until 1853, when a lighthouse was established. Even that was discontinued in 1855, not to be relighted until 1873. South Chicago began to awake from its long sleep in 1869 when James H. Bowen, Eliot Anthony, Elam G. Clark, James H. Woodworth, O. S. Hough and other prominent Chicagoans organized the Calumet and Chicago Canal and Dock company, purchased the holdings originally acquired more than a generation before by Benton and his associates, and began the work of making a harbor at the mouth of the Calumet river. The next year General John A. Logan succeeded in getting Congress to appropriate $50,000 for a "harbor of refuge" at the Calumet. Work was pushed and South Chicago was made a port of entry in 1873. James H. Bowen, first president of the dock company is the "Father of South Chicago." He and his company were the formative powers of the whole Calumet region. The first big industrial enterprise to be secured was the rolling mills of the Joseph H. Brown Iron & Steel company at Cummings, for which the corner stone was laid in 1875 with a public celebration. The big rolling mills of the Illinois Steel company at the mouth of the Calumet were begun in 1880. Thereafter the growth of South Chicago as a manufacturing center was by leaps and bounds sufficient to justify even the enthusiasm and confidence of Colonel Bowen, who was killed in an accident in 1881, just as he was about to see his fondest dreams realized. Hegewisch, Hammond, and other manufacturing centers followed along in rapid succession. South Chicago and the Calumet region form an interesting illustration of the fact that history repeats itself. The Calumet is now Chicago's second harbor. The movement to make an inner harbor of Lake Calumet is practically Jeff Davis' idea over again. The new branch of the Chicago drainage canal from the Calumet river to the Sag gives South Chicago the canal it didn't get when the Illinois and Michigan canal did not make its terminus there. OTHER TOWNS IN THE NEIGHBORHOOD Kensington and its surrounding settlements had its origin in the fact the Illinois Central and the Michigan Central come together at 115th street, with the accompaniment of railroad yards, etc. It is therefore largely a railroad town and dates back to the establishment of a station in 1852. Roseland, lying to the west of Kensington, was originally Holland Settlement. And well it deserved the name. It was settled in 1848 by Hollanders who came direct from the district between Amsterdam and Rotterdam. To this day there are plenty of wooden shoes to be seen, as well as an occasional squat house with small window panes and pollards. Pullman dates from 1880, when work was begun on what was intended to be the model industrial community of the world. It is, as everyone knows, the main works of Pullman's Palace Car company, of which George M. Pullman was then president. In those days it attracted world-wide attention as the first industrial experiment of its kind, and the opening of the works and public buildings was made an event long to be remembered. When these Hyde Park pioneers established their homesteads they found what was practically a virgin wilderness, notwithstanding the fact that they went daily to business in a city of 100,000 inhabitants. And it was a wilderness of many and various beauties. The north end of Hyde Park, in general high and dry, was made up of alternate ridges and swales. The swales were natural gardens of astonishing fertility. The ridges were heavily timbered with oak, many of the trees being veritable forest monarchs more than three feet through. There were wild flowers in endless variety. The quail nested everywhere. The groves were full of the now extinct wild pigeons, stragglers from the untold millions that passed over every year to their nesting places in Wisconsin and Michigan. These North End pioneers laid out liberal homesteads and many of them were show places for years. For example, Dr. Kennicott's acres of flower gardens and vineyards at Madison avenue and 48th street were famous. The Sherman place at 47th street and Lake avenue had seven acres of garden and natural wildwood and a big red barn that was a Saturday rendezvous for boys who came on their ponies from Oakland to Woodlawn. Egandale, the large country place of Dr. W. B. Egan, comprised hundreds of acres to the south of 47th street and east of Cottage Grove avenue and was open to the public. The South End of Hyde Park ran into the famous Calumet marsh which was a sportsman's paradise, enjoyed to the full by sport-loving Chicagoans. The lakes and rivers were full of bass, pickerel and wall-eyed pike. Every variety of waterfowl was to be found in season, including the lordly canvasback, the grey goose and the snow-white swan. The swamp lands were full of snipe, woodcock and plover. A bear, a deer, and wolves occasionally rewarded the big game hunter. So it was that the North End of Hyde Park naturally developed into a suburban residence section in the early years of the village. And so it was that the South End lay idle and undeveloped until the Calumet harbor was opened and the Calumet region became a network of railroad tracks. Then Chicagoans and the rest of the world woke to the fact that here lake vessel and railroad train met and afforded the site of sites for big manufacturing establishments. Hyde Park lost its identity in 1889 by annexation to Chicago. The village voted against annexation in 1887 because Chicago would not agree to guarantee the permanence of its several prohibition districts. This guarantee was secured and at the next election both Chicago and Hyde Park voted favorably on the propoosition. Thus in half a century Chicago has pushed its South Side limits from 39th street to 188th street, established a second harbor, and built a solid city from 16th street to