. be filled with pure lake water. *

These afford much ventilation and to Widestreets. these 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. Horse rail-Wide Streets and Horse Railroads.-Not a small benefit is it that the ways.

central part of the City has 80 feet streets; and the main avenues north 80soft. streets. 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 Phila. plan. 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; but a single To be im-track interferes very little with ordinary vehicles. The use of street cars proved. 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 improvements of more benefit. Cei. Post. From the Chicago Post the following items are obtained,. of Horse rail way traffic Street Railway Traffic, 1867. 1867t West Division Railway.-Average receipts per day, $868.47; average expenses Division. per day, $726,-
number of miles run during the year, 823,821; average receipts per mile run, 384 cents; average expenses per mile run, 32-4 cents; number of 6,059,724 fares collected, 6,059,724; average cost of carrying passengers, 43’ cents; numpassengers. ber of round trips made, 153,999; average number of passengers carried per round trip, 39, or 194 passengers each way; eithty-three and five-eighths per cent. of receipts used to pay running expenses. South South Division Railway.-The average receipts per day during the year 1867 Division. were $837,61, 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; 5,580,636 cash, or six cent passengers, 1,311,556, and children at three cents each, 4,008.

passengers. 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 N orth Division -Railway.-Three miles of the line on Clark street, etc., were Division. taken up and relaid during the past year, and the Clark street line was cut up in Interrup-laying sewers and pavement 180 days. The Chicago avenue line has not been in tions.

operation since September last, on account of the improvements in that street. 2,56f6,739 During the year there were carried 2,566,793
passengers, and the cars were run passengers. 437,067 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 28a cents per mile run. D)ivision.

Cars. Horses. Jl en. Jliles. Car, 144.

West……………………………………………. 55 356 245 26

Hornses 8899 S o u t h 53 375 198 12’ Hores,

58.9’,Su~…………………………………………… 3 3 5 1 8 11

Men, 543. 14 Miles, 458.

North………………………………………….. 26 168 100 11

Total……………………………………… 144 899 543 484 N.

Branch to * It was quite an oversight not to have spoken, p. 252, of the facilities we can easily have, and shall be filled have, to throw the lake water into the noith as well as south branch. The bridge at Wells street can be with lake water. water.ake filled solid 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 lake, or by laying a pipe, the supply of lake water for the canal could be thence obtained, either by constructing a protection to the canal entrance, or by elevating the water by an engine from the lake. 282

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Past, Present and Future of Chicayo Investments. Ordinary Railways.-This is another important consideration. No other Ordinary railways. city has equal facilities 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 all4 wante. 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 DWlnvaislhle and Brazil coal, the value of which we have seen, would take it at Terre Haute Evansville.

or Rockville. Thence it is about 22 miles to Danville, where good coal has also been discovered. Thence it is about 120 miles to Chica,go traversing the country nearly midway between the Ills. Central and the New Albany Midway and Salem, making the closest possible connection between the rich valleyr~ute. 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 rPetersburg. the heart of Kendall county. 2d. From the centre of Pike county Ills., Pike Co. 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 Keithshburg. or New Boston to Amboy and Batavia. For the W. N. W., competition of the Illinois Central with the North-w. N. w. from Freewestern, 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., eeveral from 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 Alldesirable. equidistant from existing routes, and all able to make a road pay by local traffic alone. 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 bebuilt running trains out of Chicago. And the routes of new lines into the city, years. will be chosen with direct reference to accommodating suburban trade; for Accommo zn ~~~~~~date the 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 n ~~~~~~~~~~~petition.

unequalled accommodations at reasonable charges. But all these hopes and expectations, moderate as they are, are still hypo-They are thetical. A sensible man would consider them, and a reasonable man admit hypothetical 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 Nocityequal facilities. 283

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Local Advantages and City Expansion. number of acres within ten miles of its limits upon a railroad or equi-dlstant from it, with Chicago.

Railways. Expansive Power of Railways.-The unexampled facilities these railways Expansive may and should afford, will cause the City to expand, covering a far larger power. area than 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. C. B. & Q. Mr. Hjortsberg, Engineer of the Chicago, Burlington & Quincy Railroad, depot grounOtds. furnishes a statement in detail of the land they own exclusive of the right Own 88
acres of way. In the south division they have 0.807 acres, and in the west division in city. Needmore. 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 neecds 75 to z 150acres. 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 road has 11 miles city own, within the City limits. Perhaps none other has as much, but many track. 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 sho’d Wise directors will waste no more time, but purchase ample ground for their buy ample grbou actls.

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 stockyards, more will be made on the land than on the business of the yard. Facilities to But while railways crowd out the City, they afford ample means to recomreach subrrbsh. ub pense for area used, converting into a comfort what would otherwise be a serious inconvenience, by facilitating access with the suburbs. These uneMust run qualed railway facilities, however, will be of little practical benefit, if they quick. 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 grade 1
required. can start every 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 Citizens; yet, as before observed, nine have been killed, (so casualties. I)r. Rauch informs me) within ten months 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? Thesewillbe But we have this list of deaths and of probable casualties, within only multiplied. the present limits, with only the few trains now running. With limits 284

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Past, Present and Future (f Chicago Investments, doubled, with trains quintupled, what will be the increase of casualties? change of Nor is it possible for the City to afford protection if only one grade is used, protdet only protection. 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 already sure. 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 basements. ” ~~~~~~Save drayof wide side walks, will more than pay; and the saving in drayage by age. 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 convenience. that the City ever made? Benefits to The advantage to the railways will scarcely be less. They must everyrailways. 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. All will This improvement is one that every railway man would not only favor, favorchange. 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 officials must work for it. City officials, who are appointed to care for these chief should aid. 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 give Give Chi. une,qualed’ 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 Delay intel inconveniences to citizens and railways, and sends more victims to beds of erable pain, and others to their graves. Room for ]hdefinite Expansion-its Benefits.-As before observed, the Indefnitoe ‘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 Grandeur regard scenic effect, 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 preeiminent characteristic of prairie-reared men. 285

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Local Advantaycs and City Expansion. No expense But no one site has everything in perfection. If to some tame for want to prepare tsite.PP of rocky hills, deep ravines, bottomless bogs; to others countervailing exceptions would be a full equivalent. To have the surface prepared to hand 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 quite given to fancy. Then what our environs lack in variety, will be place of variety. amply compensated for in beauty. No choice of For ten miles around, except upon or near the lake shore, there is little laud’ 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 doing 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 land.I ing in elevation, all needs under-draining to remove surface water; and when drained some of the wettest will be the richest, best land. Even Mud Lake may prove no exception. The Northwestern depot is 10 feet above Elevation at low water mark; and the railway rises gradually out to Harlem, 9 miles, Harlem.

which is 45 feet above. Burlington & Quincy depot is 11 feet above low At Lons. water; Lyons, 13 miles out, is 41 feet. Benefits. 1st. We have, then, abundant room, and what are the benefits of expansion? Health. 1st.

Health. Free ventilation is an advantage that needs no argument. 2. Low prioe This is best secured by expansion. 2nd. Keeping prices moderate.

Should of lots. o ots the suburbs be chosen by the wealthy, as they may and should be, the interior will be left for business, and for the homes of common laborers. Laborers to To keep down prices of land for manufactures and other business, and for own lots. the homes of mechanics and other laborers in their vicinity, is of the utmost importance to the progress of the City. That so large a part of the laboring classes are land-owners, is one of the most encouraging and important sug gestions to be offered. Let our City be ruled by lot-owners, and there will chtrlots be less official mnismanagement and corruption. For one to three miles or more valuable. aumore 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 depends means to make here a beautiful city, with small cost. It depends alone upon ourselves. upon the plans we lay for the future city which is surely to be here, whether To be laid it be made as inviting in regard to beauty as to business. Could suburban out ornamentally. owners 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 soon desira-set, and lots of various size be occupied with pretty cottages and stately ble. mansions. The fine soil would soon supply beautiful shrubbery and trees, and the artesian wells water for fbuntains and other uses. 286

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Past, Present and Future of Chicaqo Investmnents. To a plan so desirable, and which would at once make us truly theGarden City. GARDEN CITY, there are, however, weighty obstacles. 1st. Subdivision Obstacles. 1. to numerous owners renders concerted plan and action difficult. 2nd.

2M.SYowner Impossibility at present of reaching the suburbs with reasonable speed.trains. 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 sufficientlyRemoval certain to render it indispensable that every land owner should immediately uncertain. double his prices. But it is one thing for a land-owner to see what is for his interest, should Indefinite everything work favorably; quite another to consent to put his land into a liability. company, rendering himself liable indefinitely.

This indefinite liability can A charter only be obviated by an act of incorporation; and having given much con-remedies. sideration to the improvement of suburban property, as the only means of Charter accomplishing my plans, I asked of the Legislature the Act of Incorporation Land Imof the Land Improvement Company, (see p. 13), which is all that could be provement Company. desired. The intervention of the war, and subsequent engagements in other Delay in affairs, has prevented prosecution of the plan, although several applications use. 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, ithas been kept intact. It is now my intention soon to organize a company under that Soonto charter, and show what can be done in the way of improving suburban organize. property. The scheme will be popular on all sides,-and numerous organi-Others also. zations will result, effecting general improvement in outside property. But there always will be selfish, picayune men, who will oppose any such Some movement. Such usually abhor the tax collector, and the most effective opposedose to relax their grasp of land will be to bring it for three or four miles Tax them. 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 $5 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, it is to be hoped, when the City will be,relieved of town and county organizations, Ultimate extending the City say to Lake County north, to the Des Pleines west, and down the river to Willow city limits Spring, thence southeast to the State line near Thornton; so that the City authorities can regulate all sorts of mauifactories that will affect the City. The present system of triple government is not merely Triple go’vt 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 direction should Only 3 or 4
undoubtedly be added to the City the first session of the legislature, and make these do-nothing land-miles at holders pay their part. Some of the largest landholders will no doubt urge the change, but the present to come in. picayunes will fight it. 2S7

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Locat Advantages ancd Coty Expansion. Certain Certain Advance of City and Suburban Property.-Notwithstanding the advance of property. uncertainty as to what may be done for the improvement of Chicago; that it surely grows and rapidly, and its property immensely augments in value, is a fixed 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 city equally certain. 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 ant local 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. Objece, in A person changes his home wholly to improve his pecuniary circumstances. coming to Chi. iHe locates most advantageously to pursue his favorite calling. lie 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 buy. must build for themselves. As a consequence, property is very much Many made distributed. Many a blacksmith and shoemaker, whose earnings by his rich. trade have been larger than they could have been almost anywhere else, finds lhimself 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. Real and The difference in the advance of real and personal property is not observed personal advance. as it should be. The Comptroller’s Report, 1st April, 1867, contained the following statement:Population Population of the City of Chicago from its Incorporation, in 1837, to October 1st, 1866, 1837-‘66. with Valuation of Property and Income from Taxes: $ 236,842

94,437 962,221 2,273,171 3,664,425 4,995,446 4,998,266 5,181,637 5,685,965

13,130,677 21,637,500 25,892.808 31,198,155 31,580,545 37,148,023

44,064,499 66,495,116 Valuatious,~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~..

- Years. Population. July,‘37 City Census… 4,170 1840……U. S.

Census.. 4,479 1848….. City Censs… 7,580 June,‘45 State Census..

12,088 Sept.‘46 City Census… 14,169 Oct.‘47 City Census… 16,859

Sept.‘48 City Census… 20,028 Aug.‘49 City Census… 28,047 1850…… U.

S. Cenus.. 29,963 Dec.‘53 City Census.. 59,130 n June,‘551 State Census..

80,000 Aug.‘56 City Census… 84,1138 1860…… U. S. Census.. 109,260

Oct.‘62 City Census… 138,186 Oct.‘64 City Census… 169,8353 1865…..

State Census.. 178,492 Oct.‘661City Census… 200,418 $ 236,8 2 5,905 15

94,,437 4,721 85 1,441,314 8,647 89 8,065,022 11,o77 58 4,E~21,656 15,825

80 5,849,170 18,159 01 6,300,440 22,051 54 6.,676,684, 30,015 1p 7,220,2491 25,270. 16,841,8:30 1 135,,62 08 26,992,89:31 206,209 03

31,736,084 896,6.52‘39 37,053,512 373,315 29 37,139,845 564,038 06

48,732,782 974,655 64 6i4,709,177 1,294,183 54 85,958,250 1,T19,064 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.

288 :a -, t IR0 P.. 4 :z 5 A -. Valtiations, real and p(-rsonal. Taxes.

Mayors. W. B. Ogdo Alexander Lloyd.. Aug. Garrett Aug. Garrett J. P.

Chapin….:.,.,:: J. CUT tiss………… J. H. Woodworth.. J. H.

Wo.dworth.. J. Curtiss………… C. M. Gray……….. L. D.

Boone………. Tbomas Dyer……. John Wentworth.. *F. C.. Sherman…. F.

C. Sh,rman John B. Rice……. john B. R,.ce…….. 2,694 7,603 $ 479,093

791,851 857,231 8,53,704 1,302,174 1,495,047 1,554,284 3.711,154

5,355,.593 5,843,776 5,855,377 5,552,300 11.5,S4,7.59 20,644,678

19,458,134 17,404 31,255 52,861 58,955 65,947 82,966 89,150

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Past, Present and Future of Chicago Investments. Last year the assessment was made at the fair cash value, which previously 1867, real. had been nominal. Thereby personal property was assessed at $53,487,824; $1141,540.

real-estate, $141,415,940; yielding taxes of $2,517,14,.50. Of the personal Personal, much has been brought in; but the value of the real has been made here, $53,487,824. 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-own lots. 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 theofl~cati~n 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 hazardous. growing city is almost the only sure thing in which to invest with a certainty Real estate sore. of rise besides ordinary interest. Every business man then, should buy his Business home lot, at least, when he is able, and to put it beyond the risk of trade, men to have ~some. 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 familyDuty to against calamity. I speak from sad experience, having lost two good estates family. 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 experihas been done in Chicago property and can be done again; and the folly of relying wholly upon business however promising,t an account of my early transactions, before referred to, is taken from a pamphlet of March, 1860:- views 1860. 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 Chi. 1852. 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 opinionfamily to Chicago and lived till 1840, 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 impressions. 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 Paul’s widows, he remarks?

“But if any provide not for’his own, specially for those of his own house, he hat directions. denied the faith and is worse than an infidel.” It is a man’s duty to pay his debts, especially to protect 1 /m. 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 to-advise that they have No separate separate interests. They are joined in one, and their interests should be and are indissoluble. interests. Let these energetic, successful husbands see to it that their families are made safe against poverty by a Give your wife a lot. Chicago lot or two conveyed in trust for their benefit. wife a lot. tMy 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 fearuing 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.

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Local Advantages and City Expansion. purchases which I had made, expecting to share in the profits. He took them, and Benefits to has made out of those and other operations, through me, several hundred thousand my uncle.

dollars, but all’ 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 months previously for $3,500 -for $15,000, he would give me one hundred dollars! I sold the lot that day tor cash, and7 the $100 was reckoned into my credit in our final settlement in 1838. Sound The letters that I then wrote, I had an opportunity to examine a few years ago, reasons. and they show that I operated in no speculative, hap-hazard sort of way, but a’ 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.] Railroads No one could then have anticipated the-power of railroads to build up great n)t then commercial points, and their wonderful multiplication, especially from Chicago.

foreseen. 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 Arenow a which at great cost otherwise, would still have come here. They have served to sure basis. fix, beyond all peradventure, what some might then have regarded as problematical -that is, which city in the west is to have the supremacy. Purchases In 1834, I began to operate in real-estate on my own account, and in February, for myself 1835, went to New York to buy merchandise, and sold for $10,000 a 40 acre tract 1834. which had cost $4,000, the profits of which more than paid for all my other Profits. purchases. Thereafter increasing my operations, I sold in the Spring of 1836 to Sales in N. various parties in New York, real-estate for over $50,000, receiving about two-thirds Y.

$5o,000. 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. Worth I had, then, in 1836, acquired a property of over $200,000, without any assistance $2o00,000 in even from my father, never having used his money for my operations, the store 1836. being his, and for conducting it, only my expenses had been paid. My uncle was No aid. 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. Crash of But 1837 brought ruin to me, as it did to nearly all who owed anything; though 183T. 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 Business purchased in 1836 a warehouse and dock-lots, to engage in the shipping business, begun. which cost $23,500. My whole indebtedness was about $25,000. I had nearly Small $20,000 due to me, which was supposed to be well secured, it being chiefly the’final indebtedness 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 thereafter 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 Bosiness my be a favorable turn. But all went down-down, and I was soon inextricably ruin. involved. The money used to buy those lots for business, not speculation, would have carried me through. Sacrifices. 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. Prairie Having been connected with an agricultural society, as its secretary and manager, Farmer the farming interest had a good deal engaged my attention. Seeing the importance gun.

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 Its reputa-Farmer,” and was for several years its sole editor; and though without any expetion. rience in farming, yet it is gratifying to know that from its commencement it has been regard’ed~ one of the most practical, reliable agricultural papers in the country. I retained its proprietorship till 1857. Travels From 1840
to‘45 I traveled most of the time, and in all parts of the west, to throughout acquaint myself with the influential farmers, and make them write articles for their the West. 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, 290

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Past, Present and Future of Chicag,o Investments. when its few hundred thousand population must be increased to millions, and Anticiparailroads so laid down as to bring nearly every farm within twenty miles of one, or Wn of the of navigable water. * I saw how immense must be the productions of so rich a country-how large its Effect upon wealth, aid naturally the effect that all this growth must have upon its chief Chi commercial centre-my home-was considered. I resolved in some way to get a larger interest in property here, and in the Wanted autumn of 1845, went to New York to try and obtain funds. Having leisure, I some Chi. wrote a series of of fifteen or twenty articles for the Commercial Advertiser and the lots. 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, about Ills. etc., etc., but not till the subject of the State debt was reached, was the rapidity of progress realized. Illinois bonds were then only worth about 25 to 30 cents on Anticipathe dollar, and three years of accrued interest not reckoned, so prevalent was the tions as to impression that we could never pay the State debt; and such a fearful load was it State debt. considered, that immigration hither 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 prediction gives more satisfaction than this. Little as the public were influenced Views by those views, improbable as all then regarded them; to look back upon, they’reasonable. 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 Colfidence confidence had never been so strong. The examinations incident to the prepara-strengthtion of those newspaper articles brought more clearly to view than ever before, the ened. abundant resources, and great natural advantages of the immense territory D)esire to tributary to Chicago, aad my determination was strengthened to buy property have here.

property. By examinations I found Frederic Bronson,‘Esq., would sell a block on long Block 1 for credit for $30,00C, with only $1,000 paid down.

It was upon the river, near the sale fer heart of the City, and somewhat improved. I made prudent estimates of its pres-‘00 ent and prospective rental, and found it could be made to pay for itself with a Could be small outlay. But I could make no one so see it. There was not the least confi-made to pay deuce in Chicago, it having been for ten years a synonyme for all that was wild and for itself 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 Mr. Dyer, $1,000 he had paid. By much solicitation, my brothers were prevailed upon to $7,500 in advance. 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 Reason for property; because, having no capital or means of raising any, it was necessary to,preference. 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 600 ft. large enough, 320 by 600 feet, to be an object, particularly as I was confident that by the time it was paid for in ten years it would be worth $200,000 and over. It Worth in‘56 was actually worth in 1856 over $450,000. $450,00oo0. 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 rea ize. principal and interest. Doubtless it would have been better to have been satisfied with this purchase. Still wanted But in its improvement we had effected an arrangement with the city by which the more 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 part years to 1l61 ,accomplished for Iowa, Wisconsin, North Missouri, and all the rest of the country centering at Chicago 291

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Local Advantages and Clty Expansion. I 1I/ block of Mr. Bronson still had’a block and a half of this river property, and in the spring Mir.

Bronson. of 1848, I went to New York to see what could be done with him.

He asked $45,000, 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 Terms of get much revenue. I therefore insisted upon having interest for a few years added purcha,se at to the principal, and the result was to close contracts for the purchase, at $50,000, $-0-00o. on 16 years time, $2,500, 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 LLcng 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 1860.

Contract To guard against the possiblity of failure, should my estimate of rents prove provisions fallacious, I had a clause in each contract, authorizing the sale of a lot, or half a f) 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 meancalculated. 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 me 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 Large profits 1864, 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 about one fourth of the purchase, for two and a half years, with no improvements ,,f two lots except excavating the river bank and building the dock, have yielded a ground $Tooo. rent of $7,000-the lessee paying all taxes and assessments; and he has put on a ,vaiu dlvatqr that eQot ahit $‘lO,Q000, that is eet’iitt qr tit -et. Plans were Upon these two purchases I look back with much satisfaction. It is true I e)und. 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 though in error on that point, nothing else was misconceived. There was All calcula-nothing fortuitous or accidental in the whole operation, but it was perfectly ted. calculated from beginning to end, and all possibility of failure effectually 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. or less in 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 pur-

* 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 further increase indebtedness been adhered to, the sacrifice 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 have A desira bl been successful, and property been worth $1,500 a foot, which is now not worth $500. No central part purchase of the city offers a more inviting field than that very property, with the railroad ousted east of Wells mow. 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. besides all the rents, and I predict it will be as great a per cent.

in twenty years to come, if there be any proper management of the property. 292

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Past, Present and Fvture of Chicayo Investmnents. that though the results were so astounding, they could discover nothing unfair or Signed improbable in the views or calculations, and they signed the following certificate: certificate. “The undersigned have examined an estimate made by John S. Wright, of rents on lots, 3, 4, 5, and‘6 Full endorse of block 3, * Original town of Chicago, supposing $10,000 to be expended in improvements within two ment of my years and a half, together with the anoual surplus of rents above the payments of $19,250 ot principal, estimates. and all the interest in sixteen years; and we concur with him, in the main, in the views and estimates therein contained. Chicago, June 9th, 1848.” [Signed]. B. W. Raymond, Geo. W Dole, George Steel, John H.

Kinzie, E. S. Wadsworth, Thos. Dyer, John P. Chapin, W. II. Brown, and Gec. Gibbs. [Only two of whom now live. What shadows we are; what shadows we pursue instead of true riches! ] On the 28th of February, 1849, I printed a circular, and in conection with the Circular above certificate, said: 1849. ” Five of the first signers gave the papers a minute and critical examination, and the first two examined Views well them thoroughly by themselves, and also together The others studied them less critically, but satisfied considered. themselves of their general correctness, and most, if not all, expressed the opliniou, that, extraordinary calamities alone excepted, the results would be realized.

One of them (W. IH. Brown, Esq.) a few days W.II. Brown since casually expressed some distrust of the operation, and I subsequently told him that I wished to use his name in connexion with the certificate, but could not rightly do so as long as he had doubts about it; and upon re-examination of the estimates, he expressed himself satisfied.’ They could not but “concur in the views and estimates,” for they were reasonable Concurence and moderate, yet their total lack of confidence in their attainment was evinced reasonable. by the fact that three and a half blocks more of this same north-side river property were nearly all in the market, yet for years no one bought in it but myself, with a Yet not single exception, and that exception the more strongly confirms my statement. Mr. believed.

Wadsworth, one of the above signers, and considered one of the most sagacious of Mr. Wadsthem, and who carefully studied and discussed the papers with me, sold the winter worth. of‘48 and‘49, to Mr. Steel, another of the signers, two lots next adjoining one of Mr. Steel. my blocks, for one quarter cash and the balance in 1, 2 and 3 years, at a rate considerably less than half the price 1 had paid. Though very conscientious, and in Evidence of all honor and integrity certifying as above, yet he could not bring himself to their realize that the result must come. As do most real-estate operators, he went with disbelief. the current. I have joked him several times since for his folly, for the lots he sold for $4,500 would have since brought $80,000, and are to-day worth $50,000 He has made no use of his money that would have paid at all equal to this, and I know of no other purchase as good. The buyer, it happens, was one of the signers, but he did not credit the results certified to any more than did the others, for he was, and is, a wealthy Scotchman, and could and would have bought every one of the lots if he had supposed there was a fifth part of the profits in them that he has realized. In‘46 the best lot on the north side, 80 feet on the river and North Water street, Another and 1l9 feet on Clark (a bridge) street, was offered for $6,000; and for years I north side urged friends to buy it. The owner kept advancing his price, till in January‘50, lot. I induced a couple of Virginia friends to take it at $9,000. In‘56 that lot was worth over $110,000, and is now worth $70,000, and has all the time yielded a good ground rent. But these purchases, though apparently so judicious and profitable, were a heavy Purchases a load to me and my brothers for years.

I could not make capitalists see through heavy load. my spectacles, and none would lend me the aid of their money. The widening of the river cut off rents largely for two years, and the excavation, building of docks, warehouses, etc., had run me into debt, at two to five per cent. a month, and a brother was an endorser, greatly against his will, for $15,000 to $20,000. In the Block 1 sold spring of‘50, he insisted upon relief, and having our affairs disentangled, and 1850learning that the Galena Railroad would buy one of the blocks for a depot, he urged its sale. He had acted generously towards me-few brothers would have done as much-and his request was reasonable, notwithstanding it involved such a sacrifice of my expectations..The block first bought for $37,500, was sold to the Company -for $6O,000oo. for $i0,000. t * This was the half block, about two-fifths in value of the purchase-the other block, about three-fifths Two-fifths of purchase, costing $30,750. I did not care to trouble them to go through the calculations for the latter, for if correct urc19,250.he for the half block, they would be found so on the whole purchase. Dpot not t Let it not be imagined that the depot was regarded an important desideratum by me. In converting desired by the nine lots into wholesale property for groceries and iron, as was my expectation, by supplying stores me. 293

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Local Advantayes and City Expansion. The personal Though prolix and tedious in discussing these operations, it is not from foolish considera-conceit. The egotism is as distasteful to me as to you, but seems required. Whether tiensi required. I have judgment 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 “blowing 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. xperience Increased knowledge and experience ought to be of some service; and at all events valuable. no purchase will be made without due investigation, and you shall always have a good reason if you ask me. Reaper I made some profitable exchanges, but no considerable purchase of property works.

till‘55 I bought 52 acres on and near the North Branch, for my Reaper works, for $72,000. Ocupation Until‘51, the management of these blocks had given me constant work. They wanted. 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 Advantages large enough for me and my family. Manufacturing suggested itself, for which for mng. 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 Prairie distributing facilities.

My connection with an agricultural paper informed me of Farrer. the great demand the,prairies would make on Chicago foib 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 Mnfg. agri-I might make. It Seemed that with a good practical man as a partner, a safe and culIturali lucrative business could be easily built up of a most agreeable character, and it was implements.

much more congenial to my temperament than sitting still to wait the rise on real estate. Besides, though having no desire to be immensely wealthy, I wanted more income to use year by year. Partnership I therefore formed a partnership with an experienced mechanic at the East, but formed. 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 Atkines self-a suitable partner. Mr. Atkins, too, had given me a half interest in his Self-Raking r 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 relinIts complete quish it. No other harvester ever had such success. I built the first in‘52, forty success. 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. It was my But this unequaled success led me on to my ruin. It is not necessary to the ruin. present purpose to follow through the success and disasters of the reaper business.* Reasons for 43 x 180 feet, at low rents to begin with, it seemed advantageous to have a railway track for the accom its purchase.

modation of the stores, and I started the project of sellingblock 5 for a depot. But Mr. Newberry would not consent to that, because as the owner of the contiguous property, it would appear that he was rendering the railway serviceable to himself; and Mr. Turner wanted it as far east as possible, in 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 River prop-Mr. Newberry, has come. The value of the entire river property has been destroyed. I would never have erty d, consented to the arrangement, had it not been my purpose to fight the railroad is their use of the street, stroyed. where they had no rights, and compel themnto exchang with me block 1 for 5; arid west of the latter they could have used it as they pleased. I knew the whole city would be with me, because of the immense inconvenience of constantly running of cars and engines back and forth across Clark and Wells streets. But absorption in my reaper successes, postponed attention to real estate. Cause of *An explanation, however, is due to rayself: In the winter of 1854-5, the unvarying success leading disaster in me to build 1,200 machines for the ensuing harvest, it seemed reasonable to expect to build 3,000 reap.er machines for 1856, and that winter I employed a competent person to purchase lumber, mostly ash, in business. bisOhio. It was carefully piled on docks at Conneaut, Fairport, etc., for summer freight, which had previ. Lumber bo’t ously been $2, to $3, per M. The summer of 1855, there being no down freights, and a vast amount of in Ohio. railroad iron to come up, vessels asked $8, to $12 for lumber. In October I contracted at $6.25, but the 294

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Past, Present and Future of -Chicago Investments. 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 nt. little wild and visionary. But with these explanations of motive, and of calculation, visionary. 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 engaged, Staid businot in anything speculative, but in a regular staid business, that with more Staidbusiexperienced 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 reasonable. the results, as would have others viewing from my stand point. I could not over-Causes of look railroads, and in some degree appreciated their immense power to develop a observation. 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 be built, I was forcibly struck anticipations 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 and Chi. the intermediate routes. I endeavored to demonstrate the importance of extending unitredt in 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 predictions? True it is, the competition and railroad realized, and mania have done for us much more than was anticipated, but was it not a natural more. 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 Ill. Cent. no goose chase; but looking back, it seems a natural, reasonable operation for exception. 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 rates. Another contract was made as soon as possible at higher High figures, and two cargoes arrived, but winter closing two or three weeks earlier than usual, two cargoes of freights. 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. froz7en up. But we could obtain none till February, and then entirely green. Super-heated steam kiln-dryers were constructed; but being obliged to go east in March, my partner, an energetic, driving man, but utterly Green unfitted to direct a large business, would not wait for the lumber to season, and Mr.

Hollingsworth, the lumoer foreman, informs me that’much was put in entirely green. The result was, of course, a universal failure used. A cousso under the burning sun of harvest. Payments had to be put over, and a cash outlay incurred of $30 to $50 quent on each machine. Still, the farmers were universally pleased with the machines, and the circular of failure. 1857, showed strongerconfidence than ever, nothwithstanding their difficulties. Then in 1857, and‘58 the Farmers farmers had no crops and could not pay; and with the utter prostration of real-estate, my property was unable 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 reaper Business dues that would have paid all. Besides, I had not misjudged as to the superiority of self-rakers. Te abandned. 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 Self-rakers all reapers now built are self-rakers, and probably none equal to the Atkins. Every little while I hear preferred. 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. The dues to me for reapers sold would have paid my debts had the business been 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 cortrol, it is due to my brothers, the endorsing creditors in 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 uncertainty of all business, exhibiting the wisdom and necessity of having some means of family support. some stay plan~certaintyd~~~~ bey~ondf~~ suhdagroscotngnie.besides placed beyond such dangerous contingencies. business. 295

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Local Advantages and City Expansion. Years of of the other sections, so that it cost the Government nothing. I do not regret that labor for it.

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 I am proud to have had a hand in its accomplishment. Opinions not Probably no one would now consider former opinions visionary, even at visionary then or now. 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 Chi. safer to the views most men take of future operations, Chicago is to-day a safer than ever. city to invest in than ever hitherto. More money is now required, and doubtless the per cent. of increase will be lees, especially upon inside propBusiness erty. But business which has been almost wholly confined to South Water changes. and Lake Streets, has within only two or three years broken its old bounds, and Randolph, Washington, and Madison, and the cross streets, have Others to advanced several hundred per cent.

The same effect will be seen on other come. streets within a few years.

The uncertainty where, however, affords ample Chances offering. 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. 10 per cent. But one thing a buyer may rest upon, that any property bought at fair sure. 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 Natl ral natural growth of the City insures this, and more.

Besides this, a buyer I regress. Further takes his chances for superior judgment or favoring circumstances, and may chances. 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.” Revulsions Very possibly, even very certainly, a revulsion from a causeless panic like may come. 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. All right in But, as several times repeated, the man who is able to hold his real estate, the end. will soon find old values returning, together with good profits. No property on earth is safer than Chicago lots. Opportuni-Small buyers can do well, better than in almost any other city; but to ties great. large capitalists, or to those who would make a combination, and engage energetically in improvements, no other city offers equal inducements. Examples. 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 296

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Past, Present and Future of’hicago Investments. we need a large cemetery;*
and the field of operations in suburban property is almost coextensive with the prairie. Because of the constant fluctuations, Chance for 7mart mencontingencies always arising upon which no one can calculate, the farsighted and industrious have unusual opportunities. Nor is it indispensable that a capitalist should be a resident to avail him for nonself of some of these opportunities. Assuredly, a man here who has full knowledge of the City and 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 Pay liberally 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 Dnt be too own operators. The liberal soul shall be made fat: And he that watereth shall be watered also himself, will be found true in this regard as in higher interests. -It needs no argu-Our agents ment to prove that any non-resident can afford 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 Butwill make a good 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 best services except by making it for their interest? Some of these Citizens are selfish enough to wish to keep all profits to sotmen citizens themselves. They consider it a direct loss to the City for non-residents to selfsh. become our landholders. But these very prudent, sagacious calculators may An helpers remember with advantage, that active enterprise in behalf of Chicago, not rident depends not upon residence here. Hlow many of our chief land-owners have done as much for their own City, as Mr. Charles Butler of New York, Mr. Blutler. Mr. Nathaniel Thayer of Boston, Mir. Joseph E. Sheffield of New Ihaven, Mr. Thayer. Mr. Sheffield Mr. Erastus Corning of Albany? No doubt public interests and profitsMr. Corning. otherwise influenced them; yet, has not their interest in Chicago property itself stimulated somewhat to their efforts in behalf of our railways and other public improvements?

These were among the pioneers in creating the mammoth system of intercommunication 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 inadequate. 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 One wanted N. W. put in condition. Sections 28 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 be 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 permanent. future city sure to be here; and failing to do this are we not derelict in duty?

297 Prov. xi. 25.

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Local Advantages and City ExpaIsion. What grum-these selfish grumblers have done as much, or ever will do as much for this bier has done so much.

City, as either one of these gentlemen, or twenty other non-residents who Isnotashare could be named? Is it unreasonable that they should have a small share their due? in the 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 grumiblers Liberality consider the proverb above.

No city has more to gain from faithful pracour interest. tice of that liberality; none more to lose from its -disregard, and Infinite Wisdom gave it equally to guide our conduct in pecuniary as in spiritual concerns. Non-resident Practicing this principle, then, should we not be glad to have those nontorailway men residents have some of the lots, who with no proprietorship in the soil have yet share. contributed the means to build our canal and 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 invester makes his pittance. Besides, Moreroads we have more railways to build. It would seem that only about two-thirds to builid. 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 They will then the ten more, will for years want extension and branches.

The trunk pylines 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, stimulus to own Chi.lots. that wealthy capitalists who for good and abundant reasons prefer residence elsewhere, should own a good slice of Chicago property? Non-resi- But why argue against the bootless notions of these niggardly churls? der,ts do Dozens of non-residents could be named who are fairly entitled to more of more than -itize~L~ itiz the 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 ai~l. Detroit, who I believe owns not a dollar’s worth of Chicago property. Ira-,ement The Chicago, Burlington & Quincy Railroad, a combination of different of C., B. & Q.

road, Q enterprises, has had steady conduct without the ups and downs which char acterize most railways, exhibiting fairly what can be done with Chicago roads honestly built and managed, and duly regarding public interests and If stockhold-those of stockholders. All railroads are not managed for the stockholders, ers fail, officers maike.i and many have to find satisfaction in the knowledge, that if they make less, their officers make more. Railway men Doubtless some of these railway owners will take this view of the case to buy Chi. and agree that the time has fillly come for them to obtain an interest in lots. areta h iehsllyi Various Chicago property. Some will prefer to buy independently and own sepaways. rately.

Others will see that associated capital has equal advantages in land companies operations as any other, and is even more desirable. A great public necessary-improvement like that north-side Dock Company, can only be prosecuted 298

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Past, Present and Future of Cwiago Inves ts. 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 indefinitely. Only by companies, too, can suburban property be judiciously laid off and improved in a large body. Individual owners will not agree, and their interests must be committed to a directory. Notwithstanding suburbs never iraboth public and individual advantages in the proper planning of the suburbs, proved withwe shall go on indefinitely making our additions with none but straight ut tem. streets, until companies are organized for the purpose.

With a capital of Most profit able. only a million or two, a company would have strength and make vastly greater profits than individuals, while at the same time accomplishing public benefits which are beyond the reach of single efforts. A company of this kind offers important advantages to non-residents in Best fortnon particular, provided they can be sure of competent and honest managers They will be relieved of the difficulty and labor of individual purchases; Advantages of a Co. 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 warranty of title.

Taking this view of the case, the charter was obtained in 1861, as Charter of Land Imp. noticed pp. 13, and 287. Although it has lain idle, it has not been from Co. p 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 advancingTimetouseit and will probably never be lower, and no time should be lost in organizing 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 theabr~ad 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 charters can be obtained; and the quicker the others. better both for shareholders and the City. This long topic, however, should be ended. The ownership of Chicago To own Chi. lands or lots, must be conceded to be be a chief and abundantly satisfactory advantacgae. Local Advantage, by whatsoever means attained. The non-resident who has Neglect of non-resiinformation and fails to employ some means or other to obtain more or less dents injudi. of Chicago property, commits a blunder which he will regret in less than cous * A plan was prepared immediately after obtaining the charter, which contains some novel features Some feawithout complication. An annual dividend is to be declared out of the profits (there will be none for a tures of my year or two,) which the shareholder can draw in cash or scrip, the latter being convertible into stock; Co.

for the capital, as sales are made, will be constantly invested in contiguous property and plut 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 equivoffeet 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. 20 per cent. option, and I take the balance. If a project can be offered that is absolutely safe, with a reasonable per annum. prospect of such a profit for a term of years, am I not entitled to an equal share? 299

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Local Advantayes and City Expansion. ofresidents ten years; but the resident who can possibly do this, even in a small degree, rmnal. and labors year after year to build up the City with no recompense but his regular business, grievously wrongs himself and family. Other topics But to appreciate the immense Local Advantage of owning Chicago touchigthis lands and lots, some further topics must be carefully considered. We have seen, it is true, that the matchless facilities of inter-communichtion, by lakes, railways, canal and rivers; the unequaled progress hitherto; the Points al-firm establishment of commerce; the marvelous growth of manufactures; ready estab-, lieahdcvertaint;.the conjunction of minerals, with cheap food and lumber; and now these local advantages, all combine to assure a certain and rapid growth, and Others to consequently entire safety in the real estate. But there are still other conjudge fmag-siderations which not only confirm both as to rapidity and certainty, but nitiide. also afford satisfactory means to judge of the magnitude of growth. Upon this important point, let us first consider, Internal POWER

OF THE INTERNAL TRADE TO BUILD UP GREAT CITIES. tradeits powater.als It will be admitted, that except to devise the plan of discussion, which ,Materialssipplied by naturally presented itself, my chief labor has been to arrange the abundant others.myteaudn material. Under this topic, original views would be out of place; for Mr. This from an J. W. Scott, the widely known Editor of the Toledo (Ohio) Blade, has too Ohian. fully discussed it for me to add to the argument. Not only so, but the Age im-quarter of a century which has intervened since the papers were published in aty.e Hunt’s Merchants’ Magazine (1843,) has brought to maturity this pure trwth, 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 TRAPDE

OF TITE UNITED STATES. Internal Trade of U.S. BY J. W. SCOTT, oF TOLEDO, OHIO. Population Almost up to the present time, the whole weight of population in the United hitherto on States hias lain along the Atlantic on shore, and near its tide waters, and a great seaboard. proportion of their wealth was connected with foreign commerce, carried on hroiigh their seaports. These being at once the centres of domestic and foreign Imagined trade, grew rapidly, and constituted all the large towns of the country.

The infersuperiority ence was thence drawn, that as our towns of greatest size were connected with of foreign fo orfmreign for eign 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 Internal to trade and commerce has essentially altered. It seems not, until lately, to have trade not entered the minds even of well-informed statesmen, that the internal trade of this meaized. realized 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 truths near enough to illustrate our subject. Annual The annual production of Massachusetts has been ascertained to be of the value earnings of $100,000,000. If the industry of the whole nation were equally productive, its $1,500, o000 $1000 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 overestimate 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 300

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Past, Present and Future of Chw,ayo Investments. balance, being $1,000,000,000, constitutes the subjects of exchange, and the Trade$1,000,articles that make up the domestic trade and foreign commerce of the United 0oooo0. 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 $100oo,ooo,ooo. 1842, is $99,470,900. There will then remain $900,000,000, or nine-tenths, for our Domestic internal trade. Supposing, then, some of our towns to be adapted only to foreign $9so(o,ooo,0o. 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 trade 9 fold some degree, participate in both foreign and domestic trade, yet we have those advantage. whose situations particularly adapt them to the 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 advantages 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 times greater than coast has probably been five times greater than that carried on with foreign foreign. 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 the 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. inland navi gatio’on Croix to Sandyhook, the soil, though hard and comparatively barren, is so well gatiodn com pared. cultivated as to furnish no inconsiderable amount of products for internal trade. St. 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 folkcoast 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 Sabin, 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 -4o00oo and Gulf of Mexico. Of this only about 2,500 miles, from Passamaquoddy to St. miles.

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 have made the Atlantic 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 Domestic proportion to its amount, than domestic. But is this likely? Will not a New York trade profit able as 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 Alleganies 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, considered. 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 trade will Cim. have the other great Atlantic cities will feel less of the beneficial effects of this agency aavantag, 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 ourproducts. 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 301

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Power of Internal Trade to But7l u2p Great Cities. articles which contribute to the enjoyment of civilized man, are now, or may be Agricultural 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 N,th and r exchange for the sugar, rice, cotton, tobacco, and the fruits of the warm south. Souc chnerc,cttoh.oaco These are but a few of the articles, the produce of the soil, which will be the subMineral jects of commerce in this valley. ()f 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 or New Orleans, be the point selected for the interchange of these products? Or onisea-board or inland? 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 N. O.

and thing, 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 long 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 beside agri-of the world and in all countries, the mouths go to the food, and not the food to culture.

Dr. Chal-the mouths. Dr. Chalmers says: “The bulkiness of food forms one of those ers. 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 popuAgriculture 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. that 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 their 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 But this claim is neither sanctioned by reason, authority, nor experience. The not over 10 mere statement exhibits it as unreasonable. Dr. Chalmers maintains, that the per cent. excrescent population could not, in Britain even, with a free trade in breadstuffs, above food 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 Eng-transportation. But the eastern manufacturing states have already nearly, if not ]Ind nearly quite, attained to the maximum ratio of excrescent population, and cannot, therereached 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-a 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 abundance of this is shown, and also of coal for steam-power.] Food brings Will 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 302

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Past, Precsent and FIture of Chtcago lnvestments. fertility remains to be purchased, at a low rate, and the increase of agriculture in the West keeps down the relative price of food; and while the population of the Must conold countries of Europe, and the old states of our confederacy is so augmenting tirne. 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 pour into pouring into this exuberant valley and marking it with the impress of their this valley. 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 cities to have some foreign foreign commerce also; and if, as some seem to suppose, the profits of commerce tradeO. 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 outNew Orleans and New York, as Paris and Vienna use those of Havre and Trieste; ports. 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, not 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 many Chinese great cities as China, 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 of outports and upwards.

It should, however, be kept in mind, that many of the great sea-and inland. 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 population from its trade with the United Kingdom. [The table of 67 outports, and 142 Table 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 f.vors for-‘ H ope, have changed the character of foreign commerce, and greatly augmented eignthe 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 McAdam -it also r oad s, all tending to bring into rapid and cheap communication the distant parts of does domesthe most extended Continent, is a still more potent cause in favor of internal tic trae. 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 etc., new had time to produce the great results that must inevitably flow from them. The invention. last twenty years have been devoted mainly to the construction of these laborsaving 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 bold man bold man, who, casting his eye one hundred years into the future, shall undertake to to foretell tell the present generation what will be their effect on our North American valley this effect. 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 country like Interior at all worthy a comparison with ours. 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 not noticed. accessible coasts of our great lakes, and their connecting straits. The trade of 303

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Power of Internal Trade to Build vp 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. INTERNAL TRADE OF

THE UNITED STATES, NO. II. Int. trade No. II. Natural advantages of Interior. Natural Providence has evidently designed the temperate regions of the interior of North advantages America for the residence of a dense population of highly civilized men. Throughof Interior. out its southern and middle regions, which are elevated but a few hundred 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 The lakes. 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 latStretch itude to which profitable cultivation can be carried, they stretch away south south-almost to the very heart of the great valley. Towards the east they approach the -east. Atlantic, and extend westward towards the Pacific, more than a third of the disLake and 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-out, and indeed, in some places, almost finished, the great channels of intercourse nected. between them.

To invite and facilitate migration from Europe and the old states, he has provided the St. Lawrence and Mississippi rivers, and cut a passage through the Appalachian chain, where flow the turbulent Mohawk and majestic IInadson. Varied sur-His munificence ends not here. He has diversified its surface with hills, v,les, and face. plains, and clothed them alternately with fine groves of timber, and beautiful Minerals.

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.] Ericanal. 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 Enlarge-its capacity would little more than suffice for the business of the country through ment re-which it runs, and of course, that it would soon be inadequate to the passage of quired. 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 Two more lake trade as they could divert from this New York route would pay them for the canals. outlay of so many millions as will be necessary to construct two more canals, and Two rail-the same number of railroads, from the Atlantic to the lake waters. Not only are roads from cities and states entering upon a competition for this trade, but there are indicalake to tions that a few years will witness an active emulation between the United States ocean. and Great Britain, in endeavors, on the one hand, to retain, and on the other to Lake trade. acquire it. On all sides it is admitted, that the city of the Atlantic coast which makes At-receives the bulk of our eastern business will be the leading city of that border; lantic city and if it is not now admitted, it soon will be, that the emporium of the Mississippi chief. chief. Valley which commands the best channel of intercourse with the lakes, must be and remain the Queen City of that valley. Large area. But what is it that makes this lake country of such commanding importance? In the first place, it is of great extent. Its navigable shores, including bays and Shores 5,000 straits, measure more than 5,000 miles. Not only do these command a large miles. country lying back, in many places, much beyond the head waters of the streams which flow into them, but, by means of canals and other artificial aids, no inconTaketradeofsiderable portion of the Mississippi Valley is made tributary to their commerce. river valley. This is owing to their-affording the cheapest and best route to New York and 304

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Past, Present and Future of Chicago Investments. 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 Mississippi Valleys, N. O. 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 ern routes. of the enlarged Erie canal, Chesapeake & Ohio, Pennsylvania canal and railroad, Welland canal, and the N. Y. Central, the Erie, and the Baltimore & 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 made? 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-of over estimate. 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: Growth of lake cities, 183040. 1830 1840 1830 1840 l Buffalo…………….8,65 1823Tld……….3(,5

Erie………………1~,32 3,1]eri……..,2,0

Cleveland…………..1,07 7,4]ore…… 0,0 Sandusk City………400

1,33 Chiago……………10. 4,47 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 growsoil, in proportion to the population, is rapidly augmenting, our cities and towns ing. 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 and manufacturing regions of our Trade to country will doubtless increase as fast, and be productive of as much mutual grow be tween secbenefit, as any friend of both sections now anticipates; but the home trade within tiwensethe 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 in North American limbs of the human system. Western commerce with the Atlantic border, is Valley. 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 trade in Philadelphia, for instance, is no greater than it was in 1787, when the population creases most. 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 20 305

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Power of lnternal Trade to Build tp Great Cities. Lake ports surprise many of our readers to be informed that the exports and imports of our exceed the ehleed thl upper lake region, the past season, have probably exceeded in value those of all the ,%hole colonies. colonies on an average of six years preceding 1775. According to Pitkin, the annual exports from the colonies of those six years, amounted to 1,752,142, and the imports to $2,732,036. The average annual amount of the exports and imports of this upper lake country for the last three years, would be estimated low at $20,000,000. Such are the results of the infantile labors of the young Hercules of the Lakes. Vallies of The basins of the St. Lawrence and Mississippi constitute nearly all the great lakes and rivers-Interior Valley. Each of these basins, when settled to a fair extent, will have a vast commerce of its own; and it will be interesting to ascertain through what channels, and through what towns the great intercourse that will naturally grow -givevalua-up between them, will be carried on. The time will come within the present ble trade. century, when the trade between the northern and southern portions of the North American Valley will become more important than that of the whole valley with the eastern States and Europe. Until that period arrives, the channels which com mand most of the eastern business will be of paramount importance. Routes west The Ohio canal, the Miami, from Maumee to Cincinnati, and the Illinois compared. Distance & Michigan, from Chicago to the Illinois river, are compared; and the Mauee. greater distance by Chiago gave the then result in favor of Maumee. Ma,uuee. greater distance by Chicago gave the then result in favor of Maumee. Cbi. route to When the day shall arrive that witnesses the predominance of the home trade increase in of the North American Valley, over that which is carried on with the Eastern importance. States and Europe, and the intercourse between the northern and southern portions of it takes the place of that which is now carried on with the old States; and when, also, the shores of the upper lakes shall be brought under cultivation, and become densely settled, the just claims of the Chicago route to participate largely in the trade between the lakes and the central and lower Mississippi Valley, will Trade north be greatly enlarged. Then she will be the port from which supplies of southern and south. productions will be drawn for all the borders of the great Lakes, Michigan and Superior, and the northern shores of Lakes Huron and Iroquois; and through which will be sent southward most of the surplus productions of those exten sive regions. But the Miami canal, as soon as completed, will fall into possession of a well peopled and highly cultivated region of great extent, whose productions will rush through from both extremes the moment it is rendered navigable. Miami and Pittsburgh routes. Expense favors Maumee. And Mr. S. argues on in favor of the Miami route, and then compares it with the Pittsburgh route, and the ocean, gulf and river routes via New Orleans, where expense favors Maumee.

N. 0 route Productions sent from the West, having greater weight and bulk in proportion to cheapest. their value than merchandise coming the other way, can better afford to pay insurance, and, other things being equal, would incline to the New Orleans outlet, as the cheapest. The cost of taking flour to the New York market from all places on the Ohio below Cincinnati, (at which point it will be about equal, ) will be less Climate in-this way than by the Miami canal. But flour taken from the West through New jures flour. Orleans, brings less in the great Northern markets than that which goes by the lakes, by more than the ordinary cost of carriage from the mouth of the Ohio to Cincinnati. This is well known to be owing to the great liability to damage in going through a hot climate. As a final market, New Orleans is, in general, very fluctuating and uncertain. These facts assure us that nearly all the surplus flour Lake route within reach of the canals leading from the lakes into the Mississippi Valley, will best-take the northern road to market. For safety from the bursting of boilers, there is no steam navigation in the States, and perhaps not in the world, equal to that of the lakes. On the ocean, the use of salt water, and on the western rivers, the use of muddytwater for the boilers, has probably occasioned a large proportion of the explosions that have so greatly augmented the risk of navigation on the Mississippi waters. The pure weaters of the lakes has proved eminently favorable to safe steam navigation; and the numerous harbors along the American shore of Lake Erie, have lessened the riks, and given it an advantage in that respect over the others-Ontario, perhaps, excepted. 306

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Past, Present and Fiiture of Chicaqo Investrments. But it may be said that, at no very distant day, a large portion of the produc-Foreignl tions of foreign countries brought into the great western marts for sale will be products im ported for imported directly from the regions in which they are produced; and that the assuming the West. of New York as the great centre of supply, will fail in regard to these, and thus affect the conclusions heretofore drawn. An examination of the various inlets to this foreign trade will not, however, much vary the results on the routes we have contrasted and compared. Is the St. Lawrence, the route for the European supplies adopted? The Miami and Illinois canals will still be the channels for its Canals still transport to a great part of the Mississippi Valley. Is the Mississippi the chosen the channels. channel for the introduction of what are usually called West India and South From N. 0.

American products to the upper lakes? Still are these the only rivals in their also. transportation. Will the Mississippi challenge comparison with the St. Lawrence, Superiority in our anticipated European trade? Such ccmparison can only result in the tri-f Pneorthern umph of her northern rival. It would not be difficult to prove that, when the route. canals now being made around the obstructions to navigation from Montreal to the upper lakes, shall be finished, so as to admit sea-going vessels to their ports, freight and insurance, between Liverpool and the ports of Cleveland, Maumee, and perhaps Chicago, will be lower than to the port of New Orleans. The distance Distance less from England or France by the St.

Lawrence, to the ports of Lake Erie, is less, by 1100 miles. more than 1,100 miles, than to New Orleans by the Gulf of Mexico. On the St.

Lawrence route, the distance by river and canal, requiring the aid of steam or horse power, may be about 200 miles; and by the Mississippi, from its mouth to New Orleans, upwards of 100 miles. The advantage possessed by the latter of the saving of tolls, can hardly be an offset against the 1,100 miles additional length of voyage. Each route will have some peculiar advantage. The northern willEastrouteits build, man, and own the shipping employed on it; whereas the southern will depend advantage. on ships foreign to her port. The southern will be open all the year; whereas the northern will be barred by ice half the year. The favorable effect upon a trade, Northern of being carried on by a maratime people, in their own vessels, from their own own their ports, is made manifest by contrasting the trade of Boston and Portland, with that vessels. of Charleston and New Orleans. INTERNAL TRADE OF THE UNITED STATES, NO. II.

Int. Trade, No. III. The-increasing tendency to reside in towns and cities which is manifested by the Tendency of inhabitants of all countries, as they make progress in the arts and refinements of population to cities.

civilization, is sufficiently obvious to most men who think on the subject. But it is to cte not so apparent to those whose attention has not been particularly turned to the matter, that the improvements of the last century have so much strengthened that Strength ened by new tendency as almost to make it seem like a new principle of society, growing out of improvethe combined agency of steam power and machinery. Mr. Hume, who had as clear ments. apprehension of the relations of the various conditions of society, and the operation of the causes modifying them, as any man of his time, expresses the opinion Hume. that no city of antiquity probably ever contained more inhabitants than London, which, at the time he wrote, near one hundred years ago, was estimated at 800,000. He thought there were internal and inherent causes to check and stop the growth No city over of the most favorably situated cities when they reached that size. Taking the then Soo,0o. existing condition of society as the basis of his reasoning, it seems probable that Modern inhe judged correctly. Neither the spinning jenny, nor the power loom, nor the ventions steam engine, nor the canal, nor the McAdam road, nor the railway, had then been unlknown. brought into use; nor had the productive power of the soil, aided by science and art, been, at that time, tasked to its utmost to bring forth human sustenance.

Mr. Itume looked with the eye of a philosopoer on the past and present, but, in predicting of the fiuture, his mistakes were nearly as numerous as his vaticinations. To judge of the future by the past may seem safe and philosophic to those who Man’s con stant probelieve not in the certain advance of mankind towards a more perfect condition-gress. and nature. So to judge was in accordance with the sceptical mind of Mr. Hume. Let us avoid, as far as we may, his mistake; though to us it seems not practicable to avoid falling into some degree of error of the same sort, when we undertake to foretell future conditions and events, in a rapidly progressive community. What the What has been the effect of the improvements, physical and moral, of the past efect of modcentury, on the growth of towns? and what is likely to be their future effect, aided ern improve by other andprobablygreat’erat improvements, on-the growth of towns, during the towns. by other and probably greater improvements, on the growth of towns, during the towns. 307

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Power of Internal Trade to Build vp Great Csties. hundred years to come?

We define a town to mean any place numbering 2,000 or more inhabitants. It is to Great Britain we are to look for the main evidences of the effects of the laborsaving improvements of the last century. Changes in The changes in England and Scotland are described, and the greater England and b Scotland. relative growth of the towns is noticed; also the effect of railways, in Advance of giving more rapid advance to the towns over the States in New York, towns east. Pennsylvania and Ohio, which is placed under the next section, and our author observes: 20 U. S. The increase of the twenty largest towns of the United States, from New York towns grew to St. Louis, inclusive, from 1830 to 1840, was 55 per cent., while that of the whole -whole *country was less than 34 per cent. If the slaveholding states were left out, the country 34. result of the calculation would be still more favorable to the towns. Tendency to The foregoing facts clearly show the strong tendency of modern improvements towns-to build towns. Our country has just begun its career; but as its progress in trongerpopulation is in a geometrical ratio; and its improvements more rapidly progresin futrnge.r sive than its population, we are startled at the results to which we are brought, by the application of these principles to the century into which our inquiry now leads us. U. oS
pop68-In 1840 the United States had a population of 17,068,666. Allowing its future 6m ‘increase to-be at the rate of 331 per cent for each succeeding period of ten years, -1940 tobe we shall number in 1940, 303,101,641. Past experience warrants us to expect this 8o3,1ol 641. great increase. Century esti-The figures for the century are omitted, being beyond the present m ate s omitted. calculations. Estimates for But lest one hundred years seem too long to be relied on, in a calculation having 50 years. so many elements, let us see how matters will stand 50 years from 1840, or forty seven years from this time. The ratio of increase we have adopted cannot be 1890, 72,000,- objected to as extravagant for this period. In 1890, according to that ratio, our OJo. number will be 72,000,000. Of these 22,000,000 will be a fair allowance for the Dtrti Atlantic slope. Of the remaining 50,000,000, 2,000,000 may reside west of the Rocky Mountains, leaving 48,000,000 for the great valley within the states. If to these we add 5,000,000 as the population of Canada, we have an aggregate of 53,000,000 for the North American Valley. Onethird, or say 18,000.000 being set down as farming laborers and rural artisans, there will remain 35,000,000 for the towns, which might be seventy in number, having each half a million of souls. y in agricul-It can scarcely be doubted that, within the forty-seven years, our agriculture will ture.

ture. be so improved, as to require less than one third to furnish food and raw materials for manufacture for the whole population. Good judges have said that we are not PRapidlyim-now more than twenty or thirty years behind England in our husbandry. It is proving. certain that we are rapidly adopting her improvements in this branch of industry; and it is not to be doubted-, that very many new improvements will be brought out both in Europe and America, which will tend to lessen the labor necessary in the production of food and raw materials. Tendency to The tendency to bring to reside in towns all not engaged in agriculture that towns trine old machinery and improved ways of intercourse have created, has already been illus trated by the example of England’ and some of our older States.

Up to this time, Less in U. S. our North American Valley has exhibited few striking evidences of this tendency. Its population is about 10,500,000; but with the exception of New Orleans, Cincin nati and Montreal, it has no large towns. As a whole, it has been too sparsely Reasons settled to build up many. Too intent on drawing out the resources of our exuber antly rich soil, we have neglected the introduction of those manufactures and mechanic arts that give agricultural productions their chief value, by furnishing Change com-an accessible market. This mistake is, however, rapidly bringing about its own ing. remedy. In Ohio the oldest, (not in time but in maturity) of our western states, the arts of manufacture have commenced their appropriate business of building Cincinnati. towns.

Cincinnati, with its suburbs has upwards of 50,000 inhabitants; a larger proportion of whom are engaged in manufactures and trades, than of either of the 308

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Past, Present and Future of Chicago Investments. sixteen principal towns of the Union, except Lowell. The average proportion so engaged in all of these towns is 1 to 8.79. In Cincinnati it is 1 to 4.50. 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 6,000 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 Theseindica of our people tends, in those portions of the West, where population has attained tions. 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-nowiniarms. rials for manufactures. When in 1890, our number reaches 53,000,000, according to our estimate, there will be but onethird of this number (to wit, 18,000,000) In 1890, employed in agriculture and rural trades. Of the increase up to that time, (being 34,50oo,00ooo in 42,500,000) 8,000,000 will go into rural occupations, and 34,500,000 into towns. towns. 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 onethird of our people will be required for agriculture and rural trades, make the Suppose half estimate in~~~~~~~~~~~~~~~~~~~~~~ agriculestimate on the supposition that one-half the population of our valley, forty-seven tuagricul 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 16,500,000 in addition to the 10,000,000, it now has. The towns, in the same time, will have an Then 26.50U, 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 Solutioneasy 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 St. 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 Chief town that the greatest city of the Mississippi basin will be either Cincinnati or the town of Miss. val near the mouth of the Missouri, be it Alton or St. Louis. ley. Within 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-Cin. 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 to beat Ci. 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 oir Reasons. readers: The States of Ohio, Indiana and Illinois, are bordered by both Lake and river. River av4. All have large river accommodation, but Illinois has it to an unrivaled extent;Ills.supericr 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-growth of river and 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 331 per cent. Northern Ohio, in 1830, numbered but Ohio in ls,g0 390,000, which in 1840 had increased 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.

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Power of Internal Trade to Build ulp Great Cities. Ind. in 1830 Southern Indiana had, in 1830……………….. 252,000 and 1840. Northern Indiana ” “………………. 89,000 Southern Indiana had, in 1840,……………….397;000 Northern Indiana ” “…………. 278,000

Southern Indiana in 1830……………252,000 G 1840,397………….

Gai000an 145,000, or 58 per cent. ” ” ~~~~1840……………..397,000

Northern Indiana had in 1830………….89,000 Showing a gain of 189,000, “4 s” 4 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 onethird to the South. Changesl8o80

Southern Illinois had in 1830……………..122,732 to 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, ” “s 1840…………….242,873 equal to 97 per cent. Northern Illinois had in 183 0………….. 33,852 Showing a gain of 198,370, ” “

“1 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 settleonly 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, b ut it would not amount. b~e 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. T hese coM-Let us compare, then, the amount of increase of the lake and river regions of p.,ed. these states: ‘Northern Ohio…………………………………..1,0 N. half 1830

Increase rn O h………………………………… 413,000 to. half 1830 Increase from 1830 to 1840 of “

Indiana………………………………189,000 to) 1840. ” Ilni “

Illinois………………………………. 198;370 198,370 800,370

Southern Ohio…………………. S. half 1830 180,000 to 1840. Increase from 1830 to 1840 of’ Indiana………………….145,000

“Illinois……………………………….1214 120,141 445,141 Ark.

and Arkansas and Michigan, were it not that the latter has the advantage of not Mich. 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. Relative In 1830, Michigan had a population of………………………….32,538
growth 1830,, Aa……………….. 30,388 to 1840. Arkansas “………………………………………30, 38 8 In 1840, Michigan numbered…………………………..212,276 “; 44 Arkansas ” JS***o -

-………………………………………… 97,578 310

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Past, Present and Future of Chtcago ]nvestments. These facts exhibit the difference in favor of the lake country sufficient to satisfy Potent the candid inquirer that there must be potent causes in operation to produce such causesresults. Some of these causes are apparent, and others have been little under- -little unstood or appreciated. The staple exports, wheat and flour, have for years so derstood. notoriously found their best markets at the 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-the lakes. sible to lake navigation. This has, for some years past, brought immigrants to the lake country from the river region of these States, and from the States of Pennsyl-This draws vania, Maryland, and Virginia, which formerly sent their immigrants mostly to the immigrants.

river borders. The river region, too, not being able to compete with its northern South stockneighbor in the production of wheat, and being well adapted to the growth of raising. stock, has of late gone more into this department of husbandry. This business, 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 sparse. other causes not so obvious, but not less potent or enduring. Of these, the superior accessibility of the lake country from the great northern hives of emigration, Lakes accesNew England and New York, is first deserving attention. By means of the Erie sible. 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 in lake lake country. It is clear then, that the lake portion will be more populous than region. the river division of the great valley. This is one reason why the tormer should Gives large build up and sustain larger towns than the latter. towns. A comparison is instituted between Cleveland and New Orleans, and Clevelanad and N. O. Alton and Chicago, exhibiting the superiority of the lake towns. Alton and 9 ~~~~~~~~~~~~~~~Chicago. The facts we have adduced, taken altogether, seem conclusive in favor of the Lake towns lake towns. As a body they come out of the investigation decidedly triumphant. superior. But how shall we decide on their relative merits? There are several, whose citizens would claim preeminence for each-Oswego, Buffalo, Cleveland, the Maumee Which to town, (be it Maumee City or Toledo) Detroit and Chicago. lead. The relative advantages of those towns being fairly considered, the range Cleveland, Maumee and was narrowed to Cleveland, Maumee and Chicago. The water power of Chicago.

Maumee, cheap fuel, facilities 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 Advantages mentioned give Maumee an incontestable superiority over Cleveland and Chicago of Maumee Let us now compare their commercial advantages: Those of Cleveland have over Clevr been already set forth to some extent, in comparing her claims with those of land. 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 farther 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 filture day, such naval stores as come from the pitch-pine regions of Tennessee, Mississippi and Louisiana. Chicago will Chi. market filrnish a supply of the same articles to Lake Michigan, Lake Superior, when that extensive. lake becomes accessible to her navigation, and perhaps the northern portion of 311 I

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Power of Internal Trade to Build u,p Great Cities. But Manmee Lake Huron.

How important these commodities are in modern commerce need not retgildn most to be enlarged on in a magazine whose readers are mostly intelligent merchants. settled in 47 years. 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 rival. can set up any pretension of rivalry in this branch of trade. Rival merits What are the relative merits of these towns for the exchange af agricultural of these 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 southeast, 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
in 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.

