Alright v2 - Okay Type6 / 7 pt 6 / 7.25 pt riding. Michigan avenue from the 6 / 7.5 pt 6 / 8 pt 7 /...

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Alright v2Overview

Family

Specimen

Okay Type Alright v2

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KEYSTONEMICHIGANARTESIANBELMONTLAPORTEMUSEUMKRUGERSURREYFREMONTSTREETERASHLANDKOSTNERLINCOLNDELPHIAOTTAWATALMAN

LESSINGEMMETTGOETHEROGERSWILSONFORESTMANGOHURONKEOKUKOTSEGORITCHIEFELTONKEELERCIRCLEDAMENNORTH

RACINEKINZUATOWERISLANDOGDENGRANDLOGANNOBLEPUBLICCRILLYMAJORFRONTCEDARLENOXGREENPLAZA

UNIONHAYESMARINSAYREMARIASTAVERIVERSTATEGREATSALLELIANOMAWRPOINTSTATEKIRBYMILESNormal

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SauganashKingsburyDickinsonLakeviewSheffieldGarfieldStevensHalstedAlgonquinLakefrontRooseveltFullertonDiverseyAugustaCentralBurling

MagnoliaRockwellKenoshaOrchardDivisionMidwayNicoletRacineCalumetKilbournDouglasAddisonOgallahHonoreLeaderPeoria

NatchezLaporteCottagePontiacOrangeKildareRogersSchickNiagaraCermakWackerSawyerPulaskiGarveyCarverFoster

DaytonHamlinMozartAlbanyKedzieIllinoisBessieElstonMarineAdamsBishopManilaCiceroDrexelOrioleEdensNormal

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fi fl jj ft tf tt f] f%

Rifled fjord waffles

Fancy Erotic Cakes

H&i Lawyers at Law

¡¿([{/@Smash}])?!

Tel. +01 312 316 00

BTC ▲ 2,671.635

16 15/39 Pounds

Drink 8 oz of H2O.b

“Cool Pull Quote”

Http://url & Code

EvB MÍJN Blíjf

Ukośna Jagiełło

PÀL·LIDA Goril·la

ȚÂȘNIT şanţ

Ezik Diyarbakır

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fi fl jj ft tf tt f] f%

Rifled fjord waffles

Fancy Erotic Cakes

H&i lawyers at law

¡¿([{/@SMASH}])?!

Tel. +01 312 316 00

BTC ▲ 2,671.635

16 15/39 Pounds

Drink 8 oz of H2O.b

“Cool Pull Quote”

Http://url & Code

EvB MÍJN Blíjf

Ukośna Jagiełło

PÀL·LIDA Goril·la

ȚÂȘNIT şanţ

EZIK Diyarbakir

Contextual Alternates

Ligatures

Small Caps

All Small Caps

Uppercase Forms

Lining Figures

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Super- & Subscripts

Stylistic Set #01

Stylistic Set #02

Dutch

Polish

Catalan

Romanian & Moldavian

Turkish, Azerbaijani, & Crimean Tatar

OpenType Features

Shorter tight fitting -j, f-, and t-

Connected f- ligatures

Lowercase to small caps

Upper- & lowercase to small caps

Punctuation aligned with all-caps

Cap-height numbers

Fixed-width numbers for tables

Turns any number into a fraction

Little numbers and letters

Silly fat editorial quotes

Small cap slash and ampersand

Turns j into j when it follows í

Kreska accents and double l-slash

Nicer L-dot-L combinations

Correct comma-below accents

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A B C D E F G H I J K L M N O P Q R S T U V W X Y ZÀÁÂǍÃÄÅĀĂĄǺẠẦẤẪẨẬẰẮẴẲẶẢÆǼÇĆ�ĈĊČĎḌḎĐÐÈÉÊË�ĔĖĘĚẸẼỀẾỄỂỆẺĜĞĠǦĢĤḤĦÌÍÎÏĨĪĬĮIỊỈĲ�ĴĶĹĽḺŁL·ĻÑŃ�Ň�ŅƝŊÒÓ�ÔÕÖŌ�ŐǪỌỒỐỖỔ�ỎƠỜỚỠỞỢØǾŒŔŖŘṚŚ�ŜŞŠȘṢẞŢŤȚṬṮŦ�ÚÛÜŨŪŬŮŰŲỤỦƯỪỨỮỬỰŴẀẂẄÝŶŸȲỲỸỶỴŹ�ŻŽẒÞƏ

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a b c d e f g H i j k l m n o p q r s t u v w x y zÀÁÂǍÃÄÅ�ĂĄǺẠẦẤẪẨẬẰẮẴẲẶẢÆǼÇĆ�ĈĊČĎḌḎĐÐÈÉÊË�ĔĖĘĚẸẼỀẾỄỂỆẺĜĞĠǦĢĤḤĦÌÍÎÏĨĪĬĮiỊỈĲ�ĴĶĹĽḺŁĿĻÑŃ�Ň�ŅƝŊÒÓ�ÔÕÖŌ�ŐǪỌỒỐỖỔ�ỎƠỜỚỠỞỢØǾŒŔŖŘṚŚ�ŜŞŠȘṢẞŢŤȚṬṮŦ�ÚÛÜŨŪŬŮŰŲỤỦƯỪỨỮ-ỬỰŴẀẂẄÝŶŸȲỲỸỶỴŹ�ŻŽẒÞƏ

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ff fi fl fj fb fh fk fff ffi ffl ffj ffb ffh ffk fffi jj fl ft tf tt

Ok ᵃ b ᶜ ᵈ ᵉ ᶠ ᵍ ʰ ⁱ ʲ ᵏ ˡ ᵐ ⁿ ᵒ ᵖ q ʳ ˢ ᵗ ᵘ ᵛ ʷ ˣ ʸ ᶻ Ok ⁰ ¹ ² ³ ⁴ ⁵ ⁶ ⁷ ⁸ ⁹ Ok ₀ ₁ 2 ₃ ₄ ₅ ₆ ₇ ₈ ₉

OK - – — ( ) [ ] { } ‹ › « » · ¡ ¿ @ / Ok / &

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6

License Options

Alright v2 has a number of license options, so you can select the usage you need without making you pay for rights you won’t use. For a more detailed description, read the EULA.

Desktop/PrintBuy a license for the number of users or comput-ers the fonts will be installed/used on. This is the traditional, old-school font licensing model for producing printed, static, non-dynamic thigns.

WebfontBuy this license when you need to use a font on a website. This is a perpetual license for self-hosted use. Prices depend on the number of pa-geviews per month and the number of domains.

App EmbeddingBuy this license when you need to embed or use a font in a mobile app or electronic publication. These are priced by the number of titles.

Other UsesThere are lots of other specialized licenses, obvs. Enterprise and Brand Licenses. Broadcast and Motion Graphic use. OEM Embedding. If you need to use the fonts in a way not covered by the above options, email [email protected] for a quote.

Font Packages

Alright v2 includes the standard OpenType fonts:

Alright v2 Sample 0123It has proportional-width old-style figures as the default style, with the lining and tabular versions accessible through the OpenType features. Most users only need to install this version.

Alright v2 also includes an alternate “LP” version:

Alright v2 LP Sample 0123The “LP” version has proportional-width lining figures as the default. Some people prefer this, particularly if they have a background in Desktop Publishing or want a conservative look. Most users don’t need to install this version, instead they can turn on these figures using OpenType features.

The webfont files for Alright v2 also include alternate versions of both the default and “LP” fonts pre-subset to the Latin-1 character set.

I also have built “LT” versions with tabular-width lining figures. Just need to email and ask.

Okay Type

Okay Type is a small typeface design studio.

Coming up with enough text and content for a family this large is hard. The text and inspira-tion for this specimen comes from random bits and pieces from Chicago history. Names, places, publications, breweries, news headlines, craigslist posts, classic albums, and other totally random things. A lot of it was taken from Story of Chicago In Connection with The Printing Business, a classic 1912 reference book from the Regan Printing House. Anyway, it’s all meant to be looked at, not read or taken seriously.

Designed by: Jackson Cavanaugh

Alright is a trademark of Okay Type, LLC. © 2019 Okay Type, LLC. All Rights Reserved.

[email protected]

Upgrade

Alright v2 is so much better than original Alright Sans, I’d love to see it replace the old version entirely. And I wouldn’t have been able to make it without the support of the customer who bought the original version. (Seriously, you’re awesome. Thank you.)

It only makes sense to let existing Alright Sans customers upgrade to the new version for free (at least until 2020). Just log into your account on okaytype.com and download the new files. Don’t have an account? Email [email protected] with your old order information and we’ll sort it out.

And if you find yourself enjoying the improved version, you should consider buying some of the new widths. I think they’re pretty useful.

Supported Languages

Alright v2 supports a wide range of languages using the Latin script including: Afrikaans, Albanian, Asu, Basque, Bemba, Bena, Bosnian, Breton, Catalan, Chiga, Colognian, Cornish, Croatian, Czech, Danish, Embu, English, Esperanto, Estonian, Faroese, Filipino, Finnish, French, Friulian, Galician, Ganda, German, Gusii, Hawaiian, Hungarian, Icelandic, Igbo, Inari Sami, Indonesian, Irish, Italian, Jola-Fonyi, Kabuverdianu, Kalaallisut, Kalenjin, Kamba, Kikuyu, Kinyarwanda, Koyra Chiini, Koyraboro Senni, Latvian, Lithuanian, Low German, Lower Sorbian, Luo, Luxembourgish, Luyia, Machame, Makhuwa-Meetto, Makonde, Malagasy, Malay, Maltese, Manx, Meru, Morisyen, North Ndebele, Northern Sami, Norwegian Bokmål, Norwegian Nynorsk, Nyankole, Oromo, Polish, Portuguese, Quechua, Romanian, Romansh, Rombo, Rundi, Rwa, Samburu, Sango, Sangu, Scottish Gaelic, Sena, Shambala, Shona, Slovak, Slovenian, Soga, Somali, Spanish, Swahili, Swedish, Swiss German, Taita, Tasawaq, Teso, Thai, Tongan, Turkmen, Upper Sorbian, Uzbek, Vietnamese, Vunjo, Walser, Welsh, Zarma, and Zulu.

Information

SauganashKingsburyDickinsonLakeviewSheffieldGarfieldStevensHalstedAlgonquinLakefrontRooseveltFullertonDiverseyAugustaCentralBurling

MagnoliaRockwellKenoshaOrchardDivisionMidwayNicoletRacineCalumetKilbournDouglasAddisonOgallahHonoreLeaderPeoria

NatchezLaporteCottagePontiacOrangeKildareRogersSchickNiagaraCermakWackerSawyerPulaskiGarveyCarverFoster

DaytonHamlinMozartAlbanyKedzieIllinoisBessieElstonMarineAdamsBishopManilaCiceroDrexelOrioleEdens

The Alright v2 Family

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2

KildareMarshfieldAllerton HotelAdler PlanetariumThe Jesus Lizard GoatPerkins, Fellows & HamiltonMarshall Field and Company BuildingNew Film Fest Puts South Side on the Big Screen

Lincoln Towing Says 464 Complaints Over Two Years a ‘Miniscule’ Number

Schaumburg man blinded by Foul Ball at Wrigley Field Suing Cubs, Major League Baseball

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OGDENHAMILTONBEOBACHTERFLORISTS REVIEWMISSIONARY TIDINGSCHICAGO DAILY SOCIALISTRELIGIO-PHILOSOPHICAL JOURNALLOGAN SQUARE HERALD / AMATEUR’S JOURNAL

NORTHWESTERN TERRA COTTA / AUTOMATIC CANTEEN CO. OF AMERICA

CAMP SCARE AWAY OPENS AT 7 P.M. SATURDAY AT CHASE PARK, 4701 N. ASHLAND AVE.