far over the Indiana state line. CHAPTER LIX INDUSTRIAL DEVELOPMENT-STREET RAILWAYS, ETC. ADVANTAGES POSSESSED BY CHICAGO-EARLY PROGRESS OF MANUFACTURING-LARGE TRIBUTARY TERRITORY-THE "INDUSTRIAL ZONE"- RECEIPTS OF IRON ORE-ABUNDANCE OF COAL-LABOR CONDITIONS-LIVING CON- WORKMEN-STATISTICS STREET TRANSPORTATION-FIRST LINE OF STREET CARS SINGLE TRACK LINES COMPANIES-DETERIORATION OF FACILITIES-FRANCHISE ENTERED INTO-REVENUE DERIVED BY THE CITY-PUBLIC VIGILANCE-THE "SOUTH SIDE L" RAILROAD- -ITS GREAT SERVICE IN THE WORLD'S FAIR-THE "METROPOLITAN L"-THE 'LAKE STREET L"-THE NORTHWESTERN L"- THE UNION LOOP-NAMES OF STREETS-OBSOLETE NAMES-ORIGIN OF STREET NAMES -SETTLEMENTS-POST OFFICE LOCATIONS-POSTMASTERS. INDUSTRIAL DEVELOPMENT N INTRODUCING the subject of the position occupied by the city of Chicago as a manufacturing and trading center the writer of a book entitled, "Chicago, Its Natural Advantages as an Industrial and Commercial Center and Market," issued in 1910, by the Chicago Commercial Association, Mr. George E. Plumbe, the author, says: "There is nothing anomalous in the fact that in every civilized country on the globe, Chicago, as a city, is regarded as the marvel of the century. That a municipality not yet seventy-five years of age should have outstripped in growth of population, in the massiveness and solidity of its commercial buildings, in the extent and variety of its industrial development, in the number and stability of its financial institutions, in the magnitude and high standing of its schools, colleges and universities, in the matchless reach of its railway facilities, in the importance of its trade and commerce, in the beauty and extent of its parks and boulevards, in the abundance of every natural product that makes living a comfort and delight, and in the resolute and energetic character of its inhabitants,—that Chicago should have accomplished all of this, and, within the life time of many of its citizens, become the fourth in size of the world's civilized cities, surpassing many of those that have been, for centuries, the commercial and financial centers of the world's trade, industries and wealth, this makes Chicago the marvel of all the ages." A GREAT MANUFACTURING CENTER It was said by Lord Bacon that "there are three things which make a nation great and prosperous, a fertile soil, busy workshops, and easy transportation for men and goods from place to place." This saying was placed as an inscription on one of the great buildings at the World's Fair in 1893. As far back as the year 1850, the manufacturing industries of Chicago began to assume considerable importance, amounting in that year to a total value of two and one-half millions of dollars. At that time Chicago was thirteen years old, dating from the period of its incorporation as a city: and had a population of 28,000 souls. There was but one railroad, the old Galena & Chicago Union, the forerunner of the Chicago & North-Western Railway, running as far west as Elgin. The Illinois and Michigan Canal, completed in 1848, was in full operation; and towards the east was the lake route to Buffalo and thence by the Erie Canal to the seaboard. From that time forward the manufacturing interests of Chicago increased as facilities for transportation multiplied. On the 20th of February, 1852, the Michigan Southern & Northern Indiana railroad (now the Lake Shore) entered Chicago, followed on May 20th of the same year by the Michigan Central. During the early "fifties" works were established on an extensive scale for the manufacture of bridge material, wagons and carriages, furniture, soap and candles, harness and saddlery, stoves, agricultural implements, machinery, and railroad cars and engines. The packing industries were also in a flourishing state, their products increasing each year at such a rate as in a few years was to establish the supremacy of this city in this class of manufacturing. Great hopes were entertained in the fifties that Chicago would become an important point for the manufacture of locomotive engines. The Chicago Locomotive Company claimed that it had a capacity of two locomotives a month. "Every portion of the locomotive," says Bross in his trade review for the year 1850, "will be manufactured from the raw material in this city." This anticipation does not seem to have been realized, though the rolling stock for railroads other than engines has become an important branch of manufacturing. CONTRIBUTING ELEMENTS OF A MANUFACTURING CENTER There are a number of factors which contribute to a great center of manufacturing, proximity to raw materials, favorable climate and health conditions, a numerous population, financial resources, availability of power, abundance of labor, and transportation facilities both by land and water. All these advantages Chicago possesses in an eminent degree. In addition to these favorable conditions there is an extensively populated area lying within a moderate distance from this manufacturing center which absorbs a large share of the immense output of its establishments. "It is estimated," says Plumbe, "that within a night's ride of Chicago, there is a population of more than forty millions of people, or nearly one-half the entire inhabitants of the country." There are twenty-six different trunk lines of railway, not including four "belt lines," and the interurban lines, using Chicago as a terminus, their stations being located within the business district of the city. These lines of railway represent forty-three per cent of the total railway mileage of the nation. No railroad or railway system runs a train through the city, all trains stopping here. "Chicago is the absolute terminal of every railroad train that enters it." Thus it is that "there is no city on earth that has so vast a range of territory with which it is |