Maumee The 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 area. 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 47 years. it can even aproximate, in population or wealth, to the comparatively old and wvell peopled territory that comes within the range of the commercial influence of MauChli in future mee. We have not sufficient data on which to calculate the extent of country that p)wer un-will come under the future commercial power of Chicago. That it is to be very known. knon. great, seems probable, from the fine position of that port in reference to the lake, and an almost interminable country southwest, west, and northwest of it. An Canalto extension of the Illinois canal, to the mouth of Rock river, seems destined to give R(ek Island. 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. to 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 may do some-Chicago its mart for commercial operations, may enable it at least to sustain the thing. 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 advantages tendency of modern improvements to build up large towns; the great and increas f M 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 Fact for us to expect that they will be considered with candor, or judged with imparrctsrinco?ntiality. The facts therein contained will be encountered with less alacrity. On troverti 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, 312

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Past, Present and uture of Chicago Investments. after a thorough examination of the subject, we have gone beyond the anticipa-Let critics be tions of men, who, with more ability, have bestowed much less thought on it, let moderate. them not condemn merely because our conclusions seem to them extravagant; but let them examine for themselves, or, if they will not do that, let them hesitate Not give before they pass a hasty judgment on what we have investigated with the utmost haenty judgcare, and with an earnest desire to arrive at the truth. The concluding paragraph presents both the noble spirit in which this Noblespirit. profound examination was conducted, and the gist of the argument. Based upon facts, facts as they then existed, exhibiting fairly and conclusively the superiority of the lake to the river basin; have not the twentyfive succeed-aintedbs u25
ing years abundantly confirmed the deductions from preexisting facts and yeaars’expe zn ~~~~~~~~~~~~~~~~~~~~~~~~~~rience. changes? Yet these very opinions and statements, although a quarter century old, were scarcely more discredited in their origin than they are to-Stilldoubted day by the mass of our countrymen, and even a large proportion of our own Citizens.

Nor is any other argument needed now to demonstrate the Argument moderation and reasonableness of these views, than this with two or three these views. corrections, not of the facts, but of their application. Mr.

Scott in comparing the Chicago route with Maumee, made distance the criterion, which Mr. Scott’s slight mislargely favored the latter in consequence of the detour of the lakes north-take. ward. Then Pittsburgh and Maumee were compared as to expense.* The mistake was in not making time and expense together the elements of calculation. The chief error, however, lay in miscalculating the rapidity of changes Rapidity of changes not in favor of Chicago. HIlis careful study and farsighted vision, discerned calculated. changes that would probably intervene in favor of Chicago after 1890. But they have come in less than half the time named, in consequence of multiplying railways as by a magician’s wand. Even my own predictions, Mydown pre n y ~~~~~~~~~~~~~~~~~~~~~~dictions too wild as they were esteemed, were far short of the reality. And as the next moderate. step to sound judgment concerning future relative power of the chief interior city compared with that of the seaboard, let us consider the POWER OF THE RAILWAY TO DEVELOPE AND CENTRALIZE. Raidevelope andys develope and centralize. Since time began, no such power as the railway to develope the hidden No other resources of a country, and give them world-wide distribution, has been known equal power. 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 lack until oth rilwayand tlegrah shold hae bee bog to for railway pation, until both railwayo and teleg existence to connect all parts of the civilized world with this storehouse of graph. nature’s richest treasures. Midway between the ancient Orient and * At the Harbor and River Convention held here in 1847, I sought out Mr. Scott and told him of my Mr. Scott adcollecting materials to answer his papers in Hunt, pointing out his mistake. He inquired how, and upon mitted the explanation at once admitted that Chicago must be the great City; and-ten years after he published the mistake. paper, p. 391, in our favor. But my engagements then and for several years in individual concerns precluded the preparation of the answer. 313

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Power of the Railway to Develope and Centralize. Am. in cen-Occident, the Occident now our Orient, and the Orient our Occident, it is tre. 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. we must see However careless or ignorant we may be concerning our destiny, we results. 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. in 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 ly located. Not 4,.ears any important change in any existing line of railway. Not yet forty years since first have elapsed since the first horse-power railroads of Quincy, three miles for railroads. 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 Norhwest equal area on the globe has either so many miles of railway, or the lines so best accoln- - dated. admirably located to accommodate the country traversed, as this north east ern quarter of the Great Plain between the Alleghany and Rocky Agricultural Mountains.

This is that region whose agricultural products already astonish product: un exampled-statisticians, though not one of twenty acres has yet been touched by the plough; but which the railways are peopling with such rapidity, that were supply the the settlers to be restricted to agriculture, they would soon glut the markets worild. z of the world.

Means of But to save from this calamity, nature has here showered in equal nl’lfg. 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 interchange among and distribu-i tilg 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. DI)uty to To develop these advantages and employ them in the most active, efficacious develope.

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 Recognisr true, must be done under a sense of our obligation to the Infinite Giver, or we fail to come up to our privileges as coworkers 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 Workfor ourGoD’s goodness, is determined by what we do for our fellow-man. Let the fellow-man. doubter study James, on this point. The soul is only reached through the body, and every effort made to benefit the physical condition of man, is a Aco-worker very direct means to adopt to advance the glory of our GOD. We with GoD. need of 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. 314

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Past, Present and Future of Chicago Investments. For this work no such means have been entrusted to man as the railway, Railway and -‘telegrap)h and its hand-maid, the telegraph. What could answer more specifically to best rmeaPhns. Daniel’s vision and prophecy, that” many shall run to and fro, and knowl-Dan. xii. 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 their construction? Will it diminish the satisfaction of pecuniary profit profitleast 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. w.

railway progress Being yet in its first-half century of existence, and most of that period difficult to estimate. 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 itself. Of what value is experience in our old States, or in Europe, tomeasure estimate progress here? Nor do we lack experience of our own. The difficulty is our application Our experiof it, and our incredulity in following it out to its legitimate results. In ece. that eminently National work, the U. S. Census, in a very able introduction u.s. census 1860. of clxxii pp. to the agricultural volume considering the various questions affecting 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:- munds. 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 benefits of benefits, that if the entire cost of railroads between the Atlantic and Western States railwayshad 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 grain grow ers. been effected 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 benefit. 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 quate. the aid of railroads. A comparison is instituted between the tonnage of -canals and railways Canals and in 1862, and Mr. Edmunds remarks:- railways. It is evident, therefore, that railroads not only carry two-thirds of the freights Railroads to and from the West at the present time, but that such is the rapid increase of carry twowestern products, and the surplus carried to Atlantic or foreign markets, that the thirds. 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 315

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Power of the Railway to Develope and Centralize. surplus products of the Interior States to either foreign or domestic markets. In To grain in-fine, in the absence of railways, the cultivation of grain beyond the immediate dispensable. 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. Give the The grain-fields of Ohio, Indiana, Illinois and beyond the Mississippi, have been West market mainly cultivated because railroads made their products marketable and profitable. In one word, railroads have done what could not have been done without them. Increase Railroads secured to the producer very nearly the prices of the Atlantic farmers 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 from Sanduskyto 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 N. Y. prices 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 At Cin.

prices at Cincinnati, on the Ohio, have doubled, and in some articles, such as pork, doubled and have trebled. The great bulk of the gain caused by the cheapness of transportaover. 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, Pricescan-And 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 New Eng-producer. New England consumes more than a million barrels of western flour. laud flour The transportation is cheapened a doller 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 $1,ooo,o00 in profit. pockets of the western farmer by the competition of railroads; for a large portion of this 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. Prices high 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,As’, net gain 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 foet, which would take away half the value. No further illustration of West.

prices this 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 East. years, and it will i)e 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 farmer. Railroads By 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 agriculture 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 1850.

comparatively few miles of railroad prior to 1850; but from 1850 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 sustained and stimulated agricultural production. The following tablc shivs the 316

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Past, Present and Future of Chicago Investments. increase of tlihe principal vegetable and animal production in the five States of Ohio, Indiana, Illinois, Michigan, and Wisconsin in the ten years from 1850 to 1860: Produce five Inreae N.W. States, Increase 1850-60. per cent.

Increase per cent.

Wheat……………………………………………. 39,848,495

79,798,163 Corn……………………………………………….

177,320,441 280,268,862 Oats……………………………….

32,660,251 51,043,334

Potatoes…………………………………………. 13,417,896

27,181,692 Cattle……………………………………………..

3,438,000 5,371,000 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 than popular tion. States of wheat, rye, corn, eats, barley and buckwheat, in 1850 was 255,240,444 l bu., in 1860 was 422,369,719 bushels. Then the concentrated form into which corn is put, in pork, beef and corn concenwhisky, is considered; and prices at Cincinnati in 1826,‘35,‘53,‘60, show tratd. 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-lands en I o-hance~d. ever, some remarkable instances of the specific effect of certain railroads; we have, for example, the immediate effect produced on the lands of Illinois by the Il.

cent Illinois Central railroad. That company received from the government a large R-..Rbody of land 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 Illinois $11. 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. 1860

$666,564,171 Advance of ‘,432,531,072 farms in value, 1850, 344,902,776

1seeo. 163,279,087 131,117,082 1850

Ohio……………………………………………………

$358,758,602

Illinois…………………………………………………

96,133,290 Indiana………………………………………………..

136,385,173 Michigan………………………………………………

51,872,446 Wisconsin……………………………………………

28,528,563 Aggregate………………………………………

$671,678,075 Aggregate………………………………………

$671,678,075 $1,738,394,]88 Increase in ten (10)

years………………………………………… $1,066,716,113

$1,066,716r 118. It is not too much to say that one half this increase has been caused by rail-Halfeffectof roads, for, we experience already the impossibility of conveying off the surplus railways. products of the interior with our railroads. Putting the increase of value due to railroads at a little more than onethird, we have four hundred millions of dollars added to the cash value of farms in these five States by the construction of railroads. 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 Miss. still more profitfrom market, and will be enriched in a greater ratio by the facilities of transpor-able. tation. 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. 317 In 1850. bushels. In 1860. bushels.

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Power of the Ratitay to Deve7ope and Central’ze. Benefit of Mir. Edmunds’

views are unquestionable; and though he does not say it, railways to agriculture. yet the result is inevitable, that agriculture, more than any other deparhnent of labor, is benefited by railways. This must indefinitely be the predomThis chief in inating interest of the West.

Besides a virgin soil of unsurpassed fertility West. 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. With 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 to food. to go to the 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 Great Interior. Arguing as we do, and must, Hon. S. B. from the past to the future, the report of Hon. S. B. Ruggles, Delegate Ruggles’ report to Ber-from the United States to the International Statistical Congress at Berlin, lin Congress.

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, $6,174,780,000; and in 1860, $14,222,618,068; and Mr. R. 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. of 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 ,anse rail-the future progress of the United States. It is the power they possess, by means ways and of.canals and railways, to practically abolish the distance between the seaboard and candle. the 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 1l,912 miles on the Atlantic. During the decade ending in 1860, the sum of $113,541,510
was in West1850, expended within the limits of the interior central group, known as the “food exto 1860. porting States,” in constructing 11,212
miles of railway 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. Saved5times The saving to the communities themselves in the transportation, for which they $44,9)8,405 paid $44,908,405, was at least five times that amount; while the increase in the in transpor-e in tansporn. exports from treat 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 manueach 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, elaWest, $2,- bracing the eight great States of Ohio, Indiana, Illinois, Michigan, Wisconsin, 810.000,000. Minnescta, 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 d-in detail.

The group, taken as a whole, extends from the western boundaries of scribed. New York and Pennsylvania to the Missouri river, through fourteea degrees of longitude, and’from the Ohio river north to the British dominions, through twelve 441,167 sq. degrees of latitude. It embraces an area of 441,167 square miles, or 2e2,134,688 miles. 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. 2315

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Past, Present and Future of Chicago Investmnents. 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, population. 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 l10 years tants gained by the peaceful conquest of nature, fully equal to the population of 3,554,095. 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 this group of States increased the quantity Increase of of the “improved” land, thereby meaning farms more or less cultivated, within farms. their limits, from 26,680,361 acres in 1850, to 51,826,395 acres in 1860, but leaving a residue yet to be improved, of 230,308,293 acres. The area of 25,146,054 acres25,146,054 thus taken in ten years from the prairie and the forest is equal to seven-eighths of acres in 10 the arable area of England, stated by its political economists to be 28,000,000 of years. acres. The area embraced in the residue will permit a similar operation to be repeated Capacity 8eight times successively, plainly demonstrating the capacity of this group of States fold that to expand their present population of 8,957,690 to at least thirty, if not forty millions of inhabitants, without inconvenience. The effects of this influx of population in increasing the pecuniary wealth as Wealthl inwell as the agricultural products of the States in question, are signally manifest in creasedthe census. The assessed value of their real and personal property ascended from $1,116,000,000 in 1850 to $8,926,000,000 in 1860, showing a clear increase of -$2,810,000,$2,810,000,000. We can best measure this rapid and enormous accession of wealth 0f). 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 Annual 5,358,808 tons, embracing all our commercial fleets on the oceans and the lakes and increase above whole the rivers, and numbering nearly thirty thousand vessels, would be but $267,940,-
commercial 000; whereas, the increase in the pecuniary value of the States under consideration, marine. in cach year of the last decade, was $281,000,000. Five years increase would purchase every commercial vessel in the Christian world. But the census discloses another very important feature in. respect to these Capacity to Interior States, of far higher interest to the statisticians, and especially to the supply food.

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 309,950,595 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 difficult to furnish any visible or adequate measure for a mass of cereals so Figures diffienormous as 558,000,000bushels. About one-fifth of the whole descends the chain cult to real ize. of lakes, on which 1,300 vessels are constantly employed in the season of navigation. About one-seventh of the whole finds its way to the ocean through the Erie Erie canal. canal, which 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 efficiency of railways as the chief instrument of these Railways the y ~~~~~~~~~~~~~~~oer, marvelous results? Who imagines, either, that Mr.

Ruggles found a false ow 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 facilifacilities nature has supplied in our grand chain of lakes, are not to be tis valuable ignored; nor the close conjunction of lake and river vallies, which art has 3”19

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Power of the Railway to Develope and Centralize. improved and is carrying on unto perfection. Yet undoubtedly as Mr. Relieve Edmunds showed us, p.

315, the railways are moving and are to move more pressure on railways.

and more our agricultural products to the East. Hlowsmall 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 figures which might be expected, were we subjected entirely to soulless Gathering railroad corporations. Then as to gathering here the products of the farm, iacilities. what other means are at all comparable with the railway? centralizing Nor is the railway valuable only as a means to develope a country. power of railwraysf. 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-Citias Oitizens. zens of this City, of this State, of the Great Interior, of the Nation. Cityan 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 theeGreat Interior is to be the controlling power; and because Does not the power here lies in the rural population. But does the ulcer make make itself.

itself? What is it but the natural gathering of noxious matter from the body politic 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 corruption. vent for the body politic; as in the human system ulcers frequently save limb or life. Centres of Nor are cities wholly evil. Far from it. From time immemorial they civilization. have been the centres of civilization. If they accumulate the evil of the State, they are equally prominent in their influence for good. Man works Associated Ollit his destiny by his associated powers; and the worth of a great city effort needed Wort of a which is ruled by true principles, and actuated by high and holy purposes, true city. it is impossible to overestimate. Is it not our highest ambition to render Chicago such a city? Modern ten-The tendency of population to towns in consequence of modern improvedency to towns.t ments, has for over a quarter of a century been widely observed.

Prof. Prof. Tuk-George Tucker in his philosophical examination of the Progress of PopuL lation and WeaIth 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 towns. country is an important fact, in its interior economy and condition. It determines, 320

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Past, Present and Future of Chicago Investments. in a great degree, its capacity for manufactures, the extent of its commerce, and Growth of the amount of its wealth. The growth of cities commonly marks the progress of cities marks intelligence and the arts, measures the sum of social enjoyment, and alwaysprgress implies increased mental activity, which is sometimes healthy and useful, sometimes distempered and pernicious. If these congregations of men diminish Evils have some of the comforts of life, they augment others: if they are less favorable to countervailhealth than the country, they also provide better defences against disease, and ig benefits. better means of cure. From causes both physical and moral, they are less favorable 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 farsighted jealousy, yet law, order and security are also, in them, more exposed to danger, from the greater facility with which intrigue Civilization and ambition can there operate on ignorance and want. Whatever may be the promotes good or evil tendencies of populous cities, they are the result to which all coun-their growth tries, that are at once fertile, free, and intelligent, inevitably tend. A table is given of 31 towns, all in the country which in 1840 contained 31 towns of 10,000 inhab10,000 and upwards, giving respective population in 1820,‘30, and‘40 itantsand the decennial increase, and Prof. T. observes: It appears from the preceding table, that the population in all the towns of the 1148th of United States, containing 10,000 inhabitants and upwards, is something more than entire popone-thirteenth (10-128) of the whole number; that ten of the States, whose united ulation. 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, Other points varied from something less than onethird to less than one-sixteenth part. It fur-observed. ther appears that the increase of those towns has been nearly the same. from 1830 to 1840, as from 1820 to 1830; and that, in both decennial periods, it exceeds that of the whole population nearly as 50 to 32. Tables follow of all the towns in the United States containing less than Towns of 2,000 and 10,000 and over 2,000, concluding with a general table, valuable chiefly as upw0ards.

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 Town Population in U. S., 1840.

Proportion of towns in 1840. - ~~ouainofTws ai o Twso Ratio to Towns of whole 10,000. Population. Towns of - 53 2,000. 290.8 Ratio to 4.4
whole pop 6.6 ulation. 4.8 4.5 5.9 1.8 2.4 4.3 Sections and States. New England………………… .Middle States………………… Southern States…………….. Southwestern States

Missouri……………………….. Kentucky……………………..

Ohio………………………….. Indiana………………………..

Illinois………………………… A_ichigan…………………….

84,017 91,266 175,283 4.2 _

_~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

Total………………..1,829,937 991,590 2,821,527 18.6 21 321

.Population of Towns. Total. Of 10,000 inhab’nts - and upwards. 215,166

833,205 82,684 16,469 21,210 46,338 ………… Between 10,000 and 2,000
inhabitants. 574,767’ 231,889 66,680 ;V,988 .. 43,906 12,786 11,TO8 9,102

789,993 1,065,094 148,364 142,853 16,469 34,974 90,244 12,786 11,708 9,102
florthwrn States……….. 991,590 2,821,527 18.6

Total………………………… 1,829,937

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Power of the Railway to Develope and Centralize. Towns in The fact is noticed that in New England and New York the proportion New England and in small towns is augmented by the township being called a town, and Prof.

New York. Tucker concludes: y of popular 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 towns. 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 effect 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 thit their growth our principal cities will, at the next census, show as large a proportional increase as they 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 censuses not been made with that of Prof. Tucker’s. But speculation upon what wanted. 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. GOrowth of Mr. Scott, answering the query on p. 307, “

What has been the effect of the towns. mr. Scoat. 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 tion. Mr. 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 important 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. the 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 exempliMr. Slaney, fled by the following facts: Mr. Slaney, M, P., stated in the House of Commons, M. 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 mecans dstill more extraordinary. In that country they were as 5 to 6, in 1801; as 9 to 6, in England. 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 Wales, 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 a greatly augmented amount of food. In 1831, but onethird of the people of agriculture. England were employed in the labors of agriculture. In 1841, very little more than In 18s41.

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, tilhe 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 151 in the manufacturing, and 19 in the metropolitan, (Middlesex county;) while, in the inland towns and villages it was only 73 per cent. 322

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Past, Present and Fitturie of Chicago Investments. The railways which now traverse England in every quarter, and bring into near Railways inneighborhood its most distant points, have been nearly all constructed since 1830. crease towns, Their effect, in aid of the other works, in augmenting the present great centers of population, will, obviously, be very considerable; how great, remains to be developed 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 fortytwo years. It is reasonable, then, to suppose that, within the next fifty-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 Eng.

chiefly their suburbs. in towns Will similar causes produce like effects in the United States? In the States of So in U.S. Massachusetts, New York, Pennsylvania, and Ohio, the improvements of the age operated to some extent on their leading towns from 1830 to 1840. Massachusetts Mass. had little benefit from canals, railways, or steam power; but her towns felt the beneficent influence of her laborsaving machinery moved by water power, and her improved agriculture and common roads. The increase of her nine principal 9townsmore towns, commencing with Boston and ending with Cambridge, from 1830 to 1840, than half State inwas 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 included in our list. The growth of two towns 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, N. Y. ’ inclusive, was 204,507, or 641 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 -in Parapid growth to her towns. These works, however, had not time, after their completion, 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 39* per cent. This list does not include Pottsville, or any other mining town. The increase of the whole State was but 214 per cent. Ohio has great natural facilities for trade, in her lake and river coasts; the -in 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 constructing 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 MeAdam roads exceeding any other State, and amounting to hundreds of miles. Her railways. 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 per cent. 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 anticipations as to England and our old States, we These opin ions conhave 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 gritows railwaith ~~~~~~~~~~~~clearly demonstrated, that increase of impor ts r ailways.s clearly demonstrated, that increase of imports and exports is.pari passu 323

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Power of the Railway to Develope and Centralize. Commerce with railways.

What is this but to exhibit their power in concentration, and mnfrs.

caenndtralizre. involving the two chief elements of cities, commerce and manufactures? 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 Ralaway ex-reprinted in the Merchants’ Magazine,* July, 1867, entitled, “Railway tension and results. and Extension and its Results.” The entire paper should be carefully studied. Mr. Baxter. After an introduction, and speaking of the early difficulties, and exhibiting growth to 1865, this topic is presented: Distribution Distribution of Railways in the United Kingdom. The manner in which this of English railway mileage is distributed through England deserves some attention. A railway railways. map will show that the general direction of English lines is towards the metrop London the olis. London is a centre to which nearly all the main lines converge. Every large centre. town is, in its degree, a centre of railway convergence. For example, look at the lifnes radiating from Leeds, from Hull, from Birmingham, or from Bristol. But all Other cities. those lesser stars revolve, so to speak, round the metropolis as a central sun. A great deal may be learned of the character and political state of a country from Paris. the convergence of its railway lines. Centralizing France concentrates them all Madrid. on Paris.

Spain, another nation of the Latin race, directs her railways on Madrid.

Italy shows her past deficiency of unity, and want of capital, by her Other straggling and centreless railroads. Belgium is evidently a collection of co-equal European cities without any preponderating focus.

Germany betrays her territorial divisions cities. by the multitude of her railway centres. Austria, on the contrary, shows her United unity by the convergence of her lines on Vienna. The United States of America States.

prove their federal independence by the number of their centres of radiation. Manchester The national character of the English nation may be traced in the same way. and Liver-Though our railways point towards London, they have also another point of con ). vergence-towards Manchester and the great port of Liverpool. The London & Northwestern, the Great Northern (by the Manchester, Sheffield & Lincolnshire line), the Great Western and the Midland run to Manchester and Liverpool from Converging the south. The Manchester, Sheffield & Lincolnshire railway, the London &

Northpoints. western, Yorkshire & Carlisle lines, and the network of the Lancashire & Yorkshire Company converge on them from the east and north.

The London & Nortwestern Welsh railways and the Mid Wales and South Wales lines communicate from the Mnf,. and west. Thus our railway system shows that Manchester and Liverpool are the commercial manufacturing and commercial capitals of the country, as London is its monetary cetres. and political metropolis, and that the French centralization into a re.at city adoes not exist in Englande. does not exist in England. Checks upon Admirers of arbitrary sway may discover benefits in a capital like Paris, power power-which rules the nation; but those who can apprehend the dangers of un controlled power, whether political or commercial, cannot but admire the -in Great improvement in Great Britain, and the perfection here enjoyed in consequence -iIn u. S. of the division of these wide-spread benefits to the sovereignty of many States. Then, to counteract this disintegration, which, carried to an extreme, would give no power to cope with other great cities and nations of the earth, we Mr.

McChes- * It is proper to expressacknowledgment to Mr. R,,bert McChesney, Chairman for several years of the ney. Commercial Committee of the Board of Trade, for the privilege of using his complete set of that invaluUse of his able publication, the Merchants’ Magazine. Mr. Hunt, the founder, gave me a set of some twenty Merch. Mag. volumes, and exchanged for the Prairie Farmer for years. But only a few volumes remain. If business men as well as merchants would cultivate a habit of studying standard works of this kind, they would Its value. find the benefit in the expansion of views and calculations, and a realization of the dignity of their calling, besides obtaining a vast amount of knowledge of the most practical kind, and indispensable to an eminent business character. I 324

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Past, Present and Future of Chicago Investments. have our Federal bond of Union, which, instead of “independence,” as Mr. Federal Union binds Baxter imagines,* binds these States to each other by indissoluble obliga-together. tions irrepealably extending equal rights to all these States, and to their citizens respectively, in their joint and several domains.

State autonomy, Benefit of ~tate divi not “Federal independence,” has its influence, at once healthy and stimu-sions. lating and powerful, to create many centres. The ease with which requisite Charters easy to ob charters are obtained for associated efforts, in many States authorized by tain. general laws, affords full scope to enterprise and capital. So that while State interest promotes many operations calculated for individual or local advantage, yet in their commercial relations these citizens having almost the same rights they would have in a consolidated State, the trade of the Nation Trade free. is left free, as in no other, to seek its natural centre or centres. Yet, besides pride in our States, which has more influence than we are aware of, the diversity of interest from large extent of area, and variety of configuration Many cenwith lakes and rivers and mountains, has still greater power. Covering atres. continent, and with abounding advantages in all sections, we must in the beginning have various important trade centres. Still, nothing is more centripetal than trade; and we shall find in due time that we have the best triapdetacenpossible system to leave trade free to its natural course among ourselves, creating only such restrictions on foreign commerce as wise national policy shall render expedient, which is the measure of justice in this regard. In evi-Railways in the West, dence of this, we have in our own country, and especially here in the mighty West, abundant demonstrations of the centralizing power of railways. After exhibiting the different divisions of British railways, and their cost, Mir. Baxter considers r Traffic and Benefit of Railways in the United Kingdom.-In order to appreciate Benefit of the wonderful increase of traffic which has resulted from railways, it is necessary railways in to know the traffic of the kingdom before their introduction. England. The effect of railways was very remarkable. It might reasonably be supposed Did not seipthat the new means of communication would have supplanted and destroyed the plant other old. Singular to relate, no diminution has taken place either in the road or canal means. traffic. As fast as coaches were run off the main roads they were put on the side roads, or reappeared in the shape of omnibuses. At the present moment there is Created its -probably a larger mileage of road passenger traffic than in 1834. The railway traffic. traffic is new and additional traffic. But railways reduced the fares very materially. R,duced For instance, the journey from Doncaster to London by mail used to cost ~5 inside ares. and ~3 outside (exclusive of food), for 156 miles, performed in twenty hours. The railway fares are now 27s 6d, first class, and 21s second class for the same distance, performed in four hours. The average fares now paid by first, second and third class passengers are lid per mile, against an average of 5d in the coaching days, being little more than one-fourth of the former amounts. On canals the effect of railway competition was also to lower the rates to one-Canal traffic fourth of the former charges. In consequence the canal tonnage actually increased, increased. and is now considerably larger than it was before the competition of railways. Railway,new IHence the railway goods traffic, like its passenger traffic, is entirely a new traffic. traffic. “Federal independence” is a misnomer, a palpable contradiction. Federal itself means covenant, Federal being derived from foedus. But this intelligent Englishman has doubtless given more attention to rail-not under - stood  ways than politics, very much after our own fashion; and most of us having such insufficient conception so  not by of National Union based upon State Sovereignty, as to believe these terms themselves a contradiction, it ourselves. is not singualar that foreigners should misapprehend our system and its nature. 325

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Power of the Railway to Develope and Centralize. Its saving. The saving in cost is also very great; goods are carried by rail at an average of lid per ton, or 40 per cent. of the old canal rates. Rapid Now observe the growth of this new railway traffic. The Parliamentary returns growth.

(except for 1865) show the receipts from passenger and goods traffic on railways in the following years: 1843, total receipts, ~4,535,000; 1848, 9,933,000; average annual increase, 1,079,000. 1855, receipts, 21,507,000; annual increase, 1,653,000. 1860, receipts, 27,766,000; annual increase, 1,252,000. 1865, re ceipts, 35,890,000; annual increase, 1,619,000. Thus the average annual increase for the whole 22
years was ~1,423,000; and the increase was largest in the latest years. *

Saving to Now let us examine the saving to the country. Had the railway traffic of 1865 country. been conveyed by canal and road at the pre-railway rates, it would have cost three times as much. Instead of ~36,000,000 it would have cost 108,000,000. Hence there is a saving of 72,000,000 a year, or more than the whole taxation of the United Kingdom.

Still greater But the real benefit is far beyond even this vast saving. If the traffic had been benefit already in existence, it would have been cheapened to this extent. But it was not previously in existence; it was a new traffic, created by railways, and impossible -created its without railways. To create such a traffic, or to furnish the machinery by which own traffic. alone it could exist, is a far higher merit than to cheapen an existing traffic, and has had far greater influence on the prosperity of the nation. Following a statement of increase of exports and imports from 1853 to 1865, which is omitted, it is observed: Causes of I am far from attributing the whole of this increase to railways. Free trade, increase. steamboats, the improvements in machinery, and other causes contributed power fully to accelerate its progress. But I wish to call attention to two facts. Railways 1. This increase could not have taken place without railways. It would have indispensa-been physically impossible to convey the quantity of goods, still less to do so with ble.

the necessary rapidity. Business 2. The increase of imports and exports was in strict proportion to the develincthreases opment of railways. The following table shows the miles of railway and navigation with railways. opened, and the total exports and imports. It must be remembered that there are about 4,000 miles of navigation and that the exports and imports had been for some time stationary before 1833

Proportion of Exports and Imports to Railways and Navigation. Proportion of exports and imports to railway and navigation. to railway. Miles of railway and Total exports and Exports and Imports, Miles of railway and navigation. 183…………….400 8,5000 ~1,7

1865……………………17,289 490,000,000 28,341 Even pace Here the increase in exports and imports keeps pace with railway development of trade with from 1833 to 1845, falls below it during the enormous multiplication of railways rise of rail-and the railway distress from 1845 to 1850( rises again to the former level in 1855, ways.180 agi and outstrips it after that year, aided by the lowering of fares and the greater facilities for through booking and interchange of traffic. I cannot think that this correspondence within the two increases is accidental, especially as I shall show that it exists also in France. This ex-But, it may be said, how do exports and imports depend on the development of plained. the railway system? I answer because they depend on the goods traffic, and the goods traffic-increases visibly with the increase of railway mileage and the perWhat is fecting of railway facilities. Goods traffic means raw material and food brought goods traffic. from ports, or mines, or farms, to the producing population, and manufactured 326 Total exports and imports. Exports and Imports, per mile.

Year.

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Past, Present and Future of Chicago Investments. articles carried back from the producers to the inland or foreign consumers. The Commerce exports and imports bear a variable but appreciable proportion to the inland increases. traffic. Every mineral railway clearly increases them; every agricultural railway increases them less clearly but not less centainly. Hence I claim it as an axiom, that the commerce of a country increases in distinct proportion to the improvement of its railway system, and that railway development is one of the most powerful and evident causes of the increase of commerce. Now let us turn to the benefits which railways have conferred on the working Benefits to classes. Increased facilities of transit led to increased trade; increased trade laborers.

gave greater employment and improved wages; the diminution in the cost of transit and the repeal of fiscal duties cheapened provisions; and the immense flood of commerce which set in since 1850 has raised the incomes and the prosperity of the working classes to an unprecedented height.

Railways were the first cause of this great change, and are entitled to share largely with free trade the glory of its subsequent increase and of the national benefit. But one portion of the result is entirely their own.

Free trade benefited the manufacturing population, but had Especially little to do with the agriculturists. Yet the distress in the rural districts was as farmers. great or greater than in the towns, and this under a system of the most rigid protection. How did the country population attain their present prosperity? Simply by the emigration to the towns or colonies of the redundant laborers. This Surplus emigration was scarcely possible till the construction of railways. Up to that labor re time the farm laborer was unable to migrate; from that time he became a migra-ieved tory animal. The increase of population in agricultural counties stopped, or was changed into a decrease, and the laborers ceased to be too numerous for the work. To this cause is principally owing the sufficiency of employment and wages through-Wages out the agricultural portion of the kingdom. If I may venture on a comparison, equalized.

England was, in 1830, like a wide-spreading plain flooded with stagnant waters, which were the cause of malaria and distress. Railways were a grand system of Railways drainage, carrying away to the running streams, or to the ocean, the redundant like drainmoisture, and restoring the country to fertility and prosperity. age. Cost and Results of French Railways. * The Revolution of 1848 French railaccounts for the small increase between 1845 and 1850, but it is plain that the great way-s.

increase in French commerce was between 1850 and 1860, contemporaneously with the great development of railways. When travelling in France I have always Cause of heard railways assigned as the cause of their present commercial prosperity. prosperity. The proportion which the exports and imports bore to the means of communication is shown in the following table: Pro,vortion of Exports and Imports to Railways and Ncat Proportion of trade to transportation in France ~Year. Navigation (7700 miles Exports and Imports. Exports and Imports, and railways. per mile open.

1840…………………………. 8,264 82,520,000 9,985

1845…………………………. 8,547 97,080,000 11,358

1850…………………………. 9,507 102,204,000 10,750

1855…………………………. 11,015 173,076,000 15,712

1860…………………………. 13,286 232.192,000 17,476

1865…………………………. 15,830 293,144,000 18,518 Here there is a steady rise in the amount per mile, checked only by the revolution -clearly of 1848. But the principle that there is a distinct correspondence between the slhown. means of communication and the exports and imports is already shown. The effect of railways on the condition of the working classes has also been very Labor benbeneficial. The extreme lowness of fares enables them to travel cheaply, and the efited.

opportunity is largely used. The number of third-class passengers in France is 75 per cent. of the total passengers, against only 58 per cent.

in England. (M. Flachat, p. 60). The result of these facilities of motion has been an equalization of Equalized. wages throughout the country, to the great benefit of the rural populations. M. Dr. Fat. Flachat says: ”’

Railways found in France great inequality in the wages of laborers; but they are constantly remedying it. Wherever they were constructed in a district~of low wages, employment was eagerly sought. The working classes rapidly learned to deserve high wages by the greater quantity of work done. Agriculture 327

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Power of the Railway to Develope and Centralize. Drawn from had been unable to draw out the capabilities of its workmen, and was for the moment paralyzed for want agriculture. of hands; but industry developed fresh resources. The total amount of work done was considerably increased all over the country. The difficulties of agriculture were removed by obtaining in return tfor higher wages a larger amount of work thar b’efore, and also because machines began to be used in cultiIncreased vation. Everywhere it was evident that increased energy accompanied increased remuneration. This energy. is the point in which the railways have most powerfully increased the wealth of France. The moral Elevation of result of this improvement in the means of existence of the working class has been to diminish the labor. distance which separates the man who works only for himself from the man who works for a master. In the education of the workman’s children, in his clothing, in his domestic life, and oven in his amusements, there is now an improvement which raises him nearer to his master.”-pp. 78 and 79. Other ben-I am sure we shall all rejoice at this evidence of the benefits conferred by railefits to ways upon the working classes of that great neighboring nation. I wish there was time to give you additional extracts, showing the immense services of railways to the industry of France, showing that France was kept back by the difficulty of communication, by the immense distances to be traversed, and the impossibility of conveying cheaply and rapidly the raw materials of manufactures. Railways have supplied this want, and have given a new impetus to production and new outlets for produce. *

France and Profits between France and England are compared, and the different Fngland financial management; also the effect of open competition as in England, compared.or government control as in France. or government control as in France. Belgium Railways in Belgium and Holland.-Belgium is one of the most striking instances and Hol-of the benefits of railways. In 1830 she separated from Holland, a country which land. possessed a much larger commerce and superior means of communication with other nations by sea and by canals. * Proportion of Exports and Imports to Railways and Navigation. Proportion of trade to transpgrtation in Belgium. Canals (910 miles) Year. and Railways open.

1839………………………..055………………. 1, 055

1845…………………………………………1,205

1853…………………………………………1,590

1860…………………………………………1,907

1864…………………………………………2,220 Large in-This enormous increase of Belgian commerce must be ascribed to her wise system crease. of railway development, and it is not difficult to see how it arises. Before railways, Belgium was shut out from the continent of Europe by the expensive rates of land carriage and her want of water communication. She had no colonies and but little Due to rail-shipping.

Railways gave her direct and rapid access to Germany, Austria and ways France, and made Ostend and Antwerp great continental ports. One of her chief manufactures is that of wool, of which she imports 21,000 tons, valued at ~2,250,000, from Saxony, Prussia, etc., of which she returns a large proportion Chief in in a manufactured state. She is rapidly becoming the principal workshop of the mufrs. continent, and every development of railways in Europe must increase her means of access to her trade. Iolland sur-Now look at Holland, which in 1835 was much her superior. Holland was passed. possessed of immense advantages in the perfection of her canals, which are HIer advanthe finest and most numerous in the world; in the large tonnage of her tages. shipping; in her access by the Rhine to the heart of Germany; and in the com mand of the German trade, which was brought to her ships at Amsterdam and She neglect-Rotterdam. The Dutch relied on these advantages and neglected railways. The edrailways.

consequence was that by 1850 they found themselves rapidly losing the German trade, which was being diverted to Ostend and Antwerp. The Dutch Rhenish railway was constructed to remedy this loss, and was partly opened in 1853, but not fully till 1856. It succeeded in regaining part of the former connection. But In 1889 her now observe the result. In 1839, the Dutch exports and imports were ~28,500,000 trade largestor nearly double those of Belgium. In 1862 they were 59,000,000, when those In 1862 of Belgium were 78,00,000. Thus, while Holland had doubled her commerce, are6lgr Belgium had increased five-fold, and had completely passed her in the race. largest. 328 Exports and Imports. ,Zl6,680,000 26,920,000

47,760,000 72,120,000 97,280,000 Explts and Implts per mile open. 914,862

22,340 30,037 37,8181 42,919

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Past, Present and Pature of Chicayo Investments. Holland depended upon her canals, as St. Louis has upon her rivers; Holland like while railways have wrought their legitimate result for Chicago, as for Louis. Belgium. Mr.

Baxter here reaches Railways in the United States.-In any paper on foreign railways it is impossible Railways in to omit the United States, a country where they have attained such gigantic propor-u.s. tions. The increase of United States lines is as follows:- a Miles Constructed and Annual Increase from the Beginning. 1iles from 828 to 1868. Year. Miles.

Increase. Year. Miles. Increase. Year. Miles. Increase. 1828 3 1842 8,877

558 1855 19,251 1,853 1829 28 25 1843 4,174 297 1857 22.625 3,874 1830* 41

13 1844 4,311 187 1858 25,090 2,465 1831 54 13 1845* 4,522 211 1859 26,755

1,665 1832 181 77 1846 4,870 348 1860* 28,771 2,016 1833 576 445 1847

5,336 466 1861 30,593 2.822 1834 762 186 1848 5,682 346 1862 31,769 1,176

1835 918 156 1849 6,350 668 1863 82,471 702 1836 1,102 184 1850* 7,475

1,125 1864* 33,860 1,389 1887 1,421 319 1851 8,589 1,114 1865 84,442 582

1838 1,843 422 1852 11,027 2,438 1866 35,361 919 1839 1,920 77 1853 13,497

2,470 1867 36,896 1,535 1840$ 2,197 277 1854 15,672 2,175 1868 38,822

1,926 1841 8,319 1,122 1855* 17,398 1,726 * These are the years cited by Mr. Baxter, which were correct, and other years are taken from the Railroad Journal The mileage here shown is something enormous; four times that of France, two Nearly and a half times that of England, and nearly as large as the total mileage of the equals United Kingdom and Europe, which is about 42,000 miles. Europe. In so young a country inland traffic gives these lines the greater part of their Traffic in employment, and there are no masses of expensive manufactured goods as in land. England or Belgium to swell the total value of foreign trade. Foreign commerce Foreign to is still in its infancy, but an infancy of herculean proportions, as the following come. table shows: Increase of Exports and Imports. Increase of exports and Increase Inc. per cent. imports. per cent. per annum. Total exports Year. and imports. 1830……………………………….~

31,000,000 voiv U~IIL~ * ~m e eql,. e v****~~eee~~e4,ee~e~~e~eee ~

~*@@ v*** e e@@.~e VV A \J~J,V~. 47.60

1844………………………………………….. 45,759,000

1850………………………………………….. 68,758,000

1855………………………………………….. 111,791,000 ) 1860………………………………………….. 158,610,000 50.00

The advance in the annual increase is very striking, being from 3~ per cent. per Rapid in. annum in the infancy of railways to 8 and 12 per cent.

when their extension was crease of proceeding rapidly. Before the introduction of railways America possessed a very railways extensive system of canals, which amounts to nearly 6,000 miles. At the present 6,OCO miles time both canals and railways are crowded with traffic. The following table canals. shows the relation between the growth of trade and the increase of means of communication. Proportion of Exports and Imports to Railways and Canals. Proportion of trade io Canals (6,000 miles) Total Exports Exp’ts and Imp’ts transporto Year. and railways open. and Imports.

per mile. tion tion. 1830…………………………………… 6,040

31,000,000 5,130 ]

844…………………………………….10,310 45,759,000 4 4,437

1850……………………………………..13,475 68,758,000 5.102

1855……………………………..23,398 111,797,000 4,778

1860…………………………………….34,770 158,810,000 4,567

329 3.40 8.33 62.60 12.52 42.00 8.40

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Power of the Railway to Develope and Centralize. Equal as in Thus, in the United States, as well as in England, France and Belgium, the France and exports and imports bear a distinct relation to the miles of communication open, Belgium. but lower in amount than in the European countries, as was only likely from the thinner population. 15,000 miles Vast as is the mileage of American railways, it is by no means near its highest now in pro-point. The lines in construction, but not yet completed, are stated to be more gress. than 15,000 miles in length, a larger number than the whole mileage of the United Kingdom, completed and uncompleted. *

Pacific rail-I must not omit to mention the great Pacific railways, one of which is now being ways. constructed from the State of Missouri for a distance of 2,400 miles across Kansas, Nebraska, Utah, and Nevada, to San Francisco, in California. It receives from the Government general government subsidies of 3,300, 6,600, or 9,900 per mile, according to aid. the difficulty of the ground, besides enormous grants of land on each side of the days from line. When this railway is completed, the journey from Hong Kong to England Hong Kong will be made in thirty-three days instead of the present time of six weeks, and it to Europe. is anticipated that a large portion of our Chinese traffic will pass by this route. Great future No one can study the United States without being struck by the great railway for railways future which lies before them, when their immense territories are more thickly in U. S. peopled, and their mineral resources and manufactures have been developed. The distances to be traversed are so vast, and the traffic to be carried will be so enor mous that the railways of the United States will far exceed in extent, and in the trade which will pass over them, anything that has hitherto been known in the history of the world. Free trade “Railways and Free Trade,” and “Railways and National Debt,” are and national debt. discussed, and we reach, Railway Further Railway Extension. -England is undoubtedly the country in the world extension. best provided with railways. The statistical comparison stood thus at the end of 1865: Railways compared with Area and Population. Railways compared with area and population.

Railway Square miles Population Country. miles open. per Railway per Railway mile. mile. England and

Wales………………………………… 9,251 61 2,186 1.

Belgium……………………………………………… 1,350 8

3,625 2; United Kingdom…………………………………… 13,289 9

2,206 3. Switzerland………………………………………… 778

19 3,257 4. Prussia and Germany (except Austria)………… 8,589 20

3,525 5. Northern United States (except Kansas, Nebraska and Oregon)………………………….. 24,883 25 801 6.

France……………………………………………….. 8,134 26

4,607 7. Holland……………………………………………… 372

29 9,066 8.

Italy…………………………………………………. 2,389 41

9,084 9. Austria………………………………………………

3,735 63 9,375 10.

Spain………………………………………………… 2,721 67

5,991 11. Portugal………………………………………………

419 87 8,555 12. Southern United States……………………………

10,300 92 1,025 13.

Canada……………………………………………… 2,539 136 987

14. India…………………………………………………. 3,186

287 42,572 Total of the 14 Countries……………………… 82,495

Miles open. Sq. miles to railway. Population to railway. Our deficien-That is a very instructive table. We have yet to build four times our cy.

present miles to be as well supplied as England; and though in the eastern States the land is too much broken and mountainous to render it expedient, yet in the whole Mississippi Valley it will be done. We already exceed 330

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Past, Present and Future of Chicago Investments. France, Holland, Italy, Austria, etc. Then, too, observe how small our population per mile. This Great Interior is doubtless to be one of the most Settlements to be dense.

densely peopled regions of the globe, and if railroads increase half as fast as population, we shb all be abundantly supplied. None has superior capacity of production of all life’s essentials, or of many of its chief luxuries; and although our lines are already abundantly remunerative, yet receipts are Receipts to small compared with what they will be when from 801 people to a mile, we augment. rise to that of England of 2,186. That will be done rapidly, and then we shall go on to overtake Prussia and Belgium. Nor are preceding tables less significant. Observe how small are our Foreign traffic yet exports and imports per mile of navigation and railway. Our navigation small. is only estimated at 6,000 miles, yet our exports and imports in 1860 were but 4,567, to 17,476 in France, ~25,985
in England, and ~37,818 in Belgium. Observe, also, how large and rapid the increase in those coun-Increase less than railtries, keeping even pace with increase of railways, while we have even failed ways. to keep them equal, the former being actually largest in 1830. This is to be accounted for in that as a new country, we naturally produce first the Good reason.

essentials of life; and if produced advantageously for our own country, we should have but small surplus in any article for which we had not superior advantages. Hence cotton has been our chief export; and it is most satis-Cotton chief factory evidence that we have pursued precisely the right course, consuming export. nearly all we produce, and producing nearly all we consume. But as we develope, especially here in the Great Interior, we shall produce of food, Food to increase. particularly in the condensed forms of pork, beef and mutton, to feed Europe cheaper than she can herself, just as soon as we can have adequate facilities for transport.

Wealth is to be more diffused, and the masses will be equal consumers of luxuries from foreign lands with the aristocratic of other countries.

Notwithstanding the small proportion of exports and Strongin commerce.

imports, we are beyond all question among the strongest nations in com merce, and but for the war would probably have been on the lead. It is the Rapid in crease of enormous multiplication of railways that reduces our average of exports and railways renders imports; and the low rate of these only serves to exhibit the extent Oftraffic small in propor traffic yet to be thrown upon our rail and water facilities. tioPn. Mr. Baxter follows the table with remarks upon England and Belgium, IHollland and showing the large prospective increase over them, and remarks Belgiu. ~~ *

Deducting the manufacturing districts, which are crowded Railways 15 with a railway network, the remainder of the country gives an average of about miles apart. fifteen mlles between each mile of railway. The average ought not to be more than 10o enough. eight or ten miles. The advantage of a railway to agriculture may be estimated by the following Benefits to facts: Anew line would, on an average, give fresh accomodation to three and agriculture. a-half miles on each side, being a total of seven square miles, or 4,560 acres for each mile of railway. It would be a very moderate estimate to supppose that cartage would be saved on one ton of produce, manure, or other articles for each acre, and that the saving per ton would be five miles at 8d per mile. Hence the total Savingannual saving would be 768 per mile of railway, which is 5 per cent. interest on 15,000. Thus it is almost impossible to construct a railway through a new district 331

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Power of the Railway to Develope and Centralize. -whole of fair agricultural capabilities without saving to the land owner and farmer alone cost. the whole cost of the line. Besides this, there is the benefit to the laborer of cheap Benefits coal and better access to the market.

There is also the benefit to the small towns towns of being put into railway communication with larger towns and wholesale p)roducers. And there is the possibility of opening up sources of mineral wealth.

Dividends Somebody ought to make these agricultural lines, even though they may not pay not essential. a dividend to the shareholder. But who is that somebody to be? The great com panies will not take the main burden, lest they should lower their own dividends. Who tobuild The general public will not subscribe, for they know the uncertainty of the invest branches.

ment turning out profitable. And notwithstanding the able letters signed “H,” in the Times some months ago, I cannot advocate the necessarily wasteful system of contractors’ lines, or believe in the principle, “Never mind who is the loser, so that the public is benefited.” Railway extension is not promoted in the long run by wasteful financing and ruinous projects. On the contrary, such lines injure railway extension, by making railways a bye-word and depreciating railway property, and they render it impossible to find supporters for sound and beneficial schemes. Route-own-The proper parties to pay for country lines are the proprietors and inhabitants ers to build of the districts through which they pass. They are benefited even if the line does branches. branches not pay a dividend.

They have every motive for economical construction and management, and can make a line pay where no one else can. But they will not Not direct-subscribe any large portion of the capital as individuals. Very few will make a ly-poor investment of any magnitude for the public good, though all might be ready to take their part in a general rate. Almost every country but our own has recog nized the fact, and legislated on this basis, by empowering the inhabitants of a district which would be benefited to tax themselves for the construction of a railway. -but by I have shown that in France either the department or the commune may vote a loansof subvention out of their public funds, and that in the United States the municipalities credit. vote subsidies of municipal bonds. In Spain the provinces and the municipalities Examples. have the power to take shares or debentures, or if they prefer it, to vote sutbven tions or a guarantee of interest. In Italy the municipalities do the same thing.

Why should not England follow their example, and authorize the inhabitants of parishes and boroughs to rate themselves for a railway which will improve their property, or empower them to raise loans on the security of the rates, to be paid off in a certain number of years by a sinking fund, as ia done for sanitary Only way. improvements? I see no other way of raising the nucleus of funds for carrying out many rural lines which would be most beneficial to the country. * Future of I cannot conclude without saying a word on the future of railways. The progress railways. of the last thirty-six vears has been wonderful, since that period has witnessedt 85,000 miles the construction of about 85,000 miles of railway.

The next thirty-six years are in 36 years. likely to witness a still greater development, and the construction of more than More next 85,000
miles. We may look forward to England possessing at no distant date, more 36 years. than 20,000 miles, France an equal number, and the other nations of the continent increasing their mileage till it will bear the proportion of one railway mile to every ten square miles of area, instead of the very much less satisfactory proportions North Amer-stated in the comparative table. We may expect the period when the immense icatohave continent of North America will boast of 100,000 miles of line, clustered in the 1)~,OO0 miles thickly populated eastern States, and spreading plentifully through the western to the base of the Rocky Mountains, and over to California and the Pacific. We may Russia. anticipate the timne when Russia will bend her energies to consolidating her vast From Dover empire by an equally vast railway network. We may predict the day when a continuous to China. railroad will run from Dover to the Bosphorus, from the Bosphorus down the Euphrates, across Persia and Beloochistan to India, and from India to China. We may look for the age when China, with her 350,000,000 inhabitants, will turn her intelligence and industry to railroad communication. Important But who shall estimate the consequences that will follow, the prodigious increase results. of commerce, the activity of national intercourse, the spread of civilization, and that advance of human intelligence foretold thousands of years ago by the prophet upon the lonely plains of Palestine, “when many shall run to and fro on the earth, and knowledge shall be increased.” Note.-Con-NOTE.-Since reading this paper before the Society, my attention has been called firmation as to an article on French railways in the Revue des deux Mondes of January 1st, 1866 to France. byby M. Lavollee, which, written’many months previously, confirms most strikingly my conclusions, especially those which relate to the effect of railways on French 232

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Past, Present and Future of Chicago Investmnents. commerce and on the welfare of the working classes. It adds many eloquent reflections on railways in relation to civilization and progress, which are well worth perusal. These facts and views afford a safe basis of judgment for the future of Such our American railways. According thereto we must have 2~
times more than crease. at present, to equal the proportion of mileage to population in England, and 41 times to equal Belgium; for who doubts the demand of goahead Americans for as much railway as any other people can use? To make mileage equal to area in Belgium, we must have three-fold increase; to3and 4-fold. equal England, four-fold. Like begets like; and when we consider that only 35 years ago we had less than 600 miles for the 38,800 in actual use 15 years to double presto-day, who can doubt that fifteen years will at least double the present ent lines. mileage? Shall we cease progress when we shall have attained to what England Shall we and Belgium have already attained unto? Mr. Baxter argues in an then stopI unquoted paragraph, that whereas English lines are now about 15 miles apart, they should not be more than 8 or 10. That would require a third to a half increase. Shall we be satisfied with less than Europe? M. Poussin, French Minister to our Government some 30 years ago, published The U.S.,its power and a work in 1843 entitled “The United States; its Power and Progress,” progress. and remarks in the introduction: M. Poussin. 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 conm. to become one of the greatest powers among the commercial nations of the world. nation. Day by day it is advancing farther and farther into the lists, and already menaces Bival to Gt. with disastrous competition the former queen of the seas, its only rival. But yes-Britain. 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. Why should it not Be able to covet the rich inheritance of Great Britain, of which it will one day be able to dispossess dispossess it? her. To consumate 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 opposite of the one has been occasioned by the energy of its compact aristocracy. The course. 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 the motto, Dieu et mon rules. droit; on that of the other will be inscribed the freedom of the seas, thus recognizing that grand and salutary principle, that the flag of a vessel protects its Sailors merchandise. This sacred principle will powerfully contribute to the reconstruction rights 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 of people. 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 spectacle 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 modifyving them; and they will not risk the experiment-for they would thus desired.

compromise the future, of which their present prosperity is the most solid guarantee. M. Poussin describes with great accuracy our lines of interior commu-Internal iprovenication, rivers, lakes, canals and railways, judiciously considering themrmePrsv. 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 populaR a tion, has equaled them. But in no country has an equal degree of activity and 333

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Powzer 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.

American I skill in the In the gigantic application, so to speak, of that important means of communicaUs.l tertion and transportation, the railroad, the Americans have especially manifested T)evelop-their characteristic intelligence and their unerring instinct. The employment of ment of our all the resources which nature has so generously distributed throughout their vast resources. and 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 and railsroads as synonymous terms, whether because they all equally express the constant object of human effort 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 cidedabout which was so powerfully to second the active genius of the Americans-was agiraiolrotads tate d, 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.

and 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 pursued in all their enterprises. They have never believed they could import anything in a Onlydepend-state of perfection. For the suggestions of improvements which experience alone euce. 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 good sense has not only been shown in the abundant use of cost of railroads. the railway, but in building them according to our means. We could better serve the public and make more money by building and furnishing two miles Improve. of road imperfectly than one mile thoroughly. Improvements of road-bed, ments easy after. rail and machinery are more cheaply made after a road is in full operation. Mostmiles Especially is this the case in the West. A road in a new country sparsely wanted. 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. views25 M. Poussin wrote his views, it must be remembered, in 1843, before the Viewrs 25d 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 1842, of 4,863 miles, Kentucky had 28, Ohio 84, and Michigan 138; N. W. 1842. and no increase to 1844, except 68
miles in Michigan. In 1843 the editor Mr. Par, of the Railroad Journal, Mr. Poor, exhibiting the difficulties encountered oRailra,d‘43. and changes in 11 years subsequent to its establishment, remarked:Difficulties The editor also thought it necessary to refer to several gentlemen of the city as in starting guaranties for the continuance of the work. Before many numbers had been issued, it. 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. 334

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Past, Present and Ftture of Chicago Investments. Let us now compare the present state of affairs with this humble commencement. Change in 11 There are now between four and five thousand miles of railroad in use in the United years, to States, built by the expenditure of nearly one hundred millions of dollars. Eleven 1843. years ago there were but about one hundred miles in use. There are now probably 100 miles in more than five hundred locomotive engines in use, nearly all of them made in this 1832, 4,500in 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. Hlad 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 ne Inclined plus ultra of engineering science. Now, they are discarded as expensive, incon-planes abanvenient, and incompatible with the free use of a railroad. doned. 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 with 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, ble. 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 New EngEngland 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 others 6 to 10 per cent. costing about one million one hundred thousand dollars) paid, in 1840, 7 per cent.

procfit. 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 1886, 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 6miles at Boston. Now, Boston has direct connection with a web of railways one thousand Boston two hundred and three miles in length; all of which, except about twentyfour -now 1,‘0O. 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 generation should have witnessed the cre-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 accomplishment, 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. Increase of property. It is with the West we have to do; and though the information quoted was Knowledge 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. Investments Unless new forces are invented to supplant the railway-and no section can must go on. 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 strong. 335

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Power of the Railway to Develope and Centralize. Atlantic extending trunks and multipyling branches. The seaboard cities, extending cities seek their own their railways throughout the West for their own advancement, have little advantage. realized that the effect 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 Their neo region. They have spread a complete network of railway over this entire work. Old Northwest, 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 The west aErie canal and the many great works which have more than fulfilled sansafe reliance.

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 Trade with East and West, however extensive the home trade in our respective sections, East increase. 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 Persever-Interior. The course has been so far advanced upon, that from the buildance sure. 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 Western doubtless take its place. At all events, western railways which have proper railways pay well. management pay so abundantly, that capital will seek out other good routes until lines shall not be more than 20 to 25 miles apart. West will But while the West will always be the main reliance of the Atlantic build its own centres. cities, its benefits cannot be there chiefly bestowed. Its own chief centres will most profit from its advantages. The census of 1860 developed the effects of railways in the West, which it is evident that of 1870 will conferch. Mag. firm. An unknown writer in the Merchants’ MAagazine for January, 1861, considered City populaCity Population.-The comparative growth of cities is always an interesting tion. 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: 1810. 1820. 1830. 1840, 1850. 1860. 15i0 to 1860.

Boston…………..33,250 43,298 61,392 93,388 186,881

177,902~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. Growth of chief cities, 1810 to 1860. Boston…………….. Providence……….. New York…………

Brooklyn…………. Newark…………… Philadelphia………

Baltimore…………, Richmond………… Washington……….

Charleston………… New Orleans……… Savannah…………

Savannah…………5,215 7,523 7,776 11,214 15,312 16,000

Total…………355,800 478,075 695,560 1,029,322 1,649,732 2,518,484 I 336 33,250 10,071 96,373 4,402 ………….. 111,210 35,387 9,735 8,208

24,711 17,242 5,215 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 15,896 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

41,513 515,647 96,838 38,894 408,762 169,054 27,670 40,001 42,985 116,375

16,312 177,902 49,914 821,113 273,325 72,055 568,034 218,612 37,968 61,400

40,196 170,766 16,000 Total……………. 355,800 478,075 695,560

1,029,322 1,649,732 2,518,484

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Past, Present and Future of Chicaqo Investments. These aggregates show that the twelve cities named had five per cent. of the Increase of whole population of the Union in 1810, and the proportion rose regularly to 6’

per 12 cities. cent. in 1850, to 81 per cent. in 1860. In nearly all these cities, however, the pop-Suburban ulation since the era of railroads has flowed over into the surrounding country, population. 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 corn-Bostonmanded by railroads, and which contain the dwellings of Boston business men. [We omit the statement comparing towns and State.] Thus Boston may be said to contain one-fourth of the population of the State.

The -/,th of thirteen cities of Massachusetts have a population of 441,987, or 35 per cent. of the Mass. whole population; in 1850 the same cities had a population of 324,845, or 33~ per cent of the whole population. It is to be borne in mind, however, that the towns of Mass.

around Boston are those which concentrated the population the most rapidly, and within 12 onethird of the whole State population lives within a radius of twelve miles of miles of Boston, dependent upon its commerce and manufactures. Boston. The population and valuation of the city of New York have probably received New York. the most marked development. The increase of the population from 1850 to 1860 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. The growth of New York, Brooklyn, Philadelphia, Newark and Baltimore Other east ern cities.

is noticed, and The Chief Valley Cities. 1860. Growth from 1810 to 1860.

160,577 70,226 23,715 158,851 48,804 462,173 St.

Louis……………………… Louisville……………………..

Nashville……………………… Cincinnati…………………….

Pittsburgh…………………… Toa……….0252,505,5 1,5 9,6 6,7 The five leading cities of the valley increased in the decade to 1850, during which 5 cities inthe canals began to exert an influence on their trade, about lbl,000 souls, of which crease in 10 years, 181,the largest portion was in Cincinnati. In the last decade, railroad’ building, land o00.

speculation, and immigration, have all exerted an influence upon the tributary country, driving trade in upon each of these centres, and the increase has been 168,000 souls, of which the largest proportion is in St.

Louis. But during the last St. Louis ten years those cities have encountered a more active rivalry in the growth of the largest. lake cities, which have successfully attracted a large portion of the business of the Rivalry ofbelt 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. Chief Lake Cities. 1860. Growth of6 chief, 1840 to __  1860. Buffalo 18 213 42,261 81,541 Lockport 6

500 12,323 9,962 Cleveland 6 071 17,034 43,550

Detroit………………………………………9,102 21,019 46,834

Chicago 4 479 28,269 109,420

Milwaukee……………………………………1,700 20,061 45,326

Total 46 06 14,6 3,3 22 I I 337 Valley cities. 1830. 1 1840. 5,852, 16,469

10,341 21,210 5,566 1 6,929 24,831 46,338 12,568 21,115 59,158 112,051

1810. 1 600 1:357 1 2’,‘6 4,768 10,265 1820. 4,598 4,012 9”, 7,248 25,500

1850. 77,860 43,194 10,478 115,436 46,601 293,569

Total……………………….. -lake cities. 1840. 1850.

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Power of the Railway to Develope and Centralize. Chi. and The increase in those cities has been, it appears, to 1850, 95,000 persons, of which Buffalo. increase Chicago, at the other end of the lakes, had as large a share as Buffalo 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 Railroads than half the increase ot Chicago. This great apparent prosperity of the former help Chi. 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, aill of which has reflected upon Chicago as a focus That region is now to a consider. Produce to able extent settled, and every year must add to the immense quantities of produce increase. that will seek Chicago as the primary point of shipment. This growth of lake Growth compared with cities is very remarkable, and more so if we compare it with the population of the eastern prominent Internal cities of the Atlantic States, where manufacturing may be cities. assumed as the chief element of growth. [We omit the table of the twelve interior cities.] All the cities The growth here presented has been but 62,672, or 36 per cent. only in the last ,compred romPared to ten years. The whole growth of all the cities in the last twenty years have been as follows t:1860. as follows: - :Increase per cent. 50 58 130 36 52 1850. 1,649 732 293,569 140,967 171,112

2,255,380 1840. Twelve Atlantic Cities…………….. 1,029,822 Five Valley………………………….. 112,051 Six Lake……………………………… 46,065 Twelve Interior……………………… 101,014 Total Growth……………………1,288,452 Lake cities Thus the lake cities have shown by far the largest proportional increase, and the largest in-increase of the valley cities, as well as those of the Atlantic and the interior, have crease. 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 St. Louis migration, and St. Louis has largely benefited by the same state of affairs, benefited.

since the affluents that feed its trade have been swollen by the settlement and imN. W. sup-provement of the whole northwest region. That region is now well supplied with plied with rails, that will require a large production of grain and other produce to pay the railroads. 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 Smoothing must fluctuate with the crops of Europe. The resources of that region are, howher way to ever, equal to any demand, and it is, by the continued smoothing of the way to market. market, brought daily nearer to the European centres of demand.

lWhy not What shall stop the relative progress of the lake cities, until even the lake cities grow? chief Atlantic cities shall have been passed?

With results like these to Mr. edScott’s _confirm Mr. Scott’s predictions, obtained eight years ago, ought not the predictions ‘3 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  more than prolbable. unexampled in magnitude, ought not fulfillment of the predictions to be more than probable? Adaptation It is a most important point in considering this topic, as first presented, of this region to that never was the railway brought to bear upon such a country. No,,other railways. area exists so perfectly adapted to railways, in which the bed can be laid so Capacity to cheaply, and so nearly level. Then, no other has equal capacity to support upprtthem them. These influences conjoined are no doubt the prime’cause of the unex ampled increase, and muqt operate until the Old Northwest of 600,000 square miles shall be spread-over with a closer net work of railway than any a38 1860. 2,518,984 462,173 335,633

233,784 3,550,574

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Past, Present and Futuire of Ch;cago itvestnelts. 100,000 square miles in one body elsewhere on the globe. To discuss this These poiits discussed.

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 Large results witnessed from railroads; and as we shall see, their centralizing power has Yet only be gun. 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 produce and trade increase at Chicago? Surely we have had abundant Testimony for present testimony in general of the Power of the Railway to D)evelope and Centralize, topic.

and of its application in particular to the Great West and its chief emporium. Yet still, one other point is important to the completeness of the argument-that there is No OTHER POINT OF EQUAL CONVERGENCE, OF EITHER

RAIL OR Convergence here of rail WATER COMMUNICATION, OR OF BOTH, ON THE

GLOBE. and water unequaled. The prime cause of Chicago’s advancement is her possession of the Head of lakes is lst farthest extremity of the lakes, the head of the grandest inland navigation point. of the world. The close confluence of lakes with the mighty rivers of the CoDjunction 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-still, rail ways supeways. They have become mere adjuncts to the latter, their value lyingrior. 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 facili ties valuable ders chief service by competition with railways in carrying bulky articles in conjunc.tion with of small value per ton, which, if cast upon the railroad, would greatlyrailways. enhance prices of all transportation. Not, however, that water transportation 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 nevertheless, we have a means of intercommunication still more valuable in the railway. And instead of the latter reducing in utility the former, it Increased by y n ~~~~~~~~~~~~~~~~~~~~~~~~~~rail ways. actually increases it. Mr. Edmunds, in the census report, said in Mr. Edintroducing the Influence of Railroads upon Agriculture, quoted p.