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Month-ly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is especially valu-able in view of the fact that Chi-cago at the time it was written had not yet reached the million mark: “Chicago is becoming mod-est. Perhaps the inhabitants may still be able to conceal their mod-esty, but nevertheless they feel it. The explanation is simple. The city has grown not only beyond the most sanguine expectations of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the cit-izens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has be-come an independent organ-ism, growing by a combination of forces and opportunities be-

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his re-al estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal of-fice in 1848. He later went into business with Ster-ling P. Rounds and aided in establishing THE PRINT-ERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed up-on the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becom-ing incensed at Mr. Norris (the Co.) forcibly eject-ed him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently dis-cussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied,

Robert Fergus, perhaps the most thor-ough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its comple-tion and his setting forth as a journey-man he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early histo-ry of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records.

In the early days of Chicago this was un-doubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPAR-ISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSI-BLE. TAKE PRINTING AWAY FROM OUR

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced oper-ations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the riv-er to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weath-er and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze.

To show the wonderful manner in which the schools of Chica-go have increased to keep pace with its ever-increasing popula-tion, it is only necessary to men-tion that in 1841 there were en-rolled in the public schools a total of 410 pupils, with but five teach-ers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appro-priation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include ap-proximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILD-ING COMING WHEN OUR NATION-AL TASTE IS BEGINNING TO BE IN-DIVIDUAL, it has escaped the mo-notony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escap-ing in spots. Having also plenty of room, Chicago has been able to avoid the block system in its resi-dences, and to give play to variety and creative genius. It is impossi-ble to do much with the interior of a house in a block, however much you may load the front with orna-ment. Confined to a long parallel-ogram, and limited as to light and air, neither comfort nor individu-al taste can be consulted or satis-fied. Chicago is a city of detached

This leads me to speak of anoth-er feature of Chicago, which has no rival in this country; I mean the facility for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediate-ly connected with the park sys-tem are not included in the city street department, but are un-der the care of the Commission-ers of Parks. No traffic is per-mitted on them, and consequent-ly they are in superb condition for driving, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan av-enue and the others of the park system, and the park drives, are superb for driving or riding, per-fectly made for drainage and per-manency, with a top-dressing of pulverized granite. The cost of


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling vis-itations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postof-fice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down togeth-er in the awful conflagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hun-dred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twen-ty-four acres, or nearly three and a half square miles, being about four miles in length and from

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Washing-ton street was the south boundary, Jef-ferson street the west, Kinzie street the north and Dearborn street the east. Dear-born street was named after the fort, which in turn was named in honor of Gen-eral Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Wash-ington and Thomas Jefferson. North-ward from Washington street came Ran-

The dominance of railroads over the af-fairs of mankind will mean the most rap-id growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. Ameri-ca is the greatest commercial and industri-al nation. It is rapidly becoming the finan-cial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world me-tropolis.” The growth of population in Chi-cago is shown as follows :

Census Population Change1840 4,470 —1850 29,963 570.3%1860 112,172 274.4%1870 298,977 166.5%1880 503,185 68.3%1890 1,099,850 118.6%

The present area of the city is 204 square miles. This is divided into thirty-five wards.

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the strik-ing of the alarm before the flames were seen sweeping to the sky, and the lurid light that illu-minated the horizon grew more and more pow-erful, casting its brilliant rays in every direc-tion, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its on-ward rush streams of sparks, cinders and par-tially burned pieces of wood, which covered the sky with dazzling spangles, sweeping north-westward like a flight of meteors, but fall-ing steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Di-

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KimballEnglewoodPrairie ShoresMotor Row DistrictCommon ResurrectionGeorge Hofmann & BrothersThe Horseman and Spirit of the TimesYes, I Drove My SUV to the Environmental Protest

iPhone Screen Repair • 15 Minutes • Staring at $39.99 • Walk-Ins Welcome

A Decade After the Real Estate Crash, Chicago-Area Prices are Nearing Peak Levels Again

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WOLFYKILBOURNGOLDEN GATETHE TRADE PIANOJOURNAL OF SCIENCEFIRESIDE, FARM, AND FIELDAGRICULTURE AND FAMILY GAZETTETEMPLAR’S OFFERING / FARM IMPLEMENT NEWS

CARSON PIRIE SCOTT & CO / NATIONAL MALLEABLE AND STEEL CASTING

HOTTEST START TO THE FALL EVER? CHICAGO BREAKS RECORD FOR 6TH DAY IN A ROW

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This con-tribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chica-go is becoming modest. Perhaps the inhabitants may still be able to conceal their modesty, but never-theless they feel it. The explana-tion is simple. The city has grown not only beyond the most san-guine expectations of those who indulged in the most inflated hope of its future, but it has grown be-yond what they said they expect-ed. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has be-come an independent organism, growing by a combination of forc-es and opportunities beyond the

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his re-al estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal of-fice in 1848. He later went into business with Ster-ling P. Rounds and aided in establishing THE PRINT-ERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In Decem-ber, 1856, there was but one other journal in the Unit-

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed up-on the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the com-pilation and printing of this work. The first of Camp-bell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.”

Robert Fergus, perhaps the most thor-ough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scot-land, August 14, 1815. At the age of 15 he was apprenticed to the printing busi-ness, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its comple-tion and his setting forth as a journey-man he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early histo-ry of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records.

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the print-er it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDER-STAND IT TODAY, OR IT WOULD BY COM-PARISON BE ONLY OF A LIMITED OR-DER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSI-BLE. TAKE PRINTING AWAY FROM OUR

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Ran-dolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago av-enue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they

To show the wonderful manner in which the schools of Chica-go have increased to keep pace with its ever-increasing popula-tion, it is only necessary to men-tion that in 1841 there were en-rolled in the public schools a total of 410 pupils, with but five teach-ers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropria-tion made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that peri-od. This does not include approxi-mately about 75,000 pupils in pa-rochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILD-ING COMING WHEN OUR NATION-AL TASTE IS BEGINNING TO BE IN-DIVIDUAL, it has escaped the mo-notony and mediocrity in which New York for so many years put its money, and out of the same-ness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallelogram, and limit-ed as to light and air, neither com-fort nor individual taste can be consulted or satisfied. Chicago is a city of detached houses, in the

This leads me to speak of anoth-er feature of Chicago, which has no rival in this country; I mean the facility for pleasure driving and riding. Michigan avenue from the mouth of the river, the cen-tre of the town, is macadamized. It and the other avenues immedi-ately connected with the park sys-tem are not included in the city street department, but are under the care of the Commissioners of Parks. No traffic is permitted on them, and consequently they are in superb condition for driving, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park sys-tem, and the park drives, are su-perb for driving or riding, perfect-ly made for drainage and perma-nency, with a top-dressing of pul-verized granite. The cost of Mich-


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No story of Chicago would be complete with-out a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling vis-itations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Cus-tom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the news-paper offices, all went down together in the aw-ful conflagration. We can form some concep-tion of the extent of the buildings and proper-ty destroyed by the space burned over which, on the West Side, embraced one hundred and twen-ty-four acres; South Side, four hundred and six-ty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one

The study of Chicago street names is an in-teresting pursuit, and it brings to light ma-ny a bit of forgotten history. The first sur-vey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the bound-ary streets of the village were named af-ter the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dear-born street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dear-born, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. Northward from Washington street came Randolph, named after John Randolph of

The dominance of railroads over the af-fairs of mankind will mean the most rap-id growth for Chicago, the greatest cen-ter of railroads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. Ameri-ca is the greatest commercial and industri-al nation. It is rapidly becoming the finan-cial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world me-tropolis.” The growth of population in Chi-cago is shown as follows :



The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue be-fore the office was destroyed. It is said to be one of the best descriptions of the scene now acces-sible: “Only a few minutes elapsed after the strik-ing of the alarm before the flames were seen sweeping to the sky, and the lurid light that illu-minated the horizon grew more and more pow-erful, casting its brilliant rays in every direc-tion, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partial-ly burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwest-ward like a flight of meteors, but falling steadi-ly in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while

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PontiacBridgeportOliver BuildingElihu B. WashburneSpiegel AdministrationSeven Houses on Lake ShoreThe Druggist and Paint and Oil ReviewAuthentic Car Locksmith Service In Your Area. $30

Voucher Champs Note: Illinois $75m Tax Credit Offset Funding Doesn’t Exist

He came to the US as a baby. Now he’s dedicating his Chicago Marathon run to ‘Dreamers.’

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ISLANDKEYSTONEWEST DEPAULWORLD MAGAZINERAILWAY ENTERPRISECONGREGATIONAL HERALDCHICAGO COMMERCIAL ADVERTISERWESTERN ODD FELLOW / POPULAR ELECTRICITY

WESTERN MERCHANTS’ PRICE CURRENT AND MANUFACTURERS’ RECORD

NORTH PARK STREETS TRANSFORMED INTO POP-UP GALLERIES FOR ART WALK SUNDAY

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Under the title of “Studies of the Great West” there appeared an ar-ticle in Harper’s New Monthly Mag-azine in May, 1888, by the late Charles Dudley Warner. This con-tribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chica-go is becoming modest. Perhaps the inhabitants may still be able to conceal their modesty, but never-theless they feel it. The explana-tion is simple. The city has grown not only beyond the most sanguine expectations of those who in-dulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has be-come an independent organism, growing by a combination of forces and opportunities beyond the con-trivance of any combination of men

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his nat-ural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal of-fice in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABI-NET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted ex-

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compila-tion and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directo-ry was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Nor-ris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentle-men, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This un-

Robert Fergus, perhaps the most thor-ough of practical printers, arrived in Chi-cago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was appren-ticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his set-ting forth as a journeyman he possessed a knowledge of his business such as qual-ified him to earn a livelihood in any part of the world. He was married to Marga-ret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chicago in the printing world, and was an acknowledged author-ity on all things pertaining to its early re-cords. All his life he was identified with

In the early days of Chicago this was un-doubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prom-inent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPAR-ISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRE-

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Ran-dolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago av-enue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weath-er and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represent-

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ev-er-increasing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils en-rolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pu-pils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the coun-try, and every effort is made to make them as much more effec-

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILD-ING COMING WHEN OUR NATION-AL TASTE IS BEGINNING TO BE IN-DIVIDUAL, it has escaped the mo-notony and mediocrity in which New York for so many years put its money, and out of the same-ness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and cre-ative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Con-fined to a long parallelogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chicago is a city of detached houses, in the

This leads me to speak of anoth-er feature of Chicago, which has no rival in this country; I mean the facility for pleasure driving and riding. Michigan avenue from the mouth of the river, the cen-tre of the town, is macadamized. It and the other avenues immedi-ately connected with the park sys-tem are not included in the city street department, but are under the care of the Commissioners of Parks. No traffic is permitted on them, and consequently they are in superb condition for driving, sum-mer and winter. The whole length of Michigan avenue you will nev-er see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driv-ing or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan avenue drive


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No story of Chicago would be complete without a short account of the great fire of 1871, and noth-ing can prove more interesting than the state-ments of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visi-tations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Cus-tom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the news-paper offices, all went down together in the aw-ful conflagration. We can form some concep-tion of the extent of the buildings and proper-ty destroyed by the space burned over which, on the West Side, embraced one hundred and twen-ty-four acres; South Side, four hundred and six-ty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a

The study of Chicago street names is an in-teresting pursuit, and it brings to light ma-ny a bit of forgotten history. The first sur-vey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the sur-vey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in hon-or of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the oth-ers were named after George Washing-ton and Thomas Jefferson. Northward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, af-

The dominance of railroads over the af-fairs of mankind will mean the most rap-id growth for Chicago, the greatest cen-ter of railroads. The railroads of the Unit-ed States have a higher standard than those abroad. This is a commercial age. America is the greatest commercial and industrial na-tion. It is rapidly becoming the financial cen-ter of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :



The following is an extract from The Chicago Tri-bune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweep-ing to the sky, and the lurid light that illuminat-ed the horizon grew more and more powerful, casting its brilliant rays in every direction, bring-ing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seem-ing to rise as the flames did, set from the South-west, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling span-gles, sweeping northwestward like a flight of me-teors, but falling steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jack-son street; the lighter ones going far over on the North Division, while the heavier and more dan-gerous ones fell before they reached that point.

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MandellSouth LoopLincoln SquareLorraine HansberryCalumet National BankJean Baptiste Point du SableChicago Medical Journal and ExaminerCustomer Service Representative + Great Benefits!

Here are the 36 Breweries That Will Flood This Year’s Barrel-Aged-Beer Fest

Weather Service Issues Strong Wind Alert for Areas Near Lake Michigan / The Jesus Lizard

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LEHIGHMAGNOLIASOUTH SHOREIN DOOR AND OUTBOTANICAL BULLETINCHICAGO BOARD OF TRADEAMAZING SUNSET VIEWS WEST LOOPBRICK AND CLAY RECORD / MIRROR OF FASHION

HAMMOND ORGAN CO / TOOTSIE ROLL INDUSTRIES / BAKER & MCKENZIE

RECORD-BREAKING 90-DEGREE WEATHER ALL WEEKEND — WITH SUPER HIGH HUMIDITY

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Under the title of “Studies of the Great West” there appeared an ar-ticle in Harper’s New Monthly Mag-azine in May, 1888, by the late Charles Dudley Warner. This contri-bution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is be-coming modest. Perhaps the in-habitants may still be able to con-ceal their modesty, but neverthe-less they feel it. The explanation is simple. The city has grown not only beyond the most sanguine expecta-tions of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citi-zens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and op-portunities beyond the contrivance of any combination of men to help

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yan-kee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal of-fice in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CAB-INET. Mr. Rounds’ entire capital was $5.00. Mr. Lang-don shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted ex-

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subse-quently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris re-plied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any co-

Robert Fergus, perhaps the most thor-ough of practical printers, arrived in Chi-cago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was appren-ticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his set-ting forth as a journeyman he possessed a knowledge of his business such as qual-ified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fer-gus was closely identified with the ear-ly history of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and

In the early days of Chicago this was un-doubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s great-ness, the lifting of it into the prominent place it now occupies as well as demon-strating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPAR-ISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRE-

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Ran-dolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago ave-nue, and was opened in the spring of 1859 ; the Clark street line was opened in Au-gust, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the win-

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ev-er-increasing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils en-rolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the country, and ev-ery effort is made to make them as much more effective as possi-

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILD-ING COMING WHEN OUR NATION-AL TASTE IS BEGINNING TO BE IN-DIVIDUAL, it has escaped the mo-notony and mediocrity in which New York for so many years put its money, and out of the same-ness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and cre-ative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Con-fined to a long parallelogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chicago is a city of detached houses, in the

This leads me to speak of another feature of Chicago, which has no ri-val in this country; I mean the facil-ity for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the oth-er avenues immediately connect-ed with the park system are not in-cluded in the city street depart-ment, but are under the care of the Commissioners of Parks. No traf-fic is permitted on them, and con-sequently they are in superb condi-tion for driving, summer and win-ter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are su-perb for driving or riding, perfect-ly made for drainage and perma-nency, with a top-dressing of pul-verized granite. The cost of Michi-gan avenue drive was two hundred


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No story of Chicago would be complete without a short account of the great fire of 1871, and noth-ing can prove more interesting than the state-ments of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visita-tions which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagra-tion. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, em-braced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number

The study of Chicago street names is an in-teresting pursuit, and it brings to light ma-ny a bit of forgotten history. The first sur-vey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the popula-tion did not exceed 100. Three of the bound-ary streets of the village were named after the most prominent men of the day, the sur-vey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thom-as Jefferson. Northward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Mich-

The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. America is the greatest commercial and industrial nation. It is rapid-ly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twenty-seventh ward, the largest in

The following is an extract from The Chicago Tri-bune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweep-ing to the sky, and the lurid light that illuminat-ed the horizon grew more and more powerful, casting its brilliant rays in every direction, bring-ing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seem-ing to rise as the flames did, set from the South-west, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling span-gles, sweeping northwestward like a flight of me-teors, but falling steadily in a fiery shower of rain, over that broad area embraced between the riv-er, the South Branch, Wells street and Jack-son street; the lighter ones going far over on the North Division, while the heavier and more dan-gerous ones fell before they reached that point.

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LaporteWashingtonDrake FountainDr. Fannie EmanuelChicago Orphan AsylumMundelein College SkyscraperAmerican Artisan and Hardware RecordMahalia Jackson: The World’s Greatest Gospel Singer

Stink Bugs That Smell Like Rotting Cherries Ready to Crawl in Chicago Homes

Rags To Rufus Vinyl / Prairie School Pays Homage to Frank Lloyd Wright with Beautiful Design

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FACKELPROSPECTHOME VISITORSONG MESSENGERMIRROR OF FASHIONSPULASKI PARK FIELDHOUSEDAILY RECORD AND HOTEL REGISTEROUR FIRESIDE FRIEND / CHAMPION OF FAIR PLAY

TELETYPE CORP / CHICAGO BRIDGE & IRON CO. / FOOTE, CONE & BELDING

PRECKWINKLE WARNS: REPEAL POP TAX AND WE’LL HAVE TO CUT, CLOSE, AND BORROW

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Under the title of “Studies of the Great West” there appeared an ar-ticle in Harper’s New Monthly Mag-azine in May, 1888, by the late Charles Dudley Warner. This contri-bution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is be-coming modest. Perhaps the in-habitants may still be able to con-ceal their modesty, but neverthe-less they feel it. The explanation is simple. The city has grown not on-ly beyond the most sanguine expec-tations of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citi-zens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and op-portunities beyond the contrivance of any combination of men to help

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yan-kee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal of-fice in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABI-NET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his an-imals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in pro-cess of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forc-ibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequent-ly discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership

Robert Fergus, perhaps the most thor-ough of practical printers, arrived in Chica-go on July 1, 1839. He was born in the Gal-lowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, up-on its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was close-ly identified with the early history of Chi-cago in the printing world, and was an ac-knowledged authority on all things per-taining to its early records. All his life he was identified with printing and publishing.

In the early days of Chicago this was un-doubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must ad-mit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARI-SON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENT-

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extend-ed from Halsted to State street. The Ran-dolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago ave-nue, and was opened in the spring of 1859 ; the Clark street line was opened in Au-gust, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was win-tertime almost froze. Oh! those cars. What misery they represented in the winter sea-

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ev-er-increasing population, it is on-ly necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils en-rolled, with 6,584 teachers. The ap-propriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that pe-riod. This does not include approxi-mately about 75,000 pupils in paro-chial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any mu-nicipality in the country, and ev-ery effort is made to make them as much more effective as possible.

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILD-ING COMING WHEN OUR NA-TIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it Has escaped tHe monotony and mediocri-ty in wHicH New York for so ma-ny years put its money, and out of tHe sameness of wHicH it is es-caping in spots. Having also plen-ty of room, Chicago has been able to avoid the block system in its res-idences, and to give play to variety and creative genius. It is impossi-ble to do much with the interior of a house in a block, however much you may load the front with orna-ment. Confined to a long parallel-ogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chicago is a city of detached hous-

This leads me to speak of another feature of Chicago, which has no ri-val in this country; I mean the facil-ity for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other av-enues immediately connected with the park system are not included in the city street department, but are under the care of the Commission-ers of Parks. No traffic is permitted on them, and consequently they are in superb condition for driving, sum-mer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the oth-ers of the park system, and the park drives, are superb for driving or rid-ing, perfectly made for drainage and permanency, with a top-dress-ing of pulverized granite. The cost of Michigan avenue drive was two hun-dred thousand dollars a mile. The


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these ac-counts and what history has proved, it stands to-day as one of the most appalling visitations which the world had ever experienced. There were sev-enty-three miles of streets burned and the to-tal loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Com-merce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the build-ings and property destroyed by the space burned over which, on the West Side, embraced one hun-dred and twenty-four acres; South Side, four hun-dred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total ar-ea of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed

The study of Chicago street names is an in-teresting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thomp-son, and embraced an area of about three-eighths of a square mile. Besides the garri-son at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most promi-nent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dear-born street was named after the fort, which in turn was named in honor of General Hen-ry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named af-ter George Washington and Thomas Jeffer-son. Northward from Washington street came Randolph, named after John Randolph of Ro-anoke; Lake, after Lake Michigan; Fulton,

The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a high-er standard than those abroad. This is a com-mercial age. America is the greatest commer-cial and industrial nation. It is rapidly becom-ing the financial center of the world. The time will come when it will also hold the suprem-acy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world me-tropolis.” The growth of population in Chicago is shown as follows :

Census Population CHange1840 4,470 —1850 29,963 570.3%1860 112,172 274.4%1870 298,977 166.5%1880 503,185 68.3%1890 1,099,850 118.6%

The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twenty-seventh ward, the largest in

The following is an extract from The Chicago Tri-bune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweep-ing to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwest-ward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area em-braced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the

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AugustaLeamingtonBelmont CraginPalmer House HotelSea And Cake The FawnSite of the Haymarket TragedyPrice Current and Manufacturers RecordPelican The Fire In Our Throats Will Beckon The Thaw

The Best ‘Anti-Brunch’ Breakfast Spots in Chicago, Where You Can Eat All Week

Ghouls, Gargoyles & Ghost Signs: Historic and Haunted Scavenger Hunts / We Pay Cash For Cars

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HAMLINCLYBOURNINVESTIGATORNORTH LAWNDALECONSTRUCTION NEWSINDEPENDENT ASSOCIATIONJERRY BUTLER THE ICE MAN COMETHPROGRESSIVE THINKER / ELECTROTYPE JOURNAL

NORTHWESTERN EDUCATOR AND MAGAZINE OF LITERATURE AND SCIENCE

CITY COULD HIT 92 DEGREES AGAIN THURSDAY, AND MORE HOT WEATHER IS ON THE WAY

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Under the title of “Studies of the Great West” there appeared an arti-cle in Harper’s New Monthly Maga-zine in May, 1888, by the late Charles Dudley Warner. This contribution is especially valuable in view of the fact that Chicago at the time it was writ-ten had not yet reached the million mark: “Chicago is becoming mod-est. Perhaps the inhabitants may still be able to conceal their modesty, but nevertheless they feel it. The expla-nation is simple. The city has grown not only beyond the most sanguine expectations of those who indulged in the most inflated hope of its fu-ture, but it has grown beyond what they said they expected. This gives the citizens pause as it might an ea-gle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and op-portunities beyond the contrivance of any combination of men to help or hinder, beyond the need of flam-

history-making, “Long John” was certainly one of the con-spicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate in-vestments making him a rich man and his natural Yan-kee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal of-fice in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CAB-INET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his ani-mals cost him more than he could make out of them he re-turned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other jour-nal in the United States that was devoted exclusively to

The first book compiled, printed, bound and issued in Chi-cago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A lu-dicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in pro-cess of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a

Robert Fergus, perhaps the most thor-ough of practical printers, arrived in Chica-go on July 1, 1839. He was born in the Gal-lowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, up-on its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, Feb-ruary, 1836. Mr. Fergus was closely identi-fied with the early history of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its ear-ly records. All his life he was identified with printing and publishing. The first book com-

In the early days of Chicago this was un-doubtedly the case. It is said that the good die young, but of the printer it might be re-marked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must ad-mit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARI-SON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENT-

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halst-ed to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the riv-er to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weath-er and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter season! How the passengers were huddled

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ev-er-increasing population, it is on-ly necessary to mention that in 1841 there were enrolled in the pub-lic schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils en-rolled, with 6,584 teachers. The ap-propriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that pe-riod. This does not include approxi-mately about 75,000 pupils in paro-chial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any mu-nicipality in the country, and ev-ery effort is made to make them as much more effective as possible. This

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILD-ING COMING WHEN OUR NATION-AL TASTE IS BEGINNING TO BE IN-DIVIDUAL, it has escaped the mo-notony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chica-go has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is impossible to do much with the in-terior of a house in a block, howev-er much you may load the front with ornament. Confined to a long paral-lelogram, and limited as to light and air, neither comfort nor individu-al taste can be consulted or satisfied. Chicago is a city of detached hous-es, in the humbler quarters as well

This leads me to speak of another feature of Chicago, which has no ri-val in this country; I mean the facility for pleasure driving and riding. Mich-igan avenue from the mouth of the river, the centre of the town, is mac-adamized. It and the other avenues immediately connected with the park system are not included in the city street department, but are under the care of the Commissioners of Parks. No traffic is permitted on them, and consequently they are in superb con-dition for driving, summer and win-ter. The whole length of Michigan avenue you will never see a load-ed team. These roads, that is Mich-igan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfect-ly made for drainage and permanen-cy, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hundred thousand dol-lars a mile. The cost of the parks and