315:-nunds. 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, steambo,ts. 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 339

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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.

Dollbled in More than double the number of steamers were built on the waters of the interior. w est from 1880 to 1860. west in 1861 than were in 1850. Proatingbusi-But the railway has changed, and will change still more on the rivers, ness changedthe character of boating business. As on the lakes, for passengers and Aided by light freights, boats cannot compete successfully; but the railway stimurailways. lates all 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 souri. 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. Louis St. Louis argument, together with the spirit inspiring, is better. The rguo. Denenorat, April 21st, had this article .Mo. Dein.

Missouri Democrat, April 21st, had this article: St. Lc,uis and St. Louis and Chicago.-We’do not object to a brisk competition in business, nor Chicag. to an honorable rivalry, either between individual merchants or competing cities The life of trade and the benefit of communities lie in healthy contests for business, Efforts must as they develope resources and stimulate enterprise. But to be healthy they should be fair. be confined to legitimate efforts, and be stimulated only by truthful representations.

Otherwise somebody is deceived, and deception in matters of trade is at best a X. Y.F h swindle. Of the latter character is the following paragraph from the New York List not so. Slipping and Commercial List: Competition The competition between Chicago and St. Louis for the Far West is exceedingly sharp, and it is difficult n Cli. and to tell which will ultimately come out ahead. At present Chicago seems to have the inside track, as St. L. for far the’-mountain trade,” worth last year $8,000,000, promises to be diverted to the Lake City from 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 communication 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 by 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. Sane wrong We have met a similar statement several times before, floatingabout in exchanges, ii other pa-but originated in Chicago for the purpose of giving a false impression both ot its pars. own 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 stateWVaited for a melts until we find them indorsed by so respectable a paper as that from which the raspectable paragraph is quoted, and which ought, from its pretensions, to be both candid and l 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 traders understand this, and parties who have not had their eyes opened in season, have found that they have paid much higher for goods bought in eastern markets than they could have purchased for in St. U.:)untain tra,de 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. St. L’s water Louis stands in no danger of losing this business until the advantages of water superiority.

communication cease to be more commodious than land transit, to say nothing of N.Y. editor the difference in freight. A little inquiry would have satisfied the New York to inquire tOpaper of these facts and prevented it from becoming a party to dishonorable learn truth. 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.

340

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Past, Present and Future of Chicago Investments. It is utterly impossible, from natural causes, that Chicago can ever become a Naturally dangerous competitor to St. Louis. Temporary advantages, from factitous circumSt.

L. upe. rior to Chi. stances, have been given to Chicago, but they are only temporary. Chicago must always get her goods by overland transit ef nearly a thousand miles, which inevit-Iher advanably enhances the costs.

Her lake and water communication is closed during a tages. large portion of the year, and from November to May, she can get no freight 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 different. We have Direct water direct water communication with the whole world, cheap and reliable. Some corlmlluicawinters navigation of the river below us is never closed, and at the worst from tion. 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 railroad. Great imathe great importing center for the entire western trade, on both sides of the Missis-porting city. 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 goods 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 done. following remarks: Considerable quantities of corn from the West are coming forward via New Orleans-the time occu-Barge trade pied in the transit from St.

Lonis being from twentyfive to thirty days. Facilities for rapid handling and drying have been provided at St. Louis, and elevators and warehouses are in pr,cess of erection at New Orleans. When all the arrangements shall have been perfected, a new era in the transportation A new era. business will be inaugurated, and the vexatious delays connected with the grain movement will be to a great extentobviated. As ships cannot take on board full cargoes of grain at New Orleans, owing to the obstructions at the mouth of the Mississippi, it is not improbable that a large number of small, lightdraft 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 The East communities are awake to the benefits to result from St. Louis becoming a great interested in grain center. We are pleased to know that a lively impulse characterizes this new St. L. 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 commercial 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 substituting assertion for argument, for he has Assertion not 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 upon the 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 to brg cordially endorse the concluding paragraphs, hoping sincerely that their tradaerge 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. Knowlton, of Massachusetts, in 341

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No Equal Converyging Point of Rail and Water. Mr. J S. C. his letter to the ShipCanal Convention, 1863, expressed Chicago sentiments KnowIton.

perfectly: Great bene-We hear much said, and we talk much ourselves, of the great natural outlet of fitsofMissis-the magnificent Valley of the West, the Mississippi river, and its 80 to 100 sippl tributaries or bayous-all employed in promoting a most healthful communication 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 -fr man’s ment and rounding-out, in their full proportions, of the industry of freedom, and adfvances the intellectual and moral elevation and improvement of the race as individuals ment. 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. the cheapest production, and the readiest sale, are the rules of industrial success; and equally true is the declaration that “two markets are better than one.” We of East and the East have our manufacturing and commercial centres; and you of the West West have centres-have your agricultural and mercantile centres. The relations of these centres to each 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 these centres, as representatives of great communities around them, into the harmonious action. easiest and quickest action, without any jarring collisions of interest or of passion.

Chi.acentre. 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 Michigan, and around Superior; andt 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. Iong rail-If the Mississippi river is so far the cheapest and best communication with the ways show Ocean as to be regarded as a monopoly, why is it that we see upon every modern Miss. no monopolist. map of the United States, long lines of railway, stretching towards various points of the 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 East. East also has its railways grappling the Mississippi Valley; but it feels that someWater want-thing more is wanted, as of great national, commercial, and military importance to the ed esides 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 Water never continuously, is, of necessity, an immense expenditure, the water track, when once wear; out. constructed, never wears out. The difference 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 travel. tae tWravtelr fo travel, and for light and quick freight, a water-communication intermediate Wa ter for heavy opera-between 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 industrial power of a great people, whose progress is to be obtained by a combined force of physical, intellectual, and moral activities. East wants I have no means of judging of the feasibility of the plans of improvement which the shortest are in contemplation, nor of their cost, nor of the extent to which such improvewater communication. ment 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 seaports of the East. Means of A slight survey of the great physical features of the United States is an union our object.

assurance that “the development, prosperity, and unity of our whole country,” should 342

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Past, Present and Future of Ch7icago Investments. be the ambition alike of East and West, North and South; since every consideration of national progress, 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 the want of the East even more than of the West, is to open the Lake Simcoe route wanted roate from the Georgian Bay through Lake Simcoe into Lake Ontario. by all. Then New York can compete successfully by the shorter canal route from Oswego with the St. Lawrence, and New England will have its best accommodation from Ogdensburg or Montreal by rail, and by the Champlain canal by water. Hon. John A. Poor, of Maine, who has well studied this Hon. J. A. question as I happen to know, said in his letter to the ShipCanal Convention: Your call seems to limit the object of the Convention to the single purpose of an ShipCanal enlargement of the existing canals between the valley of the Mississippi and the convention 0q-object to Atlantic ocean-works of obvious value, if not all of them of immediate neces-object tonlarge 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 questions. of its natural channels of trade, and the political difficulties in the way of all efforts 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 tlme,“equal to trade yet one-tenth of the capacity of the Northwestern States, without resort to the artificial stimulants that are common in the British Isles. Besides this one-half of all Grain conthe grain raised in the United States is produced at points so remote from market, sumed in that its value would be consumed in the mere cost of transportation by the ordi-transport. 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 this the ob of the members of this Convention. Jec. It has seemed to me that the 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 Clii. wanted. produce to the lake-shores. Cheaply-built and economically worked lines of sailers, with other means of transit, bring into these great granaries-the lakeports-more produce than the outlets can economically take away. What is wanted, are cheap and expeditious means of transit, from the Upper Ample naviLakes to the open sea. To secure this most effectually, we must make the St. gation from Lawrence-waters AN OPEN

MEDITERRANEAN SEA; SO that, from the head of Lake lakes toan 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 cost of transit for the benefit of the farmers of the Northwestern States, and freight.f 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 Englishtemper.

The English-speaking people of this continent are, for all commercial pur-speaking poses, one people, holding a territory twice the size of the continent of Europe, people one. 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 State’s 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 Ncrthwest should have their choice of routes to the open sea. Ships should load disregards national at Chicago for any port into which an Atlantic sailor can enter, and by so many boundaries.. 343 i

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No Equal ConvergSig Point of Rail and Water. Advance in routes as can be created, from the St. Lawrence, by the way of Lake Champlain, one crop into the Hudson, by the Ottawa, and by Lake Ontario. The advance in the price would pay whole cost of a single crop of wheat would pay for making all these routes, from Chicago to the of improve-Atlantic navigable for ocean-going sailing-ships and steamers. Montreal harbor h.nt frthom could be made for the trade of New York, what Albany is now; and that, too, Chi.

to tho ocean. while the 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. Lake naviga-From Chicago to the Atlantic, for nearly the whole distance, navigation is as tion cheap as cheap as on the ocean. Short canals and lockage would not detain ships more than ocean. the 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 per 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  commercevery far distant from our day-when an ocean-tariff shall extend with uniform permission, for the collection of duties from Quebec to the Rio Grande, and upon the Pacific ooast, with unrestricted power of internal trade; or, in other words, if -let us do the British North American Provinces are not ready to adopt with us an American our best. Zoll-Verin, we must make use of our own independent advantages. We can, more Niagara ca-cheaply than the Canadians have built theirs, construct a ship-canal around Niagnal, Amer. ara Falls, and-from Oswego 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 Improve St.

same broad view, deepen the channel of the St. Clair, and extend this water-line, Clair 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. We dealwith 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 undefinable in jects. their extent; and while expending, without discontent or embarrassment, large Prosecute war and sums-in suppressing insurrection, and guarding against foreign invasion, they build Pacific have found time to contemplate, as necessary practical measures, a railway from railway. the 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 D)o other c works. 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 and provision market opens to them free access for large vessels to the chief grain and provision will be reached.

market of the world, surely cannot long continue unimproved so as to afford requisite transportation. As Mr. Poor remarks, with ample knowledge and Facilites sound judgment, the necessities of both producers and consumers are best from lakes needed. served by increasing facilities from lake ports to the East, rather than to them, Lake Sirmcoe from the West.

Whatever the cost, a channel will be opened from lakes route. route. to ocean. For the Lake Simncoe route, $40,000,000 is estimated; and what would that be to the seaboard interest compared with the saving of over 300 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 Bo.ton need Boston can use capital in any way equally as profitable to promote their separate interests, as would the opening of the route between Iuron and 344

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Past, Present and Future of Chicago Investments. 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 Outario, Whole sea board interthe whole seaboard 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 Eric 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 advantages 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, we proved. are not obliged to anticipate that to make good this caption; for as already Yet enperemarked, no other city has equal advantages in water communication with riotr 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 Still, im provements future of Chicago can be taken, which ignores the certain passage from here to be reto the ocean of vessels of 1,500 tons, and at least a quarter as large from garded. Oswego to New York. It is not in the least hypothetical. Nor are our Western canals. own canals to be overlooked. The Chicago Times, April 29th, remarked:_ Chi-Times The American “Heaed Centre.”- The supposition of some people, since railways Am. Iead have become the great popular medium of travel and transportation, that canals centre. are “i 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 the latter have steadily increased, valuable. until any considerable further increase would require an enlargement of their c a r r y i n g capacity. Notwithstanding the bisection by numerous railways of the Traffic of Ill. whole region that formerly had no convenient outlet to Chicago but the Illinois and & Mich. ca nal increas’d Michigan canal, the business of that canal has steadily augmented, every new 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 Railways comparison exist. Railways, by affording the means of swift travel and quick the 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 mulscles of .the body exist together in full development that the highest state of human organism is politic. 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-Cionsolidth tion with tariffs. As the safety-valve prevents steam from overcoming the resisting power canals imof iron, so a canal, parallel to an important line of railway, will prevent the latter practicable. from overcoming, in its greed of high charges, the resisting power of the people. The West is ” the land of railways.” The West also might be-and, some day West the ar other, must become-the land of canals. The great ship canal from Chicago to land 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 Mississippi 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 river. 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 345

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No Equal Converqing Point of Rail and Water. Only4ft. supply of water is apt to diminish, 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 canals 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 appears that the Chicago ship canal is the only one which can be made a ship Lake Mich a canal in reality, as well as in name. The “summit reservoir” from which the sure head. 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 cut. cut. feet to give a permanent depth of water on which the largest New Orleans steam boat may enter the port of Chicago.

Chi. the cen-Chicago, the present commercial centre of the Continent, is surely destined to be treofinterior the central point on a system of interior navigation that shall stretch from the Gulf navigation-of St.

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 Iug. of St. Louis may not live to growl over the reality. St.

L’s self “Growling” scarcely expresses the spite which some St. Louis papers adulation because we exhibit. She seems to think we ought to rest satisfied with present attainseek further improvements, and that-it betokens admission of her superiority that we should merits. 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 such aid as may be in our power. Evidently in response to that manly article, the Missouri Democrat course. Mo. Dem. 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 ditch-down, located on a fiat 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 grair to New York and Liverpool. When Milwaukee 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 goods.” But now Milwaukee itself is ir a panic, and passes resolutions 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 ditches, and talks in private very anxiously of ship-canals. What can “Ship-canals!” What on earth can Chicago want of canals? Has she not that miraculous provision Chi. want 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; -yet wants how absurd it was for a small town on the banks of that muddy ditch to think of becomine a commera ship-caial 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 one tell why these busy men of the modern Babylon are so anxious to get water connec tion with the Mississippi? Is it because somebody having proved that grain can be sent from St. Louis Current in to Liverpool by river cheaper than from Chicago to New York, the basy men aforesaid begin to appreSt. L’s favor. hend that one day they may be. left out altogether, switched off 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 may be well to get access to the said stream, even if it is muddy! 346

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Past, Present and Future of Chicago Investments. of St. Louis, she cannot judge us fairly. As shown in the article, April She cannot judge fairly.

21st, p. 340, she is still entirely confident that nature having designed that Stillrelieson nature. she should have the mountain trade, it must come to her. On the other We help our hand, while we are sure Hercules is moving our wheel of commerce, yet we ourselves. realize the necessity of lifting ourselves to have the full strength of Heroules. 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. trade. same result; and the more effectually because of the dangerous navigation Navigation dangerous. of the lower Missouri. The St. Joseph (Mo.) Register, of May 22d, giving t. o.Regis a list of the boats en route for the mountains adds: As far as reported, but two of these mountain boats have as yet met with a 2 boats lost. disaster. The Carrie wassnagged 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 more mounbut 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 chi.‘satissfied ‘ ~~~~~~~~~~~~~~~~~~with 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 done excels in these facilities, will she excel in the mining traffic. St. Louis will by rai doubtless have a good deal, if she prove more energetic in her railway building; but Chicago must have a good deal more. 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 valuable. about ended, still the great rivers of the Interior are to be used more and Down freight by barges. more for down freighting by barges. To enable these to reach the lakes Canals wantwithout transfer, we seek improvement of the Illinois and Michigan Canal ed for these to reach 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 Difference between St. by parties who at all events ought to know St. Louis. The Atchison L. ad Chi. ~~~~~~~~(Kansas) Free Press, says of-FreehPreso.

(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 L. two great the trade which otherwise will fall to its rival. There was a time when St. Louis centres. Beware, 0 Chica-geese! That river dries up in summer. It freezes up in winter, especially above this Chica-geese point.

Your canal will be of n.) sort of use to you, for it will only send all your dealers to St. Louis to beware buy iron and goods of foreign manufacture, imported directly by river. It is a frightfully dangerous experiment.‘But,” mutters Chicago, “something must be done. Business is dull; not enough produce Especially moving to employ the loanable money of the banks.” Ah! Those houses of yours are built of of your remarkably slender splinters, 0 philosophers of the lake school. houses. 347

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NoVo Equal Converging Point of Rail and Water. St.L.hadall. 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 Cin. a ham-of the Mississippi Valley, and the region of the upper lakes.

When Cincinnati was let. but a hamlet, gathered around Fort Washington, 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 Fur trade. 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 voyageurs 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. Merchants Its merchants were-staid, substantial men. The current of their business flowed staid, sub-o standtisalb-on as smoothly as the placid waters upon which all their commerce floated. The No ankees. nervous, farsighted, 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 So it is to-speedily from that point, the arms of railroad system over the West. And so it is, day. in a great measure, to this day. Chi. not be-Chicago had not begun to spring up till long after St. Louis had become opulent gun.

in her quiet wealth and ease. But at length shrewd and active merchants set their Activeha stakes at Chicago. At first they bought grain by the wagon-load, and sent it all by merchants buy grain by schooners down the lakes. Then they commenced the construction of railroads. wagon load. In all directions they caused them to push their way out over the prairies to bring Then rail-in the productions of the ten thonsand farms, opened upon the exhaustless soil of roads begin. all the States over which the ordinance of 1787 had spread its segis 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 Chi. cuts off railroads cut St. Louis off on the east, away down to Cairo, long ago; cut across St. L. to the the State of Missouri to the Missouri river, long ago, and penetrated to the heart east, the north, now of Iowa, and cut across Wisconsin to Minnesota. Now they reach across Kansas west. 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 everywhcre these iron arms are being rapidly lengthened out. Nebraska Chicago merchants bought Nebraska grain two years ago, and paid more for it trade se-than would St. Louis merchants, though the latter could bring it to their own mills cured. wi thout change of bulk. And it is not only grain but the beef and the pork of the Pradveisin Northwest that the Chicago merchants monopolize by their superior enterprise. We published the other day the statistics of Chicago beef and porkpacking. St. Louis can make no such showing. Exchange While Chicago has gathered up the produce of the West and marketed it in every operations. 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.

Activity of To every point from whence comes grain to the Chicago market, Chicago dry Chicagot goods and grocery merchants sent bills of goods.

Every northwestern town is merchants. - 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 Facilities of his arrangements for shipping complete. His transfers, if any, are made with the transport. utmost facility. Every stream is bridged or being bridged. Not many months Streams bridged. bridged. hence Chicago will reach the furthermost confines of every northwestern State without breaking bulk. St. L. works, Modern St. Louis men are working out a railroad system,-but at a slow pace. St. but slow. Louis merchants, at the spring rise in the river, manifest much spasmodic life; and Wants Chi.

then they sell considerable bills of goods. But the unceasing enterprise, the enterprise. unfailing energy of the Chicago merchant is wanting among the merchants of St. Louis. 348

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Past, Present and Future of Ch7icago Investments. This gives over-credit on one important point. Chicago merchants have Over-credit to Chi. not at all built our railroads. Many of them could be named who are Malny merchants among our wealthiest men, who from the first opposed them as an injury to opposed railroads. 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 sensibilities-they would declare that ”’ grass will grow in the streets when the railroads stop the teams.” But most of our merchants and active business Most not of that sort. 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 No moneyfor them; and nothing but the strongest public spirit led to the initiation of railroads. the efforts which in only about 20 years from the very beginning, have made Chicago the greatest railroad centre of the world. In the ” First JIstRep. Gal. d} Chi. B~. B. annual report of the Galena &

Chicago Union Railroad Company,” dated 5th April, 1848, Mr. W. B. Ogden, the President, said:- Mr. Ogden. The Michigan 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 Naw Buffalo.

their road to Chicago about the same time. Upon this, your Directors proceeded Galena to 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 stock taken.

then subscribed. The first expectation of the Board was to obtain a general subscription from the Subscripcitizens of Northern Illinois and Southern Wisconsin, residing along the line of the tions in the contemplated road, and in its vicinity, as indicative of their faith in the profitable cshouwntrcYo ti character of the road when constructed, and of the general interest of the people dencein its construction; and, with the aid of this subscription, to open negotiations -to obtain eastern cp with, and solicit other subscriptions or loans from eastern capitalists, sufficient in itlern capamount to justify the commencement of the work.

The amount subscribed, however, on the opening of the books, was so liberal, Subscripand the feeling manifested along the line, so ardent, and so universal, that it was tions suffice to build roadquite apparent the country and the people immediately interested in the construc-bed toElgain. tion of the road, were able to, and would increase their subscriptions to an amount sufficient, in connection with the credits on iron 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 Railroad stock, and decid-Eastern cap edly friendly to the success of the Galena and Chicago road, were consulted, and italists conmade 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, people to was, for the inhabitants along the line of the road, to raise the means themselves, mpilesthe 4 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 construction and extreme productiveness of the country tributary to the road, would secure Would such large returns as would enable us to command capital from any quarter or secureextenloans or increased subscriptions to stock for the extension of the road to Rocksi~nnRiver, and to Galena, without delay. This course was adopted, the object explained and approved by subscribers, and $86,00ooo sub. 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 sur and locate the line from Chicago to the Fox River, and prepare it for letting. The veyed. 349

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N-o Equal Converyizg 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 tracted. (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 and By reference to that report, it will also be seen, that all the timber and ties necesties or 41 sary for the entire superstructure to Elgin, 41
miles, have been contracted for on miles. favorable terms. A thorough It has 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 possible. A 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 It is also proper to remark, that many considerations suggestive of the proprifirst. ety of adopting a fiat or plate rail, in the first instance, as far as Fox River, have presented themselves. Economy ill-In a country where money is worth as much as it is here, and where the means dispensable. of a 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. T rail can be Should the future Board find themselves at any time hereafter, relieved from the substituted necessity of adopting a fiat rail, in consequence of the fall of iron, or of increased for fat. 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 the fiat rail and the 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 began thus moderately the report of the preliminary survey the previous year by Col. R. P. Mor gan exhibits ample conception of the magnitude of the undertaking and -yetthe fu-ultimate benefits to the public and to shareholders. After speaking of ture was anticipated. eastern works and the pressure of travel 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. Ogd-. would be interesting. Upon this connexion with the Michigan Central Mr. Ogden said in his report of 184&: 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 conCen. 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 thorough-e all time to come. fare certain No possible No other continuous route of railroad will ever be made to that great and rapidly competition. 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 sure. . 350

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Past, Present and Future of Chicaqo Investments. 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 declaration of Mr. Ogden’s he has emphatically repudiated. Mr.

Ogden repudiates The location of another truer Northwestern, both in name and location, of his declaera tion. which he has been chief patron, has not only been built, but has actually Built a true N. westerna. absorbed and wiped out of existence even the pioneer Galena. How much Western. 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 Change a to the public, and especially to Chicago. Notwithstanding stockholders public good. 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 with Oldmea sures will 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 chi.

Trne. 18th, had a full account of railroads from which we quote largely.

It thus spoke of the Galena Ouzr First Railroad.-The organization of the first line of our present magnifi-Old Galena cent railway system dates back thirty-one 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 In 1836

United States. The time proved a disastrous one for public undertakings, as the 1,000 miles in U.S. financial crash came in the year following, making it impossible to go on with the work. It lay dormant for ten years, when, in 1847, the first rail of strap iron was laid on the present line to Freeport. In 1850 it had reached Elgin, fortytwo miles from 1850 at ElChicago, and from there it was soon built to Freeport, where it connects with the gin, 42miles. 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. Iline, 1855. In 1864 this parent road was purchased by its young and ambitious son, the 1864abChicago &

Northwestern, and absorbed in it, losing its old and honored name. sorbed by Although the road was projected from a little trading town back upon the almost Its develops unsettled prairie, its coming caused villages and farm houses to rise along the way ing the with marvelous rapidity, furnishing to it, almost from the very first year, a liberal country. and profitable business. In 1850 the dividends of the road were 10 per cent.; in Large divi1851, 15 per cent.; in 1852, 15 percent.; in 1853, 20 per cent.; 1854, 21 per cent.; dends. in 1855, 17 per cent.; in 1856, 22 per cent.; and previous to its sale to the Northwestern 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 Itsgreat 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’

Northwestern 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 combinaand combinations took place, the Illinois & Wisconsin Railroad Company being tobins 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 351

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No Equal Converying Point of Rail and Water. Reorgan- Lake Superior. In the revulsion of 1857 the Chicago, St. Paul & Fond du Lao ized 1859.

Railroad was mostly ruined. It survived the storm, though badly shattered, and in 1859 was organized as the Chicago & Northwestern Railroad. 1864
bought In 1864 the Chicago & Northwestern achieved a great step in obtaining control the Galena. of the Galena & Chicago Union Railroad, then one of the best paying roads in the country. Dixon Air The Fulton branch, which was included in this consolidation, is, with its Line, or Ful-extension across Iowa, perhaps the most important branch of the great line, on ton branch. 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 Bridge over splendid bridge, erected in a rapid current, in some places forty feet deep, at a cost Mississippi. 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 Connects Chicago. Here it connects with the Great Union Pacific Railroad, which is already with Pacific built 540
miles westward, over the plains towards the gold mines of the Rocky at Omaha. 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. Chi. & Mil. In 1865 the Chicago & Milwaukee became a permanent part of the great Chicago absorbed. & Northwestern system by virtue of a perpetual lease. In 1862 the Peninsula Peninsula Railroad was chartered by the Legislature of Michigan, to run from Escanaba, or road. 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 Steamers with the fine steamers which run from Escanaba and Green Bay, one hundred connect miles, where the main line of the Chicago & Northwestern Railroad terminates, from Green fr Bay. Green forms a delightful route for summer travel, and opens up the great lumber and mining regions of Wisconsin and Michigan.

Extension An enterprise of scarcely less importance than any of those already mentioned, from Madi-is now on foot to extend the Madison Division of the great Northwestern system to son to St. Paul. St 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. Officers. The principal officers of the Chicago & Northwestern Railway are: President, Wm. B. Ogden. Vice President, Perry H. Smith. Secretary, James R. Young.

Treasurer, Albert L. Pritchard. General Superintendent, George L. Dunlap.

Takes all Truly northwestern is that, for it runs to all points from due north to Pointswfr.om due west. No such corporation ought to have existence, for it is too danN. to W. A danger-gerous a power to entrust to any one directory. Still it exists, and exists ous power. p 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 charter was granted before any experience with railways, and my letters to granted without ex-the Boston Courier in 1847 (p. 21) urged as an inducement to invest in the perieuce. Galena Company, that they could build a branch down Fox River, connect Rival lines ing with Alton and St.

Louis. But experience teaches us the dangers of should not becod nolit consolidating what should be separate if not rival lines to protect public be consoli-cn dated interests. The risk of excessive competition to the injury of stockholders is very slight; at all events can never countervail for the danger of exorbiSubject can-tant rates where companies have no competition. But although it was my not be discussed. design to discuss this question here, and exhibit the propriety of consoli dating longitudinal lines, not parallel, it is not essential to the present 352

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Past, Present and Future of ChicAigo Investments. purpose and must be passed over.* Yet even this gigantic scheme, the consummation of which has given Mr. Ogden the cognomen of Railway King, has competition from other powerful corporations. The Illinois Central, having the continuation of the line from Freeport Illinois Cent to Dunleith, which is continuing across Iowa, is a strong competitor with the Northwestern. As business shall increase from the west, th e I llinoisAn inde pendent line Central will find it necessary to construct an independent and direct line from Freeto Chicago from Freeport. It is well for the public, and especially for prt Chicago, that two such powerful corporations should be rivals in the field beyond the Mississippi, as well as this side. Said the Tribune: Chi. libune. 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-Ill. Cent. 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 Began 15 lake shore, which was granted, and the Illinois Central, fifteen years ago, was years ago. added to our railroad system. This is our southern line penetrating the State from the west to its extreme Runs 363 limit at the point formed by the Ohio and Mississippi Rivers at Cairo, 363 miles miles to Cairo. from Chicago. After pursuing a southwesterly direction from this city the road Line from unites at Centralia, 253 miles distant, with the North Division, which starts at Centralia to Dunleith, 343 miles away, at the extreme northern limit of the State, and thence Dunleith 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 overestimated. At Cairo connections are made the State. with the trade of the great rivers and the Southern cotton and sugar fields, while River conthe lower portion of this State, with their high temperature and varied productions nections of fruit and grain, pour in an unfailing supply of necessaries and luxuries to our outh. 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 fruittrains 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 the 14,000 bush els berries. last season was 14,000 bushels of berries and 389,000 baskets of peaches, which, 389,000 baskwith small lots of other fruits and vegetables, made nearly nine millions of pounds.

etspeaches. 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 effected an important extension on Oct.

1, 1867, by leasing for twenty Dubuque years, for a rent of thirty-five per cent of the gross earnings, the Dubuque & Sioux and Sioux -City extenCity Railroad, which is already completed due west from Dubuque 143
miles to sCiot extenIowa 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 monopolies in State Sovthe Sovereignty of New York, of the manorial rights. And only let it be well understood that the rem ereignty. 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 Camden & observed, when we come to apprehend the doctrine of State Rights, and the strength of covenant obliga-Amboy to be tions, guaranteeing equal rights and privileges to all the citizens of all these States; most assuredly we righted. 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 Pennsvlvania 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. 23 353

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No Egual Converging Point of Rail and Water. Falls, ninety-nine miles from Dubuque, with the Cedar Falls & Mineapolis Railroad, Important which is being built northward through Western Iowa and Minnesota. The Illinois region. 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 Large ferry-each. The company has also contracted for a new first-class ferry-steamer, to be boat.

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. Land grant The original grant of land to this company was for 2,595,000 acres. These lands 2,595,o00 have been in the market for twelve years, during which time 1,885,000 acres have acres.

Credit sales. 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 No forfeit-payment have been either cash or upon short credit. No actual settler has ever urea. 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 37,144, for Present an aggregate of over twenty millions of dollars. The business of the last year has sales. 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. Price $6 to The lands are sold in tracts of forty acres and upwards, at from $6 to $12 per $12.

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. Land De The Land Department in itself furnishes an immense business, as the foregoing partment figures show, though its. operations make but little noise. It has a handsome stone heavy. building on Michigan avenue, built by the Illinois Central Railroad Company for its use, at a cost of $80,000, and employs some twentyfive persons in the Chicago offices. The Land Commissioner is John B. Calhoun, and the Salesman, C. P Holden.

Offices. 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. zich.

Cent. The Michigan Central was obliged to come in upon the Illinois Central Difficulties line. It is difficult to account for the opposition which that important road with Ia. and Ill. to had, both from Indiana and Illinois. Indiana refusing a charter, the New reach Chi 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 Union with Railroad had been obtained from the Illinois Legislature. Jointly the Ills. Cent. in depots. 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. Cwi. Tribune. Says the Tribune: Progress of It was projected in 1842 and built in that year, from Detroit eastward to Mich. Cent’ Ypsilanti, but did not reach Chicago until May 21st, 1852, previous to which time passengers between Chicago and Butalo crossed the lake to St. Joseph, and 354

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Past, Present and Future of Chicago Investments. travelled by stage until they reached its terminus. For more than twenty years 20 years of this road has gone steadily on in prosperity, with hardly a change in its manage-success 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 & naw. 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 202 miles from Chicago, nearly north, through Lansing, the capital of Michigan, Owasso, on the Detroit & Milwaukee Railroad, and other growing towns, to Saginaw City and Bay City, near Saginaw Bay, 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 Chi.

for long. p market. 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, where the traveller travel. 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 ant point is continuation of the railway system as now instituted, anid its spread indefi-the interest eastern capnitely into the Great Interior, is the direct interest which capitalists of italists have in Chi. eastern roads, mainly residents in New York and New England, 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, Burin the West, and is one of the very few railroads in the West which is in the hands lington & of the original stockholders, who, in this case, are receiving handsome dividends Q Y 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 Route.

agricultural regions of the State, to Burlington, 210 miles from Chicago, with a branch of 100 miles, from Galesburg to Quincy, a branch from GalesEurg 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 in 1852, 13
first operated was the Aurora Branch Railroad, which in the fall of 1852
was mile8s5 to completed thirteen miles, from Aurora to the Junction, on the Valena & Chicago Aurora. Union road. In the fall of 1853 it was completed southwest to Mendota, fortyfive miles from Aurora. About 1856, the Chicago & Aurora road was consolidated with Consolidathe Central Military Tract Railroad, from Mendota to Galesburg, and with the tonther With Peoria & Oquawka Railroad, the western part of which was between Galesburg and Burlington. About the same time a consolidation was effected with the Northern Cross Railroad, from Galesburg to Burlington, thus completing the Chicago, Burlington & Quincy Railroad. Until 1863, the trains of this road ran 1868track into into the city over the Galena &

Chicago Railroad track, from the Junction, thirty c tv. miles ont, but in that year the Company completed its own track, entering the city along Sixteenth street. 355

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No Equal Converqing Point of Rail and Water. Iowa exten-The road is now virtually extended into Iowa by a contract made with the sion. Burlington & Missouri Railroad, which is already built 156 miles west of Burling&Burlingtond ton. forming a very important connection, as it taps the richest portion of Iowa, & o. road. and is rapidly extending toward the Missouri, at or near Omaha. The Hannibal & Ihannibal & St. Joseph Railroad. which runs across the great State of Missouri, from opposite St.

Joe. Atchison Quincy, is also a very important feeder, connecting with Atchison, Kansas. and and Kansas thence with the Central Branch of the Union Pacific Railroad. Costly anti extenCity. sive iron bridges at Burlington, Quincy and Kansas City, each about 2,000 feet 3 bridge. long, are now being erected across the Mississippi, and their completion will greatly facilitate the business of the road. Mo. Valley The Council Bluffs & St. Joseph Railroad, which runs parallel to the Missouri, railroad.

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 Connects Chicago, Burlington & Quincy Railroad, through its immediate connection with the with Pacific Hannibal & St. Joseph Railroad, and will undoubtedly attract a considerable share at Omaha. of business from the Union Pacific Road at Omaha. Officers. 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. Towne, H. Hitchcock and S. S. Greeley. General Freight Agent, E. R. Wadsworth. General Ticket Agent, Samuel Powell. Old Aurora When it was determined fourteen years ago by Mr. Stephen F. Gale road. 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 Advantage road through such a region as the Military Tract, must have. Its diagonal of diagonal line. 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 Atchison the Pacific at Omaha, and with the Hannibal & St. Joseph, which is also road. road. fed by the Atchison, a road already in use about 100 miles, and also with ans,ias the Kansas Pacific. With the latter road, too, it has another connection, Pacific. by the Cameron road and a bridge now building at Kansas City. And at Lawrence Lawrence it connects with the Galveston road, now in use 30 miles, which and Galvest-. ou. is to be finished through to the State line this autumn.* Chi. R. I. & The Chicagqo, Rock Island &

Pacific Railroad.-This is one of the roads Pacific. urged upon Boston capitalists in 1847, (see p. 22,) the completion of which to Council Bluffs I predicted “within -20 years.” Though wrong as to the Prophecy road, yet the prophecy held good. The Rock Island is only a little behind, fulfilled. and will be there within a year, unless stock-jobbers prevent.

Mr. Farnum. In 1850 Mr. Hienry Farnuin 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 Rock Island route, and proMr,.Sheffield. posed to his friend, Mr. Joseph E.

Sheffield of New Haven, Conn., to come Charterob-out and examine it. The result was they obtained a charter and built the tained. Road built 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. Farnamn Osage In-

* The Chicago rnmes has advices from Kansas, May 30, that a treaty has just been concluded with the dian’lads Osage Indians, who cede to the United States 8,000,000 acres of land through which the Galveston road ‘ldt)U., is to pass. It is a very beneficial transaction to this road. ID6

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Past, Present and Future of Chicago Investments. carefully superintended the construction. It has almost uniformly paid dividends. The Tribune observed: This road bears off in a southwesterly direction to Rock Island, on the Missis-Commenced sippi, at the mouth of Rock River, 82 miles from Chicago. It was commenced in 1852, fin ished 1854. April, 1852, and completed in February, 1854, being only one year and ten months. 1 year 1, Here it crosses the river on a fine and costly bridge, and joins what was formerly months. 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 Extension to Mississippi, and thence directly across the broad and fertile State of Iowa to Council Bluffs. Council Bluffs, opposite Omaha, on the Missouri River. The road is already in operation to DesMoines, the Capital of Iowa, and is being rapidly pushed northwesterly 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 line. 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 now450 tion in Illinois, and a branch of forty-six miles from Bureau to Peoria, and by its miles. consolidation with the Mississippi & Missouri, it now operates 450 miles of road. The last annual report, dated April 1st, 1867, shows the following facts: The Cost$15.813,cost of the road, equipments, land and all other property was $15,813,822. This 822. 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 Improveyear, and a splendid depot in Chicago has been built in common with the Michigan ments. 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-net earnings pany have 92
engines, 46 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, Workshops a large round house and very extensive car shops, which will probable employ atChi. 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, value of as in due time no doubt will be the case, frequent “dummy” trains are run to this property. 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 I.bler-s at gamblers. It would seem that “a pool” has been made up to “bull” the woa k. 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 In.jturingPe 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 ~ too sharp of this new demand, and put 49,000 shares, $4 900,000 of stock, quietly for thesn 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 Ir. Tracy to the Iowa courts and Legislature to protect public interests and 357 Chi. Tribz7ne

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No Equal Converging Point of Rail and Water. Iowa Legis-secure the completion of the road. The Legislature legalized the sale of lature.

lature stock, which was a fair and legitimate operation, and also required the immediate construction of the road through to Omaha. N.. Sun. The New York Sun of 29th May, had this sensible view:Objects of The Approaching Annual Meeting of the Chicago, Rock Island 4 Pacific.-The Warllstreet approaching Rock Island meeting, called on the 3d prox., is assuming great ar. importance. The promised success of the disaffected is supposed by some to have run the stock up to 981 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 purof R.

I. to omaha. o chases of. Rock Island under the belief that they could prevent 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 Wall street, cannot be commended in other walks of life. Purchasers If legitimate purchasers of Rock Island stock, why desire to prevent the iainimcal to R.I.ical building of the 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 oew inter-these new purchases? Nor was it the present directory of the Northwesteats inN. W. ern, 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. Gambling. It is doubtless for that purpose that the operation has been made, and not, as the Sun says, that having been foiled in regard to the Rock Island, -they “now are attempting to gain an advantage in the Northwestern pool.” Mere sur-This, of course, is mere surmise, which events only can determine. * mise.

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 ests can be made sub-corporations can thus be used for private schemes, adverse to public servient. Yet will interests. But these general interests will eventually rule, and the capital rulateulti-will be employed to construct all lines which are important to the traffic of mately. epoe motn 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. Stockhold- *

Since that was in type, the annual meeting of the Northwestern Company has been held 4thl June. ers’ meeting Incorrectness is acknowledged with pleasure, in saying there was to be are entire change in the Directors.

ofN. W. Change 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 offices.

Should there be an oppor tunity to correct further anticipations of perversion of the road from its legitimate purposes, and from public interests, 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 358

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MAICH-IIGAN SOUTIIERN AND ROCK ISLAND DEPOT.

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Past, Present and Future of Chicaqo Investments. The Michigan Southern &

Northern Indiana Railroad.-This important Mich. South. road, next to the Galena in running trains from Chicago, which was done & North.d. 20th February, 1852, has had its ups and downs, its stock having been Trains from Chi. 20 Feb. almost valueless, though for several years approaching par, notwithstanding 1852. dividends have been withheld to make necessary improvements in the road. Its elegant depot is thus described by the Tribune chi. ~ibune. This company, in conjunction with the Chicago, Rock Island & Pacific Railroad Depot. Company, completed, in May last, on Van B13uren street, between-Griswold and Sherman streets, an immense and magnificent union passenger depot; the finest, it is said in the whole country, in point of size and accommodations. It is of stone, Cost$250,000o0 in the Italian style, and cost $250,000. 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 160 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 Fr’t depot. depot, south of the passenger depot, on Griswold street, north of Polk, 51 feet wide and 603 feet long, containing standing room for twenty cars, and storage room for 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, LeGrandOfficers. Lockwood, New York; General Superintendent, Charles F. Hatch, Chicago; and Chief Engineer, Chas. Paine, Chicago; Com.

Freight Agent, Chas. M. Gray, Chicago. The Chicago Republican of January 22d, 1867, gave an elaborate history c~. Rep. of the road from which the following is taken: The Michigan Southern & Northern Indiana Railroad Company was formed 2 companies 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 Michi-Mich.

South. gan May 9, 1846, in pursuance of an act authorizing the sale to them of the chartered Michigan Southern Railroad, and Tecumseh (now Jackson) branch, both owned 1846 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 North. Ind.

the Michigan Southern Railroad Company, in 1855, originated in a company first chartered 1835: Buffalo 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 begun 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 Middlebury, and connected there with the Northern Indiana railroad, which was completed to Chicago in Through to June, 1852. Chi. 1852. 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 branches. railroad, to Three Rivers, in Michigan, in 1853. The Goshen branch (formerly 80 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,v1 and Kalamazoo Railroad Company, is run and used as part of the old or main line roads confrom Toledo to Chicago; and part of the Detroit, Monroe and Toledo railroad, soliated. 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 359

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2No Equal Converging Point of Rail and Water. of the Michigan Southern railroad line from Detroit to Chicago-said’ Detroit, Monroe, and Toledo railroad being also used as a line from Detroit to Toledo, con necting there with roads to Cincinnati, Cleveland, and all points east, south, and southwest. Through to On the 22d of May, 1852, the entire line was opened, and a passenger train went Chi. 22 May, through to Chicago. A large portion of the track was laid in the very severe 1852. 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 road in operation, involved a heavy expense. Line built in In the space of twenty months, embracing two winters (one particularly severe 20moth for such work) and one summer, the company constructed about one hundred and sixty miles of new road, and relaid, and nearly rebuilt, fifty 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. Early diffi-Should this article meet the eye of any of the old stockholders, they will recolculties. lect the difficutlty of procuring subscriptions to the stock. The Directors had strong confidence in the success of the undertaking, but the general feeling of Distrust of capitalists was distrust of Western investments, and very few men were disposed West 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 Triumph engaged in the work. It is sufficient, at this time, to say that all obstacles were over obsta surmounted, active progress maintained, and the work brought into use with cles.

unprecedented rapidit,,y. Chi.& Alton. 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 Cni./bune. completely equipped, well managed railroad. Says the Tribune: Length 275 This road strikes the Mississippi at Alton, 275 miles from Chicago, where it con miles. nects with the. Alton.& St. Louis Railroad, which is operated and virtually owned To by the same company, (the payments of $800,000 for its purchase being nearly 7To t. Louis completed) and foliows the river to St. Louis, 282 miles from Chicago. Here con ml es nections are made with lines of steamers up and down the Mississippi and up the Connections Missouri to the wilds and gold fields of the northern Territories, and with the there.

Missouri and Kansas Pacific Railroads and other lines through the great State of Consolida-Missouri. The road is formed by the consolidation of several distinct lines of tion of which the first was the Joliet &

Chicago, to which the right to enter the city on roads. the Archer road was given January 5th, 1857. The earnings are reported below from the organization of the road in 1855. Changes of The Chicago & Alton Railroad-proper was built under two charters-the first to Co. 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 undcr 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 Alton to The first portion of the present line that was constructed was the Alton & SanSpringfield, gamon Railroad, from Alton to Springfield, which was completed in 1853. The 185-3. Chicago & Mississippi Railroad, from Springfield to Joliet, was next built, in I854, Springfield and arrangements were made with the Chicago & Rock Island Railroad, from this to Joliet, city to Joliet, and with the Terre Haute, Alton & St. Louis, between the two last x184. named places, completed the line from Chicago to St. Louis. In 1857 the Joliet &

Joliet to Chicago Railroad was built under a separate charter, and the trains of the Alton Chi. 1857. hi. 1857 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. vts iei The road has passed through many financial vicissitudes since its organization, tudee. which seemed for a time to have utterly wrecked it. In December, 1859, its heavy Forclosure mortgages were foreclosed, and it passed into the hands of a receiver. In Septem1662. ber, 1862, the road was sold at Joliet, under a decree of the United States Court, 360

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Past, Present and Future of Chicago Investments. Messrs. Samuel J. Tilden and S. HI. 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 large amount was Present firm spent in repairing and equipping-the road, and it is now in splendid running con-condition. 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 principal 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, Jacksonville has been the opening of the Chicago, Jacksonville & St. Louis Railroad, which branch. runs from Bloomington, on this road, through 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 which has been settled and developed for many years, but until this had no railroad communication. Although lying much nearer to St. Louis than to Takes trade Chicago, by far the largest part of its grain and cattle are sent to this market, from near St. from which merchandise of all kinds are sent in return, to the profit of both seller Louis to Chi. 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. The Pittsburgh, Fort Wayne & Chicago Railroad, connects with the Pitts.. Ft. w. & Chi. Alton & St. Louis road, and have their depots together. It is in contemplation that these roads and the Northwestern shall join in erecting a depot Fine depot of more gigantic dimensions and greater splendor than anything before rropec conceived, much less executed. But even these gigantic corporations are so Railroads entirely subject to the most selfish schemes of’ 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:- Ci. Tribum. 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 Pennsylvanit 468 miles. 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 Incorporated work progressed slowly, the company not being able to make a free sale of its 1852. 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 and sold Court; being reorganized and placed in the hands of Trustees in February, 1862.

1861. Since then it has been very prosperous, doing an immense through as well as local Line prosbusiness. perous. The company has in contemplation the erection, in connection with the Chicago Large depot & Northwestern and the Chicago & Alton Railroad Companies, a splendid passenger tobe condepot, in the West Division near the river, and somewhere between Lake and structed. Adams streets. The plans, which are already made, describe a massive stone structure thirteen hundred feet long, and costing nearly two millions of dollars, $2000,000ooo,oo. 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, obviating the great inconvenience and expense of omnibus and baggage transfer. Although the com-Several wil bination will not be as general as was first thought of, it will at least include three unite. prominent lines which, with their branches, cover all 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 Must be the three companies interested in it all need better depot accommodations, and will built. probably not defer it long. 361

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No 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. Earnings, The earnings of this road have been as follows: 1857, $1,660,424; 1858, 1857 to867 $1,567,232; 1859, $1,965,987; 1860, $2,335,353; 1861, $3,031,787; 1862, $3,745,310; 1863, $5,132,933; 1864, $7,120,465; 1865, $8,489,062; 1866, $7,467,217; and 1867, $7,242,125.* Pa. Cent., its This important road is supported by the capital and efforts of the Pennsupport and Phila. 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 with N. Y. and N.E. 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 Revenues superiority of Chicago as the gathering point. Col. Chi. & The Columbus, Chicago &

Indiana Centrial Railroad Cormpany.-A close Ind. Cent. Baltimore &
competitor with the Pennsylvania Central is the Baltimore & Ohio, in conOhio a competitor. nexion with the Ohio & Indiana Central Roads, which has had its connexion with Chicago by lines which have several times been changed, as the Cac rune. Tribune describes: Chi. & Gt. The Chicago t Great Eastern Railroad.-This is the most westerly of the roads East.

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 romilte, 2s24 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. Consolidated 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., va 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 12th of February to elect Directors for the new company, which will be known as the Col., Chi. & The Columbus, Chicago & Indiana Central Railroad Company, the name of the nd. Cent. 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 finished. 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 havin former ing been received. Then, forgetting that another road was to be added, the page was stereotyped without table. leaving space for the addition. 362

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Past, Present and Future of Chicago Investments. the road will be opened for passenger travel about the last of February. The new 718 miles. line will embrace 718 miles of track, as follows: Chicago and Great Eastern, 224 miles; Indiana Central, 88 miles; Peoria, Logansport & Burlington, 183
miles; Union & Logansport, 93 miles. The main shops of the new company will be located at Logansport. The officers are: B. E. Smith, President; W. D. Judson, Assistant President; Officers. J. E. Young, Vice President; James Alexander, Treasurer; G. Moodie, Secretary; J. M. Lunt, General Superintendent; C. W. Smith General Freight Agent. It is the intention of the company to put the whole property in perfect order at A through the earliest possible moment, and to largely increase the equipments. The new lineto seaportion of the line is being thoroughly ballasted, and, as soon as completed will be board. 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, condition. in the best possible repair. It is their intention, also, as soon as it is practicable, Depot atChL to erect depot buildings in this city, of a character that shall be commensurate with the importance of the line, and with Chicago as one of its terminal points.

This line is now opened through and sending freight and passengers in Is in full large amounts directly to Pittsburgh, and will be almost as good a feeder to operation. the Pennsylvania Central, as the Pittsburgh & Ft.

Wayne. Although this Central route would seem to belong legitimately to the Pa.super sedes3 Ball. 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 idnly 29 miles further Only 29 by this Columbus route than by Ft. Wayne. So that it is not singular that itolPeifurther the energetic Pennsylvania corporation should have secured this line to-its interests also. If Baltimore is to avail itself of its advantages and obtain Balt.

to be more enerits part of the trade of the Great Interior, which formerly was duly appre-getic. eiated, she must see to it that some of the old spirit be revived in the Baltimore & Ohio Railroad. The Louisvitle, New Albany & Cicago 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 New Albany Commercial says:- New Albany 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 event of his appointment, Mr. Foster will Mr. Culver tender the Superintendency of the road to A. B. Culver, Esq., and that he will tobe Superaccept it. We give these reports without vouching for their truth. We are inclined, intendent. however, to give them full credit. Both Mr. Foster and Mr.

Culver formerly occupied the position of Superintendent of the road; both are gentlemen of large experience, mature judgment, liberal and energetic enterprise, and their appointment would insure the inauguration of such an era of prosperity to the road as it has aever heretofore enjoyed. This completes the list of fifteen trunk lines, enumerated p. 36; thel 15 tnmk Northwestern having four of them besides the Galena, and the Burlington lirnaeenum g en rate)d. 363

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.Vo Equal Converying Point of Rail and Water. Earnings & Quincy two.

Adding the earnings of the Pittsburgh & Ft. Wayne, $99816,419.

$7,242,125.96 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 Otherroads estimate the earnings of other lines and branches which fairly belong to estimated $10,183,580. Chicago, though not reckoned in our reports, $10,183,580,15, making a grand total of $60,000,000. 18 0ea$7,48

Is it not more like magic than reality, that from $27,418 of earnings in from $27,418! to$60,000,- 1849, the railways should in 1867 have increased over $49,700,000? in 000. fact over $60,000,000? To exhibit the relative increase of the States and sections these tables are prepared: Railway Mileage in the several States from 1838 to 1868.* Mileage in different States from 1838 to 1868. States and Territories. 1838 1842 1846 1848 1850

1852 1854 1856 1858 1860 1865 1868 Maine…………….. New Hiampshire… Vermont…………. Massachusetts…… Rhode Island…….

Connecticut……… New York………… New Jersey………

Pennsylvania…… Delaware………… Maryland & D. C.. West Virginia…… Virginia………….. North Carolina…. South “

Georgia…………… Florida…………. Alabama………….

MississippiL………. Tennessee…………, Arkansas………….

Louisiana………… Texas……………… Kentucky…………

Ohio………………. Michigan…………. Indiana……………

Illinois…………… Wisconsin………… Minnesota.:……….

Iowa……………… Missouri………….. Kansas……………

Nebraska Ter…… Calif)rnia………… Nevada and Utah.

Oregon…………… Aggregate in U. S. AgrgaeiU.8,83 4,6,88

649,881,471.372,c52.7530523595388, * This table is made up from 1838 to 1848 and also for 1865, from Appleton’s Encyclopedia; from 1850 X to 1860, from U.S. Census; and for 1867 from the Railroad Journal. It will be observed there is a difference between these figures and those p. 329 from the Railroad Journal. Notonly so, but my figures are carefully quoted from the U. S. Census volume, andit 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 responsibility usually to correct figures quoted. One exception, however, is in the column of the Railroad Journal above for 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 amounts. Corrections corresponding are made in tables following. I I 364 467 656 529 1,272 107 589 2,6T5 516 2,081 123

361 789 906 1,29T 198 531 604 887 205 458 2,651 642 1,994 2,733 647 379

547 26.75t 472 656 556 1,272 lo7 603 2,70 t 559 2,442 136 380 .. Y,.i i 889 987 1,401 401 743 872 1,19T 38 334 306 56T 2,900 799 2,125 2,867 922

817 ……… …… i6 …….. i 30,5q2 12 50 86 825 108 562 1 6 181 57

1,843, 37 50 238 590 186 89,13 16 223 87 204 323 ………. 28 84 138

4,863 64 19 50 238 873 186 893 16 285, 87 204 576 46 84 238 30 22 4,828

112 263 92 893 68 270 1,019 239 981 16 324 …. i 155 204 i 602 23 ill 75

……… …… 6 …… 274 264 86 22 245 465 279 1,035 68 412 1,403 205

822 39 253 248 289 64:3 21 132 575 342 228 110 20 8,588 822 56T 471 1,047

68 506 2,249 317 1,113 39 3261 21 ,954 311 598 909 21 161 96 185 1,385 430

755 412 70 13,497 359 643 511 1,144 94 506 2,567 375 1,404 44 326 i,. yg 534 669 983 ….. i 222 329 32 241 2,001 444 I_,317 788 97 17,397 429 656

529 1,272 IOT 589 2,641 485 1,799 79 326 638 847 1,165 56 454 413 541 267

2,522 500 1,806 2,135 276 144 22,P;25 509 6b9 597 1,324 152 668 2,956 867

3,967 14i) 487 365 1,379 977 989 1,421 402 898 867 1,318 3S 336 452 614

3,393 959 2,196 3,206 1,045 281 1,001 925 112 108 307 …… 6 35,935 512
f, 6.1 588 1,400 119 637 3,244 911 4,252, 160 6-26 364 1,494 .I,(oo 1,007

1,047 639 850 897 1,326 1 113 333 49.1, 6A 8,397 1,462 2,3(-I,B 3,224

1,036 4tg 1,283 984 494 5,‘Z 382 39 19 38,82,.1 i I ……… ………

……… ……… ……… ….i…. ……… ……… ………

6,491 Sollrces of information. Incorrectness.

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Past, Present and Future of Chicago Investments. Progress8 of Railways in North Interior [iles and ost of railways in orth Inteor States, 950,‘60,‘68. I ~~~~~~~~~N North Interior Mileage.* Cost of construction, &c.* n North Inte Per1, 6 States. mile. 1850 1860 1868 1850 1860 1868

Ohio……………………. 575,27 2,999,45 8,397,84 $10,684.400

$111,896,351 $149,540,950 44,008 Indiana………………… 228,00

2,125,90 2,306,05 3,380,533 70,295,148 89,560,722 38.838

Michigan…………….. 842,00 799,80 1,462,82 8,945,749 31,012,899

45,043,870 42,374 Illinois……………….. 110,50 2,867,90 3,224,49

1,440,507 104,944,561 149,000,667 46,216 Wisconsin…………….. 20,00

922,61 1,036,50 612,382 38,555,606 40,9i6,182 89,523

Minnesota………………………………… 419

50………………………. 11,250,000 26 817

Iowa………………………………. 679,77 1,283,00……………

19,494,683 51,191,450 39.900 Missouri……………………….. 817,45

984.75………….. 42,342,812 55,754,105 56,603

Kansas………………………………………

494,00………………………… 22,500,001 49,595

Nebraska……………………………………

555,00………………………… 25,000,000 45,045 Interior States, North 1,275,77 11,212,38 15,163,95 $25,063,571 $418,541,510 $689,807,946

42,891 Mesand co-t of railways in U. S, 1850,‘60, ‘68. Mileage.* Cost of Construchon.5 co~~t of rail Section Per. ways in U. 1850. 1860. 1868, 2,507,48 3,669 39 3,925.71 2,7283,96 6,321.22 9,559.738 1,717,37 5,454.27

5,489.27 287,00 2,256.21 2,576.90 78.21 1,806.35 2,074.25 1,275,77

11,212.38 15,163.95 ………… 73.85 432.00 I ii S.7 -4 Total U.

S……8,589.79 30,793.67 39,421.81 $296,660,148 $1,151,560,829

$1,660,460,609 42,797 * For 1850 andl860, the figures are taken trom U. S.

Census; for 1868, from the Railroad Journal. These figures are very instructive notwithstanding they may be imperfect. Instructive tables. No doubt the war has much retarded railway building in every section, yet no where more than in the West. Our 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 those needed for war Railway building re purposes. Consequently the seven years of the present decade show an tarded by war, increase of expenditure in the North Interior of only $226,266,436, against an increase of $388,477,939 the previous decade; and previous to 1850 the total expenditure was only $25,063,571. Because of this retarding of con-More rapid hereafter.

struction, it must and will advance with greater rapidity in future.

Another favorable feature pertaining to lines not further west than Lesg cost of ‘estern Missouri and Iowa, is their less cost of construction. The above figures of roads.rn cost include incomplete mileage, though the divisor of miles is the completed mileage, and the Railroad Journal gives another total allowing for incompletions, and showing the cost per mile in New York, $54,646; in Costin sevPennsylvania, $50,029; in Indiana, $34,954; in Illinois, $41,595; Wis-eralStates consin, $37,551; Minnesota, $26,817; Iowa, $35,910; Nebraska, $45,045; Missouri, $53,773; and Kansas, $36,676. These are the States, especially Most build ing in the the last six, wherein railway building is to be chiefly prosecuted for the next Wln thest. 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 Branches in existing trunks; though a few trunk lines will be made as intimated p. 283. nd. and Ill .1 I: I 365 Per. mile. $42,367

55,033 25,589 38,477 33,47T 43,336 68,495 Mileage.* Cost of Construction.*

Section. 1850. $ 97,254,201 130,350,170 36,875,456 5,286 209 1,830’ 541

25,0f,3,571 …………… 1860. $ 148,366 514, 829‘628’,231 1 -

141,739‘629 64,943 746 49.761:199 413,541,510 3,680,000 . 1868.’ $

166,435,366 526,113,091 140,453,949 82,363,666 75.696,791 639.807,946

29,590,000 6 Now Eng. States.. 6 Mid. East. States.. 5 South. At. States..

4 Gulf States………. 3 Int. States, South 10 Int. States, North 3

Pacific States……. Total U. S……… 8,589.79 30,793.67 39,421.8

$296,660.148 $1,151,560,829 $1,660,460,809 $42,797

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No Equal Converying Point of Rail and Water. Concentrate These branches, as with the Jacksonville branch of the Alton and St. Louis at Chi. ati road, (see pp. 95 and 360,) will aid no less effectively than the trunks to concentrate business at Chicago. liNew trunks. In other States, however, trunk lines are to be supplied which will be lines. done with more rapidity than has ever been witnessed; and brainches 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 Consoldating the existing marvelous system; but the consolidation of eastern roads into eastern roads aids 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 Norfolk. w 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 cities draw it directly Norfolk, it is true, could best serve their purposes by preventing trade eat. 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 the lakes. has a natural lakeward tendency, which will operate with increasing power, so that less and less of it will be drawn eastwardly without coming to ChiWill find its cago. If this Great 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 cities to seek it. seaboard cities south of here are to derive far more benefit from traffic with Rivalry of Chicago than from any other one point. And this one object to reach Chicities to rch Chi. cago, is already creating rivalry between the Atlantic cities and their chief 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 themselves.

Herein lies the safety of the Great Interior and of its empoor safety.

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. Vanderbilt. But the rival cities are not to be consolidated. Nor can oPPidetio on-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 seek the centry 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 cheapest lands, not only the producer and the Atlantic city want it to be carried at route. Prosperity of the least possible cost, but Chicago also. The prosperity of Chicago, then, Chi. rests hpon whole is closely identified with and is based upon that of the whole country. Need country. we a more solid ground-work? 366

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Past, Present and Future of Chwcago Investments. The time is not long since Baltimore and its chief corporation, the Balti-Balt. and Phila.

lamore and Ohio Railroad; and Philadelphia and its chief corporation, the bored to draw trade Pennsylvania Central, labored with all their might to counteract the centri-directly east. 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 Prize 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 Lakeward lakeward draft increases in force, so that in Illinois the east and west lines tendency. feed more into Chicago than any other city. But the intelligent, sagacious, active business men of the eastern cities, Interior must have are evidently coming to apprehend the important truth, that the Great In-its centre. terior has and must have a centre of its own; and that Atlantic port which East. rivalry to 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. & ‘Pitts. & Ft. no fact is more significant of their views than the consolidation of that im-Wayne conportant road with the Pittsburgh and Ft. Wayne. The whole subject is solidated. fairly presented, at once motives, means and results, by the United State-U. s R. R.I Railroad and Mining Register, for May 30th, for which space must be Mi R. taken to quote entire: The railroad situation in the United States is made reassuring to investers at the Railway same time that it is made intelligible to the intertrading public. The insolvency system tobe in one place, of a railroad corporation whoseline failed to command traffic sufficient od 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 Means of capable of moving all the buisness offered, has had the wholesome effect 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 first in East Pittsburgh, Ft.

Wayne and Chicago Railway. The Pennsylvania Railroad, 354 9-10 -Pitts. &
miles long, covers the ground between Philadelphia and Pittsburgh, reaching from Ft. Wayne tidal docks to the Ohio River. The Pittsburgh, Ft.

Wayne & Chicago Railway, net 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 823 miles, the seaports, for the combinations of the Pennsylvania Railroad Company include shortest route to sea the Northern Central Railway of Baltimore and the Camden & Amboy Railroad to hoard. Jersey City. From Chicago via Pittsburgh, Harrisburgh, West Philadephia and Trenton to 900oo 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 ToBaltimore than will be the distance over the Connellsville route, when the latter shall have only 4 miles more than been completed-a small item in mileage, which is more than offset by the superior Connellsville character and larger capacity of the Harrisburgh route. At Pittsburgh, by a contract with the Pennsylvania Railroad Company, the Pitts-First-class 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-Y. and Bait den & Amboy Railroad, and the Northern Central Railway-all works of the first closs, in excellent condition, operated in unity and reciprocity, with efficiency, dilligence and success. 367

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N~o Equal Converging Point of Rail and Water Benefit of To the Pennsylvania Railroad Company, in which interest is included the Nrthcomnbining ern Central Railway to Baltimore, and also the Pittsburgh, Cincinnati and St. Lo6 this interest Rai lroad, 192 miles long, from Pittsburgh to Columbus, the alliance with the Pitte& Ft. Wayne. burgh, Ft.

Wayne & Chicago Railway assures peaceful and profitable communication with Chicago, St. Louis, Cincinnati, in fact with the whole Western country accesAvoids inju-sible from Pittsburgh, over diverging roads according to a scale and plan adjusted rious compe-to geographical distribution and the avoidance of illegitimate competition. And tition. 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. L and Chicago to St. Louis it is 280 miles, 54 milesgmore it follows that a direct route from Chi. on dif-Pittsburgh to St. Louis traverses a different base from a direct route from Pitts burgh to 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 than at Omaha the seaports will compete for Union Pacific R. R. 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. and Baltimore. St. L. termi-And as St. Louis, in like manner, will be the practical eastern terminus of the nus of Kan. Kansas Pacific Railroad, the Pan Handle line will be part of the best route from Pacific. the Eastern Division Pacific Railroad to the same three seaport cities. Benefit of Moreover, with the Pennsylvania Railroad and the Pittsburgh, Ft. Wayne &

Chi uniting Pa. cago Railway made a unit by compact, the Pennsylvania Railroad Company can the Cent. ad Ft sooner carry its plan for putting the Philadelphia & Erie Road in connection with Pitts. & Ft. the Western Pennsylvania Railroad, thereby to 6po and operate a cheap freight Wayne.

railway line from the Ohio to the Susquehanna and Through to tidewater.

With the Accomno-Juniata route for passengers, fast freights, etc., and the West Branch for cheap and datewhole heavy freights, the’two parties to the combination will both be in unrivalled conoountry. hev frihs t~w p riestoth dition to handle traffic and command travel b,tween the East and the West-between New York, Philadelphia and Baltimore 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 in the pro gramme the whole mileage of the lines in interest; this route is only nine miles Alleutown longer than the Allentown route-a consideration of no moment in a joint mileage bad because of 909
miles-especially when consideredin offset to the fact that the Allentown it svades Camden & route evades the Camden & Amboy Railroad, 88 miles, and also 103 miles of the Amboy I Pennsylvania Railroad. This stipulation will doubtless stimulate the work of reducing the curvature and adding more straight line to the old State road between Haverford and Downingtown-an improvement long contemplated and greatly needed. Terms of The 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 bound, 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 fensive and effect an alliance, offensive and defensive, entered into to protect the investments defensive. defensive 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 boundaries. One party The single consideration that one party is owner of the shortest and best road to, has Pitts.- Pittsburgh, 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 Chi. causes a common interest to prevade the entire’milleage from end to end. A~~~~~~~~~~~ll undrnitr of i A unit of Looked at as an unit, under a contract groinidead in mutual appreciation and good good feeling. feelirig, and founded in a reciprocated desire and’ determination to do justice and Iron way 823 lasting good’service’ to b”.‘e parties to it’ what a’ magnificent iron way looms in the nailed vista, in direct course 8 miles, hence -toi<hieago? Stand at Chicago anclook sea ward through Pittsburgt, to the three great cities on tidewater. Remember that, 368

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Past, Present and Future of Chicaqo Investments. henceforward, the Pittsburgh, Ft. Wayne & Chicago Railway is in alliance reaching A view Tfrom to three seaports, in a way which will allow its owners to expand its capacity be-Chi. tween its termini, with faces turned “Westward,”

whither “the course of 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 pities, on three open and free ways to the sea. Stand at Philadelphia, remembering, meanwhile, that on your right hand is the A Phil. view. New York and the Camden and Amboy Railroad; on your left hand 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 an d the starting rad’hilSt. L. p o int of two friendly roads reaching out West, and spreading wider an d wider ap a r t-St. Louis the final goal of one-Chicago the actual goal of th e 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, Pointsworth r u l i n g the destinies of the continent; turn back through the short span of time more consid eration than which has developed the Pcnnsylvania Railroad; note the growth of that work; they willthan then turn forward to the anticipation of events of years to come; in their fore-have. shadowed results see the Pennsylvania Railroad, then asnow 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 officials of comprehensive minds who make peace for uni-Benefits of versal good to the transportation of interest; who make strength for mutual benefit consohida by wisely joining hands and influence together. The general railroad interest of tion. 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 Moreevi den e:,that Central, is not the only evidence of appreciation of Chicago. Control of the Pa. aptpre late Great Eastern, Pennsylvania has also deemed important; though Chi-ciates 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 L oganspo r t through to Omaha. Still, we cannot but accord them t he sin cerity claimed for ourselves in the belief that ” at Chicago rather than at Chi. not Omaha ter Omaha the seaports will compete for Union Pacific Railroad traffic.” But ruination of Pacifi6 road if “St.