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of proper-ty could not have been less than $200,000,000.00. The Custom House, the Court House, the Postof-fice, the Chamber of Commerce and the great busi-ness blocks, the banks, the theaters and the news-paper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, em-braced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; mak-ing a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred

The study of Chicago street names is an in-teresting pursuit, and it brings to light ma-ny a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thomp-son, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not ex-ceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Wash-ington street was the south boundary, Jeffer-son street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the oth-ers were named after George Washington and Thomas Jefferson. Northward from Washing-ton street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michi-gan; Fulton, named after Robert Fulton, whose

The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a high-er standard than those abroad. This is a com-mercial age. America is the greatest commer-cial and industrial nation. It is rapidly becom-ing the financial center of the world. The time will come when it will also hold the suprema-cy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twenty-seventh ward, the largest in the city,

The following is an extract from The Chicago Tri-bune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the hori-zon grew more and more powerful, casting its bril-liant rays in every direction, bringing out in bold re-lief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery show-er of rain, over that broad area embraced between the river, the South Branch, Wells street and Jack-son street; the lighter ones going far over on the North Division, while the heavier and more danger-ous ones fell before they reached that point. They dropped with great force to the ground, to the occa-

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OlympiaSacramentoGeorge PullmanGriesedieck WesternSvengoolie Tape WantedEngine Company 104, Truck 31Real Estate News and Insurance MonitorEntry Level Spanish Speaking Office Assistant Wanted

Proud of Your Bungalow? Nominate it for Annual Restoration/Renovation Award

Thieves Drive Into Front Glass of Wicker Park Stroller Shop, Steal Merch in Crash-&-Grab Burglary

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BOWENCHALMERSMEISTER BRAUFURNITURE TRADEINLAND STOREKEEPERJOHN WELLBORN ROOT, JR.AMERICAN CARPENTER AND BUILDERAMERICAN SWINEHERD / BEN FRANKLIN MONTHLY

WESTERN BREWER AND JOURNAL OF THE BARLEY, HOP, AND MALT TRADES

THIS BREATHTAKING VIDEO OF THE NORTHERN LIGHTS WAS SHOT BY CHICAGO-AREA MAN

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Under the title of “Studies of the Great West” there appeared an article in Harp-er’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contri-bution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chica-go is becoming modest. Perhaps the inhab-itants may still be able to conceal their mod-esty, but nevertheless they feel it. The expla-nation is simple. The city has grown not on-ly beyond the most sanguine expectations of those who indulged in the most inflat-ed hope of its future, but it has grown be-yond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an inde-pendent organism, growing by a combination of forces and opportunities beyond the con-trivance of any combination of men to help or hinder, beyond the need of flaming circu-lars and reports of boards of trade and pro-cess pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any other portion of the great

history-making, “Long John” was certainly one of the conspicuous cit-izens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yan-kee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establish-ing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and em-barked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclu-sively to the interest of the art preservative The Typographical Advertis-er. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical journal

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also com-piled by Norris. It was printed by James Campbell & Co., Commer-cial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gesta-tion. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threat-ened to kick him if he looked back. Some gentlemen, subsequently dis-cussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This un-seemly dispute severed the copartnership, as in point of fact any co-partnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of

Robert Fergus, perhaps the most thorough of prac-tical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, Au-gust 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowl-edge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Marga-ret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chicago in the printing world, and was an acknowledged au-thority on all things pertaining to its early records. All his life he was identified with printing and publishing. The first book compiled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier di-

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are on-ly prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prom-inent place it now occupies as well as demonstrating to the whole world its marvelous history a city with-out a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINT-ING AWAY FROM OUR PRESENTDAY MODE OF DO-ING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD AP-

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago ave-nue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was winter-time almost froze. Oh! those cars. What misery they represented in the winter season! How the passen-gers were huddled together a shivering mass of hu-manity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons,

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pu-pils enrolled, with 6,584 teachers. The ap-propriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s train-ing for that period. This does not include ap-proximately about 75,000 pupils in paro-chial schools. There is no question but that the pub-lic schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most richly endowed in-stitutions of learning in America, with an en-rollment of 6,466 students and 330 instruc-

ARCHITECTURALLY CHICAGO IS MORE IN-TERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATION-AL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monotony and medioc-rity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having al-so plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallelogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chicago is a city of detached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood intermingled, plain and ornamental; but drive where you will in the favorite resi-

This leads me to speak of another feature of Chicago, which has no rival in this country; I mean the facility for pleasure driving and rid-ing. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediately con-nected with the park system are not includ-ed in the city street department, but are un-der the care of the Commissioners of Parks. No traffic is permitted on them, and conse-quently they are in superb condition for driv-ing, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanen-cy, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the citizens has done for the town what only royalty usually accomplishes


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No story of Chicago would be complete without a short ac-count of the great fire of 1871, and nothing can prove more in-teresting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great busi-ness blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and proper-ty destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hun-dred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hun-dred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously

The study of Chicago street names is an interesting pur-suit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most promi-nent men of the day, the survey showing that Washing-ton street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dear-born, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jeffer-son. Northward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chicago was mapped out; Carroll street, af-ter Charles Carroll of Carrollton, and then Kinzie street.

The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the great-est center of railroads. The railroads of the United States have a higher standard than those abroad. This is a com-mercial age. America is the greatest commercial and in-dustrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of pop-ulation in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twenty-seventh ward, the largest in the city, increased in population for the de-cade ending in 1910, 156 per cent. It now has 113,336 residents and may be taken as an indication of the city’s possibilities.

The following is an extract from The Chicago Tribune of Sun-day, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now ac-cessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lu-rid light that illuminated the horizon grew more and more pow-erful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwest-ward like a flight of meteors, but falling steadily in a fiery show-er of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the light-er ones going far over on the North Division, while the heavi-er and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered upon roofs of buildings, inspiring constant fear that other conflagrations would break out, and that a terribly broad

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MadisonArchitectureGeorge StreeterDuSable High SchoolLiz Phair: Exile In GuyvilleEngine Company 129, Truck 50Chicago & Illinois Western Railway Bridge

8 New Under-the-Radar Restaurant Recommendations

Pick Chicago’s Best Veggie-Burger in the Final Round of our 2018 Burger Bracket

Two cast members and writers who cut their teeth at local comedy clubs are heading to New York

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DAHEIMCUTCHEONLINCOLN PARKRAILWAY JOURNALMASONIC CHRONICLERSATURDAY EVENING REVIEWACCOUNT SERVICES REPRESENTATIVE

GEM OF THE PRAIRIE / ELECTRIC TRACTION WEEK

FLORSHEIM SHOE CO. / UNITED BISCUIT CO. OF AMERICA / ACME STEEL CO.

THESE CITY-EMPLOYED GOATS EAT THEIR WAY THROUGH OVERGROWTH IN O’HARE FIELDS

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is especially valuable in view of the fact that Chica-go at the time it was written had not yet reached the million mark: “Chica-go is becoming modest. Perhaps the inhabitants may still be able to con-ceal their modesty, but nevertheless they feel it. The explanation is simple. The city has grown not only beyond the most sanguine expectations of those who indulged in the most inflat-ed hope of its future, but it has grown beyond what they said they expect-ed. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and opportu-nities beyond the contrivance of any combination of men to help or hin-der, beyond the need of flaming cir-culars and reports of boards of trade

history-making, “Long John” was certainly one of the con-spicuous citizens of Chicago, and, unlike nearly all of the pro-moters of newspapers of his day, he retired from the jour-nalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly there-after retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art pre-

The first book compiled, printed, bound and issued in Chica-go was the Directory of 1844. It was placed upon the mar-ket in the year 1843. This Directory was compiled by J. Wel-lington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous inci-dent is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dis-solution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming in-censed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copart-nership between Mr. Norris, a gentleman “as meek as Mo-

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the print-ing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its comple-tion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Marga-ret Whitehead Scott, February, 1836. Mr. Fer-gus was closely identified with the early his-tory of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and publishing. The first book compiled, printed, bound and

In the early days of Chicago this was un-doubtedly the case. It is said that the good die young, but of the printer it might be re-marked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must ad-mit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city with-out a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARI-SON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENT-

The first line of cars was on State street, be-tween Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halst-ed to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the riv-er to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was winter-time almost froze. Oh! those cars. What mis-ery they represented in the winter season! How the passengers were huddled togeth-

To show the wonderful manner in which the schools of Chicago have in-creased to keep pace with its ever-in-creasing population, it is only nec-essary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teach-ers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any mu-nicipality in the country, and ev-ery effort is made to make them as much more effective as possible. This city can also boast of the Universi-

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILD-ING COMING WHEN OUR NATION-AL TASTE IS BEGINNING TO BE IN-DIVIDUAL, it has escaped the mo-notony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Con-fined to a long parallelogram, and lim-ited as to light and air, neither comfort nor individual taste can be consult-ed or satisfied. Chicago is a city of de-tached houses, in the humbler quar-ters as well as in the magnificent ave-

This leads me to speak of another fea-ture of Chicago, which has no rival in this country; I mean the facility for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadam-ized. It and the other avenues imme-diately connected with the park sys-tem are not included in the city street department, but are under the care of the Commissioners of Parks. No traf-fic is permitted on them, and conse-quently they are in superb condition for driving, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dress-ing of pulverized granite. The cost of Michigan avenue drive was two hun-dred thousand dollars a mile. The cost of the parks and boulevards in each of


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Cus-tom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the build-ings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hundred and six-ty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thou-sand four hundred and fifty, and nearly one hundred

The study of Chicago street names is an in-teresting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chi-cago was made in 1830 by James Thomp-son, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the vil-lage were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named af-ter the fort, which in turn was named in hon-or of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. Northward from Washington street came Ran-dolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named af-ter Robert Fulton, whose steamboat, the Clare-

The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commer-cial age. America is the greatest commercial and industrial nation. It is rapidly becoming the fi-nancial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twen-ty-seventh ward, the largest in the city, increased in population for the decade ending in 1910, 156

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descrip-tions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweep-ing northwestward like a flight of meteors, but fall-ing steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and

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MedfordUnion RidgeWhistle Stop InnFullerton State BankWe Buy Vacuum CleanersVarious Artists For A Life Of SinSales Receptionist Map Hide This PostingNaperville Job Fair Immediate Interviews & Networking

Critical Mass is Still Crazy After all These Years — but is the Bike Ride Still Relevant?

A Man, 30, Was Arrested For Defacing The Statue Of Christopher Columbus In Little Italy, Police Say.