Louis, in like manner, will be the practical eastern terminus of the road 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 Well to have two strings of all the three projected Pacific roads, or she will be of none. One would to one’s bow. imagine that far more than our own produce, Asiatic trade, especially for the Great Interior which is to have unequaled distributing facilities, would Asiatic trade will concn seek a centre for distribution. Should it lack usual centripetal force, how-trate. cnen ever, then the northern trade will doubtless concentrate at St. Paul, the Effect ot division. central at Omaha, and the New Mexican at the Big 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 a’ Central. which have risen from $1,600,000 in 1857, to $8,400,000 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:- r cus’ The marked characteristic in railway policy the past year has been to the aggre-Tendency of gation of capital and roads, and this policy is likely to continue through the railroads to current year. Within certain limits the policy is well enough both for the interest tion. 24 369

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No Equal Converging Point of Rail and Water. Policy good of shareholders to secure permanent income, and for the public to bring the leadsomnetimes. sometime. ing avenues under such a unit of management that they can be worked with greater efficiency 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-of public policy. Your Board of Directors have avoided all such alliances and 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 proLlock. tect railroads on all sides from the rapacity and selfishness which these Disinterest-corporations are so apt to manifest, Mr. Cass had already explained the ed. disinterestedness of the Pittsburgh & Ft. Wayne arrangement with the Mr. Cass’ St. L., A. & T. H. road in the same report: Rtport. Reason for The object of your Board of Directors in entering into the arrangement for arranging operating the St. Louis, Alton and Terre Haute Railroad was to harmonize all with St.L.,A. interests east of Indianapolis in the working of the single line of roads from and T. I. 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 effort, each for itself, to get an exclusive contract of the single Other roads Railway line west of Indianapolis. For nearly a year previous to the consummaselfish. tion of the arrangement each of the lines of road north and south of your road had been engaged in efforts to obtain exclusive control west of Indianapolis, the Would cut effect of which, if accomplished, would have been to cut this Company off from all off Pitts., Ft. St. Louis business excepting by the way of Chicago. When, therefore, the plan Wayiie. wa She operates was suggested to your Board of Directors to join with all the other interests il an for common arrangement for working the line between Indianapolis and St. Louis for the combenefit. 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, and 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” disinterestednees not preventing them still from appreciating the disinterestedness of the Pennappreciated. 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.Y. relievd before New York is aware, she will find herself relieved of all anxiety of anxiety. about western railways, for the Pennsylvania Central and the Ft. Wayne Pa.

Cent.andwill have taken them all into their holy keeping. Mr. Cass had frankly Ft. Wayne take care ofsaid in his report for 1866: all. Railroad re-To provide for the future wants of this very important line of road which you sponsibility. own, 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 individual bounds to their business and their desires for acquisition; but a Railway corpora can he limit ed-tion owning a line of 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. will 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 wait?. shareholders may enquire: why not wait a period before embarking any more 370

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Past, Present and Future of Chicago Investmnenlts. capital in the road?

Our reply to this question is that unless the capabilities of the Road must road keep pace with the trade and commerce of the country, and it is fully satis-keep pace. fled as to rates and manner of conducting it, the increasing business will seek other channels, and so deepen and widen them as even to draw off a portion of the present business of the road, and also bring unhealthy competition and non-remunerative prices for such as you will be able to retain. Nor is New York without another equal competitor in Baltimore. That Baltimore another city used to appreciate the trade of the West, and made commensurate competitor efforts to obtain her share. She seems hardly to have recovered yet from with N. Y. the effects of the war, and too many of her excellent citizens have fully believed that the country would never be what it has been, and that efforts Not efficient to reinstate the old status of mutual confidence and prosperity between the a formerly. sections was idle and visionary. As they witness the power of the country applied in recuperation, with equal potency as in destruction; they will once more put forth endeavors as of yore to obtain their part of the Will renew trade of the Great Interior, which of late has been neglected because of efforts. other engrossments.

Straight avenues to its chief gateway will surely and Have routes zn ~~~~~~~~~~~~~~~~~~~~~~~~~t Clhi. speedily be secured. to ci. In a volume of pamphlets I happen to have the account of the laying Laying foun dation of of the foundation stone of the Baltimore & Ohio Railroad by the last Balit. & 0o. surviving signer of the Declaration of Independence, Charles Carroll of road, 1828. Carrollton. The ceremony was performed before 50,000 spectators 4th July, 1828, and Mr. John B. Morris said in his address on the part of the -Mr. Moa-,is, President and directors of the Company:- address Fellow Citizens: The occasion which has assembled us, is one of great and Occasion momentous interest. We have met to celebrate the laying of the first stone of the interest. Baltimore and Ohio Railroad, and if there be anything which could render the day we have chosen more interesting in our eyes, than it already seems, it is that we now commence the construction of a work which is to raise our native city to that Work to adrank which the advantages of her situation and the enterprise of her citizens vance Bait. entitle her to hold. The result of our labors will be felt, not only by ourselves, but also by posterity, not only by Baltimore, but also by Maryland and by the Benefit MId. United States. We are about opening the channel through which the commerce and U.S. of the mighty country beyond the Alleghany must seek the ocean-we are about affording facilities of intercourse between the East and the West, which will Unite East bind the one more closely to the other, beyond the power of an increased popu-and west. lation or sectional differences to disunite. We are in fact commencing a new era in our history; for there are none present who even doubt the great and beneficial influence which the intended road will have in promoting the agriculture, manufactures and inland commerce of our country. It is but a few Benefits of years since the introduction of steamboats effected powerful changes, and steamboats.

made those neighbors, who were before far distant from each other. Of a similar and equally important effect will be the Baltimore and Ohio Railroad. Railway While the one will have stemmed the torrent of the Mississippi, the other will have equal. surmounted and reduced the heights of the Alleghany; and those obstacles, before considered insuperable, will have ceased to be so, as the ingenuity and industry of man shallhave been exerted to overcome them. This day fifty-two years since, two millions of people, the population of the Changes of provinces of Great Britain, proclaimed themselves independent States, and com-62 years.

menced the task of self government. Our native city was then an inconsiderable village, with few and difficult means of communication with the interior, and with a scanty and slowly increasing commerce. The inhabitants of these States now In 1l28 Dopnumber ten millions! and Baltimore has increased in her full proportion of popu-ulation 10,lation.

Wide avenues now radiate in every direction through the surrounding ~
country-she has risen to the rank of the third city of the Union, and there are but few sections of the world where her commercial enterprise has not made her 371

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No Equal Converging Point of Rail and Water. Mr. Carroll. known. Fifty-two years since, he, who is this day to lay the first stone of the great road, was one among a band of fearless and noble spirits who resolved and declared that freedom which has been transmitted unimpaired to us. N.Y. no Nor will New York be a laggard in the contest to maintain her supremsluggard. gg acy. What she lacks in railway facilities she more than makes good Combines in water. Combination of the two being indispensable to great commercial rail and water. attainments; and her wisdom not only being more apparent, day by day and year by year, in creating the closest possible connections with the lakes and with Chicago, but in drawing business from the South up to the lakes; what shall prevent her from pursuing the same wise policy which has unPast efforts doubtedly been the prime cause of her prosperity? With the immense outat union with the lay of means and effort hitherto judiciously bestowed to connect herself est.

with and to develope the Great Interior; will it be easy or natural for her to stop endeavors now that the magnitude of the prize for which she has struggled begins to be developed. Realizing as they may and should do better than anybody else, the value of water communication, how much longer Must see im-will the able statesmen of both State and city be blinded to the advantages portance of lake il-they could have by cutting a canal around Niagara Falls, and by opening provemerits. the Lake Simcoe route and making a large canal for steam tugs from Oswego to the Hudson?

Will the fear of a little loss of tolls from Buffalo to SyraRailway is cuse much longer prevent this national work? The railway interest has absorbing. m grown upon them with such rapidity, and has yielded such abundant fruits, that the silently moving canal boat is not perceived among the rushing, clat tering locomotives. They can see the dangers of railway consolidation, but N. Y. Charn fail to consider the perfect antidote in improving water facilities. A com ber o~f Com merce memo-mittee of the New York Chamber of Commerce prepared an able report rial to Legis lature. against railroad monopolies, and a memorial to the New York Legislature in which they said among other things: N.Y. has While New York has made no progress in extending its railway connection with done noth-the West since the consolidation of the New York Central road in 1853, excepting ing. only the extension of the Erie by the Atlantic & Great Western, to Cincinnati and St. Louis, the two great lines from Philadelphia and Baltimore have been actively engaged in perfecting a great system of roads designed to cover and control the whole trade of the West, and in this enterprise they have been backed by the whole Pa. Cent.

has strength of the cities which they are expected to benefit. The Pennsylvania Censtolen march tral is extended to all portions of the West, by two lines run exclusively in their interest-the Pittsburgh, Ft. Wayne &

Chicago, with a branch to Cleveland, and the Pan-Handle, both of which roads reach Chicago, and by roads which they have leased, consolidated with, or otherwise control, reach St. Louis, and are now being extended to the Mississippi at Keokuk; they are also known to control the southern branch of the Pacific Road, and their plans, when perfected, will complete a network of feeders covering the whole region between the Ohio and the lakes, which is finally designed to extend to the Pacific. Balt. & O. The Baltimore & Ohio have not been idle, and within a few months have perfected not idle. connections with Chicago and St. Louis which will enable them to transport on their own terms from and to all the principal Western points. Both the Baltimore & Extension to Ohio and the Pennsylvania Central are now agitating an extension to Toledo, which Toledo. if carried out, will tap at that point the only railway on which New York now relies Railway to maintain its trade with Chicago. For several years after the opening of the competition through lines to Chicago and the Mlississippi, which were first formed by connect with water ing many short and independent lines, it was deemed impossible to compete with 372

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Past, Present and Future of Chicago Investments. the lakes, rivers and canals, particularly in the transportation of grain, flour and heavy freight, the great obstacle to such competition arising from difference of gauges and necessity of frequent transfer, which was expensive and injurious to the articles moved-the gauges of the Ohio roads differing from those east and west of them. This difficulty has now been completely removed by the use of what is Freight cars called compromise cars, and cars are now run over the New York Central, Penn-transferred. sylvania Central and Baltimore & Ohio road without change from the seaboard to the Mississippi, and when that river and the Missouri shall be bridged, will be run as far as the railway system extends. The Erie Railway has but one connectionof the broad gauge and in transporting Erie road no to Chicago, and all parts excepting those reached by it, must necessarily break connection bulk over-a difficulty which can only be removed by an extension of their gauge to with Ci. Chicago. The testimony of experienced railway managers is unanimous that in very long lines where through cars are used, where there is no immediate transfer Disadvanand the only element of expense is that of mere haulage and wear of rail, through tage.

freights can be hauled at very low rates, hardly exceeding by the amount of insurance the cost of transportation by water, while the advantage to the owner in time saved is very great. The managers of the two Southern lines seem to have appre-Pa. & Bait. ciated this fact much earlier than those of our New York lines, and have for some alert. time quietly nursed the policy of securing ail the business they could reach at a small profit, while those of the New York roads, relying on a continuance of the N.Y. too trade which they once exclusively enjoyed, have practically aided them by an co~nfident. attempt to establish arbitrary prices, so high, as in fact, to be prohibitory-an attempt in which they have been warmly seconded by the Pennsylvania Central. As an instance of this it may be stated that large quantities of grain have laid over at Grain waitToledo and Buffalo, its transportation being stopped by the excessive charges of the ing at Toledo New York lines; while at the same time grain was continually being moved to the seaboard by the Southern lines from the interior of Indiana and Illinois at prices proportionately very much lower than would have been acceptable to Toledo and Buffalo forwarders. It is clear, therefore, that New York can no longer exclusively N.Y. cannot rely upon its river and canal advantages, but must in a great measure be depend-rely upon ent upon its rural connections for its share of Western trade, and that it will be water. benefited or prejudiced as those roads are liberally managed or the reverse. Indeed, it may almost be claimed that the property and progress of the city, and the lnjury of material interests of the State, are under the control’of two corporations, and if a ralidlaty inconsolidation of those be effected, will lie in the hands of a great moneyed monopoly. On the other hand, the facts also show that a full share of Western trade can be Western trade reretained, or rather regained, and the railroads receive, under judicious manage-gained by ment, an ample return. Having thus set forth the causes of injury to the people railways. of this State and city, we now propose tolay before your honorable bodies a statement of its extent. In January, 1868, while prices from New York were governed Discrimiina by a combination of three of the trunk lines, the following were the comparative tion against by a combination of three of the trunk lines, the following were the comparative N.Y. rates from New York and from Baltimore to the principal Western cities. The extent of the discrimination against New York trade is also shown. Comparative rates from New York and from Baltimore to St.

Louis: Rates from N.Y. ana PER CENT.  _ Bait. to St.L. 1st Class. 2d Class. 3d Class. 5th Class. New

York………………………………..$2 62 $2 21 $1 81 $1 15

Baltimore…………………………….. 1 62 1 35 00 55

Difference……………………………..$1 00 86 81 59 Contracts have been made from Baltimore without regard to classification as follows: Rice and Special rates Tea. Flour. $ 62 $1 14 70 55 Raisins. New York………………………………..$2 21

Baltimore………………………………… 70

Difference……………………………… $1 51 373 -Pe,oper. $i 81

70 $1 11 $1 92 59

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N3o Equal Converging Point of Rail and Water. Comparative Rates to Cincinnati: Rates from N. Y. and Balt. to Cin. 1st Class. New York……………………………….. $1 90

Baltimore………………………………… I 10

Diffexence……………………………… 80 Rates from N.Y. and 1st Class. 2d Class. 3d Class. 4th Class. Bet. to Chi. New York…………………$2 02 $1 70 $1 38 86

Baltimore………………………………. 1 40 1 15 75 38

Difference…………………………….. 62 55 63 17 Change req-If the commercial supremacy of New York is to be maintained, and the diversion uisite to of its trade to other cities averted, instant and adequate means must be taken to N.Y. regain its lost advantages. So serious did this question seem to the convention which recently met to revise the constitution of the State that it reported as one Consolidat-of the proposed amendments to the same, in article 10, “On Corporations,”

the ingcompet-following: “The Legislature shall not authorize the consolidation of railroad ing railroads corporations owning parallel or competing lines of road.” failed. N. Y. Legis-In consideration of the facts above set forth, your petitioners earnestly urge laturein-upon your honorable bodies to take such early and efficient measures as will prevoked to pre vent the control of the various lines which connect this city with the West from vent consolidation, aid passing, by way of combination or consolidation of management, into the hands of competi-a restrictive monopoly, and to grant every facility to existing roads to improve their tion. condition, to extend their lines, and in every way to compete with the established systems above referred to, and your petitioners as in duty bonnd will ever pray. Advantage To the extent that railways are relied upon for transportation, New York of hiBalteI and is not even on a par with Baltimore, and is altogether at a disadvantage Philadelphia over N.Y. with Philadelphia. The shortest, cheapest, best railway routes from Chi cago to New York are through Pennsylvania, in close proximity to NX Y. will Philadelphia. Though lying on her oars for years, and having to labor bestir herelf.tir under great disadvantage in railway transportation, this sluggishness is foreign to her nature, and New York will soon create new and better railways than any yet in use, through northern Pennsylvania. Though she can never Superior as a remove the disadvantage of more mileage, yet her marketing facilities are a market. full equivalent. In these she must sustain herself, or she speedily falls in the rear; and to do this she must use more efficaciously the water routes in which she has decided advantages over every Atlantic city. The activity N. Y. and N. and energy of New York and New England have created avenues to conFrng. ne’d duct business from the entire West to the lakes, so that the amount is far greater ave nues to thebeyond the capacities to bear it eastward. As Mr. Poor judiciously latke-s. observed p. 343, ” the great difficulty lies in the way of outlets from Chicago, Milwaukee and other lake ports, rather than in the lack of means to bring Railways produce to the lake shore.” The railway system is now thoroughly estabwill take z careoftlhem-lished throughout the Great Interior, and must grow of itself, and will selves. To regulate The Consolidation of parallel lines is everywhere to be discountenanced; but it is a very difficult cousoilfda-qu stion to govern by specific rules. Generally it is considered enough to control trunk lines, leaving tion dillicult.

branches to the several roads to manage at will. But many branches in the West soon become trunk lines. Which is the trunk of the Burlington &

Quincy, the Hannibal & St. Joe, or the Burlington & Missouri 374 2d Class.

$1 60 90 70 3d Class. $1 30 70 60 4th Class. 80 30 50 Comparative Rates to Chicago:

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Past, Present and Future of Chicago Investments. constantly press its claims, and offer such superior investments for eastern capita), that its rapid expansion will require great activity to provide avenues for the traffic which unchecked would flow onward to the seaboard. For lack of proper facilities, and only for their lack, must much produce go Traffic to go to New Orleans, and even we at Chicago must and will further this relieft~ N. 0. as far as in our power. Increased facilities are needed much less for transportation specially Tran-porta ‘tion for adapted to railroads, as light expensive articles, than for grain in bulk and bulky artifor barreled provisions, which railways can least afford to carry, and the cles wanted. withdrawal of which in the main would be a great relief.

Nor are they very urgently wanted for immediate use; but looking forward only a few Futu,re years and the grain and provision exports will double and treble; and neeities. what seaboard city will afford means to handle them? Certainly more railways will then be needed for light freight themselves; but yet more Railways must the increase of bulky and heavy produce be provided for, for which neededwater channels are by far most advantageous. So that besides more railways, New York and New England need much more to have a ship-canal -yet water more. around Niagara, and an improvement of the Lake Simcoe route, and also Routes to Lake Ontaof Lake Champlain. New York and Boston must and will cooperate in rio. these national enterprises. Mr. Edward Crane of Boston, has given much attention to this import-Mr. Cvanes’ address at ant subject of “cheapening freights between the West and East,” and last aBoston. at winter delivered an address before the legislature, merchants, etc., of which the Advertiser, Feb. 19th, presented a summary of 13 points. These are 13 points the first six and the 13th: 1 It is now well established that there is no means of transportation so cheap as 1. Free water by vessels on free navigable waters; whether the lakes or the ocean. cheapest. 2. The point of competition between the East and the West is not at Newhurg, 2. Competithe terminus of the Boston, Hartford & Erie Railroad, nor at Albany or Troy, the tion with N. western terminus of the Boston & Albany Railroad, nor at Schenectady, the ter-end f Lake minus of the Fitchburg & Rutland line of railroad, but since the completion of Ontario. the Welland Canal, the point of competition is at the eastern end of Lake Ontario. 3. The Ogdensburg line of railroad from Boston through Lowell, Nashua, Con-3.

Ogdenscord, etc., after fifteen years of trial, has failed in securing the results for which burg R. R. it was created, for the reason that its management is divided among seven distinct insufficient. 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, 4. A new a new line, may be constructed without further legislation by that State; making line, Atian anew line, may becntutdwtotfrhrlgsainb htSae aigtic & Ontathe whole distance from Boston to Lake Ontario, by way of Fitchburg, Vermont rio. and Massachusetts, Troy and Greenfield, and this new line, 360 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-5. Capacity riers to be overcome by this route, is capable of moving at the rate of six miles of road 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 completed) 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 exceedin, the Erie canal charges for 1866 and 1867. 375

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.No Equal Con?tverqing Point of Rail and Water. 6. Reliable 6. An essential element for a prosperous commerce and the largest development transporta-of agricultural production is in the establishment of a line of communication, tion essential always reliable, with fixed rates for transportation, and perfect unity of action in its management. 13. Gov’t to 13. In consideration of the foregoing facts, ought not the government of the examine 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 lines 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 develNiagara. 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. Mass. should 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 Boston nicving. 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 progress. The tendency as we have seen is for mouths to come to food, cheap food. which can only be counteracted by cheap transportation, for the East can never compete in production. It is bulky food, too, that is to be carried; 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 course to propellers of 1,500 tons to reach lakes Ontario and Champlain by propellers of 1,50o tons from Lake Michigan. This is a means in which New York and Boston to Ont:nrio and Cham-can have no competition with their southern rivals. And although Baltiplain. Bait. and more and Philadelphia acquiesce in the lakeward tendency of trade, and Phiia. will draw trade must make Chicago their chief objective point, yet they will never cease direct. their efforts to draw business straight to them, and keep all from the lakes Pitts. Gaz. which they can. The Pittsburgh Gazette quoted some time ago from the .And orhica 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 important.

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 insteaded BI,,It. and aIt. and to connect the long lines of railroad reaching Illinoistown, from Baltimore and Phia.

with Pacific ro,ad.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 Is essential.

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 may be put upon it. It is for this reason that Widespan. 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 necessity.

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 national highway to the Pacific, is opening up a region of incalculable resources and value. By means of the bridge now building 376

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Past, Present and F:uture of Chicago Investments. at Quincy, and another across the Missouri at Kansas City, Chicago will have at Chi. cono n ce an uninterrupted connection with that road, of uniform gauge, and thus the nected with entire system of roads converging at Chicago will be united with that road. Pa. road. Trains may be run from New York, or Boston, or Portland, or Philadelphia, or Cars through Baltimore, or Pittsburgh, by way of Chicago, to the farthest extremity of that road. from Atlan’tic.

There would be no break in the line in any place. Thus, although the country is c 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 taken of St. L. unbroken line of its eastern connections. To it, therefore, that bridge is an imperative necessity. But to Pennslyvania, and its two principal cities, it is almost equally a necessity; Equally imfor St. Louis, rather than Chicago, is on our natural and most direct line of corm-portlant to .Phila. and, mercial intercourse. Give us a good bridge at St. Louis, and it will be a virtual Balt. extension of our own magnificent Pennsylvania Central entirely across the continent 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 routemost successful, so on this side we are satisfied that the Pennsylvania route will be -so Pa. Bridge essenthe same thing. But to all this a bridge at St. Louis is essential tial. Ere long New York and New England will be again aroused to the neces-N.Y. and sity of increasing means of transportation, and will appreciate the advantages N. Eng. will arouse. they possess by water.

Their interests are still ours; and though weTheir inter rejoice in close connection with Baltimore and Philadelphia, and that they ests ours. 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 drawing 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 east to ineastward, they are small compared with what they must yet be made. And crease. what are our prospects westward?

Howwest? 1. The conjoint interest of New York and New England with Chicago, 1. Joint in - terest of N. as we saw, has been the basis of our calculations for future increase from yr. atd N. the very beginning. Has it failed us? Have their reasonable expectations Eng. 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 indisp,,nsathe liberal expenditure of eastern capital. What has been done is a pledge ble.Ps 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 long Motives to avenues owned by them in the East and in the West will be largely enlargement 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-wolcomo southern tie regions south, which will steadily augment as they find the traffic of the aidGreat 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-relyupon northern. interest with Chicago of New York and New England? Can it fail us? 2. Capitalists have invested over $75,000,000 per annum in railways for 2. Railway investmentS eighteen years, and never was there more surplus capital than now. The to g onold States are quite well supplied already, except a few more lines into the 377

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Nalo Equal Converging Point of Rail and Water. -must come West; and where shall capital in that use more likely find investment than west. 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. East of the Mississippi the benefits of railways are already very great West increased. in the 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 West. County bonds will be the means employed, which the farmers aid railroads. 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 exPresent lines afford abundant facilities, by a small expenditure, to extend tension. 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. in regions hitherto wholly foreign to Chicago; one in southeastern Illinois, J,etterfrom and another in western Missouri. A letter was published in one of our .Effinghan& co.nhm. papers, from Mason, Effingham county, Ills., May 4th, as follows: Southeastern The Southeastern Illinois Railway.-The points on the Southeastern Illinois RailIll. railroad. way 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 8criptions. and 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 $870.00o. of $870,000. The stock subscriptions amount to donations virtually. Points of 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; thence 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 sur-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 Union Pacific road is now Built in 18 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 Madisonville, Ky., a distance of about thirty-five Ky. roads miles, a road is now being built to connect with the Henderson & Nashville Railroad, and which is intended as a continuation of the Mason & Shawneetown Road, both roads being owned and controlled by the same company. The Kentucky road con-Witn all 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 worth to Des Moines Chicago with that from Leavenworth, Ka., to Des Moines, Iowa. Not only most imporda ant.tipr because the local trauffc is very large; not merelv because it affords an 378

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Past, Present and Future of Chicago Investments. avenue for the immense business beyond; but because while supplying these, it creates healthy competition with the Quincy, Hannibal & St. Competition with Ilan. & Joe route for the business of the Atchison, the Kansas Pacific, and the st.

Joe. route Galveston, and the other roads which must converge at the Big Bend of the Missouri, do we esteem this the most important branch line contemplated. The following is inserted in our papers with strong commendation: Co’s.ciracular The Leavenworth and Des Moines Railway Company have determined to con-Leav. &Des struct and complete their railroad, without delay, from Leavenworth to Des Moines-Moines road MOto be built at, direct. The located line is through the wealthy counties of Platte, Clinton, De Kalb, oncbe built at 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, Connects now completed over four hundred miles towards the west; and with the Leaven-with Union Pacific. worth, Lawrence and Galveston railroad completed 35 miles south from Lawrence, With Lawand rapidly extending onward towards the gulf, under the direction of Chicago rence and capital, energy and enterprise. Galveston. At Des Moines-its northern terminus-it will connect with the Chicago, Rock connects Island and Pacific railroad, to which it will give, and from which it will receive, with Rock the immense trade between Chicago, southern Kansas, and northern Missouri. Island. The whole of the rich country traversed by this road has ever been tributary to Sends St. St. Louis; but now, as the most satisfactory evidence of the wish of the people to L’s. trade to bring their valuable trade to Chicago, it may be stated that they have voted bonds Chcago. of Leavenworth, Clinton, DeKalb, Jo Daviess, and Harrison counties to the Leaven worth and Des Moines Railway Company to the amount of $800,000; while by private and individual subscriptions in land and money, the amount is now above $1,ooo000,000ooo $1,000,000, exclusive of the liberal aid certain to be obtained in the counties of raisedDecatur, Warren, and Polk, in Iowa. The work of construction was commenced last fall and has been actively prose-Work begun. cuted since that time, with the exception of two months duringthe winter; and within 30 days the force now in the field will complete the first division of 50 miles.

Track-laying will then be immediately commenced. Thus far the work has been carried on by individual subscriptions. None of the No county county bonds issued and delivered to the company have been offered for sale, but bonds sold. the time has come when a sale of these securities is absolutely necessary. The completion of the road must be delayed unless a market for them can be found. In Sale necestheir negotiation, and the consequent completion of this railroad, the representa-sary. tive men of Chicago are respectfully asked to give a hearty support. It is not Chi. to aid. expected nor desired that they will invest large sums of their active capital; but if each will subscribe for ten, five, or even one bond, they will so establish their currency in the market that a ready sale of the balance can be made elsewherewhere investments are eagerly sought at 7 per cent. per annum. If only one hundred of the bonds be taken in Chicago, the directory of the com-100 bonds to pany, now at the Tremont house, will undertake to vouch for the rest, and the be taken. completion of the road to Des Moines before the close of the present year. The assurances of material aid from other strong companies controlling the great lines Railroads with which this will be operated in harmony, leave no doubt that such a pledge will aid. would be fully redeemed. Besides aiding in the construction of a railroad, so important to every interest Bonds safe. of Chicago, the subscriber for these bonds gets as good and safe paper as was ever discounted. lie gets the full worthof his money. The bonds have been regularly issued and delivered upon a vote of the people, and in accordance with the constitution and laws of the States. The interest has been fully paid for more than a Interest year, and there remains no possible chance of insolvency or repudiation on the paid. part of any county. But, if every bond were worthless, this loss would be more than compensated in Iflo t, no one year by the additional trade that their road would bring to Chicago. In the matter. single item of lumber, it has been carefully estimated that the completion of this Increase of road will increase that department of business in Chicago to double its present im-business. mense proportions. So of other branches of business. The cattle, hogs and grain that this road will bring to the superior market in Take St. L.‘s Chicago, will almost equal the entire trade in that line left to St. Louis. Well trade. acquainted with this fact, that city, by means of a branch road from the west 373

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No Equal Converging Point of Rail and Water. Her North branch of the North Missouri railroad at Brunswick, is now actively endeavoring Mo. road. to be the first to extend to this trade the means of communication, and to delay and defeat the construction of this road to Des Moines. With great faith and conTrade des-fidence in the ultimate destiny of Chicago, it is believed that ultimately, this trade, tined for will in any event, be secured to this city; but the history of railroad communica C i.

tionsjustify the confident opinion that should St. Louis beat Chicago into this dis puted territory, it will take many years to shake off her command of the trade, so rightfully the heritage of Chicago. Thisanex-This is a fair sample of what will be done all through the West. No ample. ample.

outline of a great plan could possibly be devised more perfectly adapted to filling in with laterals and a few more trunk lines. While this Des Moines Creates com-line will create competition with the St. Joe. & Quincy route, it will have petition. competition from the Omaha & Burlington line. So will it be all over the All not Chi. Great Interior. New lines are by no means to be altogether in the interest roads. of Chicago, but some will run directly to St. Louis and to various other centres, building up important cities throughout this entire area. Benefit of Because all around them farms are made valuable by contiguity to a railroads to farmers. way, will farmers midway combine to obtain the same advantages.

To many farmers who used to haul produce 100 and 200 miles to Chicago, their 10 or 20 miles are more tedious than the trip of a week or two used to They want be. Then they were satisfied because their neighbors could do no better. to do as well as their And any one who knows the farmers of the West will say, that with the neighbors. abundant trunk lines, very few farmers east of the Mississippi, or 500 miles west, will long be five miles from a railway station. Nor will Chicago fail Chli. do her to do her part of the bond-taking to encourage these enterprises upon part. which her business increase largely depends. Her bankers and merchants can take a lot and work them off to eastern capitalists who want a good investment, and take another lot. 4. More Chi. 4. As the East must have several more trunk lines to Chicago, so we lines West. must have the six or seven from Chicago, enumerated, p. 283. A glance Eastroads at the map will show their necessity. The new lines from the east will will aid them. furnish requisite aid to every one of them to become equal competitors with the old lines; and Chicago is fast accumulating capital which will be liberally invested both in branches and new trunks. 5. Competi-5. Beyond the Mississippi the seven Chicago roads already built are tion west of M.iss. being extended with that energy which has distinguished the corporations this side; which are now more than ever in strong competition to obtain the lead and secure the largest tributary region. They diverge so rapidly, Only 7 lines that from Quincy to St. Paul is over 300 miles air line, which our seven for 800 miles. railways will not long accommodate. The same reasons which operated upon the East to construct these seven, will have greater power to construct intermediate lines; and more and more will the few cross lines which St. More needed Louis will be driven to build, become feeders of them all. More railways, either north and south or east and west, must be built to accommodate the East and country; and because the railway system is already too thoroughly estabWest roads preferred. lished in the natural currents of latitudinal trade for longitudinal lines to 380

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Past, Present and Future of Chicago Investments. have much power against them, will preference be given to these intermediate roads; and because the country must have them, will the connecting roads to Chicago, with their eastward continuing lines, be necessary and profitable, and therefore will be built. That would only carry out the present system to its completion, the complete i,present intrinsic excellence of which has not only been well tested to entire satis-system. faction, but which has attained a ponderosity that cannot be swayed, an inherent force that is irresistible, a rapidity of execution that defies competition. As before inquired, suppose a change be desired, whence shall What power can change come the power to work it? But the entire country yet traversed would it?

have no change if it could; and the lines are approaching precisely right to traverse the entire region to the Rocky Mountains and beyond. Nor does any region nor any city of mark in such enterprises, desire any change. No change desired  St. Louis is by far the most important personage who seeks to alter in any delxcedpt Ly essential respect. But it is one thing to seek, quite another to do; and St L though we would say nothing detracting, may we not inquire whether she be a city of mark in railways?

Nor is it detracting even to that great and Quite a job for her. wealthy city to intimate, that it is quite a task for any one city to endeavor to oppose and overthrow a system established by the combined wisdom and capital of the entire country. This wisdom is shown, as before observed, Perfection of in that although each corporation has sought its own interests; yet so per-Pstemnt fectly is the system arranged to accommodate the entire region, that no important change could be made in any line advantageously to the public. Only some new lines are wanted. 6.

These east and west lines have an important advantage over those 6. Gov’t aid. north and south, in Government aid rendered in Kansas and Nebfska. No further grants of bonds can there be expected; but alternate sections More land of land may undoubtedly be relied upon, which, as with the Illinois Cen-grants tral, will ultimately pay the cost of building. This policy is too thoroughly Policy fixed. established, and its benefits too abundantly ascertained, both by the government as a land proprietor, and by the whole country in the development and settlement of the Great Interior, for that policy now to be abandoned. These grants would not be restricted to east and west lines; but west of Grantsto east and Iowa and Missouri north and south lines are not now wanted, except for ewest lined branches, as from Denver to Cheyenne, which will be built this year. A few niggardly members of Congress vote against these projects, for Some M. c.‘s which the best reason, miserable as it is, is that they help the West too oppose. rapidly to power. Very poor representatives are they of the East, thatMisrepresent noble section which has done so much to develope and improve the West, giving us not only nearly all the money requisite, but their very best sons and daughters. Better men will usually be sent to Congress, but should a constituency favor the selfish policy, there is strength enough already to carry every proper project; and what is lacking the West will surely west soon supply after apportionment under the next census. take care of 381

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lNo Equal Converging Point of Rail and Water. 2 other Pa-Two other Pacific roads one from St. Paul, the other from Kansas City, ifmo roads.

ific roadsare no doubt to be built with the same aid from the Government which has Northern been given to that from Omaha. The northern one of course will be a Chio-ne Chi.: roxd. * cago road; and although St. Louis has not till recently supposed there was St. L. fears any doubt that the Kansas road would operate in her favor, she seerns to about Kan-, sas road. have some fears already. We are willing at all events to take our chances. Whether we have chief benefits or not, it is beyond any doubt the most important of the three routes to the entire country, and we are doing c,Wi. Board what we can for its furtherance. The Board of Trade, upon motion of Mr. o/f T r ry Nelson, adopted these resolutions the 13th May Murry Nelson, adopted these-resolutions the 13th May:  Resolution Whereas, The Kansas Pacific Railway has approached within a few miles of the ofakiuCog aid point to which the aid granted by the Government under existing laws extends of Congress gatdei~n for Kansas and Pacific.

Whereas, The work is one of national importance, and cannot be successfully Co. needs aid. ne prosecuted without the assistance of the Government, therefore be it Road im-Resolved, That we regard the extension of this road through New Mexico, Ariportant to zona and California to the Pacific coast, as a measure of sound national policy, nation. both to insure military economy and the development of a vast area of territory filled with mineral, pastoral and other wealth, situated six to seven degrees south of the Union Pacific Railroad, and is in no way tapped or developed thereby; Solution of That it will lead to a peaceful solution of the Indian question, and, while gradIndians. ually but surely removing the necessity of maintaining expensive military forces in the region traversed, will permit the country to be settled up, and vastly increase Reach Cent. the taxable wealth of the nation. That it will afford an avenue of approach to the Mexico. rich mines and semi-tropical productions of Northern and Central Mexico, Important insuring the trade of these districts for our own Western and Northwestern States, advantage.

and avoiding the possibility of future complications from foreign aggressions in that disturbed country, and that it will secure a line of communication across the con tinent, directly accessible by rail connection with all parts of the United States, and especially recommended by the abundance of timber and coal along the route, and by the mildness of its climate. Only a loan Therefore, since only a loan of the public credit is needed to insure these advantaneeded. ges, and the past history of the company shows that the annual saving to the GovGov’tsaving. ernment in the transportation of troops and supplies alone largely exceeds the interest upon the aid required to build the road, we respectfully urge our Senators and Representatives in Congress to assist, by their votes and influence, in securing the aid required from Government to insure the immediate extension of the Kansas Pacific Railroad from its present terminus to the Pacific Ocean. mi. Rpubzl, The Chw,ago Republican in an able article, the 30th March, exhibited the importance of a movement in behalf of this road, showing the benefits St. L. fears already resulting from our Kansas roads, and the fears of St. Louis that Kansas road. the Pacific would prove to be another “Chicago road”; and on the 7th May, in another long article, said: 2dPacific Another road to the Pacific, by the way of Chicago, Quincy, Kansas City, Fort road. Wallace, Santa Fe, and thence on the thirty-fifth parallel to the Pacific shore and San Francisco, has been projected and is being pushed forward with characteristic Chi. and Ill. Western energy. No city or section of the country is more interested in this new most inter-project than Chicago and the State of Illinois. This road to Fort Wallace, a dis ested. tance of some nine hundred miles from this city, is already in operation. Over the new bridge across the Mississippi at Quincy, and the Missouri at Kansas City, to be completed in September, cars loaded with the cattle and productions of the country far to the west and south of Fort Wallace, without change or break of bulk, will come. 382

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Past, Present and Future of Chicaqo Investments. This road, the Legislature of Missouri, at its last session, and the people of St. Mo.

Legi.laLouis through it, refused to approve, or endorse, or give the least encouragement tore refused to, on the ground that it would be “a Chicago road,” and would carry the produc-to aid. tions of that vast country by St. Louis into Chicago. No better evidence of the truth that Chicago has a deep interest in this enterprise could be had. It, however, Road imdoes not need this, for it is apparent that by this route Chicago reaches the Pacific portant. coast and the commerce of the Indies over country unsurpassed in every mineral and agricultural resource. The immense prairies and the valleys crossed by this road Its advanhave the advantage of perpetual summer, and for pasturage, cultivation of the tages. fruits, and production of cereals, is, perhaps, not equaled by any other of our states and Territories. The question is, will Chicago countenance and favor this enterprise, which is to Will Chi. aid furnish it with the productions of this great country, and the commerce of the fifty it?

millions of people who shall soon populate the vast and most attractive region. The Chicago Times of the 9th May, had a pithy article urgingci. Ha Congressional aid for this road, and on the 14th, the following: The most prominent fact that has been developed by the opening of the Pacific 2

Pacific Railway to the Rocky Mountains is, that two Railways to the Pacific are more need-roads needed ful than one. In the nature of things, a single road will be an oppressive, unbearable One a mo monopoly. The road from Omaha to the mountains is such a monopoly already. nopoly, as The cost of transportation on that road is little, if any, less than the former cost Omaha, 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-Has plenty ing its enormous charges, finds plenty to do. It is not scarcity of freights that work. makes high charges necessary to an adequate remuneration; it is simply because the road, having no rival, may get whatever prices its managers choose to demand.

Needs comThere is no practical remedy for this state of things but in the building of a second petition. road. In the matter of local freights, the Kansas Pacific road (Chicago and Santa Fe KansasPal i ne) may not be put in immediate competition with the more northern roads. cifi not S uch competition will be created by the construction of lateral branch roads.

irect conbuch branches will follow the construction of the main line as naturally as the Branches tree puts forth its branches; and thus while two main trunks prevent an oppres-create comsive monopoly over the through traffic by either, their respective branches will petition. 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; Kansas road and there, ” in a wild prairie, a thousand miles from Denver or any other place, to stop, the government subsidy ends.” where? The government ought never to have granted a subsidy to a railway which was Tie up at to be chopped off in the wilderness and have its western end tied up to the four 411th mile hundred and eleventh mile-post. If the present proposition were to subsidize the post. 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 aid that portion of the road already built of national value, by building the rest of it; thrown s e’away 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 Saving to road to the Rio Grande will be $2,500,000 per annum on military transportation, Gov’t. 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 besides. reimbursement besides. That the completion of this road willbeneficially affect the interests of Cincin-Cin’s.reason nati, may be a good reason for its advocacy by Cincinnati gentlemen who “4 don’t want to move to Chicago.” A better reason is, that it will benefit the interests of Chi’s. r-ason better. 383

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N4o Equal Converying Point of Rail and Water. the whole country,-more especially of the whole west; and whatever will benefit the west, Chicago, as the present and future commercial metropolis of the West, naturally advocates. The history of Chicago is not a history of enterprises abanChi.

exam-doned halfwayto completion. The example of Chicago is one that the nation pie. which would thrive must emulate. Character of Every few days some of our papers publish articles of the sort which the route. the route. 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 urvey. 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 able. 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; cable although through some sections of country the work will require a large outlay of though some high grades. capital, and the 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 land. instance where they follow a valley or caneda.

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 erals, coal, is plenty of gold and silver, and fine 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 strenution to grants. OUS advocates; and the propriety of continuing what has been so well begun would seem to preclude any fear of failure. Sooner or later, at all Roads will events, the roads will in some way be built.

be built London and To establish this topic futher, it was my purpose to have given a table Paris as railroad of the railways centering at London and Paris; but it is unnecessary. centres. Eng. and Every railway of England and Wales as given by Mr. Baxter, p. 330, Wales 9,251 miles. make a total of only 9,251 miles; and we have already shown (p. 37) that Chli.

9,465 the trunk lines and branches of Chicago 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 Frrnce but all France has only 8,134 miles. What city in our country can be 8,134 miles. named in comparison with Chicago in railway facilities already existing? mhi. Tribun 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 different roads for January, show the number of regular trains only arriving and departing daily over the different roading from Chicago, and that, too, at one Morein sum-of the dullest seasons of the year. In the summer and fall, when the fruit and mer and fall. 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, I)ouble many of the trains that leave our depots are double, though drawn by but one trains counted one.

384

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Past, Present and Future of Chicago Investments. engine, and shoot off on branches a little distance out to their separate destina-Chi. trains tions. It would be proper to count these separately, but this has not been done in daily. the table. Railroad Passenger. Chicago & N. W.-Milwaukee Division………………………12 Wisconsin

Division………………………………………… 6 Galena and Iowa Division………………………………….. 16 Chicago & Rock Island………………………………………… 6 Chicago &

Alton………………………………………………… 6 Chicago, Burlington & Quincy……………………………….. 8 Illinois Central………………………………………………….. 6

Chicago & Great Eastern…………………………………….. 8

Chicago, P. & Ft. Wayne………………………………………. 6

Michigan Southern………………………………………. 8 Michigan Central……………………………………………….. 8

Totals………………………………………90… 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 at250 daily. and leaving the depots of the twelve main liies 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 ever three minutes of the twentyfour hours, a train arrives or A train every 3 mindeparts. Nor do most of them come and go on short routes, but on long ites of 24 hours. 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 facilities, there is no comparison with any other city. W,ater facili ties unTherefore, 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 be in creasd. and that the mileage of railways in the Great Interior will be doubled Railways within five years, of which Chicago will have even a greater proportiond~onbled. than what she now has, besides numerous additions eastward. With the abundant evidence we have had of the power of the railway to develope Some of ..Chi’s. advanand centralize, and that it never traversed a region better adapted to its tagespreseant use; with a certainty of increase of facilities on all sides, and a rapidity of a certainty. 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 temperate 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 T:E NORTHWEST AND

WEST ARE HEREAFTER THE GREAT, INTERIOR. The N. W. and W. Great Interior.

Although chief actors in the mighty changes the New World is making, Change of we ourselves have not perceived that we were converting the ancient Orient Orient not perceived. into our Occident. The wilderness which has seemed almost illimitable to 25 385 Freight. 2 8 14 8 12 14 8 6

8 8 8 96 Total. Passenger 14 9o. 14 Freight 96. 30 Total, 186. 14 18 22 14

14 14 16 16 186

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6Thle vorthwest antd West Herei-eafter the Great lInterior. 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 Pacific rail-the grandest, most important project of all time, the Pacific Railway; ways. 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 Change our Nation, has our West been placed?

Where can we look for our West, except across the Pacific? Hlence in the U. S. Census for 1850 we have (p. 365,) the proper classification of the Valley States into North and South Interior. Great Inte-‘ These are all a unit in interest, as will be those adding to the westward of rior. them, and will henceforth be known as the Great Interior. Tobe a unit. More and more will this section’.be found a unit as against the rest, how ever we may differ among ourselves; though there will be some important exceptions, as, for instance, in the removal of the National Capitol.

Nahtionhallcap-Upon such a question it is to be hoped that State jealousy, if no other and ital should ” notbemovedbetter 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. * Said the Sacramento (Cal.) Union, uponAspiring TuE ASPIRIaNG

WEST.-The good people of St. Louis appear to be in earnest expectation that at some West. day, not distant, they may influence Congress to remove the capital of the nation to that city. They St. L. wants have resolved, through their Common Council, to that end, and operated on the State Legislature with national good effect. They have already fixed upon the site of the new building, and are preparing to survey the capital. needful “ten miles square,” to include the beautiful location of Jefferson Barracks and the classic precinet; of ” Vide Poche.” Chi. claims. Chicago has her pretensions as well as St. Louis, and she will hardly compromise them away. The Northwest is outgrowing the Southwest, and the Northwest will go for Chicago. They will beapt to find upon trial that the measure cannot carry yet. Sooner or later, however, the national capital must go to the West. That vast region, bound together by a common system of rivers and lakes. with a mild cliuate, 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 West seat of fusing into one people, if it is not now, must in a few years become the seat of empire of ibthis continent. empire. The Gtreat West is as sure to give her civilization and laws to America, as any event not yet decided. Its charac-There is nothing provincial in the West. When the young man fro,m New England meets his brother teristics.

Aniericans from the Southern and Middle States, the first 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 lorget, and some provincial prejudices to abandon. It may seem a bold assertion, but we make it, neverheles, 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 lave 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 world 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 Cal. and’,Ill.

lopulation. California is cosmopolitan. So is Illinois. Both are eminently national. In a population alike. so mixed and constantly fusing by intermarriages, by attendance at the same schools,and chulrchles and participation in the same industries, 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 West Caihoun. Everything in the west is on a grand scale -is national.

Foreigners become Americanized national. there quicker than anywhere else, because they see America in her grandest aspects, and are, always cordially welcomed by the people who need populatcion, but have land to spare for the taking. For the next quarter of a century the Eastern and Middle States must needs increase slowly, while the Great Its power.’, West will twice double her wealth and inhabitants. At the end of that time, if the West shoutl 1 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 8 cities af a three cities of each nmore than a million inhabitants, and one, perhaps, as large as New York, toward million in which will always tend the wealth andl fashion of the great heart of the nation. Something like this 25 years. we remenmber to have seen prophesied about fifteen years ago. We 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 destinyof America 386

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Past, Present and FLtetuie of Chicago iivestments. Upon every question affecting commerce, manufactures, means of inter-niasons of communication, and other similar concerns bearing upon sectional progress, Means of the Great Interior will be united. Having confluence of interest fully prosperity. equal to that of New England; remarkable homogeneity of character; an absolute necessity that we should have more traffic with each other than all the world beside; possessed already of greater facilities for that traffic than any other region, and multiplying with unexampled speed; with the political power in our own hands, so completely after the next apportionment, that, unless all other sections combine against us, we can adopt any measures of progress which the Constitution will warrant; with the entire country Work foro,,r most benefited as tie Great Interior advances-what reason can be imagined why, without selfish purposes, but merely working out our destiny in the Work for most natural manner, we should not carry onward the means already sonsves effectually inaugurated, and which, from their beginning, have given marvel H-ave cenous growth to the chief centres? If nature and art conjoin to give that treS-ce region a city so superior in advantages that we may reasonably expect it to become chief of the continent in commerce and manufactures, will it not be -one chief. an object for its every part to advance its emporium? As we saw, p. 116, of the Old Northwest, of the 378,000,000
acres, Little land 273,000,000 are yet wild lands, and of the 105,000,000
in farms, so styled, yet tilled. only 52,000,000 are improved. These have not only built up Cincinnati, Htas builtup cities. St. Louis, and Chicago, but twenty or thirty other large towns and cities. When the census of 1870
shall exhibit city and sectional growth, will not r e l a t i v e changes of 1860, and especially of lake cities, be even more remark-Rapid im provements. able, than those commented upon? (pp. J;36-38.) Shall not immigration from Europe vastly exceed that hitherto, nearly the whole seeking this region? 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 plough; as hundreds of thousands square miles of rich mineral Stimulate city 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 Severallarge of the largest cities on the continent? If there be one city central to all Oliief one will draw 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 emiporium 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 no easlre This heading appears to be a natural and just conclusion unless thef~rCli This the con.

argument be fallacious. Therefore it is not to be proved as most other Tcliith.S points have been. If not established already, further attempt would be 387 OTHER CITIES ARE NO MEASURE FOR CHICAGO.

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Other Cities are no Measure for C67icago No boasting fruitless. Nor is it presented in a spirit of vainglorious boasting. It is exchlud However weak and imperfect the writer, he is not so bad, I trust, that a six ed, and hw 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, proud Still, we have a pride in our City, or this book would never be distrib of our city. 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 accomappreciate our position. plished this manly work, could we not better than any others appreciate the importance of the duties entrusted to us, and properly estimate the conseThis book to quences to ourselves, to our State, to our Nation, to the world. It is to aid aid. aid. in making this estimate with exactness, that the book has its chief value; Will culti-and so far as it shall have influence, it will surely cultivate pride in every vate pride. soul of us-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 -iews. 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 Mr Scott,,‘48. theory. In Hunt’s Merchants’

Magazine, October, 1848, he considered Our cities  Atlantic and I,,terior. All proud 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. in the 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 Yet not be to be 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 own countries.

New York is now sometimes called the London of America. Not equal Lon-that those calling her so, suppose she will ever come up to that mammoth in size don. and importance, but because she holds in the New World the relative rank which London holds on the old Continent. N. Y. not It is believed that few persons, at this time, have a sufficiently 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 have 5,000,-
five millions, within the next century and a half. Of the few persons who have ~ doubted her continual supremacy, most have given the benefit of the doubt to New 388 OUR CITIES-ATLANTIC AND INTERIOR.

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Past, Present anwd Future of Chicago Investments. Orleans. This outport of the great central valley of North America was believed N. O. exto command a destiny, when this valley should become well peopled, that might pected to eclipse the island city of the Hudson. grow. Some twenty years ago the writer then living in a southeastern State, was con-In 1828 exvinced that the greatest city must, in the nature of things, at a not very distant pected largest city day, grow up in the interior of the continent. Of this opinion he thinks he was lato rgbet inland. 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 prevailed on to take as a gift.) That such an opinion should appear absurd and Opinion conridiculous, may very well be credited by most people, who consider it not much sidered absurd. less so now. The largest city of the interior was then Cincinnati, having scarcely Cin. the 20,000 inhabitants; and the sum total of all the towns in the great valley scarcely largest.

exceeded 50,000. St. Louis at that time had but 5,000, and Buffalo 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 200000? But what seemed most ridiculous of all was, that the future rival of the she pass N.Y.? great commercial emporium should be placed a thousand miles from the ocean, N Y?

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 Changes exclusive right might now be questioned. There are now other men, considered since 1828. sane 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. Bebbt’s Young Men’s Library Association of Cincinnati, expressed his decided belief confidence in that Cincinnati would, in the course of a century become “the greatest agri-Cincinnati cultural, manufacturing, and commercial emporium on the continent.” There are other men, now, not much less distinguished for knowledge and forecast than Others now Governor Bebb, who entertain the same belief. What has wrought this change of believe. opinion? Time, whose business it is to unfold truth and expose error, has given How thie proofs which can no longer be blinked. The interior towns have commenced a change? growth so gigantic that men must believe there is a power of corresponding mag-Rapid nitude urging them forward;-a power yet in its infancy, but unfolding its energies growth of int~erior with astonishing rapidity. towns. Let us make some comparisons of the leading eastern and western cities. New Eastern and York was commenced nearly 200 years before it increased to 100,000 people. Cin-western cities comcinnati 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 had 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. donbled in 7 years. New York.

1850…………… 530,096 N.Y. from 1790 to 1850. Cincinnati.

1842……….. 8…..48,000 Cincinnati 1849… 96,000 from-1800 to ………….. 149. 1821…………… 6,000 1828…………… 12,000

1835…………… 24,000 It appears 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 doubled in 7 York, on the average of sixty years, has scarcely doubled hers in every period of Near.~n 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, she 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. 389

1790………….. 33,131 1805………….. 66,262 1820…………..

132,524 1835………….. 265,048 1800…………… 750

1807…………… 1,,500 1814…………… 3,000

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Other Cities are no Measure for Cticago. For 54 years Let us now suppose that, for the next fifty four years after 1850, the ratio of N.. don-increase of New York will be such as to make a duplication every eighteen years, blee in 18, Cincsinnati in and that of Cincinnati every ten years.

New York will commence with about 500,10 years. 000, which will increase by the year N.Y. 1904 1868 to……. 1,000,000 1886 to………2,000,000

1904 to………4,000,000. have 4,000,00oo0. 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 1900it will be…3,200,000 Cincinnati 1870 “…400,000 1890 “..1,600,000 1904 “

4,066,667 have 4,066,667. The resulting figures look very large, and, to most readers, will appear extravagant. For 100 years Let us suppose the duplication of New York, for the next 100 years, to be effected N. Y.

double on an average of twenty years, and that of Cincinnati of twelve years. in 20, Cinciunati in 12. New York in N. Y. have 1850…………

500,000 1950, 16,- 1870…………1,000,000 000,000. Cincinnati in Cincinnati 1850…………100,000 have 25,600,- 1862………… 20000

000. 1874……….. 00,000…., *1874……400,000 Surround-This looks like carrying the argument to absurdity, but if these two leading cities ings in-be allowed to represent all the cities in their sections respectively, the result of the cluded. calculation is not unreasonable.

It is not beyond possibility, and is not even improbable. Growth of The growth of the leading interior marts, since 1840, has been about equal to interior the average growth of Cincinnati for fifty years past. This growth for the last tciniesnqunalti eight years, according to the best information to be obtained, has been more than 115 per cent., as the following table will show: 1840. Detroit…………… 9,000

Milwaukee……… 2,000 Chicago………….. 5,Q00 Oswego……………

5,000 Rochester……….. 20,000 Total 191,000 1840. Interior Cincinnati………46,……46,000 cities in 1840 St.

Louis……….-…16,000 and 1848 115 L 4i,ville..w.uk………2000 1 per cent.1 Louisville……………. 21,000

Buffalo…………18……..18,000 Pittsburgh…………… 31,000

Cleveland……………. 6,000 Columbus……………. 6,000

Dayton……………….. 6,000 Exterior The growth of the exterior cities for the same period has been about 38 per cent., cities. according to the following figures: 1840. Savannah……… 11,000

Mobile………… 12,000 Brooklyn……… 36,000 Portland……….

15,000 Total 940,000 1840. Growth in New York…… 312,000 1840, 1848,38

Philadelphia……….. 228 000 l,er cent. Baltimore…………. 102,000

New Orleans……….. 10 2,000 Boston…………….. 93,000

Charleston………… 29,000 Authorities. 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. Inaccura There are doubtless a few inaccuracies in the details, but not enough to vary the cies. result in any important degree. Ibterior 3-In the aggregate our interior cities, depending for their growth on internal trade fold faster and home manufacture, increase three times as fast as the eastern cities,which carry than cAtlan-on nearly all the foreign commerce of the country, and monopolize the home commerce of the Atlantic coast. TJiis 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 390

1890………… 2,000,000 1910………… 4,000,000 193,L………….

8,000,000 1950………… 16,000,000. 1886………… 800,000

1898………… 1,600,000 1910………… 3,200,000 1922………….

6,400,000 1934…………. 12,800,000 1946…………. 2,5,600,000 1848.

95,000 45,000 40,00042,000 58,000 14,000 14,000 14,000 1848. 17,000 15,000

17,000 ii,ooo 30,000 412,000 1848. 425,000 350,000 140,000 102,000 130,000

31,000 1848. 14,000 12,000 72,000 24,000 1,300,000

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Past, Present and Future of Chicago Investments. and towns of the Atlantic States, have sufficed to feed a rapidly growing town population at home.

It proves, also, that the western people are not disposed to accept the West not destiny kindly offered them by their eastern brethren, of confining themselves to the confined to handwork of agriculture-leaving to the old States the whole field of machine labor. agriculture. Although the land on which the people of the great valley have but recently entered is new, the civil, social, and commercial condition of this people is advanced Advanced nearly to the highest point of the oldest communities.

The contriving brain and civilization. skilful hand are here in their maturity. The raw materials necessary to the artizan and the manufacturer, in the production of whatever ministers to comfort and elegance, are here.

The bulkiness of food and raw materials makes it the interest Cost oftransof the artizan and manufacturer to locate himself near the place of their produc-port an help. tion. It is this interest, constantly operating, which peoples our western towns and cities with emmigrants from the eastern States and Europe. When food and raw materials for manufacture are no longer cheaper in the great valley than in the States of the Atlantic and the nations of western Europe, then, and not till then, Mnfrs. prewill it cease to be the interest of artizans and manufacturers to prefer a location in fer West. western towns and cities. This time will probably be about the period when the Mississippi shall flow towards its head. The chief points for the exchange of the varied productions in our western val-Points of ley will, necessarily, give employment to a great population. Indeed the locations westernconi mnerce to be of our future great cities have been made with reference to their commercial capa-great cities. bilities. Commerce has laid the foundation on which manufactures have been, to a great extent instrumental in rearing the superstructure.

Together, these depart-Joined with ments of labor are destined to build up, in our fertile valley, the greatest cities of mnfrs. the world. The only point to which exception can be taken in the above is that the ratio of increase is continued the same through so long a period. Neither Ratio of in,rease canNew York nor Cincinnati, nor any other city, can keep up its ratio. Why not be kept it cannot is difficult to determine. But. Mr.

Scott is guarded and makesup these cities inclusive of surroundings; and no doubt the predictions as to New York will thus be realized. They are far more so as yet, and even Surround. lugs inNew York City alone has nearly 1,000,000 already. So, too, will Cincin-cluded. nati have its 400,000 and more, by 1874. But will the causes which have thus far operated to keep up their ratio as well as actual increase, continue Will ratio continue? thus to operate in future? Mr. Scott wrote before it was possible to have anticipated the rapid multiplication of railways, or to have foreseen their effects. Who would have imagined that such diversion could have so soon been made adverse to Cincinnati? The chief mistake in the remarkable papers we have seen, pp. 300-313, was in taking too much time to effect Rapidity of ‘ change not changes that he foresaw would ultimately be realized, he results of which foreseen. he attempted not to develope. With railroad power and speed they have come, and we only need to change his line of argument accordingly. The underlying principle, the power of the Great West to build up the chief cities of the land, has been thoroughly tested and is unquestionable; and Power of West. the incidental point also is unanswerably established, the superiority of the Lake superi p ~~~~~~~~~~~~~~~~~~~~~~~ority. lakes to the rivers. These points are the main reliance of this argument. While the traffic These main of the Great Interior is without doubt indefinitely to be the chief support points. of eastern cities, and will never fail them but steadily increase many fold; yet relatively it is to be confined more and more to ourselves. At first new West trade most with settlers must obtain supplies of every description from older sections. itself They begin to make for themselves the simplest implements, bulky and 391

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Other Cities are no Measure for Chicagqo. costing heavily for transport, and go on in quite regular succession according Towns grow to the value of labor to build and cost of freight. Towns and cities grow with mnfrs. and corn-as they can obtain materials advantageously together with labor, and be Railways supplied with distributing facilities. Railways, as we have seen, more than best means. best mans any other means, supply facilities both to gather and to distribute. For this water transport is not essential, though more or less advantageous. With few railroads, and those centering at few points, their centres would Spread over be rapidly created into great cities. But here they are, in the very infancy the West. of settlement of Indiana and Michigan and the States west, spread like a Aid to Cin-net-work all over them. Cincinnati had obtained the lead so effectually that cinnati. they aided more and more in Ohio, Indiana and Kentucky to advance her above surrounding places; and though some of her trade may be drawn from her, yet doubtless she will continue to be the chief city of a radius of 250 miles around her. Lake Erie Along Lake Erie there are too many railway centres for any one to attain too many centres. great prominence. Mr. Scott still argues that Toledo is to lead; but its being at the head of Lake Erie is very different from being at the extrem ity of lake navigation, and appears not to be a sufficient advantage over what Cleveland has in her railways and large trade; and though climate Cincinnati favors lake towns, yet unless one of them is able to attain considerable probably largest. ascendancy over the others, Cincinnati will always be chief of that region. ci,., st. L. d Cin,St. L

Indeed, it seems that the effect of railways must be to centre the trade of and Chi. chief of their their respective regions more and more at Cincinnati, St. Louis and Chiregions. cago. The only question as to St.

Louis is, whether there shall not be at the Big Bend of the Missouri, a more important railway centre. She has enough intermediate, and south and southwest to make her a great city; and there is a doubt whether influences can be converged at one point which are now divided to Kansas City, Leavenworth and Lawrence. Should Kansas city Kansas City obtain ascendancy, as she should, the chief city of that region may be large.

St.L.sure. will be there. But however large that city, the time will never come in which St. Louis will not be the centre of an area which will keep her in a state of rapid progress. Many large Because the Great Interior has the power to create many large cities and cities make for Chichi.

enre. wl Chi sre.Wil urely do it, is precisely the reason why there is no m~easure for Chi cago in any thing which has preceded in the progress of the human race. In a region which is traversed by a perfect network of railroads convergR,easons for ing at one centre; with an absolute certainty that the system can never be c,pemnmercial changed, but is so laid that its expansion and filling up must more and superiority. Z more converge traffic toward that centre; with that railway centre also the strongest point of conjunction of inland navigation, and certain to be opened in a few years to ocean commerce for vessels of 1,500 tons; is it not quite certain that so far as commerce influences, however numerous and large the cities of that region, the central one must have proportionate suneriority? 392

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Past, Present and Future of Chicago Investments. If to commercial superiority be added unequaled advantages to gather Mnfg. adevery important material for manufacturing, with the cheapest food of the vantages world, a climate unsurpassed, an abundance of purest water, and many other important advantages with no drawbacks; is it not certain that unless other places possess the same advantages, such a centre of manufactures Must be first and commerce must be first of its region? If there be elsewhere another region-not a little tract of a few thousand Where square miles-that civilized man has ever occupied comparable to the equalreGreat Interior either in extent, in agricultural wealth, in mineral wcalth,gin in facilities of intercommunication, there might be a chance to compare, though it would be reasonable to require at least two of the points. But there being none other equal to it in any one of these respects; is it No measure reasonable to limit its prospective growth to any previous example? for Chi. Besides, the whole region tributary is in the early stages of settlement; West in its zn ~~~~~developinag that forming period when the people have the fewest possible wants. The state.

demand for expensive furniture, carriages, etc., is very slight, and that demand cannot be supplied by manufacturers in the region, but in the older States. NWhat little manufacturing is done, being of the plainest kind, Mnfg no with little machinery, every county town, at least, has the usual variety. distributed. But as a country developes, a demand arises for better articles than can be To have a centre. had except in extensive establishments where machinery can be used to save labor. Where are they so likely to go for such articles as to the city One easily zn ~~~~~~~~~~~reached. they know is chief in those respects, and which they can go to or return reched from twice a day or oftener, and most of them on direct roads where they do not fear to miss connexions? Is not an enterprising manufacturer who That the city a mnfr. wishes to change location, likely to seek a city where he has already at least would seek.

8,000 miles of railway upon which to send his wares daily or oftener without change of cars, and 3,000 miles more with one change, and with a certainty that five years will double these facilities? What else brought to us 2,848 What gave Chi. 2,8‘4 manufacturing establishments, listed p.

204, when all Cook County had but shops? 469 in 1860? The subject begins to be understood not only in the West hilt in theo East.t A orrespondentnt of ann easternr paper said. paper. paper. In a conversation with one of the Western delegates at the recent National Com-western exmercial Convention, your correspondent gained much interesting information pectatios of concerning the lively interest felt by Western capitalists is regard to the future of mf. manufacturers and their establishments in the Western States. It is natural for manufacturers to find their way to the market place of the country, at or near the Natural to commercial centres, instead of to the waterfalls, far away from the seaboard. seek a cenGoods are, for the most part, made near cheap fuel and railroads, to obviate the tre. expense of freights, commissions, agencies, etc., thus enabling the Eastern manufacturers to realize larger profits on the labor of every operative they employ. But Western men now urge that with the coal and water facilities offered by nature at Advantages 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 393

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Other Cities are no Measure for Chicagyo. Trade cen-places which will be hereafter the true places for manufacturing industry-are the tres best for chief centres of trade; that it is not the possession of abundant water power, or ninfr. coal near at hand which will determine the question, but that the question will ne determined by the advantages held out by these great centres of supply for disposing of products when manufactured.

Report of The last report of the Secretary of the Interior develops the tendency of manuSec’y of Int. facturing 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 West corm-named, it was shown that the amount of earnings averaged by the operatives is less at pared. 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, Philade. 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, cific roads. will 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. Numerous extracts from our own papers bearing upon this point must be 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 ted it necessary to take further space for their testimony. Much better than t any 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 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 Cil’zcns. In the February number of’ the lJIerchants’ Mayaziite for 1557, Mr. Scott discussed this subject: Jfr.Scott 1857. West. move-WESTWARD MOVEMENT OF

THE CENTER OF POPULATION, AND OF merit of centre 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. the 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 comdas. miunity, 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 of centres fest ntres 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. The 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 Come to also.

Their tendency will be to come together; but a considerable time will be gether-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 Michligan. 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 be will move to, and become permanent on the border of the great lakes? Around permanent. 394

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Past, Present and Future of Chicaqo Investments. 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 be Toledo ben still nearer the lines of their movement, and should be more favorably affected by efited. 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 g r e a t e s t cities would grow up along the line of the central industrial power, in its commere w e s t w a r d progress, each new city becoming greater than its predecessor, by the anelement. 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 Chiefessenof these, there must be united in them the best facilities for transport, by water tials of cenand by land. It is too plain, to need proof, that these positions are occupied by tres Cleveland, Toledo and Chicago. But we have a foreign commerce beyond the continent of North America, by means Foreign corn of the Atlantic Ocean, bearing the proportion, we will allow, of one to twenty of mere 1 tc920 the domestic commerce within the continent. This proportion will seem small to of domestic. persons who have not directed particular attention to the subject. It is, nevertheless, within the truth. The proof of this is difficult, only because we cannot get the figures that represent the numberless exchanges of equivalents among each other, in such a community as ours. If we suppose ten of the twenty-nine millions of our North American commu-Annual pronity to earn, on an average, $1,25 per day, 312 days in the year, it will make an dot, $4o()00,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. The average earnings of the twenty-nine millions, men, women and children to produce two This reliable 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 $3,000,000, than one thousand million is consumed by the producers, without being made the 000 for ex subject of exchange.

This will leave three thousand millions as the subjects ofchange.

commerce, internal and external. Of this, all must be set down for internal commerce, 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 to 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 of from a wholesale dealer in New York, who has bought them of the manufacturer domestic’ in Newark. The manufacturer has bought the chief material of a leather dealer trade. 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 transao tion represented in foreign trade, to wit: their purchase in Paris by the American tion. importer; whereas, they are the subject of several transactions in our domestic Several do trade. The importer sells them to the jobber in New York, the jobber sells them mesticresult. to the Toledo dealer who sells them to me. It can scarcely admit of a doubt, that the domestic commerce of North America Domestic 20
bears a proportion as large as twenty to one of its foreign commerce. Hlas internal to 1 that of foreign traf commerce a tendency to concentrate in few points, like foreign commerce? Is its fic. 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 All cam its means. Foreign commerce concentrates chiefly at those ports where it meets merce equal. the greatest internal commerce. The domestic commerce being the great body, 395

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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. most of our 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 cer-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 from 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.W.

direc-shall average a yearly movement westward, for the next fifty years, of twenty miles; tion and rapidity. this would carry it one thousand miles northwestward 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 fortyfive years. If ten years be the measure of the annual movement northwestward of the indus trial central Foint 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 over fifteen miles a year, and that it is moving with rapidly. an 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 an ~l ind,is aidss York and Cleveland, by the superiority in productive power of the old northern and trial power to come to-middle States, over the new States of the Northwest; and still more, by the inferigether. 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 Tender,cy 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. be 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 io. muscular and mental power, of the inhabitants of the colder climate. To these might be added theimmense advantage of a vastly greater accumulated industrial 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 inces, Mex-trade with the British Provinces north of us has been considered a portion of our ico and Cal.

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 Canadas, fifty years Canada in 50 from this time, will contain over one hundred and twenty millions of people. If we years to have 120,- suppose it to be one hundred and five millions, and that these shall be distributed so 00’),oo0o. that the Pacific States have ten millions, and the Atlantic border twentyfive milGreat Interi-lions; there will be left for the great interior plain seventy millions. These seventy or, 70,000,- millions will have! twenty times as much commercial intercourse with each other as MIiust have with all the world beside. It is obvious, then, that there must be built up in their the great midst the great city of the continent; and not only so, but that they will sustain city. 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 busicities. 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 to 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 improbEstimate of able estimate of the period of duplication of the number of these great cities London and would be, for London, thirty years, and for New York, fifteen years. At this rate, N. Y, a’ 96

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Past, Present and Fu,ture of Chicago Investments. London will have four millions and seven hundred thousand, and New York three millions four hundred thousand, at the end of thirty years. At the end of the third duplication of New York-that is, in fortyfive years-she will have become N.Y. beat more populous than London and number nearly seven millions. This is beyond London in 50 belief, but it shows the probability of New York overtaking London in about fifty years. years. A similar comparison of New York and the leading interior city-Chicago-will N.Y. and show a like result in favor of Chicago. The census returns show the average period Chi. 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 Chi-N.Y. doubles cago eight years, and that New York now has, with her suburbs, nine hundred 16 years, thousand, and Chicago one hundred thousand people. In three duplications New York would contain six millions two hundred thousand, and Chicago, in six duplications, 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 Doubt as to general mind is faithless of what goes much beyond its own experience. It refuses such predicto 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 founded, which 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-Most san tion, for the past fifty years, have come nearest the truth,-those of the sanguine and gulue” near tion, for the past fit yas, aem erst tetuh-toeo h agieadetright. 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 sagacious paper? Notwithstand-These views thus far ing the war has greatly retarded such enterprises as railways, has drawn realized. 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 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 and 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? Is 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 brought to bear? Why then should it not be admitted tha,t no Why deny other city can be a measure for Chicago? At all events, duplication has the fact? 397

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Other Cities are no Measure for C7tcago. Chi. has been made and more the last 8 years. The following is an abstract of a d,,ubled in 8 tears.

census just finished by the Board of Health for sanitary purposes, under the supervision of our capable head of the Board, J. IH. Rauch, M.D.*

Census of Buildings and of Population of Chicago, 1st April, 1868. Census of Clii. April 1st, 1868. c a a, o:z pq 505 1.0Ol 2,127 2,355 2,106 2,096

8,402 2,312 3,859 2,259 2,084 2,948 1,807 2,493 2,888 1.751 36,393

Population 242,129. Buildings, 40,815. a6 . 6,r1 3,688 4,166 8,052 11,007

1,588 1,519 10,702 6,983 11,097 8,812 2,142 2,408 1,498 6.197 10,044 9,066

100,164 0 r~ 789 1,186 879 120 9 9 7 11 141 81 29 14 30 8 18 36 3,862 q) g 7,022 8,187 7,689 5,372 11,837 10,879 10,948 7,009 6,812 4,751 10,946

12,317 9,590 7,968 10,367 6,909 138,608 6,480 442 36,593 40,615 62,047

6,938 1,391 417 100,164 138,606 3,662 24129 Population The population in 1860 was 109,260, (see table p., 288) so that in this 1860 was 109,260.

eight years, increase is 133,000, almost 11 per cent. on the average. AMy Predictions predictions in 1848 for 30 years were that we should increase 20 per cent. 1848. 88. per annum 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 culated for 12 per cent. for five years, and then ten per cent. per annum Census md-indefinitely. The present census must be moderate, for it allows only six erate. and a fraction to a building. Views 1861. These remarks in my circular of 1861
are here appropriate: Rapid Looking back only twenty or thirty years, within which all [railroads] have been growth of built in this country and mostly abroad, we are amazed at the growth of London, cities. ce. 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 efforts of many years, and the gradual Railway accumulation of capital, become fixed as important business centres. The concenpower even trating power of railroads, however, in even these old countries, has given to the in.old coun-focal points a sudden and remarkable growth. riewas. But here, almost in the day-dawn of settlement of these heaven-favored States, here in the has the best of means of intercommunication and of exchanging products, been beginning. 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 threeforths-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, sihowing 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 fiull descriptions of the buildings, material and use, and also the populttion. It being yet not wholly completed, some errors may be made in the above which will be corrected in the next edition. 398
b.0 v ip 196 822 ‘i905 2,635 2,011 1,240 3,359 2,133 .3,136 1,779 1,627

2,584 .1,617 2,257 2,927 1,819 32,047 0 la = 4 :z E  P. Al 11,499 13,539

16,620 16,499 13,434 12,407 21 657 14:003 18,050 13,644 13,117 14,739

11,113 14,168 20,429 16,011 242,129 .6 ,W bD .Z:2 pq I:t ;4 1,122 215 299

312 44 25 25 52 3s8 209 70 3T 44 218 127 293 .3,480 0 bo . 0 0 1.;G it = p 310 10 87’ 25 2 1 li bD . - 0 .;g E- == pq . 1,937 1,526 2,513 2,692 2,152

2,122 3,427 2,364 4,24T 2,468 2,154 2,986 1,851 2,711 3,021 2,044 40,315

.6 -.2 .4 0 — ,n z Iz 224 59 73 109 50 144 25 107 77 90 184 80 3 61 24 81

1,391 u ;z 14 8 29 28 31 5’ 18 10 17 39 23 16 00 9 24 14 417 1. ‘S .Q .

1,128 336 232 118 50 19S 222 72 145 21)9 381 93 80 92 81 411 3,938 1 2 3 4

5 6 7 8 9 10 11 12 13 14 15 16 ……… ……… ……… ………

……i.. ……… …… ……… 442

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Past, Present and Future of Chicago Investments. planned to accomodate the country, that but few farms are over twenty miles from Perfection of a railway leading directly hither, and more than half within ten miles. HIad our system best minds been employed in the begining to locate the roads with a view alone to concentrate at Chicago, the existing arrangement could hardly have been bettered, either for city or country, though each company has independently made its location, seeking its own interests solely. Tnese 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 hardly be prevented.

The knowledge of this railway system, and of the relations Chicago bears to it, Advantages is being widely extended and must be more fully appreciated. But even now,‘a of Chi. 9 ~~~~~~~~~~~~~~~~~~~~~knowledge. New Englander who desires to remove his capital, materials and workmen into the New Engmidst 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. Chi. 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 Ability of barns, getting furniture and carriages and other things to correspond, and living ounotry to not only in comfort but luxury. There will be a city within one to eighteen hours’ trade. ride of all of them, where they 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 can reach. 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 Railroads their mutual advantage. Can it be doubted that such must be their inevitable effect create a cen tre for Comnin the West, a field in which nearly all manufacturing establishments are yet to be merce and located, and which has par excellence, one great centre? mnfrs. Not only is the railway powerful to centralize, but nothing equals it to advance Their power settlements and develope a new country. This region had attractions, that even to develope. 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 Increase hundred to a thousand teams could be seen daily entering our city from theirtedious farmer’s journeys of thirty to a hundred miles and over. Wool would hardly compensate profits. 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 send corn. a literal truth that even corn, which consumes more of its money-worth in transportation 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 possibiy 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 and 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 Measurefor 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. no measure None ever arose with which to compare it. Not only this new-found motive power for Chi. 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. Thle Destiny of Chicaqo-Predictions for Ttwenty-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, having, perhaps, in twentyfive to fifty years, two to five hundred thousand people! But in the preceding views and those of Mr. Scott following ]the article quoted, 399

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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 the conclusions, that Chicago in half a century will be second only to New York, if so even to her, and 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 1861, that 20 this city, my predictions having been found nearly correct. I mean these shall giv2esrOOO prove equally so. Calling the population 110,000, sixteen per cent. per annum 000 to Chi. compounded, would give in five 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 twentyfive years will give Chicago over a million inhabitants. Near 20 per From 1848 to‘58, we gained almost 20 percent., and compounded each year; and cent. per,an-though other classes have come in, so large a part of the floating and laboring popto 1858. 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. Another es-Take another estimate. Suppose we double in five years-as we surely will timate for gives 220,000; double again the next seven years gives 440,000, and double the 1,ooo,0o0.Igie next ten years, gives 880,000; and three years are left of my twentyfive to reach the million. However improbable this may seem to others, it is very reasonable with myview of Chicago interests. N.Y. com-The Progress of New York.-This prediction will not seem so very improbable, pared. 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 186o, 814,277. made a much greater population for New York than Chicago now has. The late Suburbts, census gives New York city 814,277, and the surroundings have probably 700,000 700,000. more, making a total of about a million and a half. Greater fa, It will not be controverted, that could New York be put back to her 110,000, and cilities-would be posessed of only the advantages and means of intercommunication she had have in’ a cquired fifteen years ago, that her progress would be two or three fold what it has creased her progress. 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? All the It may be said, that New York has been built up by the whole Union-that even Union aldsthses,uowhcChco Union ads this West, upon which Chicago depends, has contributed largely to its prosperity, Nq.

Y. 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 Chi. has a since. That city never had-has not even now-150,000 square miles of territory, largerd ade lpargere-and a population of three millions, so closely identified with her and dependent pendent area-upon her, as Chicago has to-day; and this area is fast enlarging, and this three mil-stronger lions will more than double each ten years for several decades; and though New than that of York has received tribute from the whole Union, it cannot be claimed that only N: Y. in 845. fifteen years ago it was the equal of what Chicago now receives. Greater pow-Then consider the rich and numerous advantages of this region, so far excelling er of toe the old States-the means of intercommunication and concentration at Chicago, so whole country. 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 size, 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 Chi. equal to twentyfive years will advance Chicago equal to what the last fifty have advanced 50 at N.* New York? Yet if only’two-thirds that is realized, the above prediction is verified. 400

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Past, Present and Future of Chicago Investments. We saw (p. 321) in Prof.

Tucker’s able notes on the censuses from 1810 to Prof. rTuck er’s viewst, 1840, the much greater increase of towns than of country. Up to 1840

18e40. 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 - tree in West. like magic over the Old Northwest, instead of creating a few centres, theirtreinWet 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. diftures affords of all things the surest basis of prosperity. Then each of fused. 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 Higih civnl zation in the this Great Interior will have all the wants of the highest civilization. Are west. they much longer to go away off to Philadelphia and New York to get these will they go to seaboard articles?

Besides the convenience of obtaining them at Chicago, pride infor traffic?

building up our own region, and rendering the Great Interior as important in manufactures as in agricultural productions, will more and more operate. Then the remarks upon the census of 1860, p. 338, exhibited the effects of Growth of cities to 1860 railways in their first decade, showing the growth of 6 lake cities to be 130 per cent., of five river valley cities to be 58 per cent., of twelve Atlantic cities 50 per cent.; and will the census of 1870 show any retrograding on the part of the Old Northwest, or of its emporium? Therefore, while we admit that former ratio of increase cannot be main-Thoughi former ratio tained and is not calculated upon, yet beyond any city that ever grew must not mainit be kept up at Chicago. This city is in all respects exceptional. What tainedhas 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 sands of miles, to go on year after year until the whole Great Interior shall will be. be as effectually united to it as is the Old Northwest, ratio would further diminish. But as it is, I hold to my former predictions. Besides, as before remarked, Coolie labor will be brought 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 Will trade with the obtain supplies at Chicago and they will give it preference to Atlantic west. 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 Eurooe. 401

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Other Cities are no Measure for Chicago. If Chi. sur-But while we thus present the claims of this City, and it would seem passes other ,aities-that no other cities are a measure for Chicago, yet an important point in the calculation is, that-room for them and us. THERE IS ROOM FOR 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 tinental. 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 Nation, stretching from the torrid to the frigid zone-the Atlantic ocean measure for 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 osir Gov’ts. 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 provemelnt. principle of Representation, 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 reHence it is that only between the coats of arms of my State as the basis, ga,rd both State Sov-of my Nation as the defender, can the Past, Present and Future of my city ereignty and National be properly placed for consideration. This compound but not complex sysunion tern 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.

National Union that can be conceived. We have all the benefits of State for local-National Government to direct our local affairs, the most effective National GovernGovt. for foreign mnent in the world, as our civil war has demonstrated, to care for us against affairs. 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 aegis of E Pturibus 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 we study into these great questions-as we surely shall-we shall apprehended. find that the solid basis of our prosperity has not been apprehended, could not Foreignin-be appreciated. Very certain is it that the examination will have an infuflux. apeitd.Yr eti htifu 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-estimate, especially upon city growth. A glance at the map of the ard’s maps. 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 Asia. Europe, or even for the Atlantic. It is enough for us that it must come that way for the Great Interior. Mr. Blanch-Therefore it is regarded a good backer to add the map of the world which Mr. Blanchard, our enterprising ard’s maps. map publisher, has kindly allowed me to use. 402

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Past, Present and Future of Chicago Investments. But it is more certain that the internal trade of the Great Interior itself, Yet intennai trade the has been, is, and will continue to be the main means of progress of the reliance. whole ecuntry. If this shall build up great cities on the Atlantic, much more will it build them up in the Interior itself. I want to rThough I want to write a good deal more, yet the book is surely sufficientlywrite more. expanded for a beginning; and I am happy to permit my efficient coadjutor, Mir. Scott, to conclude with appropriate thoughts which 22 years have well tested, as they have the other articles, written for the Merchants’ Magazine, Mr. Sctt ~~~~~~~~~~~~~~~~February 1846, up~~concludes. February 1846, upon  Views 1[846. THE PROGRESS OF THE

WEST CONSIDERED WITH REFERENCE TO GREAT Progress of COMMERCIAL CITIES IN

THE UNITED STATES. West -Commer The Albany Argus says, in the conclusion of an interesting article on the depend-cialb cities. A4lbany ence of eastern towns on the West, for their growth-Argus. “New York, if she wills, can still hold her present command over the western N.Y. can trade; but this will require immediate efforts, such as will test the energies of her hold western merchants. He is blind who does not see that, at the present time, she is menaced trade. 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 effort, 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 prize. by that trade, can never languish; for the increase of production of the western States 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 inr N. Y. best chance f’ her power to hold more of the western trade than any other eastern city; but it castenc y ~~~~aste.rn 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 Alleghlianies. We lay it down as susceptible of demonstration, that the Great city t 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 tifpopulacentre is shortly to be in the great western valley.

Including Canada, the Northi American Valley, already has eleven of the twentyone millions under the AngloSaxon dominion. This valley will have In 60 years………………….. 88,600,960 Progress of ” 70