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MIDWAYSTEVENSONSUNSET CHIMESOFFICE APPLIANCESTAILORS INTELLIGENCERDUNTON’S SPIRIT OF THE TURFNORTHERN INDIANA PUBLIC SERVICE CO.UNION AGRICULTURIST AND WESTERN PRAIRIE FARMER

UNITED BISCUIT CO. OF AMERICA / LUMBERMENS MUTUAL CASUALTY / GREYHOUND

BLOODY MARY FEST KICKS OFF NEWLY REOPENED THEATER ON THE LAKE / CHICAGO BRIDGE & IRON

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Under the title of “Studies of the Great West” there appeared an arti-cle in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dud-ley Warner. This contribution is es-pecially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Per-haps the inhabitants may still be able to conceal their modesty, but never-theless they feel it. The explanation is simple. The city has grown not on-ly beyond the most sanguine expec-tations of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and opportu-nities beyond the contrivance of any combination of men to help or hin-der, beyond the need of flaming cir-

history-making, “Long John” was certainly one of the con-spicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate in-vestments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly there-after retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art pre-

The first book compiled, printed, bound and issued in Chica-go was the Directory of 1844. It was placed upon the mar-ket in the year 1843. This Directory was compiled by J. Wel-lington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous inci-dent is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dis-solution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming in-censed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dis-pute severed the copartnership, as in point of fact any co-partnership between Mr. Norris, a gentleman “as meek as

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the print-ing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its comple-tion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Mar-garet Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and publish-ing. The first book compiled, printed, bound

In the early days of Chicago this was un-doubtedly the case. It is said that the good die young, but of the printer it might be re-marked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must ad-mit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSI-BLE. TAKE PRINTING AWAY FROM OUR PRE-SENTDAY MODE OF DOING BUSINESS, SHUT

The first line of cars was on State street, be-tween Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halst-ed to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the riv-er to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weath-er and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the win-ter season! How the passengers were hud-

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ev-er-increasing population, it is on-ly necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropri-ation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any munic-ipality in the country, and every effort is made to make them as much more effective as possible. This city can al-so boast of the University of Chicago,

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CIT-IES. ITS WEALTH AND OPPORTUNI-TY FOR FINE BUILDING COMING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monotony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallelogram, and limit-ed as to light and air, neither comfort nor individual taste can be consult-ed or satisfied. Chicago is a city of de-tached houses, in the humbler quar-ters as well as in the magnificent ave-nues, and the effect is home-like and

This leads me to speak of another fea-ture of Chicago, which has no rival in this country; I mean the facility for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadam-ized. It and the other avenues imme-diately connected with the park sys-tem are not included in the city street department, but are under the care of the Commissioners of Parks. No traffic is permitted on them, and con-sequently they are in superb condi-tion for driving, summer and winter. The whole length of Michigan ave-nue you will never see a loaded team. These roads, that is Michigan ave-nue and the others of the park sys-tem, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Cus-tom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the build-ings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thou-sand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thou-sand four hundred and fifty, and nearly one hundred

The study of Chicago street names is an inter-esting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chica-go was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dear-born, the population did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of Gen-eral Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the ear-ly white settler, while the others were named af-ter George Washington and Thomas Jefferson. Northward from Washington street came Ran-dolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named af-ter Robert Fulton, whose steamboat, the Clare-

The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commer-cial age. America is the greatest commercial and industrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twen-ty-seventh ward, the largest in the city, in-creased in population for the decade ending in

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descrip-tions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the ho-rizon grew more and more powerful, casting its bril-liant rays in every direction, bringing out in bold re-lief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of me-teors, but falling steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell be-fore they reached that point. They dropped with great force to the ground, to the occasional danger of the

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FetridgeEast BeverlyMagnificent MileSite of Fort DearbornMuddy Waters Folk SingerAccount Service Representative$$ Cash $$ For Vinyl Record Collections! $1Five Chicago Spots with Can’t-Miss Pumpkin Spice Lattes

Photos: Jawbreaker Finally Have Their ‘Revenge,’ Paramore Dazzle at Riot Fest Day #3

For the 125th anniversary of the ’L’, the city’s Transit Authority has put some old cars back on the track

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RECORDSAUGANASHTHE INN KEEPERPRACTICAL TEACHERDAILY LIVE STOCK WORLDIMPERIAL BREWING & BOTTLINGSELL ME YOUR CAR OR TRUCK CASH TODAYJOURNAL OF COMMERCE / SELL US YOUR SNOW BLOWER

SIGNODE STEEL STRAPPING / KELLOGG SWITCHBOARD & SUPPLY / MIDWAY AIRLINES

BLOODY MARY FEST KICKS OFF NEWLY REOPENED THEATER ON THE LAKE / CHICAGO BRIDGE & IRON

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley War-ner. This contribution is especially valuable in view of the fact that Chica-go at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Perhaps the inhab-itants may still be able to conceal their modesty, but nevertheless they feel it. The explanation is simple. The city has grown not only beyond the most san-guine expectations of those who in-dulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and opportu-nities beyond the contrivance of any combination of men to help or hinder, beyond the need of flaming circulars and reports of boards of trade and pro-

history-making, “Long John” was certainly one of the conspic-uous citizens of Chicago, and, unlike nearly all of the promot-ers of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ en-tire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a part-nership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclu-sively to the interest of the art preservative The Typographi-cal Advertiser. Rounds’ Cabinet was the first of that character

The first book compiled, printed, bound and issued in Chica-go was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Nor-ris (the Co.) forcibly ejected him from the office and threat-ened to kick him if he looked back. Some gentlemen, subse-quently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copart-nership, as in point of fact any copartnership between Mr. Nor-ris, a gentleman “as meek as Moses,” and Campbell, as fiery

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on Ju-ly 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing busi-ness, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowl-edge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was closely iden-tified with the early history of Chicago in the printing world, and was an acknowledged au-thority on all things pertaining to its early re-cords. All his life he was identified with print-ing and publishing. The first book compiled, printed, bound and issued in Chicago was the

In the early days of Chicago this was un-doubtedly the case. It is said that the good die young, but of the printer it might be re-marked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the ad-vancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIM-ITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENT-DAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IM-

The first line of cars was on State street, be-tween Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driv-er stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter season! How the passengers were huddled together a shivering mass of humanity with their feet in

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing population, it is only necessary to men-tion that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils en-rolled, with 6,584 teachers. The ap-propriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any munic-ipality in the country, and every effort is made to make them as much more effective as possible. This city can al-so boast of the University of Chicago, one of the most richly endowed insti-

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CIT-IES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monot-ony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is es-caping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative ge-nius. It is impossible to do much with the interior of a house in a block, how-ever much you may load the front with ornament. Confined to a long parallel-ogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chica-go is a city of detached houses, in the humbler quarters as well as in the mag-nificent avenues, and the effect is home-like and beautiful at the same

This leads me to speak of another fea-ture of Chicago, which has no rival in this country; I mean the facility for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediately connected with the park system are not included in the city street department, but are under the care of the Commis-sioners of Parks. No traffic is permit-ted on them, and consequently they are in superb condition for driving, sum-mer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Mich-igan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hun-dred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appall-ing visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, em-braced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hun-dred thousand persons were left homeless.

The study of Chicago street names is an interest-ing pursuit, and it brings to light many a bit of for-gotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the pop-ulation did not exceed 100. Three of the bound-ary streets of the village were named after the most prominent men of the day, the survey show-ing that Washington street was the south bound-ary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. Northward from Wash-ington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steam-boat, the Claremont, had made its first trip on the

The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chi-cago, the greatest center of railroads. The rail-roads of the United States have a higher stan-dard than those abroad. This is a commercial age. America is the greatest commercial and industri-al nation. It is rapidly becoming the financial cen-ter of the world. The time will come when it will al-so hold the supremacy in the arts and the scienc-es that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twen-ty-seventh ward, the largest in the city, increased in population for the decade ending in 1910, 156

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descrip-tions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweep-ing northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the oc-casional danger of the foot passenger and the fright-

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TrumbullGoose IslandBlackstone HotelChicago ConsolidatedCustomer Service PositionJunior Wells’ Chicago Blues BandMaterial Issue: International Pop OverthrowVintage 1980s Star Wars Figures, Vehicles, Cases and More

Report: Police Department’s ‘Honor System’ for Overtime Turned Out to be a Bad Idea

Here’s Your Chance to Ride Chicago’s Historic Trains / Who Keeps Putting Soap in This Chicago Fountain?

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PANAMADESPLAINESDAILY AMERICANWEST END ADVOCATEPLATEMAKERS CRITERIONAMERICAN FURNITURE GAZETTEPINKERTON NATIONAL DETECTIVE AGENCYWESTERN BOOK SELLER / INTERNATIONAL HARVESTER CO

PEOPLE’S GAS LIGHT & COKE / YOUNGSTOWN SHEET & TUBE / UNITED STATES GYPSUM

THE 6TH WARD IS WORKING WITH CHICAGO’S ANIMAL CARE AND CONTROL / ILLINOIS BELL TELEPHONE

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Under the title of “Studies of the Great West” there appeared an article in Harp-er’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Perhaps the inhabitants may still be able to conceal their modesty, but nevertheless they feel it. The expla-nation is simple. The city has grown not only beyond the most sanguine expecta-tions of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they ex-pected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and opportunities beyond the contrivance of any combina-tion of men to help or hinder, beyond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the danger or the fear of ri-

history-making, “Long John” was certainly one of the conspic-uous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an oppor-tunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capi-tal was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the

The first book compiled, printed, bound and issued in Chica-go was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was al-so compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discuss-ing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highland-

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on Ju-ly 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing busi-ness, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowl-edge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, Feb-ruary, 1836. Mr. Fergus was closely identified with the early history of Chicago in the print-ing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and pub-lishing. The first book compiled, printed, bound and issued in Chicago was the Directory of

In the early days of Chicago this was undoubt-edly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the ad-vancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIM-ITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRAR-IES AND OBLITERATE BOOKS, AND IMMEDIATE-LY WE SINK INTO A DEPTH OF DARKNESS THAT

The first line of cars was on State street, be-tween Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extend-ed from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front plat-form in all conditions of weather and drove his spirited team at the break-neck speed of near-ly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter season! How the passengers were huddled together a shivering mass of humani-ty with their feet in danger of being frozen, and

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing population, it is only necessary to men-tion that in 1841 there were enrolled in the public schools a total of 410 pu-pils, with but five teachers in all branch-es. In 1911 there were 304,146 pupils en-rolled, with 6,584 teachers. The ap-propriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chicago stand pre-em-inent among the best of any municipal-ity in the country, and every effort is made to make them as much more ef-fective as possible. This city can al-so boast of the University of Chicago, one of the most richly endowed insti-

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CIT-IES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monot-ony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is es-caping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative ge-nius. It is impossible to do much with the interior of a house in a block, however much you may load the front with orna-ment. Confined to a long parallelogram, and limited as to light and air, neither comfort nor individual taste can be con-sulted or satisfied. Chicago is a city of detached houses, in the humbler quar-ters as well as in the magnificent ave-nues, and the effect is home-like and beautiful at the same time. There is

This leads me to speak of another fea-ture of Chicago, which has no rival in this country; I mean the facility for plea-sure driving and riding. Michigan ave-nue from the mouth of the river, the cen-tre of the town, is macadamized. It and the other avenues immediately connect-ed with the park system are not includ-ed in the city street department, but are under the care of the Commission-ers of Parks. No traffic is permitted on them, and consequently they are in su-perb condition for driving, summer and winter. The whole length of Michigan av-enue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pul-verized granite. The cost of Michigan av-enue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that di-


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witness-es of that scene, and by these accounts and what histo-ry has proved, it stands today as one of the most appall-ing visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the news-paper offices, all went down together in the awful con-flagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hun-dred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of build-ings destroyed was seventeen thousand four hundred and fifty, and nearly one hundred thousand persons were left homeless.