“…………….. 00,……………….124,040,14 American ………….

~~~Valley, 10, “80 “……………………………..173,656,000 years.

“90 “………………….. 231,540,333 ” 100

“…………………..308,721,777 To come to this result, we have allowed the increase for the first ten years to be Rate of in. 50 per cent., being nearly 24 per cent. less than the increase of the western states crease. from 1830 to q840. 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 33* 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 Increaseof Us…’ “20 “……………………….. 13,225,000 Atlantic ” ” 80 “

”’…………………….15,208,750 border 100 ” ” ” 40 ” “

“……………….1,9………………. 10,065 ” ” ” 60 “

“………………………………..1.2,162,964 ” ” ” 70 ” “

“………………………………… 23,279,250 ” ” ” 80 ” “

“……………………………..25,607,175 ’” ” ” 90 ” “

“………………………………… 28,167,892 ” ”” 1iOO ” “

“…………………………………30,984.681 403 In 10
years………………….. 16,500,000 ”’ 20 “…………………..

23,100,000 ” 30 “………………….. 32,340,000 “1 40

“1………………….. 45,276,000 c; 50 Ad…………………..

63,286,400

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There is Room for Them and Us Rate of in Fifteen per cent. increase, each decade, is allowed for the first forty years, and crease. 10 per cent.

afterwards. The increase of the Atlantic States, from 1830 to 1840, was 16.3 per cent.; but this included the western portion of New York, Pennsyl vania, and Virginia, which are in our valley. Argus al-It is fair to presume that the Argus expected at least one hundred years to pass lows 100o away before New York should become the greatest city in the world.

London has ye.ars for N. Y. ato freat now about five times as many people as New York, and New York something less London. than five times the number of Cincinnati. To suppose the latter will surpass New So Cin. beats York, is not a more extravagant anticipation than that New York will go ahead of N.Y. London. N.Y. centre The internal exchanges of this country constitute the greatest part of the comof domestic merce even of New York, at which so large a part of our foreign commerce is trade. carried on. The values transported on the Erie canal, alone nearly come up to the values of all the exports of the United States. Our foreign commerce is increasThis 15times ing slowly; our home trade is expanding and augmenting rapidly. The latter, in greater than all its branches,probably, now, is not less than fifteen times as great as the former. foreign. The home trade of the western valley, at the end of one hundred years, will be a trade of three hundred millions of people with each other, of the productions of their various climates, and more various industry; and also with the thirty millions will 300,- of the Atlantic border. Will these three hundred millions go to New York to o00o,000oo west make their exchanges with each other? Is it even certain that half the product go to N. Y. of the eastern slope, intended for western use, will not be brought to leading westto trade? totrade? ern marts for sale? or that western products intended for eastern consumption, will not be distributed from the western marts? Certainly, the three hundred millions will be backward children if they cannot make their exchanges with each other, without going eastward to the old homestead, a thousand miles out of the way. Olt ideas Old ideas, whether hereditary, or the fruit of early education, are hard to eradhardtoeradi-icate or supplant. The salt sea, and commerce, and great cities, are naturally cAte. associated together in the minds of Western Europeans, and their descendants in America. As naturally is the interior of a broad continent associated, in their minds, with gloomy forests, desert prairies, and slow movements in all the chanProgress not nels of business. The’idea of easy and rapid and cheap movements of commercial realized. equivalents, over the face of the continent, by means of river and lake steamers, and locomotives on railroads, with interlocking McAdam highways and canals, is ~ slow to enter the minds of the present generation. That land commerce has become so facile, as to compare with ocean commerce, may be acknowledged in the abstract, but its results have but just commenced a lodgment in the public mind. If our rF,timate estimate of the increase of the western valley should seem too large, let the reader retluced to reduce the aggregate for one hundred years hence, to two hundred millions; 2-o,000000. and then, lest the Atlantic border should seem stinted in her allowance, set that section down for forty millions;-still our deduction in favor of western cities, stands on a firm foundation. Direct trade We might make out a strong case for western cities, independent of the above from lakes to considerations, by exhibiting the means providing for a direct foreign commerce, Euirope.

away from the eastern cities. Little more than one year from this time will elapse, before the completion of the locks and canals around the falls of the St. Lawrence; by means of which, the ocean commerce will be accessible from the ports of the MU:> tons great lakes, in vessels of 350
tons burthen. With iron vessels of the propeller propellers. kind, voyages to all the ports of the word may be made from the interior of our Miss.

route. country; from Toledo, Chicago, and Fond du Lac. In the south by means of the Mississippi, a direct intercourse may be opened from Natchez, Memphis, and Evansville; and in high water from St. Louis, Louisville and Cincinnati with the West Indies, and the extensive coasts of the Gulf and Carribean sea, carried on in Change less iron vessels, moved by steam and sail. Are these events as improbable as, fifty than last 50 years ago, would have been deemed the changes that have taken place within that years. period? Are improvements to make slower progress the next fifty years than they have during the last fifty? 404

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INDEX. UsE OF THE FACTS. Chicago has by no means used up this mass of fact and testimony in applying them to her own case. The entire catalogue relates directly to every city in the Great Interior, and more or less so to every city on the continent. That the items may be available, and be used effectively to promote each city’s interests, this index is annexed; Chicago’s prosperity depending entirely upon that of all the cities of the Great Interior. It will be seen that the information is less flattering to St. Louis than we would desire; but that is less the fault of the facts and testimony, than a natural consequence of her having mistaken her proper rank. Still, the evidence is very strong that she is to be a great city. As hitherto the chief, of course she is most prominent. THE

GENERALIZATION. Though care was taken to bring together the items in their appropriate sections, each heading being a premise in the argument which is established by the fact and testimony thereunder, yet different sections contain closely related information which the Index would bring together. Prepared for busy men who want the points presented at a glance, the generalization by the Index, and its presentation of the disinterested sources of fact and opinion, will enable them to appreciate the strength and worth of the details, and the certainty of the conclusions. Although the plan is poorly executed, it has had more than twice the labor spent in preparing the materials, and yet is the most unsatisfactory part of the work. ABBREVIATIONS. Ap., appendix. C. and Ch., Chicago. Cin., Cincinnati.

Gt. In., Great Interior. Mnfr., Manufacture. An n after page figures, a foot-note. R., railroads. St. L., St. Louis. N., S., E., W., the cardinal points. Full face Type indicates that the words are referred to in their places in the Index. Antique type indicates sectional headings, uinder which the side-notes on the margin of the pages give the substance, repetition in the Index being unnecessary. ADAMIS, C. F. Jr., Boston and C., I. Am. Rev. 66 n. A~’ ANTAGES, Local, and City Ex0pansion, margin, 249-288. Si te of I. favorable, 249. p rodu d, grad e 250. Do cks, 2.51.

He alth, Cli mate, Water, Se wera ge, 252. Building ofveieSy 3501 ecFin anc es, 29. Populatio n, 26(,. Churches, 262. Education, 263. Sci eyi.c4e and Art, 267. Fill.4e rts, 277. New s papers, 2S0. Parks, Public, 281.

Ventila t,ion, 281. Morse Railroads, 282. Steamn Rail waya s, 2S3. E xpan sion, Room, for Indefinite Ji,,z 1S9t~ts, 2&5. AGIlrICdULTULTRE. Grain.

Provisions. Stock. The basis of our p,rosperity, 399. Farmers’ interest that of C, 3 n, 3, 62, 65, 179, 184, 341, 366. Advan tages of N. W. for, 114. Jo See whole volume. Figures iu commuerce large, 113, 131,314, 319.

Lands of-N. W. in fahrs and out, table;, Small per cedt. 193 187, 319, 387. W’n farmers independent 140. Prod_ -cts of lake basin, 131. Edmunds, U. S Census: arouser works in natured order, his products, 193; benefits of land culture, 194; reciprocal benefits of Ag. and Mnfs., 195, 314, 399.

Corn put into hogs and cattle saves transportation; sto)ck raising improves tarms. 209, Sott, internal trade: variety of products of Lake and river valleys, 301; exchanges n. and s.; something besides ag.; a.the basis; cheap food rJring, cheap labor, 302; 3 in a.; rapid tendency to towns, 308. Edmunds, U. S. Census; ” Ifluence of ‘R,tilroads upon A.; “
po)sitive, benefits of r’l, to grain gro,.wers; means; carry /,, 315; give W. market; incrusse profits; N. Y. market not roduced; $1,000, 000 profit more on N. Eng. flour; $3,000,000 gain to Ohio on hogs: railroads stimulate a. especially in N. W.; all built since 1850, 316; per cent.

increase of produce in 5 N. W. States, 1850-60; land enhanced; I. C. R.

R.; advance of farm value, 1850-60; half effect of r’s; greater W. of Miss., 317; a. most benfited by r’s; a chief interest in W.; feed Europe; mouths come to fo,od, 318. Ruggles, Rep. to Berlin Cong., 318; great increase, especially of W. in population, farms, wealth; capacity to supply food, cereals, swine, cattle; fig ares difficult to realize 319. Ba xter, “Railway Ex tension and its results; ” benefits laborers; especially farmers; benefits in France, 327, save in transporta tion total cost, 331; somebody to make ag. lines; dividends not essential, land-owners to build their branches by loans of credit; examples; only way; Am. to have 100,000
nim’s., 332….Fruit traffic I. C. R. R., 353. Benefits of r’s to farmers; one wants as good as his neighbors, 380; a. promotes city growth, 387, 399. ALBANY, N. Y., lumber trade half that of Ch., 170. ALTON, Telegraph, Joliet cut-off, 70. A better natural site than St. L., 84. ALLEN, Hon.

THOMAS, purchases Cairo and Fulton r 40, 98. AREA, tributary and to be so.

The Northwest is the Prize contested-its Extent and Resources, Margin, 111-131. 600,000 Square Miles of Arable Lands, and Water Oourses, aneqalled in Advantages, nat ural and acquired, must give unexampled Growth I I

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Index. will build up cities, yet man must work; benefits of State and Nation considered. (Polities), 108, 109; were union broker C. would grow; with union no favors asked; ths a an example of general considera tions; the W. a unit, proud of its queen; no city having 3 of the 9 points, C.

has no rival; emporium of N. W. must be of the continent 110. Mining de velopments promising; no hypothetic basis; reality suffices, 243, 248.

Advantages of art and nature actually secured, 249. Existing railway system in 1861 a solid basis, 290. Must argue from past to future, 318.

St. L. having no basis employs asser tion, 341. C.‘s advantages present a certainty, 385. ARMOUR DOLE and CO.‘S Elevator, described by Mr. Baker, 157. ART. Agriculture. Canal. City. Com merce. Manufactures. Railways.

Trade. Cooperation of Nature and of A. from abroad. This a basis of argaument, next to political institutions; converges facts like a lens; shows our sources of supplies, not in ourselves, but in God and country.

Nature never makes a city; Cain built first (title page); is wholly artificial, xii. Yet na ture aids a., as index shows. Still, index exhibits art’s results; effects prove perfect cooperation be tween a. and nature, xiii. Conjunction of a. and na ture at C. should be investigated, xxxi, xli, 70, 142, 249. No other equal Point of Convergence of either Rail or Water, or of both, on the Globe, margins 339 385. A. not nature makes a commercial centre, 85, 90 92, 176. Triumph of a. in C. wheel of commuerce, 1(6 Means of nature to be employed, 193. Public Im provements anticipated 20 and 10 Years ago as a Basis, margin, 22-25. The Basis of our Prosperity is no lon ger hypothetical, margin, 25-28. Art fol lowing Nature’s Lead, 0. has no Taxes for Rail ways, though she has several times more tha4 any Rival, and nearly two-thirds of all W. of the Tol. and Cin,.

Railroad, and N. of the Ohio River, mar gin, 28-36,105,106. The focal Point of the Great West is fixed immovably by over 7,500 of its 11,000
miles of Railway, centering at Ohicago, margin, 36-42. The Pacific Railways in Progress their Effects, margin, 42-52. The Illinois and Michigan Canal to the Illinois River its possible Continuation to Roek Island on the Mississippi margin, 42-52. Five rival Railways eastward, margin, 53-58. The difference between Oh. and other western Centres, margin, 66-73. The Rivjs of the West, Oin., St. L. and Ch., margin, 73-111

T he Commerce of Ohi, compared with St. L., mar gin, 140,191. Abundant Mnfg. Advantages of Oh, margin, 191-222. Power of the internal Trade to build up great Cities, margin, 300-313. Power of the Railway to develop and centralize, margin, 313-339. Other cities no Measure for Chicago, margin, 385-399. Room for them and us, margin, 399-404. ST. Louis admits superiority’of a.: admission general, 93; Blow, 29, 82; Cobb, 40; Fagin, 67; Mo. Dem., 27, 34, 35, 69, 83, 96, 111-114, 119, 120; Mo. Rep.,.35, 49, 542 89; Cor. Spr. (Mass.) Rep., 85; Waterhouse. 174 178. St. L. must revolutionize a. or nature, 90, 102. One or the other blunders; are barges perfection of a.? 178. ARTESIAN wells, Water, 169, 254. 255. ARTS, Fine.

Scienee and a. C. a centre; Mr. Hea ley’s opinion; 21 painters; sculptors.

Ch. Jour., mural monuments; Mr. Yolk, 278. Crosby’s opera house, country patronage. Ch. Gntr., Root & Cady’s music establishment an example, 279.

ASHMUN, Hon. GEORGE, of Mass., tavored Ills. Cent. R. R. grant, 138 n.

ASIA to furnish us labor, 139, 197, 198, 218, 219. Com merce opens our path; A. to depend on us, 219. Com merce with A., 221. P ac ific. ATCHISON

(Kas.) PFree Press. Comparison of Ch. and St. L., 187, 347. to their Emporium, m’gin, 131-140. 1,500,000 sq. m’s; pop. 1860;, part, tributary 1861; do. 1868; what consrt itut es C. territory, 115. Reasons for the claims, 117. Rapidly expanding, 399. That closely cdepend irg larger than of N. Y., and doubling each 10 y., 400. Ciontinental, xix,402. Mich.; Ia.; Ills.; Wis. Min.* Iowa; eMo.; Kas.; Neb.; Dak. Mon. Wy.; Col.; N. Mex.; Ari zona; Utah Idaho. ARGUMNIENT, present. Aims l v ii, xvi-xxvi: Not to promote Speculation, but Confidence in the Real Estate, xvi; to s how that t he Great In. must b uild up many Gre at Cities, xvii; to show th at th e Gre at In., a com plete Unit in In ter est, must have its own Centre,, which i s found and established; to sh ow that the chief Cit y 3 (f t he Great Int. must, probably, be Emporium ot the Continent, xix; to show that Ch. has a Population equal to her Advantages, xx; to gather facts and sta tistics of Gt. In. valuable for reference, vii; addition after each census; for foreign not home use, viii; traces marvellous city growth; object to lead not to drive men, ix. BASIS, vii-xiv: Fact tot Liypothesi,s, xii; our polit col Institutions, xi, Cooperation of Nature and Art from abroad, xii; our Railway System is immovable, xiv,; the whole Capital of X. Y. aid N. Eng. supports Ch., xv. DUTIES, xxxiii-xliii: to Ourselves and Families, xxxii; to the Church, xxxv; to our City, xxxvi; to our State, xxxix; to the Gt. In., xl; to our N~ation, xli; to our God, xlii. EFFECTS, xliv-xlvi: upon the Bodies Politic, xliv; upon the Individual Citizen, xlv. OBJE,CTIONS, xxvii-xxxiii: too much Puffing of Ch. already, xxvii; Invidious Comparisons render us odious, xxix; every Body already knows about Ch., xxx; it tends to create a Spirit of Speculation, xxxii; too long a Story, xxxiii. USE. A vade mecum to editors and others; should be sent to them to use for our benefit, viii. For for eign, not home distribution; prepared to obtain cap ital for use here; what every citizen may use, ix. Men to be led, not driven to regard their interests; wide distribution, x. Exhibits the safety and profit of investments in the realty, xvii. Supply other cities with needed information, xviii, 405. Cultivate esprit de corps in the Gt. In., xviii.

MERITS. A gathering of facts for busy men, vii. A permanent record of past growth, not to be re peated; become more and more valuable, viii. Ap proved by Ch. press, viii, Ap. 19-22. City growth itself important; means and index of civilization; Ch. most marvelous example; her relation to the Gt. In., ix. Negative testimony of Cin. and St. Louis editors, leaving it severely alone, xviii. Endorse ment by the Board of Trade, vii. Action by the Board, pages preceding the title. Endorsement gen eral not special, N.

B., xxvi. Indifference of citizens, ix. Ap. 1-72 Study the Past to understand the Future and improve the Present, 1, 2. Former Opinions and Prec,ictions were based upon a reasonable Hypoth esis},‘14. Real Estate, especially in a growing City, is the best Investment, 14-16. General pecuniary Revulsions may intervene, but can not change the Result, 16-21.

Public Improvements antici pated 20 and 10 years ago as a Basis, 21-24.

The Basis of our Prosperity is no longer hypothetical, 25. 28, 72, 104, 283, 335, 345. (For continuation, See Table of Contents, pp. v., vi.,) Viewsi’et over wrought; basis what is realized, 72. Affirmative as w, ll -
negative to Ch. superiority, 92. The negative the weak side,; treated for men of observation and judgment, 102. Pac. and montanic trade not the basis, 104 Affirmative has nine points, 102-106. St. L. miscalculated; promises to be tested, 106; C. changes from promise to fact; has 9 sure points; a ridal mIust have several of her points; system of im provements natural; ordinary influences considered; causes traced to effects, results to causes;~ St. I,. to inlvent new foxces; C. will use them-growth uncer tain without a majority of the 9 points, 1~)7; no city having any 3 of them growth uncertain. Great W.* 406

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Past, Present and Future of Chicago Investments. BLOW, H. T., Inaugural as Mayor of St. L., 28, 82. BOARD OF TRADE. Endorsement of the work by a liberal subscription, vii, xxvi. Privileqe and Duty of the B. of T. to maintain their plighted Faith in regard to this Wow’k. Ap., 1-72. Annual reports: not appreciated, xxvii. Grain in spection, 161, 162. Increase of C. trade, 1860, 151. Grain shipments, 1838-‘67, 153. Grain and Flour, routes and receipts 1866,‘7, 154. Receipts and ship ments 1866,‘7, 155.

Elevators and capacity, 158. Routes and reeipts of hogs and cattle, 3
years, 166. Receipts and shipments of salt, 12 years, 172. Do. wool, 12
years, 172. River routes, early shipments, 183. Flour man ufacture, 7
years, 215. Highwiiies manufacture, 11 years, 215. BOND, HEMAN, built second brick building, 99. BOOMER, L. B., building St. L. bridge, 94. BOOT
and SHOE mnfr. C. Times: extent of business; Mas s. chief; Phila next city out of N. E.; began in C. 1859; increase 206; C. work preferred. Chief mnfrers.; machinery used; superiority over hand labor; division of labor; female labor, 207. Increase of mrafr. in Tlls., and Cook co., 208. BOSTON.

Cities. East. B. and Chicago joint interest, 22, 24, 29, 30, 31, 32. Mo.

Dem.. 34, 50, 51, 10lo. Courier, letters to 1847, 21, 22, 29. Mining Journal, letters to, 1848, 31. B. aiding St. Louis, Mo. Rep., 49. This doubtful, 50. To improve Lake Sim coo route, 62.344. Atlantic Monthly, Mr.

Parton upon C., 58, 66. North American Review, C. F. Adanos, Jr., comparing B. and Ch.. 66. Cause of large trade re port, 144 Railways bridged over, 285. 6 ms. rail way 1832, 1,203 in 1843, 335. Needs Lake Sinieoe route, 344. B. and N.Y. without competition for w’n trade by water, 376. BRAINARD, lDr. D., founder of Rush Med. Col., 268.

BRE,&DSTUFFS, export to Europe, 186. Grain. BRICK, made by digging city canals, 251,.258. BRIDGES for C. over Miss. and Mo. rivers, 40, 52, 90, 94, 348, 356. Over Miss. essential, 34, 90, 94, 176. Hurt St. L., 91, 94, 348. Mr. Boomer, of Ch., build ing at St. L., 94. At St. L., C. wants one, 94, 176. Necessary to St. L., yet poor as a main reliance; will bear more trade to C. than St. L.; C. wants half-a-dozen, 94. Pitts. Gaz. quotes N.

Amer., “Im portance of Railroad Bridges at St, L.,” 376. B. over railroad tracks in city, 285. BRI,TOL, R. C., firstt steami elevator, 157. BRONSON, FREDERIC, sells 1/ block, 9,292; sells block 1, O. T. 291. BRUNSWICK

(,do.), Central City. Trade tending to C. 34. BUFFALO Com. Adv. Railway and water carriage, 59. Board of Trade Rep.upon N. W., 131. BUILDINGS, First in Ch., 99 n. Oldest built by Mr. Peck, 100 n. Materials, brick, stone, and lumber; ” Balloon,” Mr. Snow invented: makes way for better 257. St. L.‘s spite; “a C. house,” 257 a. Joliet stone, its abundance and beauty, architects good, City being well-built; wide streets favor exhibition of architecture, 258. Mr. Palmer’s marble block the finest commercial building in the world, 258, n. Some of the erections 1867., 259. Census of be., 1868, of brick. stone and wood; of dwellings, stores, shops and public b’s., 398. B-,,d built seco)nd brick b., 99 n.

BURLINGAME, Hon. ANSON S., Chinese Plenipoten tiary, 219. BUSINESS men of C. should 0uy real-estate, xv. 170. In b. affairs, principles important, 1. CAIRO a better natural site than St. L., 84. CANADA. Immigrationfrom; theirfears,137. Canals to be improved, 132. Poor, St. Law. waters to be an open Mediter. Seat English-speaking people one; commerce disregards National boundaries, 343; do our best to have continental co mmeree, 344……… Lake Simcoo route to be opened, 62, 343, 344, 345, 375.

CANALS. N. W. to have rapid increase in c’s; Canadian to be improved, 132.

Their traffic in BuEng. increosed by railways, 325. Railways compete with c’s, 335. Ch. Times: Canals still valuable; muscles of body politic; DO
coDsolidatio2 wi th rail way s; W. the la nd fo r both, 34a; Ch. c. only one for large boats; Lake Mich. sure head; Ch. centre of interior navigation, 346…… Rivelm benefited by canals, giving barges access to lakes, 347……..First Elng. 1760, 322. ATLANTIC. Cities. East. Rivalry of A. cities for W. trade, 30, 52, 54, 56, 103, 133, 336, 362, 366, 367, 376, 377, 403. To seek trade of W. at C.. 56,103, 362, 366. Trade of W.

makes chief cities, xx, 336. Scott: 304. Mo. Rep. Cor.: St. L. wants straight road to Omaha; who to build; fighting for life; St. L. natural ter minltis on Miss. of Phila., Terre Haute line, and of Balt. and in. at Ch. compete with N.. and Ft. ye w o t.; Pacific C o. and East connectio ns abl e, 54; not to build gives Cal. and mountain trade to C.; central cities with St. L. against C.; to whip out C. from Mo., a new road from St. Joe; kills Han. and St. Joe C. road; look out for anti-St. L. grooves; E. equally concerned; is this understood, 55 R…… Home diffi culties recognized: such narrow views to end, 55. SR e p. P. and EFt.a. Wayne R.

R.: Im portance of Pac. trade through C., 55….. Acquiesce in things, settled; take t rade in na tural channels,. n orthern cities ad vantage in capeital; competition strong; State Rigits our def ence..V. o W orld.

“East and West-The Port of New York.” Cunard l ine taken from Bost.; N. Y.

chi ef exporter. a56; Erie canal made N. Y.; N. Y. needs railroads W.; wants corn for freight; Balt. a strong rival to N. Y.; Bos ton increasing Wn. lines; advantages over N. Y., 57…… Competition must be BLet; Balt.

has advantage, 57; t able of rates; im provemen ts in railways; in water, 58. The Lake BL oute to the iast and Europe, margin, 58. Short road s E.

to be consolidated in to trunks; contest from Portland to Norfolk; s’n cities against n’n; traffic seeks the lakes; will fin d its centre; rivalry to reach C.; competit ion our safety; c iti es must oppose con soli dation; t o seek the c entre; yet trade to go by cheapest iroute; prosperity of C. rests upon whole country, 366; Balt. and Phila. to draw trade directly E.; w’n prize worthy; lakeward tendency; interior mu-t have its centre; rivalry to-reach it, 367. A. Monthly,-Mr. Parton upon Ch., 58
n, 66. ‘BAKER, WILLIAM, builds Elevators; describes Ar, mour, Dole’s and Co.‘s, 157. BALDWIN, S.C., of Mich., reports shipments of Lake Superior iron ore, 227, 239; cost of ore and freight, 241. BALLANTYNE, JAMES F., list of Ch. manufactures 1855, 200. BALTIMORE had advantage for C. trade, 53, 57. To have more roads, 54, 374. Joint interest with Phil. and St. L., 54, 366, 376. A rival to N.Y. 57, 367, 371, 374. Must revive old spirit, 363, 367, 371. B. and Phila. will draw trade direct, 376. Losing former energy; trade diverted, 363, 371. Rates of freight from N. Y. acd B. to St. L., 373; to Cin, to Ch., 374. BANKING facilities of St. L. superior, 189 BARGE trade. Trade of St. L., its difficulties. On rivers benefits C., 53, 65, 161, 179, 185, 347. Ad vantages, 177. Origin, 184. Reliance of St.

Louis, 176, 178, 180, 341. Ho w benefit St. L.? 178, 181,183, 184. C.

desires its success, 184, 341. Canals wanted to facilitate bs., 347. BASIS

Argument. The B. of our Prosperity is no lot ger hypothetical, margin, 25-28, 26, 104, 106. BATES, Judge, of Mo., N. Mo. road perverted to Ch., 96.. BAUGH & Sons, establishment utilizing offal, 214. BEACH, H. H. grain dryer, 163. BEAUBIE,N, MARK, early settler, 208 n. BEEF raising in Texas, 123 n. Stock, Live. Provisions. BELGIUM & HOLLAND, railways in, 328.

Grqwth of mufrs., 328. BESSEMER process of smelting iron. 225. BIBLE.

Religions Gen., iv, 16, 17; Is., i, 24-26; Mat.. v. 13-16, Title-page.

Phil., ii, 12. xxii. i Cor., x, 23, 24, xxiv. 1 Tim., vii, 9, xxv. Job, xii, 2, xxxii, Mal., iii, 7-11, xliv.’ Eccl., i, 9-11,1. Hatt, xiii, 12

Luke,xviii, 8,73. Is.,xl,3-5,108. Ez., xxvii, 3-14, 114. Micah, vi, 8; Eccl., ix, 10, 261. 1 Tim., v, 8, 289 n. Pryo., xi, 25, 297. Dan., xii, 4, 315,332. BLACKSTONE, SIR WM., his nonsense of the sov ereignty of the legislature our bane, 196 n. BLAKE, J. A. “Mines and Manufactures of Mississippi Valley.” 223, 224. BLANCHARD, RUFUS, map of the world, 402

]BLANEY, Dr. J. V. Z., opinion of Lasalle fire clay, 268. Address at dedication of Medical College,~268. 407

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Index. C.,25, 49, 71, 120. Ch. was a c. for 150 to 200 ms. be fore railroads, 11, 72, 74. A c. draws trade from a distance, 110, 150. Trade seeks a c. for distribution, 56, 70, 87, 105, 110, 130, 155, 325. Atch.

(Kan.), Free Press ” A Comparison ” W. has two c’s., Ch. and St. L.; St.

L. was c. of whole W.; on her dignity, 187; strong before Ch. started; relta tive changes in favor of Ch., 188. Mr. Baxter, “uRailway Extension and its Results:” London a centre of other railway centres; national charicter istics manifested in railway systems; “U. S federal independence in many centres ” Manchiester na,fg., Liverpool commercial, London mone tary and politicC al ce nt re 324……Commerce and mnfs. centralize, 324.

Cen tralizat ion like P ari s danger ous; State scov ereigaty here counteracts-yet Federal union binds together; benefit of State divisions; yet trade centralizes, 32;. Centrqs E. and W. to be in har ~mony, 42. All sections do and will seek it, 366, 387. Scott, “Westward Movement of the Centre o/ P(qpula tion and Industrial Power in N. An.: ” C’s moving W.; come together on L. Mich., 394; chief essentials; commeree important, domestic exceeds foreign 2A to 1, 395. N. Y. now chief; change certain-Gr. In. have 70,000,000, and chief city, 396. 1,905, aCh. beat N. Y., 397.

REGIO., OF WHICHI CI. IS CENgTRE.-G-reat Inte rior. Northwest. West.

States by name. What is Ch. territory? Why not now Emporiunm of entire W?

115. The Northwest is the Prize contested-its Extent and Resources, margin, 111 131. 600,000 sq. m’s of arable land and water courses, unequaled in Advantages, natural and ac quired, rapidly settling with the best of Men, must give unexampled growth to their Emporium, mnar gin, 131-140. BY Nature Ch. is made chief c., 28, 74, 92. 150, 342. Ch. the c.

of interior navigation, 346. La~kes. The Lake Route to the East and Europe, margin 58-65, 103. Ch. at the head of the grandest inland navigation on the globe, 101,103, 339. Centre of Re public at head of lake navigation, 92, 101, 396. Rtivers. Extent of navigation, 100-174. Not to be ‘detracted, 64, 184. Yet lakes superior, 64, 75, 79, 88, 184, 304, 342.

Convergence of lake and river valleys, Ch. the natural point of, 53, 58, 62, 70, 93, 104, 304, 393, 342. BY Art. A, not nature, makes a commercial c., 85, 90,176, 392. Geographical centrality of small account, 92,130.

Canal, The Illinois and Mich. Canal to the Ills. River-its possible continuation to Rook Island en the Miss, 62, 53, 104. Railway. Ch. system proves natural e,ctrality, 28, 29, 40, 4-2, 6.5, 71, 120, 221, 346, 399.

Chief r. centre of the wo(rld, xiii, 24, 384. Centralizing power of rs,398, 399. - rt following Nature’s Lead, C. has no Taxes for Railways, though she has several times more than any Rival, and nearly Two-Thirds of all west of the Toledo & Cincinnati Road, and north of the Ohio River, -argin, 28-36. The Focal Point of the Great West is fixed immovably by over 7,500 of its 11,000 miles of Railway centring at Ch., margin, 36-42,105. The Pacific Railways in Progresstheir Effects, margin 42-52.

Five rival Railways eastward, margin, 53-58. Power of the Railw to develop and centralize, margin, 313 -29. V. other Point of equal Convergence of either Rail or Water, or of both, on the Globe, margin, 338. Agriculture.

Commerce. Education. Fine Arts. Market. ManufactuLres. Mining. Science and Art. Trade. ST. Louis. Pr,,f. }aterhouse, ” M,ssouri: St. L. the commercial C. of North America:” Ordained by rature, 173; geog. c.; N. Mo.

road; 10,000 nms. railw,ty contemplated, chief terminal points. Lake Superior, Gulf, Pacific, etc.; N. W. trade may be diverted; S. W. sure; mining trade not monopolized; rebellion hurt St. L.; Sn. trade destroyed; St. L. paralyzed; purchase of Govt. supplies proves centrality; peace restores advantages, 175; difficultiess of St. L., C. ERIE made N. Y., 57.

Enlargement necessary, 58, 60, 304. Made for the W., 304. From 1825 to 1838 only eastern outlet, 131. Takes about one-seventh west ern produce, 319. To be enlarged for ships from Os wego to Hudson, 344. ILL. AND MIaCH.

projected when Ills. beca me a State; a str ong l igament of union, xxxix.

Circ. 18c8. That year to be opened; its value, 23. Illinois and Michi gan Canal to the Illinoi s River it s possible Con tinuation to Rock Island on the Mciss., margin, 52, 53, 104. Deepened by city for sanitary purposes; corn andlumber trade, 53. Rep. of Wilson and Good in3, upon “
adapting c. and Ills. River to military purposes:” Question settled; this route best; old natural connection; 7 ft. d ep th required; Ills. River a natural canal, 64 n……. ExSt en sion to Ro ck Isl., 53, 63, 64, 65, 104, 312, 345, 347. Deepening by city to cleanse Ch. Ri ver, 252 n. Scott, rout e compared with Maume e and C in., 306. Lak e Simcoe, Huron to Ontar io, to be opened, 62, 34p34, 344, 345, 375. Canadian c’n to be improved, 132. Niagara, U. S. needed, 62, 375, 376. More cheaply built tha n Well and, 344. St. Lawrence waters to be al open -Mediter. sea, 62, 343.

Advance ir one crop pay whole Cost of improvement from Ch. to ocean, 344.

MAss. shold lead intheconstruction, 376. Sault St. Marie opened 1855, 240.

Virginia, from Ohio River projcted, 132. Wellaned Canal, Mark Lane xp., enlargement necessary, 66. Ottawa River route, 6 2, 2 3 7 1 2 2, 344.

Champlain Canal to St. Law., 343. Ohio Canals, 306. Green Bay to Ro ek River, 345. South Branch C. aCo. an important improvement, 296. CAPITAL.

Money. Real Estate, especially in a growing City, is the best Investment, 14-16. Ch. lacks c., xiv, 27, 28, 35, 70, 190, 198, 200, 217, 349, 377, This work to draw to her c., xx. The whole c. of N. Y. and N. Eng.

supports Ch., xv, 22, 24, 29, 30, 31. 32, 35, 50, 51, 56, 71, 105. 120, 344, 349, 335, 374, 376, 377; Mo. Demn., 26, 27, 34; Mo Rep., 39; Cobb, St. L., 40; Fagin, St. L., 68; Hammond, St. L., 81. Ch. begins to have c., 99,120, 378, 380. National securi ties supply c., 15. C. seeks and finds safety, 28, 29, Safety of the W., 28. N. Y. and N. Eng., have chief surplus, 29. Interested to maintain present railway system, 29, 38, 42, 56. C. for mnfrs. to be drawn from Europe, 198. C. will find profitable employment, 199, 244. Lack of c., felt specially in mufrs., 200. Rail.

Jour.: c. of W. in lands and improvements; railroad mnfg. at C. a good investment, 217. In vestments in Ch. real estate, 296-299. Ruggles: Increase of property by railways and canals; chief in W., 318, 335……… National securities supply c., 15. Immense draft of c. for railways 335. Baxter: Land-owners to supply c. for branch railways, 332.

ST. LOUIS to get c., East, 27, 85. 90. Can get c. in Europe, 28. Has large c., 28, 83, 88, 189, 190, 200. She boasts of it, 153; Cor. MJlo. Dem., 83; Prof. Wat er house, 189. This to her shame. 1. Y. Evening Pos t, “St. L.

versus C.:” St. L. rather worsted in the con test, 189; asserts superiority in banks; she exults, 190……….Ch. needs c.; to prove this our object; no city offers equal inducements, 190. CARNOT’S Judgment of the permanence of our re public, 195. CARROLL, CHARLES, laid corner stone of B. & 0. R. R., 371 CATTILE, G(rowth of trade at C., 164. Stock, Live.

Provisions. CAUSES, conibination of in favor of Ch., 102. C’s of Ch.

growth traced to results, 107. CEMETERIES, present inadequate; one wanted N. W., must have one large and permanent, 297, n. CENSUS of Buildings and Population of C., 1868, 398. CENTRE. City. AIms: To show that the Great In terior must butld op many freat Cities, xvii, xxix, 59 n, 71, 108, 109, 110,146, 217, 325, 387, 391. To show that the Gt. Int, a complete Unit in Interest, must have its own Centre, which is found and established, xviii, 92, 110, 130, 136, 138, 140, 218. 336, 367, 387. To show that the chief City of the Gt. Int. must, probably, be Emporium of the’ Continent, xix, 92, 110, 387, 392, 396., S The Difference between Oh. and other western 0,g, margin, 66, 73. No railway c. possible W. of r 408

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Past, Present and Future of Chicago Investments. energetic; her railroads; trust in nature not s af e; what St. L. must do, 176; barge trade begun; steamboats compared; cheapness to N. 0.; thence to Europe; revolutionize river trade; Miss. to be im proved; St. L. to work for it, 177; Europe to help fulfil prophecy; St. L. to keep pace with W.; growth immense; universal friendship 178. CHANNING. W. E., D. D., the nobility of Commerce, 190. CHARTER, Land Improvement Co., 13. CHESBROUGHI, E. S., Civ.

Eng., planned lake tunnel, 213. Indebtedness to him for City improvements, 257. Proper liberality of citizens, 257, n. CHESTER, Ills., coal fields, Prof. Waterhouse, 224. CHICAGOAN. C. as a literary centre, 280. CHISHOLM
vs. Ga., its obiter dicta have misled us, 196, n. CHURCH. Religion.

CINCINNATI. Distribution of copies of work to pa pers, viii, xviii. Not disparaged, xxix. Comparison of advantages with Ch. Advt. 1847, 15 y. for Ch. equal to 27 for Cin., 7. Rivals of the West, Cincinnati St. L. and Oh., margin, 73-111. Superiority not claimed for Ch., 15 y. ago; cities at 3 corners of a triangle, sides 280 ms., 73…… Cir. 1848, “Ch. co-ma pared with Cin:” Cin. no special river advantages; Ch. acentre of 200
miles, mufg. advantages 900, 000 people in Ohio made Cin.; 800,000 in Ills. with more improvements, do more for Ch.; growth of whole country; 15
y. for Ch. equal to 20 for Cin. 74. Cir. 1861: 9 chief cities, relative changes in 10 y.; Ch. 18th, now 9th; in 1870 to be 4th or 3d; views of ‘48
tame; Cin. passed next; not till 1353 was it sup posed possible to beat St. L; changes made; railroad advantages; lakes better than rivers, 75. N.

Y. Eve. Post, Triangular fight; Cin. losing ground; re fuses railroad connection; lines consolidating; avoid Cin…… This imaginary excuse; other reasons. Cor. Cin. Gaz., ” Business between Cin., Ch. and the Northwest:” Business N. W. over, S. W. under-e sti na ted, 76. Affinities of p eopl e adve rse to Cian.; N. trade lost; try to keep 70 ms.; seek S.

and S. W. busines s……Cin. modest; she formerly prized N. W. trade; prospects S. W., 77. Judge Wright’s esti mate of N W. trad e, 77, no. Mo.

Rep., ” South. Ills. Ra ilroad.” A Cin. meeting announced about Vin. &

Cairo r ailroad; 8 attended; cut off St. L. and Ch.; same arguments apply to St. L.; railroad apathy….. Ch. takes care of S. E. Ills.; Cin.

abandons triangu lar duel; St. L. reposes; her task difficult, 78. N. Y.

Mail quoted by Mo. Dem., comparing Cin., St. L. and Ch., 87, n. C. Times: Cin. distracted about heat and water; river down; coal up; trouble semi-annual, 88. T o be chief in her region, 392. Rates of freight from N.

Y. and Balt., 374. Railroatd Record, aid of railroads by Congress, 127.

Packing business natur al to her, 209. Cin. admits her i nferiority to Ch, 146, 173. Con. enq.: trad e sales less; why so; press responsible; old Hunkers rule; Ch. not so; differ ences, 1 46. Scott: will C. e qua] N.Y., 301. mnfrs. and trade in C., 308. To be chief of rivers till 1890, 309.

CITY. Advantages, Local. Atlantic. Cen tre. St. Louis, and other cities by Pnaue. Province, Govern ment and Responsibility: First Caucas ian city, man’s institutio n, significant name, Gen. iv, r16, 17; The best n ational government fo r a city, Is. i., 25-27; Responsibility according to strength, pro minence and illumination, Matt. 5. 13 16. T itle-page.

Remarks thereon, xii, xiii. A work of art, not nature, xii, xiii. BENEFITS

OF THE CIT.-Real estate, especially in a grow ing C., the best Investment, margin 14-16. General Pecuniary Revulsions may intervene, but oan not ch ange the Result, margin, 16-21. City an ulcer o n the body pol itic; does not make i tself; a vent for cirruption; centres of civilization; asso ciated effort needed; worth of a true city; modern tendency to towns, 320

Triple government not wanted, 287, n. Jealo,usy between c. and country.

Jacksonville (Ills.),?or. ” Chicago at Home and .Abroad:” Illinoisan praises it abroad, why jealouse at home-example worthy-activity; o)thers plod; rich men of Jacksonville to use their capital-; Ch. enterprise beats St. L., 109. GROWTH OF CITIES.-Importance of t his subject; this the most marvelou s example, ix. St. L. or Ch. to be chief of W., xxix.

Nodisparagement or injustice to any, xxx. D to a, c D to our City: commensurate with advantages; foundations being laid, xxxvi; inroads by death; some run away; ric h too neglectful; active business men do nearly all; to perform duty must well know C’s future; mistakes expensive to children, xxxvii; a city of millions; work to be dosne; make known advantages in real estate; Gr. Interior wil l ma ke i ts cit y chief of co ntinent; Mr. Scott’s predictions of Ch. 25 years ago confirmed, xxxviii.

Information to be distrib’d at home an d abroad, viii, xxxix. If one is to be chief others wish to know it, xliv. Growth of others doubtful, 26, 84,108, 392. Rivalry of seaboard cs. for trade of W. xv., 30, 52, 54, 56, 103, 133, 336, 362, 366 367, 376, 403. Increase of 9 chief, 1850-60, 75.

State division creates many cities, 109. National Union pei mits trade to seek its centre, 110, 402. Com1merce builds great cs., 141, 392. Wholesale tra d e of 20 chief, 1866-7, 142-145. E_dmunds: cs. and towns mark our progress, 194. Scott, 1843. “Internal Trade of the U. S.:” interior cs. to have some foreign trade; large cs. inland, 303; lake trade makes Atlantic c. chief, 304; growth of lake cs., 183040, 305; tendency to cs.; effect of modern improvements, 307, estimates of relative growth of cs. and country for 50 y., from 1840, 308; lake to beat river valley, 309; Cleveland, Maumee and Ch. compared, 312………. Mr. Scott miscalculated rapidity of changes, 313. Railroads centralize; c. an ulcer-; does not make itself; its benefits; modern tendency to towns, 320. Tucker: “Cities and Towns:”

growth of cities marks progress; evils countervailed; progressive countries tend to; proportion of townpopulation in each section and in each Wn. State, 321; x/ in towns; railways stimulate their growth, 322, 401. Scott, 1843, “Effect of Improvements on Growth of towns: “Eng., first canal 1760, spinning jenny 1767, mule 1775, Watts’ steam engine 1785; nf’cad. roads, canals aitd railways since 1810; consequent increase in towns, 322; effect of railways; London to grow; growth in Eng. chiefly in towns; so in Mass., N. Y., Pa., O.; more rapid hereafter, 323. Merch.

Mag.: growth of 12 Atl. and Gulf, 1810-60, 336; steady increase, p. c.

over country inlcrease; Boston V/ of Mass.; N. Y. most remarkable; 5 Miss.

val. c’s, growth 1810-60; great increase; St. Louis largest; 6 lakes c’s, growth, 1840-60, 337; greater increase of C. over Buff.; railroads help C.; produce t,, increase; growth remarkable -compared with E’n c’ s.; comparisou with lake and others, 1840-0; causes of lake superiority; St.

L. benefited; N W. supplied with railroads; smoothing her way to market, 838……….. What shall stop growth of lake c’s.? Mr. Scott’s predictions confirmed, 338, 391. W. has already built up large c’s; their growth to be stimulated; have several large ones; chief will be sought ly all others, 387, 392. C. growth stimulated by modern improvements, 387, 308 Why Ch. has Do precedent, 397. 400. AIMs:-To show that the Gt. Int.

must build up many great c’s, xvii. xxix, 59 n, 71, 108, 109. 110, 146, 217, 325, 386, 387, 391. T( show that the Gr. Int., a complete Unit in tnte?-est, must have its otn Centre, which is jound and established, xviii, 92, 110, 130, 136, 138, 140, 218, 326, 366, 367,-387,-396. lo show that the chief City of the Gt. lnt. must, probably, be Emporium of the Continent, xix, 92, 110, 366, 387, 392, 396. NINE POINTS, THE BASIS OF

-CHICA4G0;S CERTAIN GROwTH. 1. The Babis of our Pror!erity is no longer hypothetical, margin, 25628. Ch. changes front promise to, fact; she has these 9 points; a c. must aIe Several cof them to be a rival, 107; no city has 3; relative gro)wtl therefore problem.tical, 108. 2. Art followfing Nature’s lead, Chicago has no taxes for Railways, tho’ she has several tim(ts m,,:re than any -Rival, and nearly Twothirds of all W, of the _Tol, & cin. Road, and N. of ithe Ohio River, mrargin, 28-36. rArt follows nature; joint interest ~f E3’n capital with Ch., ]05; spokes pult in iladepenxdenltly; wheel artistic; -no Ch. work; commonvr setnse lruled; no power to change 409

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Index. 388 Scott, 1848, ” Our Cities, Atlantic and lnterior:” Pride ii our c’s; large ones hoped for; N.!. not appreciated. exportations ofN. O. 388; 1828 predict ed inland c. largest; changes since; Cin. and N.Y. compared; past and future, 389; growth 13 interior c’s, 184048; of 10 Atl. c’s, 1840-48; imt. 3-fold fast er, 390; W. not confined to ag.; commerce and mnfri’s. build great c’s in W., 391. &ott, 1857,” West ward movement of Centre of Pop., and of Industrial Power in N. Am.”’: movement of centres W.; coime together on L. Mich., 394; foreign commerce: do meetic 20 to 1, 395; C. centre of commerce in 100 y.; Gt. Int. have chief city; era of great c’s, 396; N. Y, equal Lon., and C. equal N.Y. in50 y., 397…..Ratio of increase not sustainable, 391; At C. more sustain able, 401. Census of Oh., 1st April, 1868 398. Rapid growth of C’s, 398. More rapid in future, 401. 2. ” There is Roomfor them and us,” margin, 402404 We continental; Europe no measure for us; in: fluence of our governments; our improvements, 402. Scott, 1846, ” The Progress of the WVest considered, with reference to great Commercial Cities in the U7. S.:” Alb. Argus, N.Y.

can hold Wn trade; N. Y. best chance of en. c’s; great city to be in centre of population; progress of Am. Val 100 y., 300,000.000; Atl. border 31,000,000, 403. N. Y. now centre of dom. trade; this 15 times greater than foreign; will 300,000,000 go to N.Y. to trade; progress not real ize d; estimate reduced to 200,000,000; direct trade from lakes to Europe; 350
ton propellers; change less than last 50 y., 404. CIVILIZATION promotes growth of cities, 321. CLARKE, GEORGE C., Pres. Board of Ed., upon the progress of our schools, 267. CLARKE, WILLIAM H., Civ. Eng., aid in lake tun nel, 253. CLAY C O., MO., St. L. may lose its trade, 97. Its situation, 98. CLEVELAND, trade of, 1867,151. Trade with Lake Sup., 246.

CLIMATE. Heat unfavorable to N. O. exports of grain and provisions, 183, 306. Against river route, UT. S Census Rep., 184. Of Ch. invigorating; cool sunmmer nights brace for labor: a contrast with St. L., 252. CLINTON, DE WITT, predicted importance of Ch. 101, COAL. Colnjunction of O. Iron and other Miner als. Margin 222-249. Blake, Mo. and Ills, 223; fields of the world, extent, 223; Belleville and La Salle seams,223. Waterhouse, “Illinois Chester Coalfields,” 225; contiguous to Missouri Iron Mountain; quality s u perior; Pittsburgh coal and other Pa.; An alysis of Chester coal by Dr. Litton, 225; coking is not necessary; benefit to St. L., 226…… P. and Ohio are sure, 241. Brazil probably next, 242. Wilmington coal good. 242. Chi. and Alton R. R. Rep. Coal traffic, 146,050 tons; 230
miles road over coal-field; only 55 miles from C., 242…… Competi tion with other railroads, canal and river in coal traffic, 242. Chester coal a reliance, trial at St. L., 243. St. L. Board of Trade resolutions, success in smelting Mo. iron with Chester coal’, 243…… Great est known field will yield good qualities; explora tions just begun; yet no hypothetic basis; reality, suffices, 243. Lake Erie c. to cost $4 to $6, 244. COBB, HENRY, in Rep., Ch. a Delilah, manipulating th e Samson, St. L., 40.

COBDEN, RICHtAR D. opinion of Ch., 66. COGS WE ELL, Dr., selected Astor Library-would se lect,ne for C., 274, n. COLORADO trade leaving St. L. for Ch., 117. Mo. Dem.; C. and N. Y. now have it; its extent; St. L. has very little; ox trains too slow; St. L. beats C., trade of W., beat her still more; fast frt. line w anted, 119. Mo. Dem., ” The, Denver Pac. R. R.

movement “: quotes Denver News’ account of action about road to Cheyenne which said: sorry to em barrass St. L. road; will welcome and aid them; but will have their own road, 120. COMBINATION of commer(.e and mnfrs., ag. and min. wealth, etc., at Ch., 72, 249. A c. of causes gives su periority to a city, 70, 72, 73, 102. C. adverse to St. L., 84. St. L.

escheews c., 159. COMMIERCE. MYlarket. Trade. Immense growth, 59. Lake exceeds foreign, 62. Lake and ocean to be imnmense, 62, 103. Centripetal power, 70, 105, what all interests desire; can St. L. work a change; wheel sur e to revolve,, 106. 3. The Focal P oint of the Great West is fixed immovably [1868], by over 7,500 of its 11,000 miles of Railway centering at ah., margin, 3 6-42. 15 t runks, 242 to 974 ms.; Ch. artificial hub of N. W.; folloes secure; adapted t to stockholders’ in terest and to public; hibernaters not to change t he wheel, 105. 4, The Pacific iRailways in Progresstheir Effects, margin, 42-52. Several to be built; Ch. sure of mo st of the trade; still hypothetical; therefore not the basis; nor imouf t,-Lin trade, 104. 5. The Illinois & Michi gan Canltl margin, 52-53, Unites lak es and riv ers; to be enlarged, 104. 6. Five ri val Rakiways Eastward,,, argin, 53-58.No city sought by sea board as is Ch., 103. 7, The Lake Route to the Ea st and Europ e, m argin, 66-73. H ead of lake 38avigation, lake s superior to rivers; chief grain arid provisit,n market sought by Europe; chief for imports and exports of the W., 103. 8. The differ ence between Ch. and o t her W estern Centres, margin, 6f6-73.

Combinadtion o u of causes of nature a,x l of art. 102. 9. The Rivals of the West, Cincinnatie.St. Louis, and Chicago, margin, 111-131. The weakest beats the strongest, 102. TEN POINTS TO CALCULATE THE wIEASURE OF CIICA ~O’s G-0WIITH. 1. The Northwest is the Prize contested-its ]Exten,t and Resources, margin, 111 131 St. L. a good witness; shows the value of N: W.

trade, 111. X,500,000 sq. ms. tributary and be. coming so, 115. 2. 600,000
square miles [the Old Northwest,] of arable land and Water Courses, uneqnaled in Advantages,, natural and acquired, rapidly settling with the best of Men, must give unexampled Growth to their Emporium, margin, 131-140. This already secured by r’s; equal to 7 Englands, 131. 3, The Commerce of Chi. compared with St. Louis, margin, 140-191. De cline of St.

L. relative, not actual, 142. 4, Manu facturing advantages of Oh., Rapid Progress, margin, 191-222. W. to mnfr. for itself; have its centre for this, 221. 5, Conjunction of Coals Iron, and other Minerals, margin, 222-249. Clhief minerals gathered at Ch.; insures mnfg. large ly, 248 6.

Local Advantages and City Expan sion, margin, 249-300, With these uinequaled advan tages. docs nature fail in site? 249. 7, Power of the Internal Trade to build up great Cities, margin, 300-313. Scott’s discussion in Hunt’s Merch. -Afag., 1843, of the ” Internal Trade of the U. S.,” 300. 8. Power of the Railway to Develope and Centralize, margin, 313-339. No other equal power; no such area to work upon, 313. 9. N other equal Point of Convergence of e ither Rail or Water, or of both, on the Globe, margin, 339-385. Head of lakes is 1st point; conjunction with rivers another; still railways superior; water facilities valuable in conjunction with railways, 33q. A train every 3 minutes, hundreds of miles; water facilities un equaled, to be increased; railways doubled;‘ome of Ch.:s advantages present a certainty, 385. 10, The Northwest and West are hereafter the Great Interior? margin, 385-387. To bea unit, 386.

Reaso)ns of union; means of prosperity; work for our country; work for ourselves; have centres; o,e chief; little land yet tilled has built upc’s; rapid improvements stimulate city growth; several -‘ large c’s; chief will draw from others, 387. ITwo RESULTS OF THE Argument. 1, Other Cities are no Measure for Ch., margin, 387-402. This the natural and ju.t conclusion, 387. No boast ing; it i,, excluded, and how, 388; Cooperation of na,tur-e and of art from abroad, xii. The whole cap it’ll of New York and New England supports Ch., xv Obligations of C, ty and C7itizens in view of thie unparalleled Benefits showered by God and Country, xxiii.

Still, proud of our c., we should appreciate our position; this book to aid; will cultivate pride, 410

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Past, Present and Future of Chicago Investments. EAST, JOINT INTERIEST OP

C. WITH.-This main point affirmed, 20 y. ago, 27, 29,32, 377. The whole Capital of N. Y. and N. Rig. support C., xiv., 29, 35,51, 56, 71, 105, 120, 336, 344, 349, 355, 374, 377. Gt. Int. the prize contested, 366, 367.

Too much credit to C., not enough to N. Y. and N. Eng., 35. Rivalry of Phil. and Bait. with N. Y. and N. Eng. 53, 55. N.Y. and N. Eng. made C.

the focal railway point, 56. Injury to E. helps C., 140. E. changed to W., to pursue our destiny, 197, 218. Letters to Boston Cburier, 1847: Bost., to build Ga lena r. and branches, one to Ia. State line, connect ing Bost.

and C. by Mich. Cent. within 3 years; Galena road with b r a nch to Alton & St L., import ant to Boston, 21; lake shore road; B. to draw business N.

to lakes; best do it soon; En. cities interested; B. especially; to Rock Island, and on to Council Bluffs within 20 ys. Va. appreciated, but Mass.

and W. united; B. and C. identified in interest; a strong basis of prosperity, 22. Why other Wn. cities can not get railroads; this a natural centre; examina tion confirms this, 29. Let. to Bost. COur. (similar to that above), 30. Let. to Bost. Min. Jour. and N. Y. Cour. and Rnq., 1848
railroads a bond of union; iron arms encircling trade; W. the prize; N. Y.

and Bost. to cooperate to draw business to the lakes; several railroads considered; Pacific possible; get one then to Council Bluffs,; E.

benefited as well as W., 31. N. Y. and N. EBg. to get trade thro’ C.; railway predictions not visionary results of 15 y.; what 15 y. to come; w it h aid of Cong. will reach Council Bluffs in 15 y. Predictions of 20 y.

verified; joint interest the right string; effect of reiteration, 32.

Knowlton, of Mass., Letter to Ship Canal Con vention: Miss. River vaunted; monopolies adverse to our genius E. and W. have centres; to be brought into harmonious action; C. an important centre; long railways show Miss.

no monopolist; S. and E. competitors; water wanted besides railways; it never wears out; railways for travel, water for heavy transportation; E.

wants shortest communication; means of union our object, 342. Poor, of Maine, letter to same Con.; object embraces all means of communication with great N. W.; question impor tant; internal trade, tho’ great, small as to future; grain consumed in transport, to remedy this the ob ject, outlets wanted from rather than to C.; make St. Law. waters a Mediter.

sea; save half cost of freight; Eng. speaking people one; commerce disre gards national boundaries, 343; advance in one crop pay whole cost, lake navigation cheap as ocean; not 1-10 of railway; if our commerce be not yet conti nental, let us do our best; Am. Niagara canal; im prove St. Clair river; dea ling with gre at subjects; pro s ecute war and build Pac.

railway; capacities and capabilities ample, 344……. N.Y. a nd N. Eng.

need Lake Simcoe route, 345; without competition for W. trade by water, 376; will appreciate their superiority by water, 377. A ST. L. VIEWS.-” A flank.movement:” Cameron road not aided by Ch., but by B.; road built; con nects Pac. r. with Ch., 26; trad e like water; work for St. L.; BE’n capita l prot ect s C. to be got for St. L., 27. Mo. Dem. 1861: St. L.

trade decreasin g; vic tim of illusion; Ch. trade increasing N. Y. Can d Bost. in competition with St. L., thro’ (‘,h.; Wall St. . plans adverse, 34. Cor. Mo. Rep., S A lr. St. L., the Bridge:” How does Ch. out strip St.

L.? has trade of N. W.; who helps Ch.; no adva ntages, no capital, all things supplied; different management in St. L. and Ch., 35. M*l-r. Henry Cobb in Mo. Rep.: the East, Philistines, victimizing the Sampson St. L., thro’ Oh. the Delilah, 40. Mo. Rep.: E. ca pital aidifng St. L, 49. Cor.

Mo. Rep.: Cen tra l c ities with St. L. against Ch. and N’n cities. 55.

Mr. Fagin’s speech to St. L. Board of Trade: E’n capital helps Ch, 68.

Cor. Springfield (Mass.) Rep., reliance on E. for cap ital. 85. Cor. No.

Rep., get capital E., 90. EDMUNDS, J. W., Editor U. S. Census, 1860.

184,193, 218, 315, 317. EDUCATION. Science. Art. Donations of the U. S.

for, 193. Energy of Methodists in, 271. PUBLIC SCInOOLS. First public schfool house, 263. L~ist and value of school housed~, 1867; m, )re to be done, dedication of Carpenter School, 264. A Id. H%o7den’s remarks; schooled cost mona~y; items 110 130, 324, 366, Ch. wheel of c., triump h of art, 106. Hercules moves it, but man must help, 347. Nl R. Y. Eeve.

Post, ” The strong N. W.”: feel pulse at Ch.;In o. hel s C.; injury t o.

helps C.a increase of c., 140. A city:m ust hav e., 140; builds great cities; division of labor requires c.; God ennobles it; Ez. xxvii, 3 14. T
yre renowned; influence of merchants; re s ponsib ility, 141. Channing: c.

noble; makes peace; Christianizes, 190. Merchants to be gener OIo is; exte nd civilization; not to corrupt; teach Chri st in acts: free trade for man’s interest; we tend toward it….. This a t present doubtful; the reasons 191. C. to be ceared for; c. and mnfrs. both needed, 192. C.

seldom makes a large city; but a commer cial poin t draws o ther business, 199; as N.Y. draws mn frs., 216. m, of Ch. compared with St. LL, mar gin, 140-191. Power of the Internal trade t o build up gr eat cities, Scott, in Hunt’s Mmerch.Mag., 1843, m argin, 300 (313. D ang er of vassalage from mere c., 220. Baxter: Railways create their traffic, 325; proportion of ex. and imp. to r. ways and naviga tion. Gt. Br., 326; France, 327; Belgium, 328-U. B.; increase of U. S. imports and exports, 185in-60, 329.

Poussin: U. S. to become chief com. nation; r i val Gt. Br., 333…… If not yet continental, must do ou r b es t, 344. Atch. (Kas.) Free Press: “Ch. and St. L.”; tw o g reat centres; St. L. had all; Ch. not begun; cut-offs by C. of St. L.; Ch. activity, 348. Currents latitudinal, 380.

Scott: Points of in W. to be great cities, 391. Advantages of C. 392.

Foreign C. to domestic as 1 to 20, 395. FACILITIES. What belong to Ch, 37.

Advantages of nature and art, 142. Canal. Lakes. Railways. Rivers. Water.

REGION TRIBUTARY. Area. Gt. Int. North west. Valley. Lake. River. CHIEF

BRANCHES. Trade, wholesale. Grain. Live-Stock. Lumber. Mining. Pro visions. COMMERCIAL EXPRESS, facilities for slaughtering and packing, 211.

COMMERCIAL REP. AND MARKET REVIEW upon pork packing, 211. CO VM P A RI SO

X S. Invidious cs. render us odious, xxix. COMPETITION. Ch. wants the largest c., 44, 222, 366. CONGRESS to aid Pacific road, 46, 48; Gin. Rail.

Rec., 1Z7. San. Fran. Bulletin opposes except as to land grants, 47.

Justice never done the W., 138. A Mass. M. C. opposed Ills. Cent. R. R.

grant, 138, n. C. to aid St. L. as well as Ch. roads, 80. COOK CO., ILLS., U. S. census of mnfrs. 1860, 201. COPPER. Minerals. CORN Grain. Rec’d. by canal, 6 y., 53. COTTON transported’by rail, 57. COURIER, C H., Reference to our City, excusable, xxxi. Root & Cady’s music publications, 279.

CRANE. EDWARD, of Boston, cheapening freights, E. and W., 375. CROSBY’S

OPERA HOUSE, with cut, 2,9. CUTT OFF, Ch. feared, St. L. hoped for, 69.

The Joliet, 70. Of St. L., Kas. Free Press, 348. Railroads: Cairo and Fulton; Cameron and Kas. City; Han. and fit. Joe. DELILAH. C. a D., victimizing St. L., the Sampson, 39. Instead of D., she is in the grasp of a Pro crustes, on a stretcher of iron rails, 82. DEMOCRATIC PRESS, mnfs.

of C. 1855 200.~ DENVER NEWS. Branch to Pacific railroad, 120. DESERT, the American, a picture, 122 n. DETROITr, a. compared with, 1834-5. Trade of 1867, 151. Had Lake Sup. trade, 246. DIFFERENCE. The D. between Chicago and other Western Centres, margin, 66-73,102 DOCK fronts extensive; increasing; C. Dock and Canal Imp. Co.; officers; plan remedies harbor difficulties; description, 251. South Branch Canal Co. an im portant improvement, 96. DOLE, GEORGE W., built 2d framed building, 99

I-,rse-power elevator, 157. DORE, J. C., first superintendent of schools, 266. DOUGLAS, STHEPHEN A., donation for University of Ch., 272. Patron of Mbr. Volk, 278. D)UBUsQUE Herald. Montana trade,‘118. DULLJI t GOWAN, contractors of lake tunnel, 253. DYE;g. THOMAS, sells block 1, O. T., 7.

411

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412 expended, 1867-‘8…. Incomes; school fund; land’rap idly enhancing; income from land rents; other receipts, 265; expenditures, 1867-‘8~; attention to schools; ridicule of Mr. Miltimore for first “barn” school, house; superintendents, Dore, Wells and Pickard……Mr. Wells’ Rep.: early workers to be honored…. Public schools our bulwark, 266. Mr. Geo.

C. Ctarke, Pres. Rep.: change in, 40 y.; lead other cities-Mr. Wells’

graded course; normal school; teachers’ institute; list school houses; even ing schools; teachers salaries, 267. ELEVATORS. Grain. Steam at C. &

St. L., 157 160. EIMIGRATION. Immigration. EMPORIUM of a region has obligations to all sec tions, xli.; 600,000 Sq. miles of arable land-and water courses, unequaled in advantages natural and acquired, rapidly settling with the best of men, must give unexampled growth to their Emporium, margin 131-140. N. Y. e. of whole country; why C. is not yet e.

of the whole west, 115. ENGLAND. Great Britain. Opinion of C., Mark Lane Exp., 1857: First called Eng. attention to C.; first.vessel to Eng. in 1856; enlarging Wel land Canal; rapid growth of C.; exports; railways; resources, commerce……Mr. Parton quotes Mr. Cobden’s opinion of Niagara and C. Col. Hough’s beef at World’s Fair, 167. ESCANABA, facilities to receive and ship iron ore, 237. EUROPE. Direct trade with lakes, 62. Will reach chief grainand provision market of the world, 103, 344. Imm ig ran ts from, 1867, 137. 1mmigrants to increase, 197. Direct shipments wanted, 184. Ex p ort s of breadstuffe to, 186. E. cannot have our governmen tal sys tem, 197. Capital to be drawn from E. 198. I ncreased demand for meats, 211, 213. L a bor from, 219. We can feed E. 318. EVANS, JOHN, M.

D., Educa tional effor ts at Evans ton; Gov. of C olorado. 270, n.

EVANSTON, N. W. Uni versity at, 270. EXAGGERATION in this di scussion would be a blun tder, xxix. EXPANSTON, Room for indefinite E., its Benefits. Suburbs. 285. EXPAATRIATION, Brit ain wr ong about-we fight for it if n ecessary, 197. EXPERIENCE, disregarded, 1! This paper for those who regard, 2. Former opinions tested by E, 3, 12,13, 294. Bible teaches by E. 3. Poussin: E. the only test - only safe dependence; upon this Ameri cans rely 334. FACTS. (ive value to volume viii. F., not hypothesis the Basis; xi. FAGIN, Mr., Speech comparing St. L.with Chicago, 67. FAMILY.

Duty to ourselves and f., xxxiv. FARMERS. Agriculture. Their interest that of C., 3 n, 53, 32, 65,179, 184, 341, 366. FARNUM, HENRY, projects and builds R. I. rail road,-356. FINANCES. Capital. Money. Taxes. CITY. Cost of water works, income; cost of pipes, 5 y., 254. Mayor Rice’s Mess., 1868: total debt; water debt pays its way; real debt; improvements wanted; city prosperous; taxes faithfully applied, 259……Estinate for City expenses, 1868-‘9, 260. Value of churches, 263. Value of public schools, lots and buildings, 264. Expenditure for schools, 1867; property of school fund; income, 265. Valu ations, real and’ personal, and amount of taxes, 1837 to 1866, 288; do. for 1867, 289. Ruggles, ten y. increase of property and population in U. S.; economy of railways in transportation, 318.

Baxter, ” Railway extension and its results:” pro portion of exports and imports to railways and navi gation, Gr. Bri., 326; France, 327; Holland and Bel gium, 328; U. S., 329……Railway investments to increase, especially in W., 377. County bonds to aid railroads, 378. FIRE CLAY, in La Salle Co., Ills., 248. FLACHAT, M., benefit of railways upon land in France, 327. FLOUR. Grailns Mnfr. at Oh. 7 years; St. L. 17 years, 215.

FOOD. Scott, population not 10 p. c. over f., 302. Mouths go to f., 302, 318. FOSTER, J. W., Report of Ship Canal Convention, 188. Criticism of Prof Waterhouse, 227, n. Report upon Lake Sup. iron, 228-234. FRANCE, why its Republic failed, 195, n. Cost andre, sults of railways, 327. FRAUD in grain, guards against, 161. FREEMAN, Rev. Mr., 1st Bap. clergyman, 262.

FUR trade started St. L., 85, 88, 187, 318 FUTURE. Study the Past to understand the F., and improve the Ilresent, 1-2. F. of C. not foreseen by some citizens, 3 n. Its certain growth, 26. Past and present, reasoning from to f., 140. GALE, STEPHEN F., a projector of Aurora road to Quincy, 356. GALENA lead mines, 223. GARRETT, Mrs. AGUSTUS, founded Biblical (Meth. Epis. Inst. at Evanston, 271. GEOGRAPHICAL centre of small account, 92. GIBBS & GRIFFIN’S elevators, 157. GILLETTE, Mr., Sec. Pork Packers’

Ass., report upon beef, 211. GOD. Religion. -Duty to our God, xlii.

GOODING, WILLIAM, report upon I & M. canal, 63, n. GOODRICH, Hon. GRANT, obituary address of Mrs. Garrett, 271. GOVERNMENT. Politics. GRADE of C.

favorable; our blunders; dug out streets; basements not valued; grade should be raised, at least out of the centre; benefits to drayage; give railways independent lines, 250, 284; avoid calami ties; give high speed.

251, 284; Mr. Palmer wants higher, 251 n. Change of grade only protection to life and limb; benefits seen in Boston and here; all favor change; give C. unequal advantages; delay in tolerable, 285. G. at Harlem and Lyons, 286 GRAIN. C. chief market of the world, 62, 103 162, 166. Loss of g.

trade at St. L., increase at C., 34, 67, 68,83. 111, 114, 181. Buf. Trade Rep. First sbipment from Lake Mich. 1836, from Ch 1839; sur plus 1862; product of lake basin 1840,‘50,‘60, 131. Product and per cent. increase in 5 N. W. Stttes, 1850-60, 317, 3L9. Shipments g. and flour fr)im Ch., 1838-67, 153. Receipts of g. and flour at St. L. from 1856-67; routes and receipts of g. and flour at C. 1866.7, 154; do at St. L., 1867; routes and shipments of g. and flour from C. 1866-7, 155. Receipts of leading articles at St. L. 12 y., 156. Trade began by wagon loads, then railroads, 348. Exports to Europe from various ports, 186. STEAM BLEVATORS. Machinery necessary to han dle such amounts; 1 in 1848, 17 in 1867; structure of frame; Armour, Dole & Co.‘s described by Mr. Baker: advantages of C. site for es; speed of hand ling; building and machinery; 10 cars unloaded in 8
ms.; ship 180,000 bu. in 10 hours; 11 imore large, 5 smaller ones, 157…….List of owners and capacity of C. es.. 158. THE St. L. e. Mr.

Pagin:.1 at St. L. to compete with C., up hats to C., 68. Trade Rep.: wheat statistics small compared with neighbors, lack of handling facilities; advantages of river route; N. O. e. built by St. L.; grain to be handled in bulk; some toting. Prof. Waterhouse, benefits of the, 159.

Honest ra ther than keen to exhibit St. L.‘s depend ence on C. Trade Rep.: wheat receipts; increase due to elevator, 159…….St. L. wants more than one; its receipts; another at E. St. L., 160; St. L. should build one a year, 161. IN6SPECTION. Guards against fraud; none yet in el evator business. Mr. 0. Lt. Parker, ChieffInspector: 10 y. experience; system grain conveyed inito store and out; differences arbitrated; No. of inspectors; cabi net of samples, 161. Jfr. Gurney: inspection system cordially sustained; some mistakes. GpRAIN DRYINxG, Mr. Marsh’s used by Mr. E. K. Hubbard, and Messrs. Munn & Scott; wheat curing; corn curing-; losses by heating; spoilt for food; should be better prepared, 162; Messrs. Murry, Nelson & Co.‘s dryer; Beach’s pat.: 2,000 bu. per hour; any grain cured; mode of operation; grain not to be wasted; what is requisite will be done, 16,3. Miss. RIVER RouTS. Baarges. Cot. Foster’s Rep.: N. O.

route unfavorable to g. and provisions; exports from N. Y. and N. O., 183.

Us S. Censu R~ep.: “(S. Trade of Mliss. River:“X formerly rivers Index.

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Past, Present and Future of Chicago Investments. used; barges; change of trade to lakes, 184; Miss. almost abandoned tor a.: 5 reasons; N. O. and C. receipts; N. O. and N. Y. exports, 185. Mr. Scott: N. O. route cheapest; climate injures flour; lake route safest. 306. RAILWAY BE 0EFITS

TO GROWER. Mr. Edmunds, U. S. Census: Positive benefits; means; only railways adequate for transit, 316; to grain indispensable; give W.

market; increase raiser’s profit; N. Y. price not reduced; old country to be fed; $1,000,000 in creased profit on N. Eng. flour, 316, etc. COARN.

Rec’d by canal, 1860, 52; 6 y. 53; N. Y. wants more, 57; raised in 5 N. W.

States, 1840-60, 135; c. curing, advantages of, 162; great Wl. staple; put into hogs and cattle saves transportation, 209; Jo(hn Taylor’s ” bread, meat and manure,” 212. Rug gles: grain raising in W. just begun, 212; exceeds Gt. Brit. already, new world to feed the old, cheap transit wanted; hog-don’t laugh at him; great corn carrier; corn incarnate, 213.

WHrEAT. (See Grain above.) Mo. Dem., 1861, decrease at St. L.; increase at C.,34, 113; shipments from Min. 1867 product of 5 States, 1850‘60,135. St.

L,. Trade Rep., statistics small compared with neighbors, 158; increase 1866,159. FLCUR. (See Grain above.) St. L. excels C. in mnfr. of f.; yield 7 y.; product of each mill, 18657; St. L. mnfr. 17 y., 215. HIGwIwEs, mnfr. 11 y., 215. Disadvantage in grain mnfr. in W, off al being worth more E.,215. GT. BRITAIN. England. Export of breadstuffs to, 186; of cut meats,of provisions, 211. Progress in mufrs. 194; excellent checks in its govt. 195 n.; wrong about expatriation, 197. Grain crop of W. already exceeds G. B., 213. Eng. supremacy on ac count of mnfi.; cheap labor the means, 220. Mr. Baxter railway distribution; centres, 324; traffic and,enefit of railways, 325. GREAT INTERIOR. TDE TDERRITORY EMB.ACED. The Northwest and West are hereafter the Great Interior, margin, 385, 387. Old N. W., 591,000 sq. ms; present’. W., 1,082,000 sq. ms.; the W., 1,538,000
sq. mes.; population by States, 1860; part estimated tributary 1861, and 1868; what is Cli. territory? why Ch. is not yet emporium of the West, 115; area difficult to realie e small per cent. yet in farms; U. S. census returns, 1850, 1860, 116. Ancient Orient our Occident, 385. Our W. across the Pacific; change in U.S. census to N. and S. in terior sections; to be a unit, 386. Causes of unity; power in our hands; other sections benefited with our growth; must have a chief city; small area tilled has built present cities; rapid progress; stimulate city growth; many large cities; one chief, 387. NATURAL AND ARTIFICIAL ADVANTAGES AND Ca, PACITY.

Agriculture. Commerce. Lakes. Manufactures. Minerals. Railways. Rivers. Of the small part now tributary, not one acre in 5 has yet been ploughed, 116. Small es timate for mining trade, 117. Value of Rocky Mts. trade, 122. Extent of wealth unknown, 126. Cin. R. R. Record, “Govt. lands for rs.,” 127. Wi 1 son’s Rep., Com. U. S. Land Office, 128, 129. Buf. Trade Rep., 1863: Increase of population from 1800 to 1860; increase of cereals of lake basin, 131; rapidity of settlement; increase of int. improve ments; extent; mineral wealth; rich arable land; division of labor to ag., mufrs. and comm erce; no country equal-St. Lawrence and Miss. lake arms; Va. canal; St. Law. strongest, 132……Rapid Pro gress, Mess. Gov. of Mo.; Gov. of Kas., 133. Merch. Mag. upon Minn., 134. Corn and wheat of 5

States, 1850‘60,135. General satisfaction of settlers, 136. Total Immigration, 1841-60, 137. Water house: extent of river navigation, 174……Not 40 y. since first r.; N. W. already best accommodated, 314; effect here difficult to estimate; must be its own measure; we have our experience, 315. Ed mnunds’ U. S. Census, ” Influence of Railways upon Agriculture:” Positive benefits to grain-growers, 315; give W. a market; increase farmer’s profits; N. Y. prices not reduced; W. prices grown to E.; rs. ntimulate agr., especially in N. W.; all built since 1850; their effects. 316. Ruggles Rep. to Berlin hong.: 10 y. increase, 1850-6(); 11.212 ms. railway; saved $44 000,000 in tran sportati on; com parative increase of seci, 318 ltions, 318 populations tam, wealth; capacity to supply food; figures difficult to realise, 319……. Adaptation of this region to rs.; capacity to support them, 338; large results, ye t only begun, 339. THE GT. INT. MUST BUILD UP MANY GREAT CITIES. C. no monopolis t; being chiefest, w ants many chief, xvii.; each 200 or 300 ms. builds a large city, xviii. Other citi, s not d is paraged; o nly the t ruth exhibited, xxx. Other and many gr e at cities certain, 59 n. W. will build many great cities; must help themselves; national division into States, tends to great cities, 108. Room for all 3 cities; Cin. graceful; St. L.

spiteful, 146. No city to monopolize mnfrs.; W. have many centres; yet one chief; save profits to themselves, 218. Edmunds’ U. S. Censue: increase of mnfrs. in W., 218. Railway building must go on, build many great cities inland; Atlantic cities made by W.; trade constantly increase; yet wn.

cities most benefited, 336. Merch. Mag., 1861, ” City Population:” This an important branch of research; growth of 12 chief Atl. and Gulf cities, 1810-60, 336;’ 5 p. c. of pop. 1810, 6Y2 1850, 8y, 1860; suburbs still greater; lc3of Mass. within 12 ms. of Boston; growth of 5 chief river cities, 1810-60; St. L. chief; lake cities their rivals; growth of chief lake cities, 1840-60,.337; Ch. and Buffalo; Ch. railroad focus; produce to increase; growth compared from 1840-60,12 Atl., 50 p. c. increase; 5
river, 58; 6 lake, 130; 12 int., 36 p. c.; lake cities largest increase; causes; St. L. benefited; N. W. supplied with rs.; smoothing her way to market, 338. Scott, 1848,. “Our C(ities, Atlantic and Interior:” Pride in our cities; large hoped for, inot believed in; N. Y. not possible to equal London, 388: he predicted, 1828, largest city to be ir. land; opinion then absurd; others now believe; giowth of N. Y. and Cin. compared from 1800

389; estimates of the future upon the past growth of other interior cities equal to Cin.c average over 115 p. c.; of seaboard cities only 58 p. c., 390; W. not confined to ag.; advanced civilization; cost of transportation a help; mnfts. to prefer W.: commer cial and manfg. points of W. to be great cities, 391…… Caution of these estimates’ ratio of increase not sus tainable; he could not calculate the power of rail ways; that the only change needed; power of W., and lake superiority over rivers, main points; W. trade most with itself 391; towns grow with mnfrs. and com.; Cin. to be a centre of 250 ms.; Cin., St. L. and Ch. chief of their regions; Kas.

City may be an other, 392. THE GT. IN., A COMPLETE IJNIT IN INTEREST, MUST

HAVE ITS OWN CENTRE, WHICH IS FOUND AND ESTAB LISHED: This the chief point of the book; central ising trade by new currents; who change them, xix.

Nature and art conjoin; Lake Michigan essential; natural connection of rivers and lakes, 70; art, avails of them naturally; conjoint interest of capi tal; L. Michigan concentrates railways; no other rival site, 71; other cities rivals to reach the lakes, 72. Certain superiority to St. L.

not claimed till 1853, 73, 75. The affirmative has nine points, 102 106.

[See City, nine Points the Basis of C7hicago’s certain Growth. For the negative see St. Louis.] Ch. artificial hub of N. W.; felloes secure: each spoke put in independently; adapted to public and private interests; hard to change, 105. No Ch. work; common sense ruled; who can change it, 106.

Causes traced to effects, effects to causes; St. L. to invent new forces; Ch. will use them; a prominent city should have a majority of the points, 107 no city has 3, 108. St. L. a chief and good witness; does she seek trade of N. W? 111. The Northwest is the Prize contested-its Extent and Resources, margin, 111-131. Cir. 1861,1’ Rivalry of St. L. and Ch.” 111.

(St. Louis, admissions against herself., N. W. a prize to be coveted; its own city should have it; trade obeys laws; 26 Engs., 7 Frances, neither has s centre so marked as that of N. W.; N. W. able to build up its Emporium, 130. 600,000 sq, ms, of arable Land and water Courses, unequal ed in Advantages natural and acquired, rapidly settling with the best of Men, must give unex ampled Growth to their Emporium, margin, 131-140. 413
v

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414 a ity of changes in favor of Ch. not calculated. 8RlS. Federal Union binds together; State autonomy cre ates many centres; yet trade is f.‘ee and centripetal, 325. What shall stop the relative increase of laka over Atl. cities? 338. No other Point of equal Con vergence of Either Rail or Water Oommunication, or of both, on the Globe, margin, 339-385. All At lantic cities seek closest connection with Ch; traffic seeks the lakes; will find its centre; S. will also seek it; competition. of rs. our safety; Ch. wants free trade; her prosperity rests upon that of the whole country, 366. Other Cities are no Measure for Oh., margin, 387-399. Scott, 1857,” Westward M,vement of the Centre of Population and of Industrial Power in N. 4m.: An interesting subject; come together on L. Mich.; there be permanent, 394; foreign com merce 1 to 20 of domestic; foreign one transaction domestic manifold; all commerce equal, 395; N. Y now chief; change certain; centres of pop. and in dustrial power moving N. W.; now separated, will come together; advantages of N. W. help; in 50 y. Gt. In.

have 70,000,000; trade 20 fold more with itself than the rest of the world: must have the chief city; the era of great cities, 396, N. Y. beat Lou. in 50 y.; Ch. beat N. Y. in 48 y.; doubt as to such predictions; most sanguine nearest right, 397……These views thus far realized; reasons why Ch. has no precedent, 397. Cir., 1861: Rapid growth of cities; effect of rs; here a network spread in outset, 398; perfection of system; expansion; ability of country; one city all can reach; rs. centralise commerce and mufrs.; power to develope; other cities n o measure for Ch.; its destiny, 399 progress of N.Y. compared; our facilities greater than were hers Ch. has larger de pendent area than N. Y. in 1845; greater power of the whole country; no rivalry; 25 y. at Ch., equal to 50 at N. Y., 400……There is Room for Them and Us, 402404. Our nation continental; Europe no measure for us; influence of our governments; our improvements regard both State sovereignty, i. tional Union; influx from Europe and Asia, 44)2. Scott, in conclusion, ” The Progress of the West con sidered with reference to great Commercial Cities in the U. S.,” 1846: Quotes Alb.

Argus that N.Y. can hold wn. trade, a wort h y prize with which N.Y. ad vances; N. Y. best chance of en. cities; great city to be in centre of population; growth of lake and river valleys, and Atlantic border estimated for 100 y., 403; as in 100 y. N. Y. beats Lon., so Cin. beats N.

Y.; domestic trade builds up N. Y.; will 300,000,000 W. go to N. Y. to trade; old idea hard to eradicate; progress not realized; direct trade from lake to Eu rope; Miss. route; change less than last 50 y., 404.

GROUND of C. favorable for a great city, 249, 250. Grade. GROWTH.

Predictions. City g. an Important subject, ix. Ch. the most marvelous example, ix. Its g. not made by itself, xxi. Obligations to God and country, xxiii. No wonder when investigated, xxviii. Needs no exaggeration, xxix. Causes to be examined, xxix, xxxii. GYPSUM in Illinois, 224. GULF OF MEXICO, grain heats that route, 183. HALE & AYRES, sale of nails, 244. HALLAM, Rev. Mr., organized lot. Epis. ch., 262.

HAMMOND, Gen. J. H., speech upon St. L. and Oma ha railroad, 79. HARBOR
and river frontage. Docks. Canals, Extent; constant increase; difficulties; remedy, 251. Purifying river by deepening canal and feeding from L. Mich., 252. HARLEM, Grade at, 286. HEALTH of C. Climate. Sewerage.

Venti lation. Water, 252. HEALEY, G. P. A., Ch. a centre for fine arts, Hie skill, 277. HELENA, (Montana) Gazette, Ch. vs. St L., 118. HENNING, Major, V. Pres. Leas., Law. & Gal. R. It 100. HIBBARD &; SPENCER, sale of nails, 244. HIDES, receipts and shipments, 206. HtIGHWINES manufactured at C. 11 years, 215. HJORTSBERG, Mr., C. E., statement relative to C. B & OQ
railroad, 284. HXOGS, receipts and shipments at O. 10 years, 164. N. W.

to’have political power, Cir., 1861, C Returns of Illinois, Iowa and Wis: gained 10 M. C’s., other new States 9, old States lost 24; same to continue; relative increase compared-Mr. Scott’s prediction; its moderation; of this ” great Interior plain” C. is centre, 138. N. Y. Eve.

Post, ” The rSrong Northwest:” Prosperity general; out of debt; farmers in depen dent; feel N. W. pulse at Ch.; injury t o E. h elp s Ch.; increase of commerce; of mnf r a., 140. Prof. Waterhouse: Difficulties of St. L.; Ch. energetic; her railroads; trust in nature un safe; what St. L. must do, 176. Atch. (Kas-.) Fee Press, “g A Co mparison:” St. L. had t rade; fur trade; on f dyits dignity, I87; s trong before C. started; C. r ailroa ds, mer chants,, elevator s; St. L. cut off on the S.; on.W.; Nebraska trade turned; Ch. enterprise; St. L. spasmodic, 188. Balt. and Phil.

endeavored to draw trade directly E.; lakeward tendency too strong; finds the Gr. In. has its centre, 37; many large cities make Ch. sure; reasons for commercial superiority, 392;: mnfg. advan tages superior; no o ther equ al region; W. yet developing;, mnfg. distributed; to have a centre; one easily reached; this the cause of our growth, 393. East. Paper: West to mnfr.; natural to s eek a centre; advantages of W.; trade centres, best for mnfrs.; Sec. ot Int. show s relative i ncrea s e E. and W., 394. THE

CHIEF CITY OF THE GT. In., MUST, PROBABLY, BE EMPORIUM OF THE CONTINENT: Trade of Gt. In. the object of all cities; its domestic trade chief; to be more and more a primary market * centre of mnfrs.; centl e of all the sections, xx. Ch. natural hub of the contine nt; lak e not to b e mov ed; Mahomet must go to the mo u entain Ch. centre by art and nature, 9 2. M

1iss valley being heart of Union, does not make St. L. so; N. W., its chief part, lost to her; Miss. no head, benefits indefinite; Ch. at head of lakes; Clinton predicted its importance; centre of Republic at that head, 101. States to create large cities, yet trade left to natural channels, 109; were Union broken, C. would grow; with union no favors asked; the W. a unit, proud of its queen; no favors asked except to abide by principles of Union. To be emporium of N. W. is to be so of continent: trade centripetal, 110; Ch. continental, 111. Scott, “Internal Trade of the’U. S., 1843: Population hitherto on seaboard; imagined superiority of foreign commerce; internal not realized, 300; immense superiority of latter; narrow seacoast made all hitherto * domestic profitable as foreign trade: will coast cities have advantages over inland. 301; agricultural exchanges N. and S.; mineral products; will they be on seacoast; valley not confined to ag.; that the basis; food brings cheap labor, 302; inland cities have some foreign trade; large cities inland; railways. etc., yet new invention; a bold man to foretell their effect; no inland country like o(urs, 303. Close connection of lake and river valleys; facilities to ocean; lake trade makes Atl. city chief; emporium.

of rivers the city that has best avenue to lakes; takes trade of river valley, 304; growth of lake cities, 1830-40; increase of sectional trade;-
domestic increases most, 305; immense trade of lake and river valleys; routes compared * Ch. route to increase in importance; trade N. and.;. N.

O. route cheapest; climate injures flour; lake route best, safest, 306; foreign imports for W. will be direct, not through N. Y.: superiority of lake over gulf route; saves 1,100 ms.’; own their vessels. Tendency of population to cities; strengthened by modern inventions; man’s. constant progress, 307; growth of towns more than country; estimates of relative growth for 50 y.; hitherto less tendency to towns in U. S. than in old countries; reasons; change coming, 308; 26,000,000 in 1890 to be in towns, and where; (in. chief of Miss. valley for 47 y.; a lake town beat Cin.; reasons; river avenues, relative growth of lake and river regions, 309311; lake towns superior; which to lead; advantages of Maumee over Cleveland; Ch. market extensive, 311; only rival; their comparison, Ch. may equal Maumee in area; not in 47 y.; Ch. in future power unknown; canal to Rock Island; after 47 y. may be second, possibly first-conclusions not popnlar, facts incontrovertible, 312’* let critics be moderate; not give hasty judgment,‘312,………….25.. years confirms these views; Mr.

Sctt’s slight mistake; rapid Index

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Past, Present and Future of Chicago Investments. 315,.322. A man bold to predict effects, 303. Af fect town-growth, 307. IMPORTS, Foreign, Ch.

chief for the West, 103. Bax te r: I. and exports in proportion to railw;ays and navigation, Gt. Br., 326; France, 327; Belgium and Holland, 328; U. S., 329. INDIANA, Ch. centre of northern, 26. Area and pop. 114.

Land in farms, 116. Wheat and corn cr,p, 1840-‘60, 135. Good coal, 240.

Farm values, 1850, 1860, 317. INSPECTION of grain at Ch. 161. System sustained, 162. IOWA, Ch. centre for, 25.92. Area and pop., 115. In farm and out, 116. Changes of census 1860, 138. Trade turned to Oh., Cin. Con., 33; C. B. & Q. R. R. Rep., 48, 94; Mo. Dem. 1861,112. Will take care of itself, 97 n. Variety of minerals, 224. IRON. Minerals. Oonjunction of Coal, I. and other Minerals, margin, 222-249. Mo. ores, 223. Abundance in Ills., 224. Bessemer process, 225, 231. Cost of iron at Pitts. from Mo.

ore, 2826. St. L. Board of Trade resolutions: smelting Mo. ore with Chester, Ills. coal, 243……Ills. State Jour.: irot made with Sangamon coal……These points promising to C.; no hypothetic basis, 243. Highest cost at 4. from Lake Superior ore, $30 to $25; this the iron age, 244. Bog ores near C., 247. LAKE SUPERIOR. Advantage of C. in its ore, 217, 244.

This our chief dependence, 227. Merch. Mag., 1857: superiority of ore, tested with others; oie third better; fibre tough, 227; 70 p. c. iron, 228. Foster: area of ores; mode of occurrence; varieties; localities, 228; mode of mining; peculiar uses and ap plication; foreign analogous, Sweden nearest, 229; analysis; admixture with other ores at Buft and Pitts., 20; benefits of mixing; steel mnfr.; Bessemer process, U. S. to iake, 231; strength compared with others; points of distribution, N. Y., Pa., O., 232; prospective demand; product of principal States, ore and pig 1850,‘60, 233; competing ores; freight fa vlors L. Sup., 234……These views trustworthy; ad vantage of Ch. in transportation and mixing ores, 235. Lainborn, “advantages of L. Sup. Regiosn Jfr producing Charcoal Pig:”

large demand for this kind; supply east diminishing; Lake S. rich in minerals; supplied 1865 1/s U. S iron; first made 1847, charcoal 1858; increase, 235. Total 8 years; mines inexhaustible; ease of mining; handling and shipping; cost of freight; process of mnfr; cost; future encouraging; competition in freights and mining cos., 286. r. Ch.

Republtican: Shipping facilities at Escanaba increase of shipments; en ergy N. W. railroad, good harbor; early navigation; trade valuable to C., 237. Shipments ore and pig; other products, 245 Marquette MiningJour.: “Tieo future supply of L. Sup. ore.” 67 per cent. ores abundant, 287; supply increasing; machinery aids; mines improving downwards; new discoveries; more heematite demand increases with supply. “Pro. ducts of Marquette co,” 1867, 238. Error that L. Sup. supplies one-fourth of the iron of the U. S., 238 n. Business full; increased capital; product,f mines severally, 1867; of pig iron; of ore and pig 10 years, 239. First export, 1855. Meeker: Routes for ore; first cargo at Chicago, 1867; less freight to this port; Ia. coal to smelt; Ills. coal; mining trade of C.

240. Ch. Jour.: Mr. Meeker’s Iron co., $250,00, 240; stockholders; Ch.

best shipping port for ore; Wis. and Ills. ore; coal; C. great manufacturing point. Baldwin: Cost of Lake Sup. ore and freight…….Cost of pig with Brazil coal, $30, to be r2 duced, 241. JACKSONVILLE, (Ills.) Journal: “Chicago at home and abroad.” 108. JOLIET building stone, 258.

JONES, WILLIAM, subscription for Ch. Univ., 272. JOURNAL, EVENING. Ch. and the Upper Miss.uri, 117. U. S. export of breadstuffs to Gt. Britain, 186.

Notice of Mr. Volk. 278. JOY, Hon. JAMES F., C. B. & Q. road interested in ”’ t Bur. & Mo., 48. IsMr. J.’ in St. L’s int,rest, 51.’ Purchase of Indian lands, 51.,Aid in railway build ing at a., 298. KANSAS. Trade turned to C., Mo. Dem., “,A Flank Movement:” Cameron and K. road not built by C. Stock, Live. Provisions. HOLLAND, neglect of railways, 328. Depends upon canals as St. L. upon rivers, 329. HORSE-.RAILROADS, wide streets favorable: have Phila. plan; improvements in; traffic 1867, 282. HOUGH, Col., beef at world’s tair, Lon. 167. HOUGHTON (Mich.) Gazette, Lake Superior copper, 244. HOUSTON, (Texas,) Tel. ” St. Louis and Texas.” St.

L. and C. rivals, 100. HUBBARD, Gurdon, S. passed thro. by boat from lakes to Ills. river, 93. Built 3d6brick building, 99. First provision packer, 208. HUBBARD, Elijah K., his foresight of C., 105. HUBBARD, Elijah K., Jr., uses Marsh’s grain-dryer, 162. HUNT, Freeman, founder of Merch. Mag.: its excel lence, 324, n. HYPOTHESIS. Ar gument. Basis, not H., but F act, xi. 1l7. My former Opinions and Predic tions were based uDOn a reasonable H., margin, 2-14. A sound one irportant; not to be accidental; pa st urmc a b asis 2 Bibl e a re cord of pa st; ol d arguments r eapplied; motives and exper ience important; some move hap-hazard, 3; evidence of past sound judgment, 4. Hypothesis changed to fact, 24. The Basis of ou r Prosperity is no longer hypothe tical, margin 25-28. Guess-work not the basis of these calcula tions, 216, 335. Lake improvement not hypotheti cal, 345. Mi nera l dependence not hyp oth e tical, 243. ILLINOIS. O blig ations of C.

citizens to their St ate; admitted 1818-its extent; bond of Union, xxxix.

Motto, “State Sowvreigntv. National lUion,” xxxtx, 110. Has always favored C.; benefited by C.; to be empire State of Gt. Int.;, C. should not seek for its capital, xx. Petitions to Coxng. for land grant for Cent. R. R., 23. Grant no,‘gratuity, 23 n. Benefits, 353. Amount, sales, prices, 354.

Ch-. cares for S. E. part, 78. Ch. centre of State, 92. Pride in Ch.: Jacksonville J,ur., “Ch. at Home and Abroad:” an Illinoisan praises her abroad; why jealous at home; example worthy; activity; thus C. grows; others plod, her enterprise-beats St. L., 109…… Area, popu lation, 115. Land in farms; not one-fifth under fence, 116. Ills. true to its motto, 110. Wheat and corn crop 1840-60,135. Rank as grain-grower, 136.

Changes of census, 1860,128. Character of its set tlers, 139 n. Trade of central I. turned to C., C. &$ Alton B. R. Rep., 1867: Jacksonville branch com pleted; takes trade from St. L. to C., 95; do. 1868. increase 1867, due’ to freight on Jacksonville branch; not yet full freight, 187……

Rapid-increase of mnfrs, 202; of boots and shoes, 208. Variety of minerals, 223. Coal, extent, chief seams Belleville and La Salle, 223.

Lead mines, 223. Iron abundant, 224. Silex, salt, copper, gypsum, etc., 224. Chester Coal fields, Waterhouse, 224. Sangamon Co. coal tried successfully, 243. Farm values, 1850, 1860, 317. Na tional in Character, 386 n. .IMMIGRATION. Population. Influence of Govt. upon i., 136,137, 139,196, 402. National advantages chief influence 136. Total of U.S., 1840-60,137. At New York, 1848-67, 137. From Europe, 1867, 137, 2] 9; from Canada, 137;* from Europe to increase, 137, 197, 21~, 387. General satisfaction of settlers, 136. Character of settlers, 138, 139, 303.

Foreign to be im proved, 139. From Asia, 139,197, 219, 387, 402. Into the S. to be large, -123 n, 138, 139. Gt. Br. wrong about expatriation-; if denied, we fight if necessary, 197. Aerch. Mag., “Am. Manfrs. and Emigration:” mnfrs essential to a nation, 219; commerce made a means of vassalage; dependencies not allowed to mnfr.; Eng. supremacy; a change coming; loss by emigration; cheap labor made Eng; wages idcreas ing; better living; laborers leaving; others better paid; cheap labor enables her to control; no sudden change, 220. Labor our difficulty; materials abund ant; immi,oration our relief; price of labor not to be low; our advantage intransportation; commerce with Asia; Pac. railway, 221.

Scott, mouths go to foo)d, 302, 318. IMPROVEMENTS, Public, anticipated 20
and 10 years ago, mnargin 21-24. Favor domestic as wenl as foreign trade, 303. Railways, etc., nlew, 303, 307, 415

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Index. Lake Ontario, 62,1344, 345. MICHIGAN, makes C. by con centrating railways, 58, 71, 92. Boats from Green Bay to Escanaba, 246. ONTARIO, 300
ms. saved by canals to Lake Simcoe and Lake Huron, 62, 344, 345.

Competition begins for trade of W. at end of Lake O., Crane, 375.

SUPERIOR, 227-241. Iron. Copper. Minerals to be distributed thro’ C.; C.

has 3X the trade, 240. Value of trade, 237, 240, 245. Anon.: Trade; min ing the dependence; purchase everything; Detroit first interested, and Cleveland; C. did nothing; Leo pold & Austrian’s line begun 1865; 7,000
tons of merchandise from C., 1867; 3 other propellers; Cleve. and Dot.

line declining; C. to furnish sup plies, 246. Boats from Green Bay to Escanaba, 241. Sault St. Marie Canal, 240. LAMBORN, Dr. R. H. “Advantages of Lake Superior region for producing charcoal pig,” 235. LAND IMPROVEMENT

CO., Charter of, 13. Plan to organize, 14, 287, 299. LAND. Real Estate.

Grants to railroads, 23, 24, 25, 45, 46, 47, 127. Railroads enhance value of, 127, 317. Advance in farm values in 5 N. W. States, 1850-60, 317. ,LA SALLE, Ills., Zinc works described, 247. LATH, trade in, 170 Lumber. LAW

SCHOOL, Science and Art, Univo,e siy of Oh. LAWRENCE. (.as.) Tribune, difference between St. L. and Ch., 85. LEAD. lMinerals. Mnfr. at Ch., 247.

LEATHER, mnfr. at C. Times: ignorance of our progress in mechanic arts; mnfrs. rapidly increas ing; already a success; 35 tanneries; substantial ar rangements; advantages here, 205; product of chief tanneries; enlarging……Reasons for success; re ceipts and shipments of hides, 206.

LEOPOLD & AUSTRIAN, in Lake Sup. trade, 246. LIBERTY, (Clay Co., Mo.,) Tribune. West Br. Mo. R. R., 97. LIBRARY, Ch. should have a large one for the Gt. Int.; Astor, Dr. Cogswell, 27, n. LILL & DIVERSEY, donation to Pres. Theo. Sem., 270. LITERATURE, Ch. to be a centre. Chicagoan: No. of publications; slow growth; tendency to concen trati on, 281. ,LIVE Stock.

Stock, Live. LONDON Daily Telegraph upon Pacific trade, 43. Mark Lane Epress, 1857, upon C., -66. Its growth to continue, 323. A centre of other railway centres, 324. A less centre of railways than C, 384. Beaten by N.

Y. in 50 y., 397. LUMBER, C. chief market of the world, 166, 170. Home consumption, 171. Cheapened in Kansas by railroads to C., 27. Shipped by canal, 1860, 6 y., 52, 53. Trade 11 years, 170. Albany half of C., 170, St. L. market, Mo. Dem.: other cities larger in 1. trade; upper Miss.-
receipts 1867, 171…… 5 p. c. of C.; ungrateful to C., 171. LYONS, grade at, 286. McGUFFEY, W. H., L. L.*.D., opinion of Illinois sett. lers, 139, n. BiCHfESNEY, ROBERT, use of Merchants Mag., 324, n. AtcCORMICK, C.

H1., donation to Pres. Theol. Sem., Z70. MAGOFFIN, Dr., in’charge of Cath.

Theol. Sem., 275. MANN, Gen’l O. L., Collector of C.; official state ment of trade, 145. MAN to work, xxii., 91,108. Inferior races to be cared for, 190. With Hercules to help, must help himself, 347. MANUFACTURES. THEIR

IMPORTANCE AND MEANS OF PROGRESS: Free trade at present doubtful; various interests to be cared for-duties vary; nature and obligations of States, 191; States to seek peace by being prepared for war; seek independence; com merce and mnfrs., both needed: States no philan thropists; gov’t to care for all interests; ag. and mnfrs. more important than commerce,; ag.

diffuses, mnfrs. concentrate population,:192. Mr. Edmunds, U. S. Census Report: Nature gives means, man em ploys them; farmers’ work and products; security of our constitution and laws; Enlg. security her basis of p~rosperity; same element ours-free competition; benefitq,, 193; raw materials abound; labor give s them value; converts touse and ornament; benefitss but E.; no change of cars; connects Pac. with’C., 27; trade not run up hill; work for St. L…….. Mo. Rep., “1 K. City and Cam. R. R.:”

Another connec tion with the East; cheapen C. lumber; roads at K. City; rival St. L., 27…… K cor.Pitts. Gaz., ” The C. Y ankee on his westward way:” All business men from C.; also goods; C. entrenching to reach S. ter ritory; present C. route; Cameron road to C., 511; bridge Mo. river; no breaking bulk, 52. Col. Vliet: sup er ior region of L., L. and Gal.

railroad, 121 n. Trade going to R, 51. Rapid progress of the State, Gov’s Mess., 133. KANSAS CITY, an important site, 27, 71, 84, 121, 392.

KENNICOTT, ROBT., chief founder of Acad. of Sci. his dea th; add r ess of M r. Geo. C. Walker, 276. KINZIE, R. A., built first frame building in C., 99. KNOWLTON, J. S. C., letter to Ship Canal Convention, 342. LABOR. D ivi si on of in the W. to ag., mnfrs., and trade, 132. Division of requires commerce, 141, 192. A ll b r anches to be cared for, 191. W. wants 1. fMr mnfg., 218, 221. To come. from Europe, 137, 1 97, 218, 21 9. T o come fiom A sia, 139,197, 218, 219, 221. Knowledge of the principles of our government will bring 1., 196-198. Will be equaliz ed in demand, 199.

Superiority of machinery over hand 1. in boots and shoes; division of 1.; 16 operations; female I., 237. Merch. Mag.: Cheap labor made Eng.; w ages increasing; no sudden change, 220; labo or our diffi culty; immig rati on relieves; price of labor not to be low; advantage in t ransportation, 221.

Ba xter: I Benefits of ra ilways to 1. in Gt. B.; surplus relieved; wages equalized; l ike drainage; benefits i0 France; 327. Ch e ap food brings cheap 1., 302. Coolies to be supplied, in S. and W., 401. LAKE FOREST

University, 275. Education. LAKES. Va&Uey. Water. The.Lake Route to the ast and Europe, margin, 58-66, 103. Ch. at thi head of the grandest inland navigation on the globe, 101,‘103, 339. Interest of Best., N. Y., and ELast to draw trade to 3’s., 22, 24, 29. 30. Interest of S. W. in a railroad to, 23, 100. Ch. natural poin t of conjunctionwith l’s and riv ers,- 53, 58, 62, 70, 93, 104, 304 306, 339. Mr G. S. Hubbard passed loaded boat s fr om l ake to river b efore 1826, 93, n. To beg opened for propellers of 1,000 to 1,500 tons 6, 62, 66, - 376. L. naviga ti on sup erior to rivers, 64, 75, 79, 103, 184, 185, 304, 307, 345, 391. Still to be im proved, 345. Change of t rade from rivers to Is, 183, 1 84, 304, 366, 367. Que en o L e of. queen of rivers, 93, 304. C. a t head of l’as, 101, 103, 339, 342. Tha t th e centre of th e Republic, 101. r. Scott predicted, 1843,‘its importance when country tributary was fettled, 306, 312. Importance of navigation an d it s improvement, Knowlton, 342; Poor, 343. Naviga tion cheap as ocean, 344, 375. Facilities from l’s E. moa st’rneeded, 344, 372. Interest of E. in improving 1. facilities, 372, 374, 375. L’s would have be en pow erless but for e’n capital, 377. Shipments and re ceipts of chief articles at C. by 1. 6y., 66.; arrivals an t oae, 3
sN.veand tonnage, 6ys; No. vessels and tonnage, 10y; No. clas s an d own ers of v essels entered at C. 1867, 61. Ls compel 500 ms, N. an d S., to be nd tr ad e S. to C., 103. Bufro R. Trad e Rep., 1863. Lake b asin, population 1800, 1860; grain, 1840-62; first grain from C. 1839; surplus 1862; what changes next 25 y., 131; area; rapidity of settlement; 1900, half in lake and river sallies; increase of int ern al impro vements; water facilities; minerals; rich land; division of labor; no co untry equal; St. Law. and M iss. l ak e arms; St. Law. strongest, 132. River to wns preceded those of lakes, 184…..Lakes probably fed fr om Rocky mts., 256 n. Scott: oce an and inl and navigation and value oftrade compared, 301; stretch of ls. N. and S.; close connection with rivers; varied surface; miner als; outlets E.; 1. trade makes Atl. city chief; shore lines; takes trade of river valley, 304; other eastern routes; business not to be overestimated; immense growth of 13 l. cities, 1830-40; 1.

trade exceeds that of colonies; trade of Is. and rivers valuable; routes from the Atl. compared-N. O. cheapest-climate injures flour-l. valley beats river val., 309-311. Greater growth of lake over river cities, 337, 338. CHAMPLAIN, ship canal to St. Law. an~ to Hudson, ~43, 394, 375.

HURON, canal to Lake Simcoe, and I 416

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Past, Present and Future of Chicago Investments. the continent; each locality to have mnfrs. coun try to use its wealth to advance C., 222.

Chief min erals gathered at C.: insures mg. largely; further mineral development, 248; their certainty; 1,000,000 sq. ms. of mining; what other equal point of con vergence, 249. Gathering and distributing advan tages; both commerce and ms.; agr. and mineral wealth; has nature failed in the site for the city, 249. Many large cities in Grt. In. make C. sure, 392; to commercial advantages, add mg.; where another equal region; no measure for C.; W. yet develop ing; mg. now distributed; to have a centre, one easily reached; that mnfrs. will seek, 393. FACILITIES. GATHERING AND

DISTRIBUTING. Ca nal. Lakes. Railways. Rivers. 74, 199, 221, 249, 314, 393. RAW MATERIALS ABOUND. Coal. Iron. Lumber. Minerals. 74, 218, 219, 221. Facilities to gather materials superior to Phila., to distribute surperior to N.Y., 216,221, 222. No point equal to gather iron, coal, copper, lead and zinc; this not the only advantage; great variety of minerals; this not hypothetic, 248. Conj/notion of Coal, Iron and other Minerals, margin, 222-249. CHIEAP FOOD. Chief grain and provision market of the world, 62,103,162,166. 208, 214, 221. LOCAL Ad vantages margin, 249-300. Capital. Cli mate. Labor. CHIE.F BRANcHES. List of mnfrs., 1855, capital, hands, value; increase over 1854, 200. U. S. Census of Cook co., 1860: No. of establishments; cost of raw material; capital; No. hands; cost of labor; value of products, 201, 20‘2. List of ms. and No. of establishments, May, 1867, 203, 204. Boots and Shoes, 206-208. Flour, 215.

Highwines, 215. Leather, 205. Provisions. This branch an index of others in the future; C. chief packing city of the world, 208, 221. Facilities for slaughtering and packing, 211. Railroads require much at C., 199, 217.

“Chicago Iron Co.,” a blast ing furnace, 240. MARKET, C. chief of the world in Grain, 62, 103, 162, 166; in Provisions, 62, 103. 162, 208; in live Stock, 164,166; in Lumber, 166, 170. Eu rope will provide means to reach such a m. 62, 204, 244. St. L. prefers a vibrating, C. a steady, 160. MARSH, SYLVESTER, grain dryer, 162, 163. MARTIN, Rev. Mr., the claims of Nevada, &c. 141 n. MARQUETTE Co. Mich, its products, 1867, 238, 239.

Miin ing Journal. Future supply of Lake Sup. iron ore, 237. Business of Marquette Co., 1867, 238. MASSACHUSETTS and the West united, 22. Funny if in St. L. interest, 50. M. C. voted against Ill. Cent. R. R. grant, 138 n.

M. and South Carolina conflict ing teachings, 196. Growth of towns in, 3‘23. Should lead in making Niagara U. S. canal, 375. MATHLESON &

HEGEHILER’S, La Salle Zinc Works, 247. MAUMEE canal to Cin. compared with C. and Ill. and Mich. canal, 306. Superior to C. for 47 y., future unknown, 312. MAYORS of C., list from 1837 to 1866, 288. MEDICAL SCHOOLS.

Science and Art. No. grads ates next to Phila. and N. Y., 269. MEEKER, A.

B., upon Lake Superior Iron trade; h-is iron Co., 240. MEEKE R, JOSEPH, erected first school house, 264. MERCHANTS, their power and responsibility, 141. Of C. refused to aid railroads; most not of that ort, 349. MICHIGAN, trade with C., from Saginaw, 355. From Lake Superior, 246.

Farm values, 1850,1860, 317. MILTIMORE, IRA, advised Dearborn schoolhouse, 266. MINERALS. Wealth as yet little known, 123, 126, 228.

Railroads will develop, 44, 117, 121, 127, 130. Variety and abundance of the Union, 194; exchange of to be chiefly inland,f 602. Mineral wealth pro motes mnfrs. in the W. 223, 224; chief easily gath ered at C., 248; 1,000,000 sq. ma. mining area tribut ary to C., 249. Oonjunction of Coal, Iron and oth er Minerals, margin, 222, 249. Rocky Mts. Cor. C. Rep.: Sweetwater mines in Wyoming Ter.; gold discoveries; Cereso lode-long list of mines opened; estimates moderates 150 leads, gold yieldS new discoveries; field unknowns; improves withx developmtent; 3 cities; various minerals, natural advantages; Pacific road in 15 ma.; coal, iron, silver, of land culture; cities and towns; manufactories - all linked b y railways; Ad am Smit h con si ders mnfrs. chief means; British example, 194; U. S. progress in 50 y., 10-fold; in population, 4290; reciprocal benefits of agr. an d mnfrs.; gene ral advanta ges of our n ation; Carnot’s exception of the Am. R epublic; its suecfiss, 195; changes 1800
to 1860, 196……idr,Politics a nd phys ics wisely blended; effec t on mnfrs., 196; labo r to come from Asia, 197; capital from Europe, 198.

Merch. M ag.,‘Am. mnfrs. and Immigra. tim:“n ms. essential to a nation, 220; commerce made a means of vassalage; dependencies not aln,wed to M.; Eng. supremac y in mg.; a change coming; l oss by emigrati on; c heap labor made Eng.; wages i ncrea sing; better living; laborers leaving; others better paid; cheap labor enables her to control; no siidden change, 220; labor our difficulty; materials abundant; immigration our relief; price of labor not to be low; our advantage in transportation; commerce with Asia; Pacific railway, 221. …… Steam power and machinery modern invention, 307. Not 40 years since first railroads, 314. ADVANTAGES OF GT.

INT. FOR MG. W. to be less dependent on E.; make one transportation of men and machinery, 74. W. to M. for itself, 199, 203, 218, 221, 3025 314, 3‘93, 394. St. L. depends on mg.; means supplied by N. W., 113 Mnfrs.

growing in the W., N. Y. Eve. Post, ” The Strong N. W.: ” prosperity general; out of debt; farmers independent; feel N. W. pulse at C.; injury to E. helps C.; increase of commerce; mufrs.; grain, 140…… Ills. in 1850 was 15th State in mrufrs.; 1860 was 8th; Mo. in 1850 was 10th; in 1860 was lith, 202. Rail. Jour., 1857, ” Mufrs. of Machinery in the W.:”

capital of the W. in lands and improvements; large railroad demands; C. a good point; many cities…… Ms. have a foothold and will strenghen; greatest increase to be in W., 217. No city to monopolize; yet the W. to have a centre; save profit to themselves. Edmunds’ U. S. Census: Increase of ms. in the W.; causes operating; immense mineral resources; benefits of home ms……Cost of labor chief obstacle; Asiatics to be our hewers of wood and drawers of water, 219. Begin examination of mineral resources with views favorale to St. L.; each locality to have ms., 222. Scott: Will exchange of mineral products be on seaboard; valley have something beside agr.; the seat of materials and food the place for mg.; food brings cheap labor, 302. N. W. best accommodated with rs.; in ag. products would glut the world; ms. to save from that; gathering and distributing facilities; duty to develope, 314. East. paper: Wn. expectations of mnfrs.; natural to seek a centre; advantages of W., 393trade centres best for mnfrs.; Rep. of Sec. of Int., E. and W. compared; effect of Pac. roads, 394. CHICAGO MG.

CENTRE OF THE GT. INTERIOR. In Provisions chief of the world, 62,103.162,166, 2x)8, 214, 221. Cir., 1848, ” Ch. compared with Cin.:” No advantage over Ch.; gathering materials; provisions; relative power of States; internal improvements; natural advantages; growth of whole country, 74. Mz. Advantages of Chicago-Rapid Progress, margin, 191-22f.

Cir., 1861: Ms. not com nierce build great cities; N. Y. an example; same at C.; raw materials abound; unequaled gathering and distributing facilities; W. to mufr. for itself; various advantages; m. some for E.; capital and labor will come; large railroad mg.; already great variety, 199. By census of 1860, C. was 16th city in mnfrs., 9th in pop., 202. Cook Co. then had 469 establishments, and 87 branches; in May, 1867, C. alone had 2,848 establishments, and 318 branches, 204. Provisions an inde,x of other branches, 208, 216. Obstacles in starting ms.; present increase remarkable; N. Y. chief in we., yet imports everything; no advantage over C. but age and capital; C excels N. Y. in distributing facilities, Phil.

in gathering raw materials; rapid increase already, 216. EIG. here for railways immense, 199, 217, 233. West to, m. for itself; to have its centre for this; advantag,-s over N. Y. and Phila.; preeminent in others as ins provisions; 600,000 sq. miles dependent; 1,000,000V sq. ms. also of mining region; railways a clincher; 1.5 daily ro,utes of distribution, 221. No materials on thle spot;* nor has N. Y. nor Phil.; easily gathered;a. desired no monopoly; must be the great city of 27 417

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418 n The Lake Route to the East and Europe, margin, 58 06. The Northwest is the Prize oontested-its Ex tent and Resources, margin, 111, 131.

600,000 square miles of arable Land and water Courses, un oequaled in Advantages natural and acquired, rap idly settling with the best of Men, must give un exampled Growth to their Emporium, margin, 181 140.

Conjunction of Coal, Iron and other Minerals, margin, 222-249. Local Advantages and City Ex pansion, margin, 249-300. Conjunction of n.‘s bene fits at C.: Head of lake navigation, 58, 65, 70, 71; close proximity to valley of great rivers, 58, 70; largest and richest agricultural area of the globe, 114, etc.; minerals in greatest variety and abund ance, 222, 249; p ure w ater, 252, 255; g ood climate; health, 252, favorabl e site, 249. Edmunds: n. gives means, man employs t he m for his g ood, 193. NO

PROMINENCE GIVEN BY N. TO ST. L.: has no im portant natural location, if she had, why is not ca p ital and e nergy effective Cairo be tter site; also Alton, 84; fu r trade started her; this not nature; also steamboats; are these nature? 85. Her claims to nat ura l loc ation examined, 86-88.

Not n. but art makes a commer ci al centre, 90: she must revolu tionize art and n, 90, 102. N. impairs her own a d vantages, 91. Miss. has no head or tail; an indefi nite viad uct, 101. W h y doe s n. fai l at St. L.?

176. N. not to be pr ove d fal se; yet a rt or n. blunders at St. L., 178.

Has n. failed at C. as at St. L.? 249 NEBRASKA trade turned to C., Cin.

Cor., 33..Atch., (Kas.,) Free Press, 188. NELSON, MURRY & Co.‘s., Grain dryer, 163. NEW ALBANY, (Ia.,) Commercial: Lou., N. Alb. & Salem road, receiver appointed; Mr. Culver to be superintendent, 363. NEW ENGLAND, error that she is to mrtfr. for W., 302. Profit on flour to N. E. inreased $1,000,000 b y railroads, 316. Their interest ours, 377. East. NEWSPAPERS.

Obligations of our city to tile Press in general; should have a copy of this vol., viii. Press of the city: annual statistics valuable, xxvii.

Character of our press; none more national; imietr; politan. Chicagoan, “

C. as a business centre:” proud of its business; to be literary metrospolis; much done, 280; 75 publications; ability; litera ture slow growth; taste to grow rapidly; tendency to concentration; C. publishing centre of W., 281. Cin. Enq.: press wide awake, 146. NEW ORLEANS, why trade report exceeds C., 144. Exports compared with N. Y., 183, 185, 186.

Cli mate unfavorable to exports of grain and pr ovisions, 183. Why produce goes there, and C. desires it, 375. NEW YORK, growth of towns in, 323.

Tile whole capital of N. Y. and N. Fna. supports C,., xv. CITY. Joint interest withy’., xv., 24, 29, 31, 32, 34, 51, 105, 377. World: ” E. and W.-the p,,rt oI N. Y.;” transter of the Cunard Line; N. Y. chief ex porter; bmsiness aggregates, 56: Erie canal mad~ N. Y.; N. Y. and N. 0. in tobacco; N. Y. needs raihoads W.; wants corn; no freight for ships; Belt.

a strv,ng rival; cotton by rail; Boston increasing Wn. lines advantages over N. Y., 57……. Not to descend (,i) ratil ways, 58, 377. Distance to a. and St. L., 80. Em porium of whole country, 115. Exports cmpared with N. O., 1860, 183, 185, 186. Advantages of C. over N. Y. in jobbing trade, 152. An example in manufacturintg, 199. C. excels her in distribu,ltintg facilities, 221. Draws mn,rs. the’ all matelsa re imported; ~elies on.

muiffs., not commerce; no ad~ ,vantage over C but age and capital; advatages of C. over N Y. and Phil.; soo)n re,ch them, 216. Will N. Y.

have advantage over Cin. f)r in-,er-la}i::d 301. Conmpetition with Phil., 370, 373; with i-~,lt 657, 371, 373, 374. No lag g ard; combines rail a!(i w:.:t:~r; past efforgt, for unions withi W.; must sre im!,:,ro of elks ills ovemeuts; railway absorl)in e;e^gies; water fa, lliti,,s a defelme against railw:-~:l(:rjc,. lies, 372 N,,(,ds La,ke Simcpe route. 344. N’, ad n(~ fear for c~ared t,,ls, 3-t5. Sulperio~rity of N>.’. art a market t374. Needs moreave,,mles tea lakes.;-74. NS. Y. and Bos:t~;dvanmtge over S. b.y wsnat:(r tfer win. trade, 3‘76. Sc,tt: N.S. A,teat Loll.’. a.,~

C.‘beat. 124; resources unknown; trade going to C.; 50,000 people in a year; chance for busy men, not drones; act prudently; all depends on effort; all sorts of minerals, 125. Cbr. Va. City.Enter.: new discov eries in Sweetwater mines; rich placers; towns grow inF-good chance for prospectors. 126. COAL, Ills., 223; 240, 241, 242,. Chester, 224-226’ 243

Ia., 240, 241, 242,; Mo., 22,; Iowa, 224* Ohio’, 22.5, 233, 241. COPPE R, Ills., 223, 234; Mo., 2 3; a Iowa, 224. Mich., Lake Sp., 244, 245. FIRE

CLAY, I2ls., 248-Mo., 223. IRON, Ils., 223, 224, 241, 243; Mo., 293, 225, 243; Iowa, 224, M ich., Lake Superior, 227-241; c harcoal pig, 235se, 2a5

Wis., 241. Advan tages of C. in tr ansportation; in mixing ores, 234.

Product of principal States, 1850,‘60, 233. Bog ores, 247. LEA lD, Ills, 23 Cs., 223 Mo., 223 Wis., 224; Iowa, 224. SILEX, Ills., 224, 248. ZiNc, Is., 24A7; Mo., 223; Wis., 247. MINNESOTA, t rade tur n e d to C., Mo.

Dem.. 1861, 112. Merch. Mag.: a territory, 1849, of 4,049; 1865, 250,000 p opulation; new er States grow fastest; facilities greater; one day work of 30; progress in population and pro perty, annuall y fiom 1858 t o‘64, 134.

Mo. Dem., “oWhe at shipped, 1867,” 135. C. SRep.: three-fourths com es to C., 135 n. MISSOURI, of n. part C. is centre, 25, 34. Trade turned to C., Mo. Dem, 34, 35; Cobb, 40; Hammond, 80; Liberty, (Clay co.,) Trib., 97; Mo. Dem., 1861, 112. How to whip C. out of M., 55. Mnfrs. 1850 an d 1860, 202. Variety of minerals, 223, 225, 243. Gov’s M2.p16,poess., 868: progress since war religion and educ ati on; great p rosperity; debt reduced; popula tion inclreased, 133. River. MISSISSIPPI River. MOBILE
railroad to be helped, 23 n. MONEY, increase of affects values, 11, 15.

16. In crease 1852 by gold not paper, 16. National indebt ness to be currency; good in Europe, 15; debt to be pa id by p osterity, 16 Y.N. Y m.

will not control to th e prejudice of the W. again st State sovereignty, 56. Capit al to b e draw n from Europe; confidence in our promises to pay; Staterights our safeguard; dispute about part of the bonds; return to specie payments; loss upon our securities; pay dearly for cap ital, 198; g et rid of national banks, us e green backs, pay specie, 199. C apital.

MONOPOLY, C. d esires no m. xvii., 44, 222. Would p romote barge trade to Gulf, 184. No city of W. monopolite mnfrs, 218. M. adverse t o our genius, 342. Remedy for Camden and Amb oy in State rights, 3,53 n. MONTANA trade coming to C., Mon. paper: Many stream;, long trips from St. L., 118. Hel.

Gaz., C. w,s St. L.: Trade goes to best bidder; St. L. inert; C. active, Sioux City road; steamboats to connect; beanefits’t o Montana; mountain trades large; C. seeks; St. L regrets; t rade like water, 119. C. Rep.: Sioux City route best; cuts off St. L.; best for C.; increase of Mon. trad e, 119. MORGAN, R. P., first Gal. ailroad report, 350. MULLIGAN, General, graduate of St. Mary of the Lakes, 275. MUNN & SCOTT, elevator and grain dryer, 162. MUSIC, Culture of, CMhi. Cour.: Root & Cady’s pub lishling house, 279. NAILS, sales of chief houses at C., 244. NATION. Politics.

Prosperity of C. thoroughly idetn tified withl that of the n., 366. Duty to our n., xli. NATIONAL Union based iir,on State Sovereignty i, xii., 15

19, 56,108,110,137,195 n, 198-3-33, 353 n., 402. N1. gatherings at C.; capitol should not bemoved, 8 n., 386, Sac. (Cal.) Union, “The Aspiring W.:” St. L. wants nl. capital; C. claims; W. seat of empire; Cal. and Ills. alike; W. national; its power; 3cities of a million in 25 y., 386 n.

Debt to be paid by pos terity, 16. War difficulties considered, 1861, 17.

NA?URE. Agricultural fertility. Climate. Health. Lakes. Minerals. Rivers.

Site. Cooperation of r. and of art from abroad ouir basis, xiv.

Conjunction of n. an,] art at C. should be exam,-inled, xxxi., xlii, 70, 142, 249. Art following n’s Lead C. hqs no Taxes for R~ilyeays, though she has several times more than any CRival and nearly two,thirds of ail W. of the Tel, & gin.:Railroad, and N,J of the Ohio Rivrer, margin,‘2836, 105a, 106. In d-, e -x. I

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Past, Present and Future of Chicago Investments. First vessel to England, 66. O. and inland naviga tion compared, 301. OFFAL, utilizing, 214. OGDEN, W. B., railway king, 105. Plan of dock im provement, 251. Engagement for 0. University, 272. Donation to Pres. Theol. Sem, 270. Aids to C.

railroads, 298. Pres. and 1st report 0. & C. U. R. R., 349. Predicts Galena to be only N. W. R. R., 350. That he repudiates, 351. OHIO 110, area and population, 115. Proportion in farms, 116. Farm values, 1850, 1860, 317. Benefited on hogs, $3,000,000 bh railroads 316. Facilities of trade and town growth, 323. OMAHA Register. Large trade with C. Tempor ary bridge built over Mo., 96. OPINIONS tested by experience, 3. Former 0. and Predictions were based upon a reasonable Hy pothesis, 2. ORIENT, Trade of valuable, 43, 104. Being hypotheti cal not calculated upon, 104. C. to have trade with, 150. American occident, 197, 218, 314. OSAGE Indians.

value of their lands, 121 n. Treaty with for 8,000,000 as., 356 n. OTTAWA river (Can.) to be improved for lake naviga tion, 62, 344. PACIFIC. Asia.

Trade, its magnitude, 42 44, 128, 221. European travel, 43. For the Great Interior sufficient for C., 43. Lond. Daily Telegraph upon, 43. N. Y.

Corn. & Finan. Clhron: New route to Pac. 43. Several roads needed, 44, 47, 79,104. C. wants no monopoly, 44, 47. C. centre of this trade, 44,104, 342: 369. This trade being hypothetic, is not made a basis. 104. Pitts. &
t: W. Rep: Get P. trade thro’ C., 55, 369. Asiatic trade Wsill concen trate, 369. PAINTERS, chief artists of C., 278. PALMER, POTTER, approves higher grade, 250. Marble building finest for commerce in the world, 258.

PANIC, 1857, causeless, 12,16,17. PARIS, a less railway centre than C., 384. PARKER, O. L., rules of grain inspection at C., 161. PAST, Study the P. to understand the Future and im prove the Present, margin, 1, 2.

Solomon, “the thing that hath been,” etc.; no new principle; expe rience disregarded; value of principles in business, 1; this book for regarders of experience; p. a basis, 2. Former Opinions and Predictions were based upon p a reasonable Hypothesis. The Bible teaches mainly from the past, 3.

P. proves certainty of C.‘s growth, 21, 72. Reasoning from p. and present to future the basis of the argument, 140. PECK, P. F. W., in Galveston road. Built 3d frame building. let Prs. Church there convened, 99 n.

PENNSYLVANIA, mnfrs., rails and locomotives of Pacific road, 52. Growth of towns in, 323. PERKINS, C. E., Sup. Bur. & Mo. Road, Rep., 48. PETROLEUM
in Illinois, 224. PHILADELPHIA has advantage of N.Y. and Best., 54. P., Balt. and St. L. joint interest, 54, 376. Com parison of manufactures with C., 216. C. excels in gathering facilities, 221. Increase of domestic trade, 305. Competition with N.Y., 370, 373. U. S. Rail. & Mining Reg., upor consolidation of Pitts., Ft. W. & C. with Pa. Cent., 367. N. A4ner: “Importance of railroad bridge at St. L.,” 376. PICKARD, JOSIAH L., superintendent of schools, 266 PIKE co., Mo.; railroad projected due west, 97. PITTSBURGHI Gazette, Kansas Cor., “Ch. Yankee on his westward way,”

51. Quotes N. Anmer., “Im portance of railroad bridge at St. L.,” 376. P.

& Ft. Wayne R. R. Report., 1867. Pac. Trade thro. C., 55. P. Commercial, unanimity of C., 70. Trade of, 1867, 151. Prof. Waterhouse’s estimated cost of iron, 226. POLITICS. Our Political Institutions the Basis of the Argument, xii. Duty to our State, xxxix DutV to our Nation, xli. Coats of arms of U. S. and of Ills., i., 402. Man’s various stati to be regarded, xxxiv., 191. P. properly introduced, 20 n., 193. Politics and physics to consider mufrs., 196. Safety of national indebtedness and currency, 15.

Confidence in our institutions, 16, 137, 193 195. Cir., 1861, “Effects of Secession and War,” 17. State sovereignty de fends our rights, 56. Nature of Unio n not Y. in50y.,398…… Cir. 1861, comparison of N. Y. with C., 400. Tribune, Growth of C. compared with N. Y. and Brooklyn, xxxi. North Pacific railway, 45. Cour. and Enq, letters to, 1848, 31. Times, Pacific road built 18h, 42. Corm. and Finan. Chron. “New route to the Pacific,”

43. Ev. Post: ” The strong northwest,” 140. Railroad Journal: “ManufSc tures of mach inery in the West,” 217. “Early dif ficulties of railways to 1843; pr ogress, 11 y.,” 334. eunt’s Merch. Mag.: “Th e C. beef trade,”

1857, 211. b Am erica n monopolies and Emigration,” 219. ” Mines and man ufactures in the Miss. Valley,” J. A. Blak e, 22 3. ” The Ills. Chester Coal Fields,” Prof. W aterhouse, 224. ” Iron of Lake Superior,” 227. “

Zinc. mlnfr. in Ill.,” 247. A standard work of re f erence, 324 n. S7Sip List: C. draining Rocky Mts. trade, 340; barge trade a new era, 341. Sun: Gmnblers in Rock lsl. stock, 358. Memorial X. Y. C~tam. of Com. to Legis.: N. Y. done nothing in railways since 1853; Pa. Cent. has stolen march; Balt. & O. not idle; consolidation of short lines gives thro ugh t rade, 372; Erie road should connect with C.; Phil. and Balt. alert; N. Y. too confident; can not rely utpon water; consolidation injurious; wn. trade regained by railways; comparative rates from NP. Y. and Balt. to St. L., 373; to Cin.; to C.; change requisite to N. Y.; consolidation of pa rallel lines to be prohibited, 374. NIAGARA Falls canal to be built, 62.

NON-RESIDENTS should buy C. property; they help the city, 297. Shouldshare in benefits; railway men to have a share; do more than citizens, 298. Char tered co.‘s desirable for them, 299. NORFOLK to compete for trade of lakes, 54, 58. Rail road to C. to be built, 103, 366. NORTHWEST. Great Interior. West. Cor. Cin. Gaz.: ” Business between Gin.,C. and the N. W.”: Trade of N. W. overestimated; products same aslat. of Cin, 76; line of trade n. of Cin.; large trade dur ing war; N. trade lost; try to k,eep 70
ms.; seek S. & S. W. business, 77. Emporium of N. W. must be of the continent, 110. The N. W. is the Prize con tested-Its Extent and Resources, margin, 131. The old N. W.: 600,000 sq. ms. of arable Land and water Courses, unequaled in Advantages natural and acquired, rapidly settling with the best of Men, must give unexampled Growth to their Em porium, margin, 131-140. Able to build up its em porium, 136. C. zViep., “

The N. W. and transporta tion:” Minn. to seek Atlantic not Pac.; barge system on trial; probable success; for Ca interest with far mers; have railroads by and by: meanwhile use rivers, 179. The Northwest and West hereafter the Great Interior, margin, 385-:87. OBJ.3EU’ION S to the Work, xxvii. ” Too much Puf fng of C. already:” True; therefore make known the truth; truth considered bombast; other cities present claims; trade figures should be contrasted; newspapers inadequate to examine philosophy of growth, xxviii,; examination indispensable; exagger ation a blunder. “

Invidious Comparisons render us odious: ” A just one not invidious; comparisons with St L. proper; #how superiority of C.; St. L. and Oil. not disparaged, xxix; bubble of centrality pricked-this claim her only hook for complaint; Prof. ~aterhouse’s paper. ” Every body already knows about C: ” Not true; St. L. believed supe rior; West to have great cities; comparison of water and railroads necessary; C. considered smart; N. Y.

qWrb. upon her growth, xxxi; not abnormal; causes to be examined; effect results. ” It tends to create a spirit of Speculation:” Truth no injury, xxxii. “Too long a Story: ” No topic superfluous; every extract important; information valuable for reference, xxxiii. OBL,IGATIONS. Airm to invite Consideration of the O’s of City and Citizens, in view of the unparalleled benefits showered by God and Country: we are here to make money; yet citizens of no mean city; our advantage ia exhibiting the operations of art and nature; honor and self-interest conjoin, xxiii. OCCID)ENT, Ancient Orient changed to AmericanOr., 197, 218, 314. - OCEA.N, Atlantic 0., trade with lakes to be immense, 62. D~irect between C. and Europe for 1500 tons, 62 419

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Index. portion tributary to C., 1861-‘68, 115. P. of 1. S. in 1900 to be 100,000,000, 129, 132; half to )be in lake and river valleys, 132.

Progress of Min., 134; increase in Ills., Iowa and Wis., compared with Union; Mr. Scott’s predictions, 138. Agriculture diffuses, manufactures concentrate, 192. P. of U. S. increased 4V fold in 50 y., mnfrs. 10-fold, 195. Character of our p.; energy and enterprise; character made by active men; private men selfish; obliga tions increase with leisure, 260; exceptions; work done gives promise; C. an example; adornment be ginning; old and new settlers to work, 262. Censuses from 1837 to 1866, 288. Not 10
p. c. over food, 302. Increase of P. in W., 1850-60, 319. Proportion in towns, 1840, in different sections and States, 321. P. 1810-60 of 12 Atl.

and Gulf cities, 336; 5 river cities; 1840-60 of 6 lake cities, 337, 338.

Superior ity of W. in p., causes, 386, n. Census of C. 1868; p. c.

increase, 398. PORK. Provisions. Stock. Entire crop of country, 18 y, 165.

PORTER, Rev. JEREMIAH, organized 1let Pres. ch. 1832, 99, 262. POST

EVENING, C. Street Railway traffic, 1867, 282 POUSIN, M., upon U.S., its power and progress, 333 PRAIRIE FARMER, extent of area from which its friends came, 72, n. Traveling for, 139 n. Advises curing of corn, 162.

Its beginning, 290. PREDICTIONS. My former Opinions and P. were based upon a reasonable Hypothesis, margin, 2-14. Former, reasonable, 2, 24, 26, 27, 32, 65, 72 290, 292, 295, 296, 313. Present rest upon what has been donse, 72. Basis not lIypothesis but Fact, xi. C. growth not foreseen by many citizens, 3 n., 349. Ps. of C.‘s growth, 1834: In 5 y. C. equal Detroit then, 5. 1847; 15 y. for C. equal to 27 for Ciii., 7. 1848: pg. for 30 y.; realized for 10 y.; fuiled for next 10 y., 398. 1852: 7 y give C. 100,000, 11. 1861: C. in 1870 to be 4th or 3d city in the U, S., 75.‘That 20 to 25
y. give C. 1,000,000, 400. 1868: that in 1880 7 figures will be required f or enumeration, 67. Scott, 1843: when C. is to grow, 306. (. may equal Maumee; not for 47 y.; future power unknown; may be second or first after 47 y., 312. 1848: Relative growth of Atl. a nd inte ri or cities, 388-391.

1857: N. Y. and C. compared for 48 y., 397. 1846: N. Y. to beat London in 100 y.; Cin. to beat N.Y., 403. His slight mistake, 313. His views confirmed, 138, 313, 338. 397. PRESENT. Study the Past to apprehend the Future and improve’the P., 1. PRIDE of citizens in C. proper, xxxi,388.

Scott: All proud of their cities, 388. Jacksonville (Ill.) Jour nal, “C.

at Home and Abroad:” Illinoisan praises it abroad, why jealous at home; her example worthy; activity; thus C. grows; others plod; C. enterprise beats St. L., 109. PRINCIPLES. None new; to be known and used; needed in business, 1. PRODUCE, Trade follows channels of, 83, 152, 181, This denied, 186. Increased facilities of transport wanted, 375. P ROCRUSTES, instead of a Delilah has St. L. in hand, 82 PROMISES to be tested, 106. C.

changes from p. to fact, 107. PROPE ILLERS superseding sail, 62.

PRFOSPERITY of C. thoroughly identified with Gt. Int. and the Nation, 366.

PROVISIONS. Stock, Live. C. chief market of the world, 62, 103, 162, 208, 214. This chief mnfr. of C.; indicates succ-ss in other branches more central izing, 208 Wing: Growth of live-stock trade; this a branch; steady increase over oth~er cities; dealers come here; basis solid, 208. Edmunds: Prices at N. Y. no t reduced by railroads, but in W. growing to E., 316.

P)RK AND BiEEF PACiKING: Merch. Mag., quotes C. Times, ” History of the business:” G. S. Ilub bard firstt packer; increase; C. chief packing city; advantages in transpo,rtation and food, 208; corn put into hogs and cattle; saves in freight, packisig business at C,. & Din. natural, to increase; storks raising improves f~arms, 209. app rehen ded; secures national rights benefits resn bt ult ing from State exper imen ts in go vt.; S tate pride to operate; build great cities, 108. Creating large cities, yet trlade must be left to natural channels; Cam. & Am. righte d by S tate sovereignty, 109. W ere Union broken C. would grow; with Union no favors asked; the West a unit; C. and Ills. tru e to State motto, 110.

M.C.‘s rust do their duty to whole republic,127. Influ ence of govt. in promot ing eommerce and mufrs.; ignorance of principles; its cause; superiorit y of institu tions not appreciated; foreigners will not display their inferiority 136; con1 iden co in our institutions; strength of govt.

d emonst rated; State sovereignty to be appre herLNded, 137, 198 i. N. W.

to have p ower; g re a t responsibility;- relative changes of M. C.‘s f rom 1850-60; samye to continue, 138; knowledge of our superior govt. will bring settlers, 139. Dr. Chan ninig advocates free-frade; present doubtful; all interests to be cated for; duties vary; nature of State different from individual, 191; in every status laws to be regarded; States seek peace; indepeL,d ence best means; commerce not to be disregarded; future free-trade; commerce and mnfrs. both needed; States n-) phila,,thropksts; govt. to care for all in terests, 192. U. S Census Rep.: Security of our Con stitution and laws; Eng. security basis of prosperity; same elements ours, 193; m,,intaitiing Republics dif ficilt; C(arnot’s exception of U. S., 105…… Too little attention to p.; rights of conquest compel to study; final basis State Sovereignty, 193 n.’~hy failure of Fra nce as a Republic and our success? study requi site to appreciate our system; checks essential in Gt. Br.‘s Monarchy; in our democracy; State soverignty o-c basis; representation the basis of Republicanisn-; superiority of our checks and balances, 195 n. Poli tics and physics wisely blended; our contrary teachings prove egregious errors exist; discussion here i,.p,,ssible; effect of examination upon mnfrs., 196. Co-,nmon sense has ruled; errors of the fathers; Chisholm vs. Ga.; Blackstone’s nonsense, sover eignty of the legislature, our bane; error of 11th ameDidmnent to Const.; courts of claims to settle our disputes, 196
n. No difference in forms of Govt. an error; obligations to GOD for our system; strength ot covenanwt to be apprehended * Europe cannot have our system; our teaching of the right of revolution; Europeans to come here; Gt. Br. wrong about expa triationi; we fight if necessary, 197. Capital to be drawn from Europe; confidence in our promises to pay; Staterights our safeguard; State Sovereignty to be apprehended; dispute about part of the bonds, 198. Muilst understand rights and duties as States, as a N;,tion, 219 n. Our power as citizens; a city an ulc,er; does not make itself; a vent for corruption; centres of civilization; associate effort needed: worth of a true city, 320. Checks upon power in Gt. Br, and U. S., 324.

Fed. Un. binds together; bene fits of State divisions; yet trade natina.,l, 325, 402. Federal not understood, 325 n. Poussin: Am. to become a chief corn. nation; rival and dispossess Gt. Br.; pursues an opposite course; democracy rules; sail,s rights; sovereignty of people-no change desired, 333; democratic liberalism and railroads; pe,~ple decided about railroads, not States, 334…… A relief from monopolies in State Sovereignty, 353. SAc (C;al.) Unio: St. Louis wants national capitol; claims of C., 386 n…….National catpitol should not be iymove& 386.

State Sovereignty and National Union the basis of our growth; knowledge will draw im migrants, 402. POOR. H. V., Ed. Railroad Jour., changes, 11
y. to 1843, 334. POOR, Hon. JOHN A., letter to ShipCanal Conv.; im portance of improving avenues from C. to the ocean, 343. POPULATION.

Immigrat ion. Aim to show that (,. has a Population equal her advantages: Cllaracter(,f a city important; difficult to change; ” action:~ speak louder than wo}rds;” un,due credit giver C; site rather than citizens have made it, xxi. W e believe in work;- want different faith, xxii. W~ealthy citizens do little for their city, xxxiii Some run away and stay away to shirk their duty, xxxvii. P. of the N!. W. States, 1860, and pro 420 I, i

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Past, Present and Future of Chicago Investments. & Northwestern: Ills.

Cent.; Dubuque & Sioux City; Central Pacific; Pacific; Northern Pacific; Union Pacific; Kas. Pacific; Denver & Cheyenne: Sioux City & Omaha.) Galena and Rock Isl. to Council Bluffs predicted, 21-24, 30-32. W. chief field for rs., 71, 132, 338. Wn. rs. pay well, 72, 336. R’s. E. of Miss.

interested in extensions W., 48,133. C. now able to aid the E. to extend the r. system; her 7 lines W. will continue to Rocky Mts., and beyond -
their competition; other competition difficult, 120; e qu al divergence of C. lines from Mex. to British boundary, 121; parallel li nes to be built each 50 or 100 ms., 122. C. lines will extend, 130. Progress in N. W., 132. Next 10 y. will double the increase of last 10 y., 133. Prospective trunks, 283. ATCHISON AND PIKE’S PEAK. C., B. & (tuiney. (Central Branch, Union Pacific route), Grant and length, 45; con nects with Omaha road at Fort Kearney, 46, 49. Cor. Mo. Rep.: Connects with Han. & St. Joe, 49, 50, 356. BALTIMORE & OHIO a. Pa. Cent. divert s trade from, 363. Account of laying foundation s tone, 1828, 371. Perfecting connections W., 372. 373.

BURLIN(iTON & MISSOURI ROAD. Burlington and Q.. Has a land grant, 25; Mr.

Perkins upon importance of C. B. & Q. road, 48; a feeder of C. B. & Q., 356. CAIRO & FULTON, MO. Ilis. Cent. Bought up by Mr. Thomas Allen; more inimical to St L. than Han. & St. Joe road; cut-off prevented, 40. A villainous scheme nipped; Ills. Central in competition, 98. CAIRO &

VINCENNES. Vincennes. CAMERON & KANSAS CITY. C., B. and (,uincy. Built, 26, 51. Mo. Demn., “A flank movement:” Not built by C. but by East; connects C. with Pacific road, 96-St. L. at disadvantage; must work; E’n capital aids C.; will change, 27, 99. Mo. Rep., another road E.; cheapens C. lumber; roads centering at R. City; a rival to St. L., 27. C. Times: No aid from C., 33…… Its value to C., 52, St. L. ignorant of it, 97; puts her in a dilemma, 98. CAMDE,N & AMBOY monopoly, remedy for, 109, 53, n.

CENTRAL PACIFIC (from Sacramento) Route, grant and length, 45, 122. Route favorable, progress, 79. C. & N. WESTERN. Galena. Has a land grant, 25.

Trunks, branches and lengths, 36. Earnings, 10 y., 41. Rep. 1867: Sioux City Road to Omaha; connects with N. W. at St. Johns; takes Upper Meo.

trade; Omaha to St. Joe in rapid progress; 150 ma. C. lines, 95…….

Facillties for receiving and shipping iron ore at Escanaba, 236, 237
energy, 237 boats to Escan,ba, 246, 352. Mr, Ogden predicts Galena to be the N. W’n road, 350; this repudiated, 351. Chartered 1848; changes and combinations, 351; reorganized, 1859; 1864, buys Galena; Fulton branch to Omaha, connects with Pac.; C. and Mil. absorbed; Peninsular road; steamers connect at Green Bay extension from Mad. to St. Paul; officers, 35E Truly N. W’n road!; a dangerous power, 352. Endeavor of N. W. to control R. I.

road, 357, 358. Change of directors, 358, n. C., ALTON & ST. L. predicted, 21, 31. Earnings 10 y., 41. Rep., 1867: Jack. branch takes trade to C., 95. Rep., 1868: freight increase due to new Jack. road; not yet full trade; increase of passengers;: local travel and freight, 187. Coal traffic, 242. Trib.: length; consolidations; changes of Co.; progress; vicissitudes, foreclosure; present firm condition; Jack. branch taps fine country; takees trade from near St. L. to C.; officers, 361. C., BURLINGTON & QUINCY, trunks and branches and length, 36. Earnings 10 y., 41. Hon. J. F. Joy’s Report, 1868: their interest in Bar. & Mo. road; earnings west of Miss.; settlement of country, 48. Report, 1867: Freight west of Miss; large local trade. 94. Depot grounds at C.; length of, city track, 284. Trib.: Stock in original hands; well managed; route fine; 13
ms. to Aurora, 1852; consolidation with others; track into C. 1863, 355; Iowa extension, Bur. & Mo. road,. Han. & St. Joe; Atchison and Kas. City: 3 bridges: Mo. Val. road connects with Pac. at Omaha;* officers; 356…………..Mr. (Gale a projector, S3. W. and diagonal route desirable;* connects with Pac. at Omaha, with Atchison & Pikie’s Peak; Kas. Pac.; Lear., Lat. & (}al., 356. (BEEF PACKING. Col. Hough’s at Lon.

World’s Fair, 167. List of packers and statistics, 1867-8. Merch. Mag., 1857, ” C. Beef Trade:” rapid changes in the wilderness; high estimation; contracts for the allied army; amt. packed 1855, l11. PORK PACKING, earliest recollections, 1832-‘3, 208, n. List of packers and statistics for 1867-8,210, 211. Cut meats instead of barrelled for Eng. and South, 211. FACILITIES. Reflex influence of stock trade and packing; creates great facilities, 211; advantages of a large stock-market to a packer.

Corn. Exp.: de scription of largest packing house; slaughter 300 cattle, 2,000 hogs daily; machiunery; floors for cool ing, etc.; lard tanks and purifier; skillful workmen, 212. UTILIZING OFFAL, Baugh & Sons establishment, 214. FUTURE INCREASE. Illinois and adjoining States chief corn producers must be concentrated to transport. Ruggles: Grain-raising in W. only just begun, 212; exceeds Gt. Brit.; benefits not home restricted; new world to feed the old: cheap transit wanted; hog-don’t laugh at him; corn incarnate; new mode of curing; Eur. trade, 213; cut meats ex ported, 185Q-60; fiscal effects; lard into oil; in creased use……Facilities to oe supplied to reach chief provision market of the world; live stock to be more and more manufactured here, 214. AT ST. L.

-Mo. Dem.: St. L. exceeded by other cities; to swear less by her rivers……Consolation for present losses in future hopes. How can St. L.

draw from C, what C. has drawn from Cin., 209. PUFFING of C., Too much already. Therefore, is this work necessary; xxvii. Fair examination is not p., xxviii. Folly to desert truth for p xxix. QUARTER, Rt. Rev WILLIAM, 1st bishop of C., 275. QUARTZ crystal in Illinois, 224. RAILWAYS. CHIcAGO

AS A RAILWAY CENTRE.-chief of the world, xiii, 384. Was so in 1858, 24.

Art following Nature’s Lead, 0. has no Taxes for Railways, though she has several Times more than any Rival, and nearly Twothirds of all westof the Tol, & Cin. R., and north of the Ohio River, margin, 28-36. Power of the Railway to Develope and centralize, margin, 313339. No other equal Point of Convergence of either Rail or Water, or of both, on the Globe, margin, 339 385. Area tributary by r’s., Gt. Int. North-. vest. West. Those are C.

roads which send her more business than to any other city, 37. C. a natural centre, 24, 28, 29, 36, 41, 42, 65, 71, 92, 105, 106,120, 221, 338, 346, 399. London and Paris in ferior as centres; C. system greater than that of Eng. or France, 384. 250 daily trains; 1 each 3 ms.; long routes, 385. EASTWARD LINES. Five Rival Railways East ward, margin, 53-58, 103. (Seo be low, Mich. Cent., Mich South.- Pitts. & Ft. Wayne; Gt. East., Bait & Ohio; Norfolk”) N Y. Y. World: N. Y. needs more rs., 57.

Competitors with Miss. River, 342. Competition of En. lines, 362. New trunks by consolidating short lines; compete from Portland to Norfolk, 366. Crane: Ogdensburg roa d insuffi cient for Bost. a ne w line to Lake 0. wanted; capacity and cheap transportation, 375. SOUTH AND S. WEST

LINES. (See below, Louis., N. Alb. & C.; Evansville, Crawfordsville &

Danville; Vincennes and Cairo; Ills. Central; C., Alton & St. L.; Jacksonville branch, do.; C., Bur. & Quincy; Han. & St. Joe; St. Joe &

Leavenworth; Leaven worth, Law. & Gal.; Cameron & Kas. City; Kas. Pac., En. Div.; South W. Pacific; N. Mo.; Mo. Val leSy; Cairo & Fulton.) Ills.

Cent., and Alton & St. L. predicted, 21, 23, 29-31. N. and S. lines E. of Miss. aid C., 37, 67, 95, 187, 361. So will lines W. of Miss. still more, 81, 95, 96. 150 ms. C. lines along Mo. River, 95. Prospective trunks, 283.

Powe: of Ills. Cent. 98. WEST AND NORTHWEST LINES. The Pacific Rail ways in Progresstheir Effeots, margin, 42-52,104. (See below, Hur. & Mu.; Atchison & Pike’s Peals; C. & Rock Island; Mississippi & Mo,; (Galena &

C.; C. 421

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Index and length, 46. Santa Fe Cor. San Francfsco Buls-. tin: Change of route thro’ New Mexico; another line to San Francisco; coal, water. iron; no snow; Congress to aid, 47……San Fran. Bulletin: No contest with Omaha route; route feasible; country to build its own roads; only land grants from Cong., 47……Trade already large, 52. Route to New Mexico suits C., 50. Securing this easier than the Han. & St. Joe 51. Cor. Putts.

Gaz.: trade already large, 52. Geni. Ilammond: Route favorable; company energetic, 79. Best line to Pac. for Phil. and Balt., 377. Resolutions of C Board of Trade: Ask Coug. to aid; solve Indian difficulty; reach Cent.

M(exico; route advantageous; Govt. saving, 382. C. Rep.: C. and Ills. most interested in the road; Mo. Legis. refused aid: road important 382. Cn.

Ties: two P. roads better than one; competition; benefit of branches; K.

road tied up at 411th mile post; past aid lost; saving to govt.; Cin.‘s reasons, and C.‘s, 383. A. W. Wright, on the survey of route: lines practicable, tho’ some high grades; arable land; minerals, 384. KANSAS

CITY & CAMERON. (Cameron), C., B. i Ctuiney. LEAVENWORTH LAWRENCE &

GALVEBTON. C., B. & tuincy, 36, 99. Col. Vliet’s description of the route, 121 n. A C. road. 99, 121. 180 ms. built, from Gal., 100. Connects with C., B. & Q., 356. LEAVENWORTH & DzsMOIN’.ES, Co.‘s circular upon construction of road, 379. LOUISVILLE, NEW ALBANY & a. Mich. Cent., and branches, 36. Little Rock, Ark., connected with, 98. Receiver appointed, 363, MICHIGAN CENTRAL predicted, 21; length and branches, 36. Earnings 10
ys., 41; origin, difficulties and progress, 354. Desire of Galena road to connect with, 349, 350. Difficulties with Ia. and Ills. to reach C.* stock in original hands: regular dividends, 354. Trb.: built to Ypsilanti, 1842; to C. 1852, 354. 20 y. of success; line to Saginaw; looks to C. for market; favorite route for travel; officers, 355. MICHIGAN SOUTHERN, & N.

INDIANA, predicted, 23, 31. Length of branches, 36. Earnings 10 ys., 41.

Second road into C., 20th Feb., 1852. Depot cost $250,000, description, with cut; officers, 359. C. Rep.: 2 Cos. consolidated; begun 1838; finished 1852; Mich. branches; Goshen do. * built in 20 mos.; ear,y difficulties; distrust of W.; final triumph, 360. MIsisissiPPI & Mo.

consolida ted wit h Ca., Rock Isl. & Pao., 357. MISSOURI VALLEY to aid C., 95. Important feeder of C. B. & Su., 3WP6. MOBILEs & OHIO, 11. Cent. land grant, to be aided, 23. NEzw Y. & ERIE wants broad guage to C., 373.

NORFOLK, Va., equidistant with N. Y.; important port; to have r. to C., 54, 58, 103, 366. NORTHERN PACIFIC, (St. Paul.) NR. Y. Trib., route has adva ntage, its importance, N.Y. and N. Eng. interested. 45. NOITR

MISSOURI to Omaha, 54, 79, 174. Gen er al Hammond’s speech, 79; most importa nt of all to St. L., 67, 68; connects with C. roads, 67; dan ger of p erversion to C., 96 n. Cuts off C., 83. West Branch; Liberty (Clay co.) Trnb., 97. OMAHA to Sioux City. To St. Joe in rapid construction, 95.

PACIFIC. Northern Pac. St. Paul. Union Pac., Omaha, and Central Sacramento. E. Div., Kansas City. South W. Pac. Let. to Bost. Cour., 1848: P. railway possible; get one then to Council Bluffs; insure continuation W.; route E. of Mo. river will pay well; Atlantic cities should aid to get it, 31. Circ. 1858: P. road will be built, 24. The Pacific Railways in Progresstheir Bffects, margin 42-52, 104. Several necessary; C. wants several, 44, 47, 104,127. P. connections the ob-,ject; Omaha Road in rapid progress; takes trade of Neb., Col., Mon. and Dac.; trade immense; Pac.

end in rapid progress; finished by 1870, 79. Merch. Nag., opens commerce with all Asia, 221. Roads begun will be finished, 384. One begun in the midst of war; another begun before that is finished, 386. Make W. seats of mnfrs., 394, PENNSYLVAN~IA CENT. Pitts. & Ft. W. St1ol a march on N. Y., 372. C., Rocx ISL. & PAC., predicted, 22, 23, 31. Has land grant in Iowa, 25. Trunks, branches and length 36. Earnings 10 y, 41. To con nect Boston suith Cou ncil Bluffs do within 20 y,” predicted 1847; chnessrs. Farnam &

Sheffield examine, get charter and build road, SM6. Trib.: commenced 1852, finished 1854; extension to Council Bluffs; shortest line; has Iow 450
ms.; la nd, grant; receipts and net earnings; workshops at C.; increased value of property; officers, 357. En deav or to pr even t extension to Omaha; a stock-gambling operat ion; Mr. Trac y defeats it, 357. C. Y. Sun upon the contet; objects and resuits, 358. Elegant depot, with cut, 359.

COLUMBUS, C. & IA. CENT. Great Eastern changed to; length of roads; officers a through line to seaboard; thorough condition, 862. Pai. Cent.

uiperoeding Balt. & Ohio; only 29 ms. further than Ft. Wayne route to Pitts., 363. DXNVER & CHEYENNE, 117. (Mo. Dem.,) 120. Un. Pac. DUBUQUE &

SIOUX CITY. Ills. Cent. Hel. (Mon. Gaz., o C. vs. St. L.: Trade goes to best bidder; St. L-inert; C. active; Sioux City road leased t o Ills. Ce nt.; steamboats to connect; benefits to Montana; h er trade sought, 118; C, seeks; St. L. regrets; tra de like water, 119. Cor. C. Rep.: Sioux City route best; cuts off St. L.; best for C.; increase of Mo n. trade, 119.

EASTERN DIVISION, UNION PACIFIC. Kansas Pac. C. CB. & Quincy. EVANSVILLE &

CRaAWFORDSVILLEi, via Danville. Built to DaInville; there strikes Brazil coal beds; 22 ms. to Danville; 120 to C., 283. GALENA &. UNION, C., & N.

Western. Predicted with branches, 21, 2 3, 31; large profits 29’ trunk and branches a nd length, 36 r. Mr. Ogden’s first rep.: Small beginnings; Mich. Cent. at New Buf.5, Gal. to connect, $250,000 s tock take n; En.

capital to be obtained; W. to b uild fir st 41 ms., $360,000 subscribed; Ioute surveyed, 349; 31 ms. contracted; tho rough road with T. rail if possible; flat rail at first; ec onomy indispensable; T. rail can be subst ituted for flat; extension will make it necessaly; connection wi th Mich.

Cen t.; road to Elg in secures for all time the whole N. W., 350. Trib.: Charter ed 1836; th e n 1,000 ms. in U. S.; 1850 reaches Elg in, 42 ms.; Dixon air line, 1855; 1864 absorbed by N. W.; developed the country; large dividends; great success; inauguratedoursystem, 351. GREAT EASTERN.

Columbus, C. &T I”. Cent. Length and branches; earnings 10 years, 36, 41.

HANNIBAL & ST. JOE. C. B. & OQuincy. Inimical to St. L., 34, 40, 50, 55, 80, 81, 93, 97, 112; length’ and branches, 36; connects with Atch., &

Pike’s Peak, 50; present route from Kas. City to C., 51; seeks its own interest, 112; important feeder of C., B. & Q., 356. A road from St. Joe to Jef. City to dispose of H. & St. Joe, 55. ILLINOIS CENT. Three petitions to Cong., 1848, for ]and grant, 22; S. W. interested in a road to the lakes; this the first; help Mobile road; no gratuity asked, 23.

Circ., 1848:’ importance and certain construction. Let. to Bost. Cor. in favor of I. C., 31. …… Trunks, branches and their lengths, 36. St. L.

dependent on, 39. Earnings 10 y., 41. Works for C., 81, 98. Lessee of Dub.

& Sioux City, soon connect at St. Johns, 118, 353. Grant of lands by Cong.

a good precedent, 127. Power S. and S. W., 98. Mass. M. C. voted against land grant; Hon. Geo. Ashnun favored, 138, n. Liberal to La Salle Zinc Co., 248. Effect of construction upon land value, 317. Wants its own line from Frbeport, 35-3. Trib: Land grant 1850; length and route; developed State; river connections S.; fruit traffic; Dubuque & Sioux City extension, 353; extent of land grant; credit sales; no torfeitures; prices; land department heavy; officers, 354. IRON MOUNTAIN, St. L. must push, 68, 83. JACKSONVILLE BRANCH, C., Altol} & St. L. road; takes trade to a., 95, 361. This is a fair example of other roads. 96. KANSAS PACIFIC.

{Union Pacifiy Eastern Divisioe.) C. A. & ~uicy. Route, grant l 422 i a

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Past, Present and Future of Chicago Investments. fects, 303; man’s constant progress; effect of moder-n improvements upon towns. 307…….

Our increase of mileage greater than imports and exports; good reason; therefore immense increase of traffic sure, 331; first roads cheaply built; after improvements easy; most mileage wanted at first, 334. Galena first a. road, chartered 1836, 350; first rep. 1848, extracts showing difficulties, 349, 350; first 42 ms. to Elgin, 1850, 351. Account of laying the foundation stone of Balt. & 0, 1828, 371. Rail. Jour., 1843: difficulties in starting, 334; changes of 11 y. from 1832; now export engines; ascend high grades; compete with canals; are profitable; pay 6 to 10 p.c.; 6 ms. at Boston, 1862, 1,208 in 1843, 336. THE WEST CHIEF

FIELD-RAPID PROGRESS. Table of C. roads, 36; other roads W. of Tol. and Cin. road; t ota l in N.. W., 37. Extension chiefly in W. 71. No such a re a for rs. to w ork upon; kept back for r. and t eleg raph13313, 338, 339.

uggles, Report to Berlin Congress: 10 y. increase of p roperty in U. S., to 1860; c ause railways.and canals; large proportion iu W.; saved 5 tim es cost in transportation; incre ase of property i n s eve ral sections; W., $2,8(R)0 00,000, 318; area; increase of po pulation, of farmis; capacity 8-fold, 319…… N. W. best accommodated, 314, 338. Progress in W. difficult to estimate; W. its own measure, 315, 335. Mo derate cost of o u r r oads; subsequent improvements easy; most mileage wanted; mileage, 1842, 334. Knowledge of W. wanted; no hypothetic basis; investments must go on; strong corporations will compete, 335. No inland country like ours, 303. Miss. Val. have r’s equal to population as in Europe; receipts to augment; food to increase; immense increase of traffic, 331. We shall equal Eng.; then Belgium; 15 y. double present lines of U.S.; shall we then stop? 333. Rapidity of progress difficult to realize; whence the capital? done it is; investments must go on; corporations strong, 335.

Adaptation of N. W. to r’s - capacity to support them, 338; these points discussed; no equal results, yet only begun, 339. Old measures inapplicable to West, 651. Early difficulties; distrust of West, 360..

Mich S’n. line built in 20 mos., 360. Mileage of the several States, 1838‘68, 364. Mileage and cost in Interior States, 365. Tables instructive; war retards construction; more rapid hereafter: less cost of W’n roads; most roads to be built in W., 365. System so established will grow of itself, 374, 377 PERFECTION AND IMMOBILITY OF THE CHICAGO SYSTEM.

Being natural and reasonable; it wasforeseen: Let. to Bost. Cour., 1847, Alton & C. road; 3 y. connects Boston and a. by Mich, Cent.; Galena road and branch to Alton & St. L.; important to B., 21; lake-shore route sure: Boston to draw business N. to lakes; best do it soon’ E’n cities interested, especially B.; Rock Island road; 20 y. connect B. and Council Bluffs; Va. appreciated, but Mass.unnited to C. & W.; B. & C. identified in interest; a strong basis of prosperity for C., 22. Interest of N. Y.

and Bost. identical with C.; rivalry with S’n cities; they must get business to the lakes; dog-in-the-manger policy will not do; road to Alton first wanted; best route for N. Y. & Bost.- C.‘s interest that of those cities; does that injure N. Y. or Bost.; their direct interest in C., 30

C/rc 18/8: R’s prospective; 4 [5] certain; Mich. Cent., Galena, Buf. &

Miss., and Ills. Cent., 23; national character; Bos.-and N. Y. interested; 15 y. build them, 24. Predisti,ns realized; prove the sys tem to be natural, 24, 26, 27, 29, 71, 107, 377, 399. Hypothesis changed to Fact: Plublic Improvements anticipated 20 and 10 years ago as a Basis, mar gin, 22-25. The Basis -of our Prosperity is no longer hypothetical, 2-28. Chief roads secured, 25, 72,107. Rival roads more difficult, 25, 96, 106, 120.