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgot-ten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an ar-ea of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Wash-ington street was the south boundary, Jefferson street the west, Kinzie street the north and Dear-born street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the ear-ly white settler, while the others were named after George Washington and Thomas Jefferson. North-ward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, af-ter Lake Michigan; Fulton, named after Robert Ful-ton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and

The dominance of railroads over the affairs of man-kind will mean the most rapid growth for Chica-go, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. Ameri-ca is the greatest commercial and industrial na-tion. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropo-lis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twenty-seventh ward, the largest in the city, increased in population for the decade ending in 1910, 156 per

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in ev-ery direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the South-west, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweep-ing northwestward like a flight of meteors, but fall-ing steadily in a fiery shower of rain, over that broad ar-ea embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dan-gerous ones fell before they reached that point. They dropped with great force to the ground, to the occasion-al danger of the foot passenger and the frightening of

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GreshamHolden BlockBiograph TheaterCottage Grove HeightsWilco Yankee Hotel FoxtrotGeorge Herbert Jones LaboratoryWe Buy iPhones iPads Macbook Pro And MorePatio Theater Expanding for Daily Showings of ‘Retro’ Flicks

Chicago Newspaper Hits Back After Police Union Attacks Reporter for Doing Her Damn Job

Take an Audio Tour of Chicago’s Fine Arts Building / Huge Pumpkin Grower Wins Trifecta of Giant Food Titles

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MONROEMONTICELLOWASHINGTONIANDAILY CHICAGO TIMESWATCHMAKERS MAGAZINENATIONAL LIVE STOCK JOURNALWASHINGTON SQUARE DISTRICT EXTENSIONNATIONAL LIVE STOCK JOURNAL / LUMBER WORLD REVIEW

AMERICAN HOSPITAL SUPPLY / SMURFIT-STONE CONTAINER / WASTE MANAGEMENT INC

BUCKTOWN CAT CAFE AND ADOPTION CENTER AIMS TO OPEN BY HALLOWEEN / VICTOR ADDING MACHINE

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Under the title of “Studies of the Great West” there appeared an article in Harp-er’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the mil-lion mark: “Chicago is becoming modest. Perhaps the inhabitants may still be able to conceal their modesty, but neverthe-less they feel it. The explanation is sim-ple. The city has grown not only beyond the most sanguine expectations of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and opportunities beyond the contrivance of any combina-tion of men to help or hinder, beyond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the danger or the fear of ri-

history-making, “Long John” was certainly one of the conspic-uous citizens of Chicago, and, unlike nearly all of the promot-ers of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capi-tal was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cab-inet was the first of that character in the Northwest, the second

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was al-so compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is con-nected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Di-rectory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forc-ibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the con-tention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copart-nership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come soon-

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a prac-tical grounding in the knowledge of the art, up-on its completion and his setting forth as a jour-neyman he possessed a knowledge of his busi-ness such as qualified him to earn a livelihood in any part of the world. He was married to Mar-garet Whitehead Scott, February, 1836. Mr. Fer-gus was closely identified with the early histo-ry of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and publishing. The first book com-piled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon

In the early days of Chicago this was undoubted-ly the case. It is said that the good die young, but of the printer it might be remarked “Good print-ers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the ad-vancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIM-ITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD

The first line of cars was on State street, be-tween Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extend-ed from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirit-ed team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter season! How the passengers were huddled to-gether a shivering mass of humanity with their feet in danger of being frozen, and that too in

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing pop-ulation, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approxi-mately about 75,000 pupils in parochi-al schools. There is no question but that the pub-lic schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the Universi-ty of Chicago, one of the most richly en-dowed institutions of learning in Ameri-

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CIT-IES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NA-TIONAL TASTE IS BEGINNING TO BE IN-DIVIDUAL, it has escaped the monotony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chica-go has been able to avoid the block sys-tem in its residences, and to give play to variety and creative genius. It is impos-sible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallelogram, and limited as to light and air, neither comfort nor in-dividual taste can be consulted or satis-fied. Chicago is a city of detached hous-es, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick,

This leads me to speak of another fea-ture of Chicago, which has no rival in this country; I mean the facility for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the oth-er avenues immediately connected with the park system are not included in the city street department, but are under the care of the Commissioners of Parks. No traffic is permitted on them, and conse-quently they are in superb condition for driving, summer and winter. The whole length of Michigan avenue you will nev-er see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are su-perb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hun-dred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is con-


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visi-tations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and prop-erty destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thou-sand four hundred and fifty, and nearly one hundred thou-sand persons were left homeless. The conflagration of 1871 wiped out the old Chicago

The study of Chicago street names is an interest-ing pursuit, and it brings to light many a bit of for-gotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an ar-ea of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Hen-ry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. Northward from Washing-ton street came Randolph, named after John Ran-dolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson be-tween New York and Albany just twenty-three years

has no competition in population except in New York and London. London lacks the possibilities of expan-sion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the present period will help Chicago. The tendency is becoming more and more marked for mankind to get in close contact. Cities today are larger than they ever were before. The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a com-mercial age. America is the greatest commercial and industrial nation. It is rapidly becoming the finan-cial center of the world. The time will come when it will also hold the supremacy in the arts and the sci-ences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :

Census Population Change1840 4,470 —1850 29,963 570.3%1860 112,172 274.4%

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was de-stroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direc-tion, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partial-ly burned pieces of wood, which covered the sky with daz-zling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occa-sional danger of the foot passenger and the frightening of horses, and showered upon roofs of buildings, inspiring

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OakwoodLogan SquareAvondale GardensGreater Grand CrossingDispatch Positions AvailableHumboldt Park Boathouse Pavilion15 of Our Favorite Events In Chicago This WeekIt’s a Consolation for Fans Mourning the End of Patio Season

Revisit the Glory Days of Radical Chic With Jean-luc Godard’s La Chinoise and Le Gai Savoir

Not One, but Two Corpse Flowers May Soon Stink Up Chicago / 12 Of Our Favorite Events In Chicago This Week

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COURIERSCOTTSDALERETAIL COALMANRAVENSWOOD MANORAMERICAN FOOD JOURNALENGINEERING AND CONTRACTINGSMILING & MOTIVATED INDIVIDUALS WANTEDHIDE AND LEATHER / DUNLOP’S SATURDAY NIGHT DISPATCH

AMERICAN CAR & FOUNDRY / CORN PRODUCTS REFINING / TELEPHONE & DATA SYSTEMS

5 THINGS YOU PROBABLY DIDN’T KNOW ABOUT THE GREAT CHICAGO FIRE / CHICAGO PACKING & PROVISION

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Under the title of “Studies of the Great West” there appeared an article in Harp-er’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Per-haps the inhabitants may still be able to conceal their modesty, but nevertheless they feel it. The explanation is simple. The city has grown not only beyond the most sanguine expectations of those who in-dulged in the most inflated hope of its fu-ture, but it has grown beyond what they said they expected. This gives the citi-zens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an in-dependent organism, growing by a combi-nation of forces and opportunities beyond the contrivance of any combination of men to help or hinder, beyond the need of flam-ing circulars and reports of boards of trade and process pictures. It has passed the danger or the fear of rivalry, and reached

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of news-papers of his day, he retired from the journalistic field with a com-petency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in es-tablishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his an-imals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In De-cember, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Com-mercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Camp-bell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick tem-per, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copart-nership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termina-

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a reg-ular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret White-head Scott, February, 1836. Mr. Fergus was close-ly identified with the early history of Chicago in the printing world, and was an acknowledged au-thority on all things pertaining to its early records. All his life he was identified with printing and pub-lishing. The first book compiled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon the market in the year

In the early days of Chicago this was undoubted-ly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the ad-vancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvel-ous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIM-ITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD

The first line of cars was on State street, between Randolph and Twelfth streets, and these com-menced operations April 25th, 1859. The Madi-son street line was opened May 20th, 1859, and extended from Halsted to State street. The Ran-dolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all condi-tions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was win-tertime almost froze. Oh! those cars. What mis-ery they represented in the winter season! How the passengers were huddled together a shiver-ing mass of humanity with their feet in danger of being frozen, and that too in spite of the straw

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing popu-lation, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teach-ers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the pub-lic schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possi-ble. This city can also boast of the Univer-sity of Chicago, one of the most richly en-dowed institutions of learning in America, with an enrollment of 6,466 students and

ARCHITECTURALLY CHICAGO IS MORE IN-TERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monotony and mediocri-ty in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residenc-es, and to give play to variety and creative genius. It is impossible to do much with the interior of a house in a block, howev-er much you may load the front with or-nament. Confined to a long parallelo-gram, and limited as to light and air, nei-ther comfort nor individual taste can be consulted or satisfied. Chicago is a city of detached houses, in the humbler quar-ters as well as in the magnificent avenues, and the effect is home-like and beauti-ful at the same time. There is great variety, stone, brick, and wood intermingled, plain

This leads me to speak of another feature of Chicago, which has no rival in this coun-try; I mean the facility for pleasure driv-ing and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediately connected with the park sys-tem are not included in the city street de-partment, but are under the care of the Commissioners of Parks. No traffic is per-mitted on them, and consequently they are in superb condition for driving, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or rid-ing, perfectly made for drainage and per-manency, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the


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No story of Chicago would be complete without a short ac-count of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Cus-tom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down togeth-er in the awful conflagration. We can form some concep-tion of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hun-dred and sixty acres; North Side, one thousand four hun-dred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings de-stroyed was seventeen thousand four hundred and fifty, and nearly one hundred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose

The study of Chicago street names is an interest-ing pursuit, and it brings to light many a bit of for-gotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an ar-ea of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the vil-lage were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dear-born street was named after the fort, which in turn was named in honor of General Henry Dearborn, Sec-retary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jeffer-son. Northward from Washington street came Ran-dolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Ful-ton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chicago was mapped

has no competition in population except in New York and London. London lacks the possibilities of expan-sion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the present period will help Chicago. The ten-dency is becoming more and more marked for man-kind to get in close contact. Cities today are larg-er than they ever were before. The dominance of rail-roads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of rail-roads. The railroads of the United States have a high-er standard than those abroad. This is a commercial age. America is the greatest commercial and indus-trial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :

Census Population Change1840 4,470 —1850 29,963 570.3%1860 112,172 274.4%1870 298,977 166.5%

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was de-stroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direc-tion, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered upon roofs of buildings, inspiring constant fear that oth-

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MerrimacMichael BrandBlackstone LibraryEd Thielepape PremiumCrucial Conflict: The Final TicRosehill Cemetery Plots Best OffersCornelia Arts Building Hosts Open House FridayMake That 3 Days in a Row of Record-Breaking Heat in Chicago

MLB Teams Invite Girl With 3D-Printed Hand to Throw out 1st Pitch in Incredible Twitter Thread

The Curious Cruise: Haunted History along the Chicago River / Giddings Square is getting sudsed nearly every week

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CHICAGOSPRINGFIELDWEEKLY EXPRESSEDUCATIONAL WEEKLYWORKWOMENS’ ADVOCATEGRIESEDIECK WESTERN BREWERYAMERICAN BISCUIT AND MANUFACTURING COINLAND PRINTER / CHICAGO, AURORA & ELGIN RAILROAD CO.

AMERICAN STEEL FOUNDRIES / PEPPER CONSTRUCTION / CONTAINER CORP. OF AMERICA

A SILENT AUCTION IS UNDERWAY TO RAISE FUNDS FOR HORNER PARK’S LONG PLANNED DOG FRIENDLY AREAÅ

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribu-tion is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Perhaps the inhabit-ants may still be able to conceal their mod-esty, but nevertheless they feel it. The ex-planation is simple. The city has grown not only beyond the most sanguine expecta-tions of those who indulged in the most in-flated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an in-dependent organism, growing by a combi-nation of forces and opportunities beyond the contrivance of any combination of men to help or hinder, beyond the need of flam-ing circulars and reports of boards of trade and process pictures. It has passed the dan-ger or the fear of rivalry, and reached the point where the growth of any other por-

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspa-pers of his day, he retired from the journalistic field with a competen-cy, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in es-tablishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devot-ed exclusively to the interest of the art preservative The Typographi-cal Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typo-

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also com-piled by Norris. It was printed by James Campbell & Co., Commer-cial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becom-ing incensed at Mr. Norris (the Co.) forcibly ejected him from the of-fice and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the

Robert Fergus, perhaps the most thorough of prac-tical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was appren-ticed to the printing business, and as a regular in-denture in those days meant a practical ground-ing in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the ear-ly history of Chicago in the printing world, and was an acknowledged authority on all things pertain-ing to its early records. All his life he was identified with printing and publishing. The first book com-piled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon the mar-ket in the year 1843. This directory was printed by

In the early days of Chicago this was undoubted-ly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advance-ment of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demon-strating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINT-ING AWAY FROM OUR PRESENTDAY MODE OF DO-ING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD AP-

The first line of cars was on State street, between Randolph and Twelfth streets, and these com-menced operations April 25th, 1859. The Madi-son street line was opened May 20th, 1859, and ex-tended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the riv-er to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in Au-gust, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter season! How the passengers were huddled together a shivering mass of humanity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the compa-

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pu-pils enrolled, with 6,584 teachers. The ap-propriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s train-ing for that period. This does not include approximately about 75,000 pupils in paro-chial schools. There is no question but that the pub-lic schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most richly endowed in-stitutions of learning in America, with an enrollment of 6,466 students and 330 in-

ARCHITECTURALLY CHICAGO IS MORE IN-TERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monotony and mediocri-ty in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having al-so plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is impossible to do much with the interi-or of a house in a block, however much you may load the front with ornament. Confined to a long parallelogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chicago is a city of detached houses, in the humbler quarters as well as in the magnificent ave-nues, and the effect is home-like and beau-tiful at the same time. There is great variety, stone, brick, and wood intermingled, plain and ornamental; but drive where you will

This leads me to speak of another feature of Chicago, which has no rival in this coun-try; I mean the facility for pleasure driv-ing and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues im-mediately connected with the park system are not included in the city street depart-ment, but are under the care of the Com-missioners of Parks. No traffic is permit-ted on them, and consequently they are in superb condition for driving, summer and winter. The whole length of Michigan ave-nue you will never see a loaded team. These roads, that is Michigan avenue and the oth-ers of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the citizens has done


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No story of Chicago would be complete without a short ac-count of the great fire of 1871, and nothing can prove more in-teresting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful con-flagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twen-ty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; mak-ing a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hundred thousand per-sons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jeffer-son street the west, Kinzie street the north and Dear-born street the east. Dearborn street was named af-ter the fort, which in turn was named in honor of Gen-eral Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washing-ton and Thomas Jefferson. Northward from Washing-ton street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chicago was mapped out; Carroll street, after Charles Carroll of Car-

has no competition in population except in New York and London. London lacks the possibilities of expan-sion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the present period will help Chicago. The ten-dency is becoming more and more marked for man-kind to get in close contact. Cities today are larger than they ever were before. The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The rail-roads of the United States have a higher standard than those abroad. This is a commercial age. America is the greatest commercial and industrial nation. It is rapid-ly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chi-cago is shown as follows :

Census Population Change1840 4,470 —1850 29,963 570.3%1860 112,172 274.4%1870 298,977 166.5%

The following is an extract from The Chicago Tribune of Sun-day, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its on-ward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of meteors, but fall-ing steadily in a fiery shower of rain, over that broad area em-braced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell be-fore they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passen-ger and the frightening of horses, and showered upon roofs of buildings, inspiring constant fear that other conflagrations

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KentuckyNorwood ParkFrank Lloyd WrightSam Cohen Beer BottlerLorado Taft’s Midway StudiosIllinois Central Railroad Swing BridgeThe Best Restaurants For Vegetarians In ChicagoParson’s Serving Brunch Again: Chicken & Waffles, Migas & More

Philadelphia Man is Facing Felony Charges After a $14,000-in-damages Hotel Rampage this Week

Red-Winged Blackbirds Are Attacking People in Chicago / Fans Cheer Marathon Runners on Picture-Perfect Race Day

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WARSAWROBIE HOUSEWESTERN CITIZENWESTERN ENTERPRISETHE GREAT WESTERN STARTHE HENNING BREWING COMPANYGENERAL AMERICAN TRANSPORTATION CORPSVENGOOLIE RECORDS / WATCHMAKER AND METAL WORKER

POLICE: MAN ARRESTED AFTER STATUE OF CHRISTOPHER COLUMBUS DEFACED OVERNIGHT

SUMMER’S NOT OVER YET! TEMPERATURES WILL SOAR WELL INTO THE 80S / SELL YOUR PRESSURE WASHER

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Under the title of “Studies of the Great West” there appeared an article in Harp-er’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contri-bution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chica-go is becoming modest. Perhaps the inhab-itants may still be able to conceal their mod-esty, but nevertheless they feel it. The expla-nation is simple. The city has grown not on-ly beyond the most sanguine expectations of those who indulged in the most inflat-ed hope of its future, but it has grown be-yond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an inde-pendent organism, growing by a combination of forces and opportunities beyond the con-trivance of any combination of men to help or hinder, beyond the need of flaming circu-lars and reports of boards of trade and pro-cess pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any other portion of the great

history-making, “Long John” was certainly one of the conspicuous cit-izens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yan-kee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establish-ing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and em-barked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclu-sively to the interest of the art preservative The Typographical Advertis-er. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical journal

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also com-piled by Norris. It was printed by James Campbell & Co., Commer-cial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gesta-tion. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threat-ened to kick him if he looked back. Some gentlemen, subsequently dis-cussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This un-seemly dispute severed the copartnership, as in point of fact any co-partnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of

Robert Fergus, perhaps the most thorough of prac-tical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, Au-gust 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowl-edge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Marga-ret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chicago in the printing world, and was an acknowledged au-thority on all things pertaining to its early records. All his life he was identified with printing and publishing. The first book compiled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier di-

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are on-ly prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prom-inent place it now occupies as well as demonstrating to the whole world its marvelous history a city with-out a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINT-ING AWAY FROM OUR PRESENTDAY MODE OF DO-ING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD AP-

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago ave-nue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was winter-time almost froze. Oh! those cars. What misery they represented in the winter season! How the passen-gers were huddled together a shivering mass of hu-manity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons,


ARCHITECTURALLY CHICAGO IS MORE IN-TERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATION-AL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monotony and medioc-rity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having al-so plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallelogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chicago is a city of detached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood intermingled, plain and ornamental; but drive where you will in the favorite resi-

This leads me to speak of another feature of Chicago, which has no rival in this country; I mean the facility for pleasure driving and rid-ing. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediately con-nected with the park system are not includ-ed in the city street department, but are un-der the care of the Commissioners of Parks. No traffic is permitted on them, and conse-quently they are in superb condition for driv-ing, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanen-cy, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the citizens has done for the town what only royalty usually accomplishes


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No story of Chicago would be complete without a short ac-count of the great fire of 1871, and nothing can prove more in-teresting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great busi-ness blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and proper-ty destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hun-dred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hun-dred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously

The study of Chicago street names is an interesting pur-suit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most promi-nent men of the day, the survey showing that Washing-ton street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dear-born, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jeffer-son. Northward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chicago was mapped out; Carroll street, af-ter Charles Carroll of Carrollton, and then Kinzie street.

has no competition in population except in New York and London. London lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the pres-ent period will help Chicago. The tendency is becoming more and more marked for mankind to get in close con-tact. Cities today are larger than they ever were before. The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the great-est center of railroads. The railroads of the United States have a higher standard than those abroad. This is a com-mercial age. America is the greatest commercial and in-dustrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of pop-ulation in Chicago is shown as follows :

Census Population Change1840 4,470 —1850 29,963 570.3%1860 112,172 274.4%1870 298,977 166.5%1880 503,185 68.3%

The following is an extract from The Chicago Tribune of Sun-day, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lu-rid light that illuminated the horizon grew more and more pow-erful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwest-ward like a flight of meteors, but falling steadily in a fiery show-er of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the light-er ones going far over on the North Division, while the heavi-er and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered upon roofs of buildings, inspiring constant fear that other conflagrations would break out, and that a terribly broad

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LockwoodHoman SquareSheffield NeighborsHeald Square MonumentSite of the Haymarket TragedyNavy Pier Headhouse and AuditoriumVintage Collectable Perlick Beer Keg Tapper Pump

Slideshow: A Look Back at Hugh Hefner’s Playboy Roots in Chicago

The Cubs Will Play At 3:08 PM Monday — Unless Both American League First Round Series Are Over

Weather service issues strong wind warning for areas near Lake Michigan / Your Favorite Raunchy Card Game Goes Live

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BALANCEBRONZEVILLEMASONIC RECORDINVESTING FOR PROFITSEWING MACHINE ADVANCETHE NATIONAL HOTEL REPORTERSINTERNATIONAL MINERALS & CHEMICAL CORP.

BULLETIN OF THE AMERICAN PHARMACEUTICAL ASSOCIATION

AMERICAN TELEPHONE AND TELEGRAPH / CHICAGO SHIP BUILDING / CONSOLIDATED FOODS

SQUIRRELS ARE AT THEIR MOST ACTIVE IN THE FALL AND PRODUCE UNINTENDED CONSEQUENCES IN SPRING

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is especially valuable in view of the fact that Chi-cago at the time it was written had not yet reached the million mark: “Chicago is becom-ing modest. Perhaps the inhabitants may still be able to conceal their modesty, but never-theless they feel it. The explanation is sim-ple. The city has grown not only beyond the most sanguine expectations of those who in-dulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an inde-pendent organism, growing by a combination of forces and opportunities beyond the con-trivance of any combination of men to help or hinder, beyond the need of flaming circu-lars and reports of boards of trade and pro-cess pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any other portion of the great Northwest, or of any city in it (whatever rival-

history-making, “Long John” was certainly one of the conspicuous citi-zens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and em-barked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical journal in the Union.

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also com-piled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the com-pilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt ter-mination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell &

Robert Fergus, perhaps the most thorough of practi-cal printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his busi-ness such as qualified him to earn a livelihood in any part of the world. He was married to Margaret White-head Scott, February, 1836. Mr. Fergus was close-ly identified with the early history of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and publishing. The first book compiled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier directories of

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are on-ly prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINT-ING AWAY FROM OUR PRESENTDAY MODE OF DO-ING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD AP-PALL US TO CONTEMPLATE.

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Hal-sted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passen-ger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter season! How the passengers were huddled to-gether a shivering mass of humanity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons, and which in a short

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pu-pils enrolled, with 6,584 teachers. The ap-propriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s train-ing for that period. This does not include ap-proximately about 75,000 pupils in parochi-al schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most richly endowed institutions of learn-ing in America, with an enrollment of 6,466 students and 330 instructors in all its branch-

ARCHITECTURALLY CHICAGO IS MORE IN-TERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATION-AL TASTE IS BEGINNING TO BE INDIVIDU-AL, it has escaped the monotony and me-diocrity in which New York for so many years put its money, and out of the same-ness of which it is escaping in spots. Hav-ing also plenty of room, Chicago has been able to avoid the block system in its residenc-es, and to give play to variety and creative ge-nius. It is impossible to do much with the in-terior of a house in a block, however much you may load the front with ornament. Con-fined to a long parallelogram, and limited as to light and air, neither comfort nor individu-al taste can be consulted or satisfied. Chica-go is a city of detached houses, in the hum-bler quarters as well as in the magnificent av-enues, and the effect is home-like and beau-tiful at the same time. There is great variety, stone, brick, and wood intermingled, plain and ornamental; but drive where you will in the fa-

This leads me to speak of another feature of Chicago, which has no rival in this country; I mean the facility for pleasure driving and rid-ing. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediately con-nected with the park system are not includ-ed in the city street department, but are un-der the care of the Commissioners of Parks. No traffic is permitted on them, and conse-quently they are in superb condition for driv-ing, summer and winter. The whole length of Michigan avenue you will never see a load-ed team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hun-dred thousand dollars a mile. The cost of the parks and boulevards in each of the three di-visions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the citizens has done for the town what only royalty usually accomplishes giv-


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No story of Chicago would be complete without a short ac-count of the great fire of 1871, and nothing can prove more in-teresting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great busi-ness blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and property de-stroyed by the space burned over which, on the West Side, em-braced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hun-dred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seven-teen thousand four hundred and fifty, and nearly one hundred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously had

The study of Chicago street names is an interesting pur-suit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most promi-nent men of the day, the survey showing that Washing-ton street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secre-tary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named af-ter George Washington and Thomas Jefferson. North-ward from Washington street came Randolph, named af-ter John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chi-cago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street.

has no competition in population except in New York and London. London lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the pres-ent period will help Chicago. The tendency is becoming more and more marked for mankind to get in close con-tact. Cities today are larger than they ever were before. The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the great-est center of railroads. The railroads of the United States have a higher standard than those abroad. This is a com-mercial age. America is the greatest commercial and in-dustrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of popula-tion in Chicago is shown as follows :


The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold re-lief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the South-west, carrying with it in its onward rush streams of sparks, cin-ders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered upon roofs of build-ings, inspiring constant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat

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WildwoodGarfield RidgeLudington BuildingFoster House and StableEast Lake Shore Drive DistrictThe Baby Huey Story: A Living LegendColumbus Statue Vandalized By Men In Ski MasksMarie’s Classic Car Show Will be a Blast from the Automotive Past

If You Haven’t Been to Wrigleyville Since the Postseason, it’s Going to Look Dramatically Different

Dog-friendly Print Shop Customer Service / Richard Thaler of the University of Chicago Wins Nobel Prize in Economics

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ANZEIGEREVENING POSTRAILROAD GAZETTEHERALD OF THE PRAIRIESNORTHWESTERN LUMBERMANFARMERS VOICE AND RURAL OUTLOOKWE BUY AND SELL JEWELRY DIAMONDS AND COINSAMERICAN CABINET MAKER, UPHOLSTERER AND CARPET REPORTER

STOP BLAMING MRS. O’LEARY FOR THE FIRE, CHICAGO REPORTER ADMITTED HE MADE UP THAT STORY

FRIDAY IS THE LAST OFFICIAL DAY OF SUMMER. IT’S GOING OUT WITH A BANG / THE ART WALK RUNS NOON TO 6 PM SUNDAY

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribu-tion is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chica-go is becoming modest. Perhaps the inhab-itants may still be able to conceal their mod-esty, but nevertheless they feel it. The expla-nation is simple. The city has grown not on-ly beyond the most sanguine expectations of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an inde-pendent organism, growing by a combination of forces and opportunities beyond the con-trivance of any combination of men to help or hinder, beyond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any other portion of the great

history-making, “Long John” was certainly one of the conspicuous cit-izens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He lat-er went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Lang-don shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one oth-er journal in the United States that was devoted exclusively to the inter-est of the art preservative The Typographical Advertiser. Rounds’ Cab-inet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical journal in the Union.