Cir. 1858, ” Railroads now built-focal Point now fixed:” ttypothesis changed to fact; annual earnings $18,000,000* other roads -to be feeders; 6 W. of Miss.; Pac. road, 24..Cin., 1861, “4,500 ms. now tributary to C.:”

list of trunks and brauches; chief reads seculred; others more difficult; land grants to 5;* of Iowa and N!. Mo. a. is -centre; no railway centre W.

of a. possible; States tributary; growth of other Cities doubtful; formser predictions PEORIA & BUREAU VALLEY, connects with C., Rock Isl. and Pac., 357. PIKE Co, Mo., projected due West, 97, 98. Re memb,r this road; a new and proper one for C., 98. PITTSBURGH & FT. WAYNE, length, 36. Mr. Cass’

report, 1867, trade thro’ C. from Pacific, 55. Trib.: incorporated, 1852; foreclosed and sold 1861; now prosperous; large depot proposed; officers, 361. Earnings, 11 y.; Pa. Cent. & Phil. its support; co,,l petition with N. Y. and N. Eng.; large revenues, 352. UI. S. Railroad and Min. Reg.: r.

system to be un derst.)od; means of correction; great capital; Pa. chief in E., P. & Ft. W. in W.; shortest to seaboard, 367; benefits of combination; C. & S t. L. on differ ent basis; C. terminus of Omaha Pac.; St. L of Kas. Pac.; terms of union; one has Pitts.; the other C. 368; a C.

view; a Phil. view, benefits of a c onsolidation, 369…….Seeks Pac.

trade; 2 wise acts 369. Mr. Cass e Rep.: tendency to consolidation; policy good some times; objections, avoided except once; arrange nient with St.

L., A. & T. H. road; other roads sel fish; P. & Ft. W. seeks common benefit; railroad responsibility a person limited, not railways, must keep pace with trade, 370. SIOUX CITY and the Pacific Route, grant and length, 45. SIOUx CITY & OMAHA.. C. & Northwestern. Is building; connect with N.

W. at St. Johns’, take Up. Mo. trade, 95, 117, 118; steamboat line in con nection, 117. SOUTH WEST PACIFIC, its route, 50. St. L. must look after this road; another flank movement, 51. UNION PACIFIC. (Omaha.) N. Y.

Times: To be finished by 1870; already 525 ms., 42……Wesa Route, grant and length, 45, 79. Connect with St. L., 49, 79; effects of, 127. Lon.

Tel.: importance of project. N. Y. Coam. Chron.: its effect; develope the W., 43; increase mining and Pac. trade, 44; opens a fine country; trade immense. CENTRAL PACIFIC (from Sacramento), route and length, 45, 128; C., not Omaha, the terminus, 368, 369. VINCENNFB TO CAlRO. A Cin. meeting to cut off St. L. and C.; 8 attended, 77. BENEFITS AND EFFECTS OF RAILWAYS.

Power of the R. to Develope and Centralize, margin, 313 319. Create their own traffic, 315, 325, 329. Baxter: Proportion of exports and imports to rs. and naviga tion in Gt. Br., 326; in France, 327; in Belg. and Hol., 328; in U.S. 329. Edmunds: Rs. increase the value of steamboats, 329……Rs. more important than R i vers, 33, 75, 83, 85, 89, 104,112, 339, 347, 373. Val uable with Water, 63, 339, 340, 372. Water and rs, both indispensable, 59, 93, 319, 339,342,347, 375. Buf. Ohm.: Advantages compared, 59……Iron arms to draw trade, 31. The nerves of body-politic, 345. High freights derange trade, injure rs., 164. Power increased by consolidation, 47,76,335,366, 369. Dan gers, 352, 370, 373. Parallel lines should not be con solidated, 352, 374. Remedy in Staterights, 56, 353 n.

Difficult to regulate consolidation, 374, n. Rivalry of cities opposes consolidation, 366. Water competi tion effective, 372. Public interests, tho’ made sub servient, will rule ultimately, 358. Increase of pro perty by r’s., 127. 318, 335. Economy in transporta tion, 315-317, 318. 320, 326, 399. Direct benefits to Agriculture, 314, 315-319, 327, 328, 331, 332, 399. Stimulate growth of cities, 307, 320,322, 323, 308. Expansion of thecity, Suburbs9 283-286. No means equal to develops, 313, 315, 399. To cen tralize,320, 398. Settle a country, 48; farming lands enhanced, 317.

R. stock pays well, 336. Balt. & 0. R. unites E. and W., 371. Mining trade to be done by railroads, 347. Disadvantage of short lines in transferring freight, 373. Advantages to C. of con structing Des Moines and Leavenworth road, 279. R’s. require much mnfg. at C., 199, 217, 223. Value in distributing mnfrs. at C.. 221, 314. e RAILWAYS YET A NEW INVENTION. Not 40 y. since Quincy horse-road 3 ms., and Mauch Chunk, 9 ms., 314. The workI ofaonly one generation, 335. Mileage and annual increase in U. S.

from 1828 to 1868, 329. jSc(,tt: Invention favors dom. trade; rs. yet ~ew; 20 y. employed in constructing; bold man to foretell ef 423

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Index. strong by the E; they have all the surplus capital. xv.; C.

ridiculed for her poverty; and dependence on E’n capital; we thank them; make the E. see more their direct interest with C.; they must back up the Queen of the Lakes although it make her larger than any ocean city, xvi.

C. Times quotes a letter from Omaha to Cin. Corn., describing the turning of trade from St. L. to C. by the first r., boxes in the cellar marked “St. L.,” on the sidewalk “Chicago,” and comments thus: Cor. right as to effect of r., but wrong as to constructing power; C. did not build this r.

nor any other; never has contributed to them; let others build for our profit; r’s create the city, not the city r’s; no aid for a Min. r.; nor for Cameron & Kas. City; she permits them to come in, 33…… St. L.

confirmation, Mo. Dem. 1861: Admits loss of trade right in her own State; gives figures; cause for alarm victim of illusion; C. trade increasing; N.

Y. and Bost. in competition with St. L. thro’ C.; Wall st. plans adverse*
treason right at home; Mo. dismembered by Han. & St. Joe r., 34…… Art follows nature; policy to continue; Solomon followed, 38. To develope the W. more irnportant than Pac. trade; one Pac. r. insufficient; C. wants serveral; ro monopoly; trade must come here if C. be the natural centre, 44. Competition of two Pac. roads; have several, 47. Rou tes East to Balt.

and No rfolk to b 800 e improved, 54. Tar trae e in natural channels; Atl.

ports compete to reach C.; N. Y. and N. Eng. made C. the focal point; strong competition with Phil., Balt. and Norfolk, 56; must be rmet; advantage of Balt., 58. C. now begins to help her self, 99, 120. Encourage the E. to do more; con tinuie her 7 W. lines into and over the Rocky Mts.; rival roads difficult, 120. Immense mining area to be supplied, 114-126.

Facilities will be afforded, 126. Aid by Federal Government: ain. Railroad Rec., “Government lands for rs:” Should not be a party question; they create wealth; settle a country; effects of a Pac. road; aid taxation; sale of lands no object. Govt. should give something; several Pacific roads needed-Ills. Cent. an example; give to make money; for higher objects; immense area to be reached; must have 3 Pac, r’s……These views ju diciouss; must have 5 to 7 to Rocky Mts., 127. Land grantshitherto, 23, 24, 25, 45-47,127. Resolutions of C. Board of Trade in favor of grant to Kas. Pac., 382. C. Rep., C. Times in their favor, 383. Consolidating short lines E makes strong corporations to push W.; have several more, 47, 366.

Baxter, ” Railway Extension and its Results:” Distribution of Eng. r’s; centres in Europe and U. S., 324; traffic and benefit of rs. in Gt. Br.; do not supplant other means; create their own traffic; pro portion of exports and imports to railways and navi gation in Gt. Br., 326; France, 327; Belgium, 328. In U. S.: miles built each year and annual increase from 1828-1868; nearly equals all Europe; traffic mainly domestic; foreign to come; increase p. c. of exports and imports from 1830-1860; proportion of exports and imports to railways and canals, 329; 15,000 ms. in progress; Pac. rs.; great future for U. S.- mileage of Europe and U. S.

compared with area and population, 330; lines in Eng. and Belgium 15 ms.

apart; 10 enough; benefits to agr., save whole cost, 331; benefits to towns; dividends not essential; route owners of land to build branches; not directly, but by loans of credit; only way; future of railways; 85,000
ms. in 36 years; more next 36. N. Amer. have 100,000 ms.; Europe a line from Dover to China; wonderful results, 332…… Such our future increase; 15 y. to double present lines; shall we then stop? 333. Moderate cost of our first roads; subsequent improvements easy; most mileage wanted, 334. The Controlling Cities demand Pursuance of their own Plans: Railway progress wonderful; whence the capital? largest expenditure in W.; knowledge of W. wanted-. investments must go on; corporations strong, 335.

Atlantic cities seek their own advan tage; their network; the W. a safb reliance; trade increase; they must pursue the policy established; no Atlantic city would withdraw if it could, or could if it would;- Wn. rs.

pay well-W. build its own c~entres, 336. Less cost of Wn. roads, most building in W.; east of ~Io. River main trunks built; chief reasonable; realised and more, 25. Basis not problematical; future of C. sure, 26. No tax for C. roads an item; reason more s o; s hows C. a natural centre; lacks capital; could not build her roads; St. L. rich, 28; yet C. roads never stopped; why other cities not sought by capitalists; thi s a natural centre, 29. Art follows nature; policy to continue, 36. Mileage of 15
trunks, a nd 45 roads centering in C. with 20 branches 36. Length of 1.5
continuous trunk lines, 38. W her e the power to work a change? 38. Countr y w ell accommodated; s am e d oing W. of Miss.; plan perfect to concentrate; each road sought its own interes t, 40; yet best pr omotes public good; focal point surely found; earnings strong evidence; earn ings 10 y.; future increase,.41. 4st For conclusive evidence as to the power and ef fects of existing system thus far, look at St. Louis-Results of ontest h itherto. FocaL Point Immovable because Capital rules: Easte Joint Int er est of C. with. No tax for all our railroads a n item reasons mress e so; d etermines whether C. is a na tu ral centre; C. lacks capital; St.

L. r ich, 28; C. roads never stopped in war; capital find s safety; profits on Galena, the first road: other citi es supposed to have equal advantages; why not sought by capitalists? their sagacity shows what is bes t; surplus capital of nation in N. Y. and N. Eng., 29. N. Y. and N.

Eng. identified in interest with C., Cir., 1861: Nro tax for r.

indebtedness: C. roads buil t by foreig n capitalists; other cities loaded with deb t for their few; C. has more rs. tha n all her rivals, 32. 15
trun k lines, and 45 rs. centering in C. with 20 branches mor e or less tributary, (th e length and terminus of each,) 36. The whole business not claimed; should cross roads be r eck oned; tho se which give C. more benefit than ony other city; table of o ther rs. in N. W. giving C. some trade; all these excluded, and also over o ne-fifth of actual C. roads, 37; still leaves C. two-thirds of all in N. W.; 15 st raight tr unks of 5,960 m.; where the power to work a change? capital in tere sted t o mai ntain present plans; 38. A master mind in the outset would have planned the system as it is, eith er to accommodate the country traversed, or to have centralized the business; each road has sou ght its own interests, 40; yet best pr omot es the public good; the true focal point must be found, 41. The interest of capitalists to carry out their invest me nts; where the power to change? w hole we alth of N. Y. an d N. Eng. interested to prev6nt innovations; So uth best served by keeping things as they are, 42. Only 42 ms. 18y. ago-now 15 trunk line s and many branches, 342 to 974 ms.; C. artificial hub of N. W.; felloes secure; best for stockholders; for the public; C. a sure hub: wheel not to be changed; joint interest of e’n capital, 105; spokes put in independently; no C.

work; common sense ruled; no power to work a change, 106. Greater facilities at C. by rail than water, 104, 339. a. feared cut-offs, 69; St.

L. Intelligencer, 1853, quoted Alton Tel. upon the Joliet cut-off, 70.

Perfection of present system to accommodate country traversed, to profit stockholders, to benefit the public, to build one great city, 40, 105, 339. Change of Wn. system impossible, 38, 42, 105, 106. No important r.

centre W. of C. now possible, 25, 49. 71, 120. The Focal Point of the Great West is fixed immovably, by over 7,500 of its 11.000 ms. of Railway centering at C., margin, 3642. MEANS AND CERTAINTY OF EXPANSION. Chicago has not built her Railways, but begins to help herself. Atlantic.-, Capital. East. Cooperation of N~ature and of Art from abroad, xii, xiii.

Our Rail way System is immovable: A new power must sup. plant the r.; system extends naturally; rivalry in fu ture more difficult; if difficult E. of Miss., more so W.; had C. built her system, change might be easy; what has been done compels to moredoing of the same sort; chief r.

investments for 10 y. to be in C. lines, xiv; poverty of C. strongest reason in our favor; all capital invested calls for more; C. getting wealth to use for her advantage; this of small as count The whole capital of Xg. Y. and Xg. Eng. supports if.: E. seeks its own interest-hard work to get into a.- yet the B. has made her the focus of three, fourths the WAn system;t C’s weaknee3 made i I 424

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Past, Present and Future of Chicago Investments. “Investments in C.

property:” Speculation not pro posed; a sure income; - annual rent of lots; rent of stores; suburb lots, 8; money safe; also profits; growth of Ills.; personal examination urged; share of profits; my desire to avoid debt; invest for your children, 9. A block and a half bo’t of Mr. Bronson; long credit; rents more than paid principal and in terest; thoroughly calculated in advance, 292. Cir cular, 1849: prnposal for funds to use in improve ments; estimate of annual surplus of rents to 1864, 10. No body could see the result, 9, 10, 292, 293. This property still a desirable pu,chise, 292 n. Full endorsement of my estimates; yet not believed, 29(3.

Cir., 1852, real estate at icction: prices still low compared with other c,ties; railroads sure; no re vulsion; why I sell, 20 p.c. guarantee, 11.

Collapse of 1857, not occasioned by real estate, 12,294 n. Cir., 1858: money panic affords good chanices to buy pro perty; former advice should have been heeded. Cir., 1860: prices depreciated by panic; desire to buy pro perty, yet avoid debt, 12; invest on shares; my ex perience; capital and profit sure; charter f)r Laied Improvement Co., 13. ADVANTAGES OF C.

Real Estate, especially in a growing City, is the best Investment, margin, 14 16 General Pecuniary Revulsions may Inter vene, but cannot change the Result, margin, 1621.. The stockyards, chief profit in the lands; that a C advantage, 169. Small cost of grading, 250. Sew erage paid by city, 252
n. Large owners have am ple opportunity fir enterprise, 252. To own C.

lots a localadvantage, 299. Wide streets andhorserailroads 282; steam railways to reach suburbs, 283; expan sive power of railways, 284; r oom for indefinite ex pansion, its benefits, 285. Many a blacksmith and shoemaker made rich,‘288; certain advance of city and suburban property, 288, 300. Opinions not visionary hitherto nor now; C. safer than ever; busi ness localities changing; opportunities great, 296. NON-IaESIDzNT8

SHOULD BuY. They help C., 297; shouldhave a share in real estate, especially railroad men; C. wants more roads; f urther stimulus to own C.

lots; Hon. J. F. Joy’s aid, 298. Diffi.ulties of non-residents, 297.

Companies desirable 298; im prove suburbs; strength of associated capital; best for non-residents; advantages of a company; ne glect of non-residents injudicious, 299. sLAND IMPaOVEMENT Co., its charter, 13; advan tages; time to use it; foreign capital wanted, 299. Features of the plan; dividend optional: manage ment offset to capital; 20 p. c. per anuum may be assured, 299 n. REAPER business begun, 11, 294. Was my ruin, 12, 295; causes of failure, 295, n. RELIGION. Province, Government and Responsibility of the’City, Title Page. Aim to invite Considerz tion of the Obligations of pity and Citizens, in view of the unparalleled Benefits showered by God and Country, xxiii. To show FellowCitizens their right to prefer Expediency to Command, Privilege to Duty, xxiv-xx vi: (4t fro m under command by r egar d for expediency; regard our own dignity and honor, xxiv. Godliness profitable not only for eternity but time; subject closely related to making money; ap plied not to religion but business; self-interest and honor entirely concordant; be diligent in morney making, yet make it not the end; be not servants in subjection, but sons in honor, xxv; ” Seek every man another’s wealth;”’ C. to seek the wealth of other cities; best promote her own; desirable to N,n vert duty into privilege, command into expediency, xxvi. Duty to our GOD: Study of our growth in duces reverence; the work of conjoint wills; the province of the city in man’s restoration, xlii; too much absorbed in getting the means; do not give our tythes; not even in death, xliii. The BsLle teaches a priori, 3.

Religion properly introduced, 20 n. Bible rule, he that hath shall have, 73. Man to work, 91,108. Rev. Mr. Martin, of Nevada, on the claims of the mining region; tythes God’s due and sufficient, 141, n, 268. God ennobles labor; Tyre’s renown for commerce; responsibility of C. mnerchants, 141.

Show thankfulness in giving; r-sponsibility for, 142, 190. Dr. Channing: commeree ennobles; a peace-makrer; Christiantzing; merchants work to m ake branches, 365; new trunk lines f rom the E. to be formed by consolidating short lines; compe tition to r each C. from Portland to Norfolk: the compe tition our safety, 367. Memo rial N. Y. Cham ber of Commerce to N. Y.

Legis.: N., Y. has done no thing in rs. since 183; Pa. Ce nt. has sto l en march; B. & O. not i ile; their extension to Tol edo, 372; by transfer of cars between roads, the advantage by wa t er is lost; Erie road no c onnection with C.; dis advantage; Pa. and Balt Ft. alertY NG. too confident; cannot rely upon water; injury of railway consoli d ation; Wn.

trade regained by rs., 373; must prevent o, nsoli idat i on; promote competition, 374…… Crane’s Address at Boston: A new road to Lake Ontario, 375. …… N. Y. and N. Eng. will arouse; thei r interest ours; facilities E. to increase, 377. 6 Points in favor of expandi ng presen t Chicago Sy stem: lst. Jo int interest of N. Y. and N. Eng:still the basis; what has been done a pledge foor more of the same sort; increased profits un their own roads by extension d.d. Surplus capital, railway profits, mu s t be invested; old States mostly supplied; must come W., 377. 3d. W.

getting capital of its own to invest; county bonds to aid; interest of farmers to build branch roads and conn ect wit h whol e r. sys tem; ex amples, S. Eastern Ills. Railway, 378, Leavenwrth & Des moinles, 379; branches strengthen c ompetition by connect ing between main trunks; all not C. roads; ben e fit of roads to farmers; wan t equal advantages with their neighbors; C. getting capital and will help. 4th. Mo)re C. lines to the W. and S. needed; S ix prob able o nes; new linaes from the E. will take hold of them. 5th. Competition W. of the Miss. be tweeo existing lines; diverge nce expands the 7 a. lines, Q5incy and St. Paul being over 300 ms. a part; their competition to control the trade by extending branches; these 7 lines wholly inadequate; more rs. must be built; tendency to latitudinal lines irresis tible, 380; new E. lines will build them; only com pleting present system, which gives entire satisfac tion, and has ponderosity not to be swayed, inherent force irresistible, rapidity of execution that defies competition; whence the power to work a change? only St. L. desires change; quite a job for her, 381. 6th. Govt.

aid rendered in Kas. and Neb.; bonds not expected but land grants; this policy well tried and established; some M. C.‘s oppose; misrepresent E.; W. soon take care of itself, 381. Two other Pac. rs. sure; N’n of course a C. road: St. L. fears about Kas. Pac., and our confidence, 382. Mileage in Gt. Int. will be doubled in 5 years, 385. RAUCH, J. H, Pres. Board of Health, census statis tics, 1868, 398. REAL ESTATE. Suburbs. Airn not to promote Speculation, but Conf,dence in the Beat Estate: The running title, ” Past, Present and Future of C. In vestments,” closely adhered to, xvi.

The chief ben efit of C. is to participate in the real e.- wish to invite consideration to the opportunity of investing in a city most certain to grow, xvii. Objection. ” The work tends to create a Spirit of Speculation: ” Is truth or falsehood speculative? Business men should own their homes and business lots, xxxii, 170, 289, 300. Most large owners do little for city; busi ness men do most, xxxiii. The man a fool to build uT) a city and not have his part of the realty,. xxxiv, 289. Its value large compared with personal, xiv, 288. A ppraisals of r. and personal, 1837-66, 288; for 1867, 289. R. is the solid basis of our prosperity, xxxiv, 289. Its opportunities should draw citizens, xxxv, 289. Time good as ever to buy, 2, 4, 7, 8, 9,10, 11, 12, 14, 296. FIRST PURCeASES ArtD PREDICTIONS.

Arrival at C. 1832, with my father; his opinion of C.; my early impressions; first purchases 1834, 290. Letter to A. Wright, 1834: lot 4

B. 17, O. T., bought for $3,500; reasons for purchase-C. to equal Detroit in 5 yv. 90W as. bought for $3,500; option to take purchases, 5. Benefits to A. W.; sound reasons; railroads not foreseen; now a sure basis, 290.

Other purchases, 18,34; sales 1835-6, and’present value, 6,.290. Pur chase of B. 1, O. T., 1f{6, for $37,500; expecta tions realized, 291. Sold 1850
for $60,000, 293. G/r: cutar, 1847, ” Safe and profitable investment:”

part of B. 1offered-profits assured-comparison with Cin.; 15 y. for a.

equal to 27 for din., 7. G/r., 18~8, 425

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Index. doned for grain; 5 reasons; N. 0. receipts and C. con mpared; N. O.

and N.Y. exports, 185. C. Jour.: N. O. and N. Y. exports 1867, 186. Scott: N. O. route cheapest; climate injures flour; lIke route best and safest, 306. Superiority o,f N. route; saves 1,100 ms.; owns their vessels, 307.

Knowlton, to Ship Canal Cbnv.: Great benefits of Miss.; man to improve them; “two markets better than one;” long railways show the Miss. is not monopolized; S. a competitor with E., 342. ILLS. R. good for navigation, 52, 89; improved by deepening canal, 52. MissouRI R. dangerous, 89, 117, 347. Used in con juinction with railways, 117, 118, 199, 340, 347.

MISSISSIPPI R., St. L. affirms it is not a safe de pendence, 85, 89, 93.

Is an indefinite viaduct, with out head or tail; benefits indefinite, 101.

Comrnpeti tion by N. O. keeps down rates by lakes and rivers, 184, 341.

ROCK ISLAND. Extension of I. & M. Canal to, 104, 312. ROCKY MTS. trade valuable, 122; centres at C., 117, 122, 125, 129, 340 1,000,000 miles tributary to C., 22. Mining in Wyoming Ter., 124; claims of mining region on C., 141 n. ROOT & CADY’S music establishment, 279, RUGGLES, Hon. S. B., grain of the West, pork, etc., 212. Report upon U. S. to Berlin Congress, 318. RUSH MEDICAL COILEGE. Science. Its pro gress, 268. Faculty, 269.

SACRAMENTO, CaL Union, “The aspiring W.:” St. L. wants national capital; the claims of O., 3W. ST. JOSEPH (Mo.), Register: Boats lost on Mo. Ri ver, 347. ST. LAWRENCE route to be improved, 62. ST. LOUIS AND C. SURE TO

BE AMONG THE CHIEP CITIES OF THE GT. INT. AND CONTINENT; WHICH MUST BE

CHIrFFST? a The three cities that have been gener ally considered “-The Rivals of the West, Cincin nati, St. Louis and Ohicago, margin, 73-111. C.

has no rival, 71, 72, 110. When ean have one, 72,107. St. L to be a great city, xxix, 76, 146, 173, 243, 392. She is spiteful, xxviii, 145, 257 n., 340. Meanness of Mo. Dem. about a blunder in amounts,f trade statis tics, 142-145. Cor. Mo. Rep.: C’s business based on borrowed money; when dull sells to insurance co’s; efficient fire dep’t, plenty water, yet $3,000,000 burnt in 3 hours; don’t want fire put out ~ insurance co’s buy, 146. Mo. Dem., ” Wanted, a Ditch?” 1Bab ylon of balloon houses has the blues; cause, St. L. sends grain to N. Y.; yet assumes a smile; talks anxiously of ship-canal-; what necessity? she de cries rivers; yet wants ship-canal to reach them; why is Babylon so anxious? current in St. L.‘s fa vor; “Beware, 0 Chicag-eese!” houses of slender splinters, 347 n……

Should be philosophic like Cin., xviii, 146, 173. She cannot judge us fairly, 347. She is on a Procrusten stretcher, instead of dally ing with a Delilah, 82. We rejoice in her pros perity, 226. St. L. excelled C. in mnfrs., 200. Amt., 1860, 202. Beef and pork packing less than other cities, 209. Large flour mnfr., 215. Growth from 1810 to 1890, 337.

General belief in her superior ity, xxx, 39, 114, 173, 175. Comparison of claims to greatness necesary, xxix, 114,142. No exaggera tion; no disparagement, xviii, xxix. Only bubble of centrality pricked, xxx, 87, 90, 101, 175, 188. Copies of the vol. sent St. L. editors, their negative endorsement, leaving it severely alone, xviii. Snpe riority to her not claimed till 1853, 74, 75. Cir. 1861: Made a comparison in 1848 between C.

and Cin.; then too visionary to compare with St. L.; till 1853 supposed her size, large wealth, established business and river advantages would continue her superiority; railroads came; locomotives take the place of stearm boats, and C. must have preeminence, lakes better than rivers; our rapid overtaking, 75; St. L. to be a great city; C. greater; reader to compare advan tages, 76…… Her decrease only relative, 142, 146,173, 174. Her disadvantages no cause of prosperity to C., but its direct effect, 92. A. the mainspring of her troubles, 26, 33, 34, 3;, 38, 39, 40, 51, {i4, 67, 79, 82, 83, 85, 95, 96, 97, 111-114, 118,19f, 17;, 18;7, 189.

Mo. Dem,, ~it. L. and C:” Competitions the life of to be generous; extend civi lizatio n; do not corru pt; teach Christ in acts; free trade the interest of man; we tend tow ards it, 191…… Obligations to G o d for our system of Govt., 197. Charac ter of our popula tion;, energy an d enterprise; c h aract er made by busy men; private men selilsh; their shame and wron g; obligations to city increase with leisure;, exceptions to the ir meanness; work done gives promise; C. to be an example; tythes supply mean s abunda nt; to be used for’Divine objects; man’s benefit, as Old Test. and Gospe t eah; tythes not half gi ven; old settlers to work and new, 261. Attention to religion from the beginning; no denominational jealousy 262; duty of fellowship; benevolent societies or g aniz ed, 263.

A good resolution that should have been kept, 263 n.; div ers e s ects no injcgry; we must agree t o di ffer 274; think less of sect; associated humanity l ess impe rfect, 275. Gt. Int. kep t b ack for r’s.; Providence direct s; man’s dut y and privi lege; recogniz e the Giver; work for our fellow; a. coworker with God, 314; r. and telegraph mo st eff icient m eans; pecuniary profit least, 315. No boa sting of C.‘s growth; it is excludedt our de p endence up on the Power controlling these diverse wills, 385. CHURCHES. First Pres. met in Mr. Peck’s loeft, 99 n. First Meth. e, Pres., Bap., Cath., and Epis. cler g y me n and churches; unanimity; Baptists and Pres. in same church and Surday school, 262.

Present list of c hurch es, 263. Meth. e nergy in education; Z71. Ca thol ics pioneers in education, o75. TyEOLOGICAL SEMINARIES. S cien ce and art.

REPUBLICAN, THE C., A temporary bridge at Om aha, 96. Montana trade, 119.

Mining in Wyo ning’er., 127. C.and the Territories, 129. Whole sale trade of C., 18607, 147,149. The Northwest and Transportation, 179. L ake S
uperior Iron, 237, 245. Lake Superior Copper, 245. Buildings, 1867, 259.

REVULSIONS, temporary in effect, 3l. General Pe cunia ry R’s. m ay intervene but a n cannot change the Result, margin, 16-21. On ly a u event like remov ing Niagara’s rocks, affects the destiny of C., 16. Cir., 1861: Effects of S ec ession and Star, 17. Blessings r esulting affec t this question, 19; adve rs ity to come; affects all property; yet re al estate certain to rise; is most permanent, 20. RICE, May or, JOH N B., a model message, 259; ad dress at dedication of Rush Med. Col., 268. RICHARDS, J.

J., e stimate of C. trade, 1860, 152. RIVALRY of Nn. and Su. Atlantic cities for Wn. trade, 30, 54. R. of Wn. cit ies to r each th e lakes, 72.

C. has n o r ival, 71, 72, 110. Othler cities rivals, 71. When C. c an h ave one, 72, 107. Combin ation gives sup eriority; rivals seem ed to have; have not, 73. The Riv als o f the West, fin., S t. L, and C., mar gin, 73-111,102. Nine points of which a prominent city should have a majority, 107; except C. no city in the W. has three, 108, 110. R. of St. L. and C., 1861, 111; began 1857, Mo. Dem., 112. RIVERS. Ta rade. Water. Extent of naviga tion, 100, 174. Conjunction with lakes at C., 58 62, 70, 93, 104, 319, 383, 342, 347. Ills. and Mich. Ca.-nal shortest connection, 53. Lakes superior to rs., 64, 75, 79, 88, 184, 342. Queen of lakes queen of rivers, 93. Superiority of railroads to, 83, 85, 89, 112, 3-39, 347. Conjunction with railways, 63, 339 840. qheir navigation not to be-detracted, 53, 63, 64’ 184. St. L’s. reliance, 88, 89, 111,173, 182. Tillag6 ruins them, 88.

Their decadence, 88, 89, 112, 184. Tonnage at St. L., 1866, 1867, 180.

Barge trade 65,180,184, 341. A tenefit to C., 65,184, 185, 341 St. Law.

and Miss. lake arms;* St. Law. strongest 132. Cbl. Foster’s Rep., Ship Canal CYonv.: Miss. formerly a necessary route; gulf difficulties; only local demand at S.; exports from N. Y. and N. O., 1860; N. O. equal to Mil. or Tol.; grain seeks other channels, 183 St. L. depends on direct shipments to Europe; C. wants it; our interest with the far mers; generosity costs C. nothing; climate against river route. U. S. Census Rep.: grain trade of Miss. and Ohio rivers unimportant; river towns be fore lake towns; Miss. natural outlet-settlements on rivers; barges used, change of trade from r. to lakes, 184; artificial channels E.; Misd.

bridges,’ railroads talking grain to lalkes; Miss,. almost aban I 426

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Past, Present and Future of Ch7icago Inves-ments. vantages of N. W.; outstrips the S.; uses its powers, 111; St. L. no hope but in securing that trade; what is the N. W.; rivalry for it began in 1857; action of St.

L. and C. compared; must know the truth; Iowa trade gone to C.; reason for diversion; trade of whole W. lost,; whence comes trade?……Comments, 1861: N.W. her reliance, rivers the means; railways anomalous; her natural highways more unsafe in future; she wants N W. roads; Han. and St. Joe adverse; N. r oads d ifficult; not equal to E. lines 112 Mo. Dem., 1861, “Commerce of St. L.-comparative receipts, N. & S.:” figures of chief articles, 1860; do not vary much from those of previous year; N. nearly six-fold; also the dependence for manufactures; “trade of the mighty N. W.

to be sought.”…. bmments, 1861: C. receipts of same art i c les of N. W.

for 1859 and‘60; figures nearly 4fold; no increase at St. L. though C.

doubles; canal (common to both) brought C. nearly a quarter more corn than her total receipts, 113.; general opinion that St. L. is to lead; study railroad map, 114. 9th. Results of contest hitherto. Trade turned from St.

L. to C.: 35, 39, 55, 67, 69, 75, 80. 89. 95, 96, 111, 113, 117, 118, 119, 176, 181, 183, 184, 185, 361. 10th. How can she change results? C ommerce.

Trade. 36, 38, 41, 42, 50, 69 82, 84, 88, 92, 95, 96, 106, 114, 120, 130, 174, 181, 186, 209. ADMISSIONS AGAINST HERSESLF. XMO. Dem,” A flank Movement:” Cameron and Kas Citv road not aided by C., but the E.; connects Pac. with C. 26; trade not run up hill: St. L. must work; C. protected by E.‘n capital; a change coming. Mo. Rep., ”’ Kas. City & Cameron Railroad:”

gives Kas. another connection E.; cheapen C. lumber; roads centering at K.; rival to St. L., 27. Mo. Rep., “C.St. L.-the Bridge:” how does C.

outstrip St. L.? Has trade of N. W.; who helps C.? no advantages, no capital, all things supplied; different management in St. L. and C., 35.

Cbr. Mo. Rep., “St. L. and her Flatterers: natural position of St. L.; she could have held it; grew rich and powerful; new sites in competition; means they adopt; St. L. too good to do any thing; plains trade gone to C.; even Kas.; tickled with hair of flattery; sceptre departin g; inconveniences of St. L., 39. Chariton Cor. Rep.: how does C. get money for railroads, St. L. not? 39. Mr. Henry Cobb in Mo. Rep.: St. L. a Sampson, C. a Delilah; E. supplies means of shaving; what St. L. has lost; even Pitts. trade comes via C.; bridges over Miss. and Mo. rivers; threatened loss of even southern trade, but for Mr. Allen; St. L. in fetters, 40. Mo. Rep., “St. L. and her W.‘n connections: ” 4 Pac. roads; Boston aiding St. L. to compete with C.! routes described, 50; St. L.‘s near future; C. Pac. herse some gaps at home to fill, 50. A St.

Louistanfrom. Y. to Mo. Rep.: St. L. wants straight road to Omaha; who to build; Phil. and Balt. interested; Pac. co. able, perhaps loth; St. L. to urge; is nearest the E. end of Pac., 54; danger from C.; central cities with St. L. against C.; all want this Omaha road-St. L.‘s vital point; a new road to St. Joe to whip C. out of Mo.; look out for antiSt. L.

grooves; cen tral route E. equa lly concerned; is this understood? 5.. Mr.

Fagin’s speech to St L. Board of Trade: commerce languishes for want of railroads to N. W.; grain trade lost; N. Mo. road most important; connect with C. roads; W. of Miss. roads benefit St. L.; E. of Miss. injure her; C. strong in railway influence, 67; St. L. must go ahead or men leave; wait no longer for Miss. river; E.‘n capital help C.: 2 railways to help St. L.; grain re ceipts only 3,000,000; 15 y. ago 8,000,000; one eleva tor to compete with C.; tip hats to C.; St. L. to do something. Hon. Erastus Wells endorses Mr. Fagin, 68. Cor. Mo. Dem., “The needs of St. L.:” to know cause of depression; natural advantages; why not effective; C. and Cin. more energy; State liberal, but bad results; men beggars and leaving; what the cause and remedy? 69. Gen. Hammond’s speech before St. L. Board of Trade, ” Importance of St. L., Chillicothe and Omnaha road.:” Pac.

connections the great object; strife with C. at Omaha, lakes equal to rivers; her railroads superior; trade now sulre to a. from N. Mo., and on to Texas;1 will St. L, regain trade; efforts must be fair; N.‘Y. Ship.

List not so; quotes it telling of the competition of the two cities for W.

trade, and showing C’s advantage; same wrong in other papers; waited for endorsement by a respectable paper; St. L. in no danger; mountain trade increasing; St. L.‘s superiority by water; N. Y. editor inquire to learn the truth, 340. St. L. naturally superior to C.; o ver land transit of 1,000 ms. expensive to C.; from Nov. t o May navigat ion close d; mountain trad, over by May, and C. only old stock to sell; St L. h as direct water communication; sure t o b e great importer for W.; C. must come to St. L.

for her goods; these results nature settles; time explodes fallacious pretensions. Paper does justice concerning barge trade; ” a new era will be inagurat ed;” this illustrates the importance of this movem ent in E’n judgmentt, “Sa lively impulse characterizes this new enterp rise;”

“nothing spasmodic;” ” advance healthy, strong,” ” in spite of all invidious jealousies sef that seek to aggrandize rivals by circulati ng incorrect and false statement s,” 341……Joint interest of S t. L. with Phil. and Balt., 54, 376. Natural location affirmed, 38, 39, 69, 83, 85, 112, 173,340. This denied wi th reas ons, 71 84, 85, 112, 173, 340. Fur tr ade starte d her, 85,‘88, 187. Then ste amboats 34, 38, 67, 68, 88, 111, 112. Rivers her reliance, 68, 69, 85, 88, 89, 111; 173. 182, 329, 341, 347. They fail her, 85, 88, 89, 93, 112, 184. Tonnage hot half that of C..

181. Other cities may beat her, 26, 71, 84. Kas. City may surpass her, 27, 121, 173. She prefers a vibrating, C. a steady market, 159, 160. False assumption injures her, Hon. H. T. Blow, 29; Mo. Dem., 1861, 34; Cor. Mo.

Rep., 39. To assume to be a rival of C., must have at least 3 of C.‘s nine points. 107, 110. St. L.‘s superiority in wealth, 28, 39, 68, 75, 83, 85, 89, 176, 188, 189. She boasted of it, N. Y. Eve. Post, ” St. L. vs. C.:”

St. L. worsted in the contest; is satisfied with superiority in banks; she exults, 190…… Her advantages from Chester coal and her iron mountain ore, 225. To be a great mnfg. city, 226. We begin to consider mnfg. in her interest, 222. Success in smelting Iron Mt. ore with Chester coal, 243.

THE St. L. elevator, 158,160. She ought to need more, 160. Extracts from her Trade Reports, 154, 155, 156, 158, 159, 160, 165, 172, 173, 174, 175, 176, 177, 178, 180, 181, 182. Her own admissions most effective, xxxiii, 67,102-Is our chief witness, 111, 114. EPITOME OF POINTS ANqD CONCLUSIONS

RESULTING FROM THIE INVESTIGATION?. let. St. L. sees her Difficutiese: 26, 27, 34, 35, 38, 39, 40, 46, 49, 54, 67, 69, 79, 80, 82, 83, 89, 96, 97, 111, 173-189. 2d. Her Advantages are unavailing and lost: 34, 35. 39, 40, 46, 68, 69, 71, 75, 83, 85, 89, 111, 113, 175, 176, 181,188. 3d. She must Revolutionize Art or Nature or both: 86, 90, 101, 102, 107, 176, 178, 181, 182. 4th. Though she relies on Rivers, she wants Railroads: 27, 34, 35, 36, 40. 46, 49, 55, 62, 78, 79, 82, 83, 85, 89, 93, 111, 113, 174, 176, 182. 5th. Railways injure her: 26, 27, 34, 35, 46, 51, 55, 67, 79, 81, 83, 85, 93, 95, 96, 98, 112, 113, 176, 187, 188. 6th. Her closely contiguous Territory trenched upon: Mo. Dem., ” A flank movement” in W. Mo., 26; Mo.

Rep., do., 27; Brunswick, (Mo.,) Central City, and Mo. Dem., of N. Mo., 3X-Law. (Kas.) Trib., and,do. Dem., of Mo. and all N’. W., 35; Kas. Cor.

Pitts. Gaz., of Kas., Deaver and Santa Fe, 51; Cor. Mo. Rep., of Mo., 55’.

GenI. Hammond, of N. Mo., Kas. & S. W., 79; C.’& Alton R. R. Rep., of Cent. Ills, 95; Liberty:(Clay co., Mo.) Trib., of W. Mo., 97; C. & Alto4

R. RB. Rep., of Central Ills., 187Atchison (Kas.) Free Press, of the W., 187. 7th. The War her Excuse for Losses: 175, 182. 8th. Admissions that the Contest began and Changes were in Progress before the War: Mo. Dem., 1861: A large decrease of cereals; figures given; cause for alarm: victim of illusion; a. trade increasing* N. Y. and Bost. in competition with St.

L. thro’ C.; Wall st. plans adverse: Mo. dismembered by Han. & St. Joe R.

C,ir. 1861, “Rivalry of St. L. v a To show that the N. W. was the prize contested, extracts were made from the Mo. Dem. 186;1, ” Commerce of St.

L., Trade N. and S. 7” thepry well, facts better; has fit, L. a commerce; if so, it flows down like the river; not to be forced up-stream; aide 427

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Index. boats; lessens fire risks; cheapness; “grainfrom St. Paul will not be handled again until it reaches N. 0.;” thence to Europe; Minnesota surplus; “this new scheme bids fair to revolutionize the whole car rying trade of the wn. waters;” “shows what great results a spirit’,f progressive energy may accomp lish;” Miss. to be improved; “for the accomplish ment of an undertaking so vital to its municipal in tere s ts St. L. should exert its mightiest energies,” 177; “if the emigrant merchants of America and Europe, ” who recognize in the geographical po sition of St. L the guarantee of mercantile supremacy will become citizens of this metropolis they will aid in bringing to a speedier fulfillment the prophecies of its greatness.” St. L. to keep pace with the W.; growth immense; universal friendship……Why is Missouri put at the head of that argument? Na ture not to be proved false; yet art or nature blun ders at St. L.; does nature depend upon barges to ful fill her ordinations; how help St. L.; they dispense with even “toting” at St. L., carrying trade on to N. O. “- Trade will show that the Reports of the Board of Trade confirm this argument and conclu sion. ST. MARY of the Lakes, University of, 275.

ST. PALAIS, Father, Bishop of Vincennes, instituted first Catholic ch., 262. SAILS being supplanted by propellers, 62. SALT in southern Illinois, 224. Trade of C. 12 y.; St. L. do., 172. SAMSON, St. L. a S., C. a Delilah, 40. No genuine S., hair (natural advantages) proved false; shorn of even this, supremacy vanishes, 173. SAN FRANCISCO to N. Y., mail in 14
days, Dec. 4, 1868, 42. Bulletin, Kas. Pac. Railroad, 46; Sweet water Mines, 126. SCAMMON, J. YOUNG, built observatory of C. Univ., 272-his liberality, 272 n. SCATES, Hon. W. B., Collector, port entries at C., 1867, 61. SCIENCE AND ART. Arts ]Education. Newspapers. Have attention; time indispen sable; material interests not alone cared for, 267. MEDICAL

COLLEGOS-The Rush. Dr. Blaney’s address at dedication of new edifice: opened 184.3; Dr. Brain ard; C. an important site; other schools beaten new building 1867; wise location, 268. Mayor Rise: 20 y. ago 22 students; 1866, 300; paid its own wily; cost $70,000……Total graduates 1,150; faculty; lec tures and spring instructors. Chicago Med. Col., well established; began 1856; graduates 222; faculty. C. next to N. Y. and Phil. in Med. graduates, 269. THEOLOGICAL SEMINARIES. Cbmgregational: Enlow ment; alumni; directors, 269; faculty, 270. Pres byterian, 0. S..

Land and endowment; graduates; trustees; faculty, 270. Garrett Biblical Institute Methodist: Founded by Mrs. Augustus Garre,tt; her noble example.

Hon. Grant Goodrich’s address com memorative;, man a coworker with G,d……Opened 1855; graduates; trustees; faculty, 271. Baptist: Connectedwith N. W. University; trustees; faculty; 272. Catholic: Begun by Bishop Quarter, in charge of Dr. Magoffin, 275. UNIVER.SITIES.

Northwestern: Meth. Epis., funds, officers, 270. University of Chicago: Baptist. Initiated by Judge D iuglas, funds, officers, faculty, Lsaw Department, 272 Lake CForest Univ.: N. S. Pres., property, delay. St Mary of the Lakes: Catholic. Founded by Bishop Quartet; graduates, 37. LAW

SCROoL, Department of Univ. of Chicago, officers, graduates, 272.

HISTO-IO.XAL So CIETY, building, collection, officers, 276. ACADEMY OF

SOBi NOE, Major Kennicott chief founder, 276. Mr. Walker’s address; Maj.

K.‘s death-his devotion to science; an example to be followed…… Mr.

Wal ker‘3 example, 276 n. Dr. Stimpson,, director; pro perty; No.

specimens; officers, 277. Episcopalians will have their semin ary; no equal aggregation of s em i naries. Dr. Hague: Paul an example;- ele ments in education to be combined; C. a centre; Baptist headquarters. Dr. Ide, generals and minis ters made not born-W. to educate its own ment - harve few seminaries, essentials other than monley; a scholarly a~tmosphere;*
educate among men, 273…._ East no index to W.;* no centre there;> here a focus; whole W. aid 0. institutions; E.l also-different it? distances, 79; route and means; present roads ” out an d out C. routes-” distances to N. Y., 80; Ills, Cent. aids C. no peace-S t. L. must help; all help C.; what a f ut ure to St L. L. to realize, work, 81. Hon. Lt. T Blow’s inaugural add?ress of t h e Board of Trade: immense t. compels an other or ganization; deliberate c onsideration imperative; w isest men to submit plans attractive to capitalists - a deliberate co urt of str ong influence; while Merch. Exch. has dignified t rade, e tc., yet no cooperation as in Ca. and N. Y.; economy in C.; with 5 times her a rea, must use her principles; roo m for both cities; both to grow, 82. Cor. No.

Dem., ” Wh at St. L. has, w h a t sh e h as lost, an d what she needs:”

St. L. wants som ethin g; o pinions various; this trial to ascertain truth; nat u ral location for trade and mnfrs.; St. L. rich; men good; now what is lost; g rain t rade, merchaidise, s outh ern trad e; C. taps all around; sells cheape r; t hen what S t. L needs; everything; mnfrs., and to push railroads; N. eMo. cuts off C. Iron Mt. road wanted; railway combinations to be p reve nted; im prove river; remove cotton tax, 83; combination of adverse circumstances, 84 Cor. opringtfield (Mass.), R ep.: natural hub of continent; rivers old fogies; Miss. nearly ruins S t. L.; railroads come; t hey cause progress * slow to build them; Chicago around Rob in Hood’s barn, 85. Cor. Mo. Rep., “Railroads v s. Rivers:” St. L.

chief of W. because of rivers; now a drawback; railroads neglected; St. L.

old fogy: must build roads along Miss.; territory limited, 89; get new; get capital E. or merch an t s le ave: bridges essential, 90. Mo. Dem.

quotes Omaha Reg.: in c rease of C. trade, 96. orglge Bates: danger of perversion of N. and S. roads to C., 96 n. HER CLAIMS-SHE STILL RELIES

UPON NATURE AND .’.IVERs, BARGE8 COMING TO THE RESCUE. Prof. Waterhouse in Mgrch. Mag., 1866, ” MISSOURI: ST. LOUIS THE COMMERCIAL CENTRE OF NORTH

AMERICA. St. Louis 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. New York may be the head, but St. Louis will be the heart of America. The stream of traffic which must flow through this mart will enrich it with alluvial deposits of gold. Its central location and facilities of communication unmistakably indicate the leading part which this city will take in the exchange and distribution of the products of the Mississippi Valley,” 173. Thus demonstrated: St. L’s bisections of thousands of miles; she is mistress of 16,500 ms. of river navigation……What else is necessary to prove her centrality? A magnifilcent prospective of railways…… N. Mo. railroad; 10,000 ms. to be added W. of Miss.- chief terminal points, Superior City and N. O., via St. Paul, St L. and Memphis; St. L. and San Fran., via Kas. City and Salt Lake; Kas. City and Ft. Benton, via Omaha; Leav. and Gal., via Lawrence; St. L. and San Diego, via Springfield; N. W. roads may be partially diverted, S. W. sure…… St. L. learns prudence, and with Cin: depends on trade S. and S. W.; Prof. W. recites the wonderful achievements hitherto, yet relative progress not being maintained, is thus accounted for, 174…… Pac. road needed; mining trade not monopolized, yet goods originally purchased in St. L.; rebellion sent trade to Cin. and C; Sn.

trade destroyed, Nu. injured; St. L. paralyzed; this important in comparingelaims; yet govt. choosing St. L. for its depot of supplies proves centrality…… Prevalent absurdity of centrality helps St. L.; currents changed before war-why no return with peace; relative figures, 1865’-‘7; same area supplies both. …… Government choice proves commercial superiority; peace restores “use of natural facilities;” trade ” navigates every stream,” 175…… Is. that true? Prof. W. goes directly on to see…… difficulties of St. L.; C. energetic; pnshing rs., trust in nature not safe; what St. L. must do; build a bridge to ” bear the transit of continental commerce.”… Why does nature s8 fail at tt L.?

Barge trade the remedy, 176……….. ” Our elevator gives lrise to a new system of transportation,” The Miss. Val. Trans3. Co.- “simnply the motive power-” its operatiouJ and saving; relative delay and cost of steam I 428

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Past, Present and Future of Chicago Investments. receipts of hogs at C. 3
seasons, 166. Ruggles: Ceorn surplus in W.; new world to feed the old cheap transit wans wte d; hog-don’t laugh at him; great corn-carrier; corn incarnate, 213. Increase, 1850-0, 319. STOCKYARDs described: C. largest live stock mar ket in the world; union of rival railways; early sales; increase; d ale lers congregate from other cities; basis solid; yards begun last June; 30 ms. sewers, 167; 345 acres; streets and alleys; 500
yards and pens; bar ns and cribs; 15 ms. railway track; ample depot arrangements, 168; load and unload en tire train: 500 cars at once; artesian well, 440,000 gals. per day. Large trade affords large facilities; none equal; herds tfrom Texas; add other improve ments, 169.

Another artesian well 265. STONE, Joliet building; its superiority, 258.

STORY, Too long a, xxxiii. STREETS, Wide, give ventilation, 281; favor horse railways, 282. STURGES, WILLIAM, Pres. Leav., Law. & Gal. R. R., 99.

SUBURBS. Facilities to reach by wide streets and horse railroads, 282.

Ordinary railways, 15 lines; 4 to 7 more within 5 y. sharp competition to aecom modate citizens; no city equal facilities, 283. Ex pansive power of railways’ use large area; grounds of C. B. & Q. road; roads should buy ample grounds; afford f acilities to reach suburbs; must run quick; have their independent grade; guard against casu alties; these will multiply, 284; change of grade only protection; give C. unequaled advantages, 385.

Roomfor indefi’nite expansion, its benefits: prairie grandeur, 285; no expense to prepare site; no choice of land; grade”tt Harlem and Lyons; benefits of expansion, health, low price of lots, beauty of land scape; plan desirable, 286’ obstacles; obviated by chartered cos.; Land Imp. Co.; others to come extend city li mits to tax pr operty benefited, 287. To be improved by chart ered companies, 299. Ten dency of city popul atio n t o subu rbs, 337. SUGAR, Texas to supply deficiency in, 123 n. SWEET WATER
mines, Cor C. A. Rep., 124. Cor. San. Bul., 126. TAXE r. Art following Nature’s Lead, 0, ha s no T, for Railways, though she h as several Times more than any Rieval, and nearly Two-Thirds of all west of the T oledo & C
in cinnati Road, and north of the Ohio River, margin, 28-36,105. Sub u rbs should pay city t., 287. TAYLOR, JOH N, of Caroline, value of corn, 212.

TELEGRAPH, a most efficient means of progr ess, yet mode rn, 315.

TERRITORIES, The, a nd C., C0. Rep., 129. TEXAS look s to connection with C. Houst. Tel.: growth of St. L. wonderful; met ropolis of Miss. Val.; rivers 11,000 ms.; St. L. & C. ri vals, 100; r ail road connections with them important; Texas th en to fill like the N.W., 101…… Beef raising large; T. to supply deficiency in sugar, 123 n. Herds of cattle to be marketed at C., 169. THEOLOGICAL SEMINARIES. Science and Art. TIMES, THE

C., Laudation of City, xxxviii. C. builds no railroads, 33. Cin. troubles about Ohio river, 88. St. L. to tap trade at C., 91. C. to be Phil. St.

L., N. T., 93. ” What is a conduit?” 147. ” The troubles of St. L.,” 189.

Lea ther mufr. a t C., 205. Boots and Shoes minfr. at C., 206. ” Beef and porkpack ing,” 208. Description of stockyard artesian wells, 255.

Importance of canals, 345. TONNAGE. Arrivals at C. for 6 y.; engaged in C.

trade, 10 y.; domestic and foreign vessels entered in port of C., 1867, 61. Of St. L., July 1, 1866; departures, 1867,180. T. of C. over twice and a fourth that of St. L.; old figures wanted to exhibit relative changes, 181. TOPOGRAPHICAL Bureau, Reports valuable, 61. TRACY, J. F., Pres. R. I.

Railroad, defeats stock gamblers in preventing extension of R. I. road, 357. TRADE. ST. L. OR C. TO BE. TRADE Centre FOR TEsg (}T. INT. The Commerce of a. compared with Snt. L-, margin, 140-191. C’s greatness depends upon the greatness of othercities whizh support her, 59 n Tonnage of C., 61, iSt. L., 18S St. L. not half that sects no injury; agree to differ, 274; think less of sect; associated humanity less imperfect; 4
univer sities begun, and schools of theology, medicine and law, historical society, 275, and academy of science, 276. These samples; attention to intellectual and re ligiou s cul tur e U th1 4 E. aids; this the place.

Fine Arts no t neg le cted, 277. A rts. SCOTT, J. W., of Ohio, his arguments in favor of Chi cago 25 years old, xxxviii. “Internal Trade of the U. S.,” 1843, I. 300, II. 304, III. 307. Effect of im provements on growth of towns, 18 43, 322. “Our Ci ties, Atlanti c and Interior,” 1848, 388-391. “West ward Mo vement of the Centre of Population and In dustrial Power in N. America,” 1857, 394-397. “The P rogr ess o f the West considered with reference to great C omme rci al Cities in the U. S.,”

1846, 403, 404. N o ble spirit, 25 years sustain him; s light mistake; rapidity of ch anges not calculated, 313. His pre dic tions moderate, 138, 338, 391, 397. SCULPTORS, Messrs. Volk & Siebert, 278. SECESSION, effect upon West, 17. SEIBERT, Mr., sculpitor, 278. SETTLERS. Immigration. SEWE

RAGE. Systemn excelle nt;mo re needed; pa id by city: the debt judicious, 22 n., 259. SHEFFIlLD, JOS. E, donatio n to Pres. Theo. Semer., 270. Proj ected and built R. I. R. R, 356. SHINGLES, t rade in, 170. Lumber. l SIIUFELDT, GEO. A., bore d f irst artesian wells, 254. SILEX in Alexande r and Pulaski co.‘s, Ills., 224. In LaSalle co., Ills., 248. SILVER in Stevenson co., Ills., 224. SIMCOE. L a ke S. rou te f rom Georgian Bay to Lake Ontario, 62, 344. SIOUX CI Y, an important poin t for Upper Mo.

trade, 95. SITE. Grade. S. of a. favorable, 249; no swamp; solid foundation; rich soil, 250. SM IT H, ADAM, mnfrs. chief element of progress, 194. SNOW, GEORGE W., inventor of “balloon” frames, 257. SOLOMON
upon the Past, 1. SOUTH, trade changing to the West 0,110 139, 401.

Immigration to be large, 123 n., 401. S. to grow 138, 139, 401. Benefit the North, 138, 139. Coolies instead of negroes, 139. S. & S. W. trade, Cin. to seek, 77; also St. Louis, 174. SOUTH BRANCH Canal Co., an important improve ment, 296. SOUTH CAROLINA and Mass., conflicting teachings, 196. SOUTIWNIVEST trade contested with St. L., Mo. Dem., 26; M-. Rep., 27, 34; Law. (Kas.) Trib., 35; Mr. Cobb in Mo. Rep., 40; Cbr.

Pitts. Gaz., from Kas., 51-; Or. Mo. Rep., 55-; Gen. Hammond, 79; Liberty (Clay c.. Mo.,) Trib., 97, 98; Houston (Texas) Tel., 100.121, 186; Mr.

Blackstone, Pres. C. A. & St. L.’ road, 187,195 Atchison (Kas.) Free Press., 187; C. Timnes, 189. SPRINGFIELD (Mass.) Rep., St. L. COr., St. L.

natural hub, &5. SPRINGFIELD (Ills.) Journal, experiment with San gamon coal and iron, 243. STATE, Duty to our, xxxviii. Nature of the, 191. No philanthropist, 192. State Sovereignty, National Union the motto of Illinois, i, xii, xxxix. S. Sover eignty basis of Nat. Union, 15, 108, 193
n., 195 n, 198; secures full competition, 56,108; will correct Camden and Amboy, 109. S. pride to operate, 108,109. STEAM. Propellers fast superseding sails, 62. STIMPSON, WILLIAM, M. D., Director of Academy of Science, 276. STOCK, LIVE. C. largest market of the world, 166. Swine by the million, 164; yet no Porkopolis. Cat tle by the hundred thousand. C.

Trib.: rapid growth since 1860; causes; States tributary; re ceiipts, 1855-‘64; small area yet producing…… Receipts and shipments of hogs at C., 10 y., 164. Stock rais ing improves farms. 209. CATTLE. Receipts 11
y., shipments 15 y. at C.; routes and receipts at C., 3 seasons, 166.

Receipts at St. L., 1856 to 1867. 156 - 1867, 165. Increase of N~o. in W., 1850-60, 319. Hoes. Receipts and shipments at C. 10 y., 164. Roultes and receipts at St. L., 1866 and 1867, 165. Entire pork crop of U. S., 18 y., 165. Routes and 429

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Index. , hanged as to C., 143; was 8th, is 5th; why New Or’ eans is larger; Boston trade changes in other cities; tradeirs included; trade of 20 cities, just and corrected statement. -Mo. D)en., 4th Feb., “A Chicago Story:” Mr. Wells’ report denied; authority demanded; C. pretends to correct; mere blowing; r o voucher; invention to hide C. nakedness, 144……St. T. to keep her temper; proper contempt for her charges.

Collector’s official statement of C. sales. St. L. below Cin. instead of C.; she wants philosophic endurance, 145. Sales of leading houses of C.

1866 and‘67, 148. Do. of Cin. and St. L.; sales of 6 western cities, 1867, 151. C. trad e, 1860; keeps pa1e with produce; advantages of C. over N.

Y., 1 52. Re ceipts lead ing a rticles at St. L. 12y. 156. Grain. C. chief market of the world, 62,103,162,166. Shipments from C. different kinds, 26
y., 153. Receipts at Sit. L. 12 y., 154. Routes and receipts of flour and g at C.ri, 186‘7, 154. Do. do. at St. L., 155. Routes and shipments from C., 1866-‘7,155. Mo. Dem., 1861, receipts at St. L. about equal in 1859
and 1860…. C. doubled receipts, and over 3-f,ld her arete., 111.

Livestock. C. chiefmarket of the world, 164, 166. Receipts and shipments of hogs at C. 10 y., 164. Routes and receipts of hogs at St L., 2 y.

Entire pork crop of U. S. 18 y., 165. Receipts of cattle at C. 11 y., shipments, 15 y. Routes and receipts of hogs and cattle at C. 4 y., 166.

Lumrber. C. chief market of the world, 166,170. Shipments by canal, 6 y., 53. Receipts 11 y., shipments 8 y., 170. Mining. C. must be certain of miniug trade, 122. Provisions. C. chiefmarket of the world, 103, 162, 208, 214. List of pork-packers and statistics, 1867‘8, 210, 211. Do. do. of beef, 211. TRADE TURNlED FROM ST. L. To C. Mo. Dem., of Kas., 26; Mo.

Rep., of Kas., and W. Mo., 27. Cbr. Cin. CAm., of trado of Iowa and Nebraska Cor. Me. Rep., of N. W., 35; Cor. Mo. Rep., of Up. Miss. Val. and the plains, 38; Mr. Cobb, in Mo. Rep., of Up. Miss. and Mo., Rocky Mt$s.

and L’r Miss., 39; Rep. C. B. & Q. Railroad. of Iowa; OCr. Mo. Rep., of the Omaha Pac., 55; Ar. Fagin, of Miss. Val., 67* C-hr. Mo. Dem., losing enterprising men, 69: Pitts. Com., loss of trade, 70; Circ. 1861, of whole W., 75; Gen. Hamrmond, of Iowa, Neb. and Pac. road, 80; OJr. Mo. Rep., of Miss. Val., 89; N. W.R. R. Rep., of Mo. Valley, 95-Omaha Reg., of Neb., 96; Mo. Dem., 1861, of N.W., 111-11-3; C. Jour., of Up. Mo., 117; Helena (Mon.) Gaz., of Montana, 118; Cor. Rep., of Montana; Mo. Dem., of Colorado, 119;* Prof. Waterhou8se, of mining region, 176; St. L. Trade Rep., of Up. Miss. Val., 181; Col. t)ster’s Rep., of Miss., 183; {.TS.

Census, 1860, of Miss. and 0. Rivers, 184, 185; Atchison (Kas.) Free Press, of entire W., 348; Trib., 361. S,.. L. TRADE” I 1866 and 1867: Grain receipts 12 y., 154 Rod and receipts os flour and grain, 1867,155.

Receipts of leading articles 12 y., 156. TEE St. L. elevator, Sec. Rep., 1866: some increase in wheat over 1865; figuresf small compared with neighbors: facilities to handle wanting; the ” elevator has demonstrated the fact that grain can be handled in bulk advantageously;” facilitate shipments to E. and foreign ports; some” toting” yet, 158……Prof.

Waterhouse gives cost and benefit of the elevator, and says “its receipts amounted to 600,000 bushels, 200,000 of which were brought directly from C.”…… Prof. rather honest than keen to exhibit St. L.‘s dependence on C.; italicising not mine, shows her sure reliance…….ec Rep.: increase of 1866 nearly 1,000,000 over 1865; increase due to elevator; ” prices have ruled as high and oftentimes higher than in other markets, End have been governed entirely by the demand and supply; “‘has no combination of railroads or other interest to coutrol her wheat market”…… St. L.

eschews combination; C. desperate, 159; what the effect on her market of a week’s C. supplies; C. likes a stable, St. L. a vibrating market……

Elevator receipts, Oct., 1865, to Jan., 1868; an elevator building in East St. L., 160. Routes and receipts of hogs, 1866, 1867; entire pork crop of the country 18 y., 16f5. Rcec:eipts of salt I2y., of wool 11 y., 172.

Tonnage, 1866, 186f7, 180. Sgec. Rep., 1866: Up. Miss. Val. wants to trade with Sit. L., but can’t; railroads prevent, 181. of C., old figures would show r elative chan ges, 181. T rad e sales of C. over 50 p. c. greater than St. L., 144. H o w can St. L. regain her lost trade? 186. T. to be taken in natural channels 2,5, 27, 5 6, 91, 109, 366. C. w as a centre of some 100 or 200 mW. before railroads, 72. T. seeks a ceD tre for distribution, 56, 70, 87,105, 110, 130,155, 325, 336, 369. T. obey s laws, 130. oT. tllows produce 83,,, 2, 181. This denied, 186. C. desiresproduce to run in channels saing wmost to farmer s, whether coming rto her or not, 3.., b53, 62 65, 179, 184, 341. 366. Competition of Atl. ci ties fo r trade of W., 30, 56, 57, 103, 133, 336, 344, 3(S6, 367, 376, 377. Interest of Nn. cities to draw it N. to the lakes, 22, 24, 30, 31, 32, 34, 52. 54, 362, 376, 377. Cincinnati gives up contest for N. W. trade, 77. r C. de s ires no monopoly, 44. Free trade not at present expedient, 191, 192.

Transportation facilities to c onstantly increase, 58; rap i d improvementn, 59. Dome stic t rade $5,000,000,000, 128. FORei:IGi. EUROPE.

Th NYRoue Lake Routa to the east and Europe marg in, 58 65. Lake trade with Ellrop te t o be immense, 62. Mark Lane Exp., 1857: First Eng. paper to call attention to C. as a g rain d epot; first vessel from C. to Eng., “Dean Richmo nd,” 1856; Well and canal to be enlarged; trade requ ires it; rapid gr owth of C.; large exports; beef superior; railways increased-; resources exhaus,tless; commerce marvelous, 66……O1 cean t. to be immense; i mprovemen t of St. Law. interest of Gt. Br.; U. S. canal around Niagara; propellers superseding sails; grain not to go fro m C. to N. Y., for export, 62. Eu rope will reach chief grain and prov ision market of the world, 103, 344. PSt. L. depends upon direct Phipm ents to Europe, X.

desires her success, 184. Ports o ep of exports of breadstuffs, and amounts to Gr. Br. and Continent, 186. Increasing demand for provisi ons 2

2 11, 213. We can feed Wn. Eu. c heaper than any other cou ntry, 318.

ASIA. The Pacific Railways in Progresstheir Effects, margin, 42-52T. T.

of Orient valuable, 43, 44, 104, 128, 150, 221. Lon. Daily Tel.: importanc e of Pac. road; extravagant expectations; results to be immeDse, 43……

With several roads it will centre at a. for Gt. Interior, 44, 47, 104, 342, 369. Pitts. and F. TV. Rep.: get Pac. trade thro’ C., 55. Trade of Orient being hypotheticalis not the basis, 104. Commerce opens our path to power in A., 219. DOMESTIC, INTERNAL T. CHIEF. Great Inter ior. The N
orthwest is the Pr ize Contestedi ts Extent and Roesources, margin, 111-131. 600,000 sq. ms. of arable La n d and Water Courses, unequaled in Advantages natural and acquire d, rapidly settling with the best of Men, must give unegxampl ed Growth to their Emporium, marg in, 131-140. Power of the Internal T rad e to build up great Cities, margin, 300-313. ,cott, 1843: Popula ti ohieson hith erto on s eaboard; imagited superior ity of foreign commerce; internal t rad e not realized, 300; domestic 9-fold advantage of foreign; coast trade 5-fold foreign; inland advantages superior to coast; narr ow Atl. c oas t h as made all its cities; domestic t. equally as profitable as f oreign; advantage fi of Cin. over N. Y. in Sn. trade, 301; advantages of interior in agr., 302; interior cities hav e foreig n trad e; N. Y. and N. O. be outports; large cities inl and, effect of railroads etc., facilitating trade; no inland country like ours, 303; natural advantages of interior; admission general that trade of lake es makes chief Atl. city, 304; trade between different sections to grow; domestic increases more than foreign, 305; valley trade to be m ore important than with En. States or Europe; C. route; trade N. & S., 306; foreign products to be imported for W. by Nn. route, 307; future power of C. unknown; may be first or second city, 312. CHIEF BRANCrfES. WHOLESALE..

Dispute with St. L. as to relative amounts. C. Tr/b., 8th Jan.: Mr. Wells’

error reporting C. 8th city; his statement of 9 cities; C. given for only 6 moes.* the correct figures 12 mos..; C. 4th city, 142. Mo. Dem., Jan.

16th: Trade of large cities-St. Is. exceeds C.4 20 cities given; St. L.

exults; a. blows; Cin. beats her. C’, Trib., 16th Jan.: correction of Mr.

Wells’ report; I t 430

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Past, Present and Future of Chticago Investments. lakes and railways, 341.

Vs. left by Providence to in cite man to use his skill, 342. VAN OSDEL, JOHN M., architect of Mr. Palmer’s buildings, 258. VENTILATION, Lake and river and wide streets for, 281. VICE of C. needs counteracting influences, 262 n. VINCENT, NELSON & Co.‘s, grain dryer and eleva tor, 163. VLIET, Col., chief eng. Leav. Law & Gal. R. R., 100. Letter about road, 121 n., 123 n. VOLK, L. W., sculptor, 278. WALKER, Rev. Father, 1st.

Meth. clergn.,’ 262. WALKER, Mr. GEORGE C., Pres. Acad. of Sci. Ad dress upon decease of Maj. Robt. Kennicott, 276. WAR. EFFECTS OF SECESSION AND

WAR UPON C. Cir. 1861: West prosper with peace-or even war, 17; W. suffer least from war; large armies; W. not to be devastated except on the border, and perhaps St. L.; war on large scale, whether long or short; demand for agr. products; W. soonest recupera t,; pay its part of cost easiest; S. not to be conquered - those views in March before the war; war begun; N. a unit; result sure unless foreign governments ini terfere; war long and fierce; errors S. & N.; S. can sustain war; border States to be injured, effecr’ changes in a year or two that would have taken 5; calamity deplorable; W. & C. would have prospered with peace; most certain to prosper relatively in war, 19. War worth the cost, 20. War the cause of St. L.‘s decline, this denied, 175. WASHINGTON CHRONICLE, summary of Hon.

Jos. S. Wilson’s Land Office report, 128, 129. WATER. Lakes. Rivers. No equal Point of Convergence of either Rail or Water Communica tion, or of both, on:the Globe, margin, 339, 385. wA. and railroads both needed, 59, 93, 319, 342, 372, 37a. W. not to be supplanted, 59, 60, 128, 342, 375. W.

valuable in conjunction with railways, 319, 340, 372, Free water cheapest, 375. Buf. Com.: W. and rail roads compared. R.‘e important; w. more so, cost compared, 59; vessels large; canal enlargement; w. carriage never superseded, 69…… Boston must im prove w. facilities, 62. Propellers superseding sails, 62. W. to counteract railroad monopolies, 62, 372. W.

inferior to railroad facilities at C., 104. N. Y. cannot rely upon w., 372. Demand for steamboats increased by railroads, 339. Knowlton. to ShipCanal Conv.: no monopolies; C. a centre; water wanted besides railways; never wears out; for heavy trans portation; E. wants shortest water communication. 342. Poor, to ShipCanal Conv.: Production of food in N. W. to increase; value consumed in transport; outlets from C. wanted; make St. Lawrence waters an open Mediterranean, 343; cheap as ocean; Am.

Niagara canal; improve St. Clair river, 344. CITY SUPPLY. LAKE TUNNEL.

City supplied with water from L. Mich. 1 tunnel 2 ms.; water 30 feet deep; Mr. E. S. Chesbrough, originator; Mr. W. H. Clarke, assistant; progress of the work, 253. WATER WORKS: cost, income; pipes laid 5y., 254. Water loan, amt.; pays its way, 259. ARTESIAN WELLS. Mr. Shufeldt’s first, 711 ft.

deep; 600,000 gals per diem, 254; a 2d well 694 ft., 600,000 gals. per diem, analy sis. Stockyard wells, 169; 1st, 1,032 ft., 65;000 gale., 255; 2d well, 1,190 ft. 600,000 gals. Value of these wells; promise others, perhaps throughout W., 256. C. RIVER, purified by pumping into canal,‘252.

City now sinking the canal to feed it from She lake; State to pay cost, 252 n. N. Branch also 1O be purified. 282 n. WATERHOUSE, Prof. S., paper about St.Louis, xi, xx-, 158, 173, 174,175, 176,177, 178. Endorsed in Trade Report, 178 n. Illinois Chester Coal Fields, 224. Criticised by Col.

Foster, 225 n. Hard on.Pitts., 226 n. WELLS, Hon. ERASTUS, endorses:Mr.

Fagin’s speech, 68. WELLS, W. HT., superintendent of schools, 263 n. Ex tract from Rep., 266. Grading schools, 267. WEST. Great Interior.

Northwest. The focal Point of the Great W. is fixed immovably by over 7,500 of its 11,000 ma, of Railways center tering at a., margin, 36642.

The Rivals of the Sec. lDep., 1867: Trade follows produce; trust too mich to the natural advantages, and retarded by the late war; S. hitherto her market; must find an other; must have facilities; then “the trade will fliw to St. L., as natuirally as the great river flows to the Gulf.” Rep.

of Directors: Circumstances had be,n adverse, causes considered; several conven tiu,ns; good feeling; visitors call their attention to railr,oads, 182. ~rRANSPORPATION. High rates derange trade, in jure railroads, 164. C.

depends not on mere car riage; a small commission makes her rich, 65. Pos itive benefits of railways to grain growers, Mr. Ed mounds, 315; Mr.

Ruggles, 318; Mr. Baxter, 324. Proportion of exports and imports to railways and navigation, in Gt. B., 326; France, 327; Belgium and Holland, 328. Reliable means essential, 376. TRIBUNE, THE C. Arrivals and tonnage by lake for 6 y.; No. vessels and tonnage 10 y., 61. Wholesale trade of C., 1867, 142, 143, 147, 150. Business of the cities, imssartant correction, 143. Growth of live stock trade, 164. Rai lr oad progress, numerous ex tracts. 351-363. No. railway trains, 384. TRIBUNE, N. Y., Grow th of C. compared with N. Y. and Brooklyn, xxxi. TUCKER, Prof. GEORGE, upon t he growth of cities, and towns, 320, 322. TUNNEL, Lake, for water supply, description, 252. UNANIMITY of Cr t. Pts. Con., 70, 262. UN’TED

STATES. Politics. Currency to be greenbacks, 15; good in Europe,1 15, 198.

Co nfidence in our institutions, 15, 19 3, 1 95. 198, 402. N atu re of our Union not apprehended, xii, 15, 108, 136, 139, 196, 325 n. Dignity of citizenship, 20. Govt. to aid railroads, 45, 47, 48. Cin. R. R. Rec., in favor of grants, 127, 128. Wash. Chrm cle, a summary of a report by lMr.

Wilson, Comr. Govt. Land Office, ” The Future of our Cou ntry;” area; minerals; P acific slope and railways; trade of East; ms. of railroad; aid s )y Congress; value of domestic trade Asiatic tradle with San Francisco and N. Y.; advantages of water, 128; we get t hi s trade; ancient trade de scribed; also our country; have 100 States by 1900; 100,000,000 people, value of the report, 129. Dona tions for educational obIjects, 193. Half the popula tion in lake and river valleys in 1900, 132. Progress inl 50
years, 194; general advantages, 195. Whyour Government a success and France a failure, 195 n. Return to specie payments; loss upon our securities, 198. Census: Remarks upon ” The Grain Trade of the Miss.

River,” 184; progress of mnfrs., 193. Sta tistics of Cook co., 160, 201.

Competition of Gt. Br. for trade of W., 308. Baxter: Railroads in, 329.

Pobssin: ” The U. S.; its Power and Progress,” 1843: to become a chief com. nation; rival to Gt. Br.; able to dispossess her; pursues an opposite course; Dem. rules; sovereignty of people; rail roads 33; skill in use; resources developed; dem. liberalism and railroads, at once adopted; experience the test; practical in all things; steam largely used, 334….

Were Union broken C. would grow; with it no favors asked, 110.

UNIVERSITIES, Science and Art. VALLEY OF MISS. being heart of Union does not make St. L. so; the N. W., its chief part, lost to her; Miss. has no head; its benefits indefinite, 101. OF LAKES, Rep. Buff. Board of Trade, 1863: pop. 1800,‘40,‘50,‘60;‘cereals surplus 1840-62; Erie canal and Miss R. only avenues, 1825; 1st grain from L. Mich, 183, C. 1839; surplus 1862; what changes next 25 y., 132. LAKE AND RIVER V’s. C. at the point of natural ,onjunction, &?, 58, 62,70, 93, 104, 304, 307, 345, 391. This the site for the continental city on the hill that cannot be hid, xiii. Buf.

Trade Rep.: Have half population of Union, 1900; internal improvements; area; mineral wealth; rich arable land; division of Jabor; outlets by St.

Law. and Miss.; St. Law. strongest, 132. Scott: ocean and inland navigation compared; variety of products, 301; exchanges N. ax4e S.; valley have something besides agriculture, 302; best of se!;lers, 303; lake valley will draw trade of rivers, I~04: trade’in valleys N. and S. to increase, 305; lake v. beats rivers, 309-311[ Com petition of river route regulates transsportation by 431

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Index. to be stimulated; chief will draw from others, 387. Sacramento (Cal.) Union, “The aspiring West:” St. L. wants national capitol: claims of C.; W. seat of empire; characteristics, Cal. and Ills. alike; W.

national; its power; 3 cities of a million in 25 y., 386. WHEAT. Grain.

WHEEL of commerce, St. L. no hub, 88. C. a hub, ii, 92, 106,130.

Centripetal in effects, 105. WILSON, Genl. J. H. Report upon Ills. and Mich. canal, 63. WILSON, Hon. J. B., Future of our Country, 128.

WISCONSIN, changes of U. S. Census, 1860, 138. Farm values, 1850, 1860, 317. WOOL, receipts and shipments at C. 12 y., 172. At St. L. 11 y., 172.

WOOLNER & GARRICKS, lumber circular, 170. WRIGHT, AUGUSTINE W., a surveyor on Kas. Pac. railroad, extract from letter, 384. WRI( HT JOHN, arrived at C, Oct.. 1832; removed his family to C., 1834, 289. His judgment of C. 4
n. His -death, 1840, 289. WRIGHT, Hon. JOHN C., of Ohio, expected to draw trade to Cin. thro’ C. 77 n. WRIGHT, JOHN S., came to C. 29th Oct., 1832, 289. First purchases of Real Estate, 4-7, 289-291. Letters to Boston Courier about railroads, 1847, 21, 29. To Boston Mining Jour., and N. Y.

Cour. &e En quirer, 1848, 31. WYOMING TER., Sweetwater mines described, 123 126. ZINC. Merch. Mag. La Salle (Ills.) works, progress and succesore from Galena mines, 247. West, Cin, St. L. and a., margin 73-111. The W.

and N. W. hereafter the:Great Interior, margin, 385-3X7. W. a unit in interest, 110. Old measures here inapplicable, 351. W. its own measure, 273, 315, 335, 393. W. able to build up many great cities, xvii, xxix, xxx, 9 n., 71,108, 109, 110, 146, 217, 222, 325, 387, 391. W. has a natural centre, xviii, 92, 110,130, 136, 138,140, 218, 222, 336, 367, 387.

Trade of W. the prize, 30, 31, 54, 56, 377. Chief field for railway extension, 71, 313, 338, 365, 376. Wn. railroads pay well, 72, 336, 351.

Pacific roads will develope W., 43. This the first object, 44. Effect of railroads in settling W., 48. Settlers superior, 138, 303. Dr. McGuffey’s opinion, 139 n. Atl. cities to seek trade of W. at C., 56. C. chief mart for foreign imports for W., 103. Capital safe in W., 28. Justice never done to the W. in Cong., 138. Trade of S. changing to W.; their natural affiliation, 110. Ruggles: grain-raisingfirst begun, 212. To mnfr. for itself, 199, 219, 221.: B. dmunds: increase of mnfrs. in the W.; immense mineral resources; lack of labor chief drawback, 218……W. changed to E.

to pursue our destiny, 197, 218. W. to rule, our responsibility, 43,138, 281, 387. Dr. Ide: W. to educate its own men; should have few: seminaries, 273. …… W. aid C. institutions,.74. Effects of secession and War upon W., 17,18, 140. W. and Mass a united interest, 22. Change of ancient Orient to our Occident not perceived, 385. Our W. across Pacific; lake and river valfey, States henceforth the Gt. Int.; will be a unit, 386; reasons of union; means of prosperity; hav e many centres; one chief; smal l part yet tilled has built several cities; city growth NO APPENDIX. IN preparing this volume currente calamo, it was expected to add an appendix, some points needing more investigation than it was possible to give under the pressure of preparing copy to keep ahead of the printer. But in this long and unexpected delay in issuing a complete edition, material has so accumulated that to attempt an appendix would too long postpone publication. Besides, the plan having been to issue an additional volume after the census of 1870, the time is so near that it is better to incorporate in the body of that, the information which in an appendix would have less consideration, though of much importance. So that although this index is not as full under some important topics as was expected, it is hoped it will suffice to induce the reader to look for its successor.

It will be a gathering of information about the whole Great Interior; and the comparison of the relative changes in the last decennial period which the census will disclose, will be of profound interest to all sections, and especially to all cities of this continental republic. We need to reason about and to know our destiny, in order to realize our obligations.

In the preface, pp., viii. and x., reference is made to the argument with the Board of Trade which was to have been added, but which is left out for the reasons given in the acknowledgment to the Board preceding the title-page. 432 i t I i 4

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