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also com-piled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gesta-tion. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threat-ened to kick him if he looked back. Some gentlemen, subsequently dis-cussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This un-seemly dispute severed the copartnership, as in point of fact any co-partnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm

Robert Fergus, perhaps the most thorough of prac-tical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, Au-gust 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowl-edge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a liveli-hood in any part of the world. He was married to Mar-garet Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chi-cago in the printing world, and was an acknowledged authority on all things pertaining to its early re-cords. All his life he was identified with printing and publishing. The first book compiled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said

In the early days of Chicago this was undoubted-ly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prom-inent place it now occupies as well as demonstrat-ing to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROG-RESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATE-LY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE.

The first line of cars was on State street, between Randolph and Twelfth streets, and these com-menced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extend-ed from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chica-go avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was winter-time almost froze. Oh! those cars. What misery they represented in the winter season! How the passen-gers were huddled together a shivering mass of hu-manity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons,


ARCHITECTURALLY CHICAGO IS MORE INTER-ESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COM-ING WHEN OUR NATIONAL TASTE IS BEGIN-NING TO BE INDIVIDUAL, it has escaped the monotony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escap-ing in spots. Having also plenty of room, Chi-cago has been able to avoid the block sys-tem in its residences, and to give play to va-riety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallel-ogram, and limited as to light and air, nei-ther comfort nor individual taste can be con-sulted or satisfied. Chicago is a city of de-tached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood intermingled, plain and ornamental; but drive where you will in the favorite resi-

This leads me to speak of another feature of Chicago, which has no rival in this coun-try; I mean the facility for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is mac-adamized. It and the other avenues imme-diately connected with the park system are not included in the city street department, but are under the care of the Commissioners of Parks. No traffic is permitted on them, and consequently they are in superb con-dition for driving, summer and winter. The whole length of Michigan avenue you will nev-er see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drain-age and permanency, with a top-dressing of pulverized granite. The cost of Michigan av-enue drive was two hundred thousand dol-lars a mile. The cost of the parks and boule-vards in each of the three divisions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the citizens has done for the town what only roy-


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interest-ing than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and proper-ty destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hun-dred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hun-dred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously

The study of Chicago street names is an interesting pur-suit, and it brings to light many a bit of forgotten his-tory. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey show-ing that Washington street was the south boundary, Jef-ferson street the west, Kinzie street the north and Dear-born street the east. Dearborn street was named af-ter the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thom-as Jefferson. Northward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twen-ty-three years before Chicago was mapped out; Car-roll street, after Charles Carroll of Carrollton, and then

has no competition in population except in New York and London. London lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the pres-ent period will help Chicago. The tendency is becoming more and more marked for mankind to get in close con-tact. Cities today are larger than they ever were before. The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the great-est center of railroads. The railroads of the United States have a higher standard than those abroad. This is a com-mercial age. America is the greatest commercial and in-dustrial nation. It is rapidly becoming the financial cen-ter of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chi-cago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was de-stroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lu-rid light that illuminated the horizon grew more and more pow-erful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwest-ward like a flight of meteors, but falling steadily in a fiery show-er of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional dan-ger of the foot passenger and the frightening of horses, and showered upon roofs of buildings, inspiring constant fear that other conflagrations would break out, and that a terribly broad

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WoodlawnJefferson ParkManhattan BuildingStephen A. Douglas TombAmerican System Built HousesEngraved Chicago Marathon MedallionNeed a Job? Walk-in Interviews Today In Naperville! Annoyed by Wrigleyville Helicopters? Here’s How to File a Complaint

Food, Food and More Food (and a Little Cocktail Action) Tops Our Favorite Events in Chicago This Week

Hundreds Of Bars Searchable By Neighborhood And Our Top Recommended Watering Holes In Chicago / Advocate of Peace

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OCCIDENTDANVILLE & ICETHE CHERRY CIRCLEGRAIN DEALERS JOURNALENGRAVER AND ELECTROTYPERWILD EDGERTON’S WEEKLY EVERGREENCONTINENTAL ILLINOIS NATIONAL BANK & TRUST COLOCKSMITH KEY MADE CAR LOCKOUT HOUSE LOCKOUT IGNITION $300

CHICAGO JUST HAS TO GET THROUGH TWO MORE 90-DEGREE DAYS BEFORE AUTUMN WEATHER ARRIVES

FRIDAY IS THE LAST OFFICIAL DAY OF SUMMER. IT’S GOING OUT WITH A BANG / THE ART WALK RUNS NOON TO 6 PM SUNDAY

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is es-pecially valuable in view of the fact that Chi-cago at the time it was written had not yet reached the million mark: “Chicago is becom-ing modest. Perhaps the inhabitants may still be able to conceal their modesty, but never-theless they feel it. The explanation is simple. The city has grown not only beyond the most sanguine expectations of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expect-ed. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an inde-pendent organism, growing by a combination of forces and opportunities beyond the con-trivance of any combination of men to help or hinder, beyond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any other portion of the great North-west, or of any city in it (whatever rivalry that

history-making, “Long John” was certainly one of the conspicuous citi-zens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art pre-servative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical journal in the Union.

The first book compiled, printed, bound and issued in Chicago was the Di-rectory of 1844. It was placed upon the market in the year 1843. This Di-rectory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also com-piled by Norris. It was printed by James Campbell & Co., Commercial Build-ing, 65 Lake street. A ludicrous incident is connected with the compila-tion and printing of this work. The first of Campbell & Co. came to a pre-mature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Nor-ris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the con-tention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Nor-ris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, an-nounced the dissolution of the firm of James Campbell & Co., and further

Robert Fergus, perhaps the most thorough of practi-cal printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chicago in the printing world, and was an acknowledged authority on all things per-taining to its early records. All his life he was identified with printing and publishing. The first book compiled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier directories of Chicago were com-

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are on-ly prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROG-RESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD AP-PALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can

The first line of cars was on State street, between Ran-dolph and Twelfth streets, and these commenced op-erations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened Ju-ly 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weath-er and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the win-ter season! How the passengers were huddled togeth-er a shivering mass of humanity with their feet in dan-ger of being frozen, and that too in spite of the straw so generously supplied by the companies for the ben-efit of their patrons, and which in a short time became

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branch-es. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the coun-try, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most richly endowed institutions of learn-ing in America, with an enrollment of 6,466 students and 330 instructors in all its branch-es. It was founded in the year 1892.

ARCHITECTURALLY CHICAGO IS MORE INTER-ESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COM-ING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monot-ony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residenc-es, and to give play to variety and creative ge-nius. It is impossible to do much with the in-terior of a house in a block, however much you may load the front with ornament. Con-fined to a long parallelogram, and limited as to light and air, neither comfort nor individu-al taste can be consulted or satisfied. Chica-go is a city of detached houses, in the hum-bler quarters as well as in the magnificent av-enues, and the effect is home-like and beau-tiful at the same time. There is great variety, stone, brick, and wood intermingled, plain and ornamental; but drive where you will in the fa-vorite residence parts of the vast city, you will

This leads me to speak of another feature of Chicago, which has no rival in this country; I mean the facility for pleasure driving and rid-ing. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediately connect-ed with the park system are not included in the city street department, but are under the care of the Commissioners of Parks. No traf-fic is permitted on them, and consequently they are in superb condition for driving, sum-mer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dress-ing of pulverized granite. The cost of Michigan avenue drive was two hundred thousand dol-lars a mile. The cost of the parks and boule-vards in each of the three divisions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the cit-izens has done for the town what only royal-ty usually accomplishes given it magnificent


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interest-ing than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and property de-stroyed by the space burned over which, on the West Side, em-braced one hundred and twenty-four acres; South Side, four hun-dred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thou-sand four hundred and fifty, and nearly one hundred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously had

The study of Chicago street names is an interesting pur-suit, and it brings to light many a bit of forgotten histo-ry. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most promi-nent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dear-born street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the ear-ly white settler, while the others were named after George Washington and Thomas Jefferson. Northward from Wash-ington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named af-ter Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Al-bany just twenty-three years before Chicago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street.

has no competition in population except in New York and London. London lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The as-tounding and unparalleled growth of cities in the present period will help Chicago. The tendency is becoming more and more marked for mankind to get in close contact. Cit-ies today are larger than they ever were before. The dom-inance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a high-er standard than those abroad. This is a commercial age. America is the greatest commercial and industrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold re-lief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the South-west, carrying with it in its onward rush streams of sparks, cin-ders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered upon roofs of build-ings, inspiring constant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat

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StevensonGladstone ParkWashington HeightsBlattner & SeidenschwanzClarence Buckingham MemorialSee What Updated Normcore Looks LikePop Tax: More Commissioners Vow To Vote For RepealA Small-sized Solution Could be Part of the Plan to Fight a Big Problem

Twenty Years After the Influential Monthly Cycling Event Began, Chicago is a Far More Bike-Friendly City

Autumn seems to have finally arrived, but the scene of events in Chicago is only heating up with amazing things to do and see.

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AMERIKANTHE SYNDICATEEVERYBODY’S PAPERPRESBYTERIAN RECORDERTHE WATCHMAN OF THE PRAIRIEAMERICAN FURNITURE MANUFACTURERBANK NOTE REPORTER AND COUNTERFEIT DETECTORDOG LOVERS NEEDED FOR PROFESSIONAL DAYTIME DOG-WALKING TEAM

CAMPFIRE SCREENINGS START FRIDAY WITH “THE BIRDS” AND INCLUDES, OF COURSE, “FRIDAY THE 13TH”

TGIF: 18 CHICAGO STORIES TO GET YOU READY FOR THE WEEKEND / GET YOUR PET MICROCHIPPED AND VACCINATED SATURDAY

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is es-pecially valuable in view of the fact that Chica-go at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Perhaps the inhabitants may still be able to con-ceal their modesty, but nevertheless they feel it. The explanation is simple. The city has grown not only beyond the most sanguine expectations of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an inde-pendent organism, growing by a combination of forces and opportunities beyond the contriv-ance of any combination of men to help or hin-der, beyond the need of flaming circulars and re-ports of boards of trade and process pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any oth-er portion of the great Northwest, or of any city in it (whatever rivalry that city may show in in-dustries or in commerce), is in some way a con-

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate in-vestments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He lat-er went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon short-ly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the Unit-ed States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that charac-ter in the Northwest, the second in its date of issue, and the first monthly ty-pographical journal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS

The first book compiled, printed, bound and issued in Chicago was the Direc-tory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dis-solution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forci-bly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Nor-ris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all demands against the same would

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing busi-ness, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journeyman he pos-sessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was mar-ried to Margaret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and publish-ing. The first book compiled, printed, bound and issued in Chicago was the Directory of 1844, which was placed up-on the market in the year 1843. This directory was print-ed by Ellis & Fergus. It is said that the earlier directo-ries of Chicago were compiled without copy. The pag-

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that print-ing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPAR-ISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITER-ATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said concerning the early printer of Chicago should prove of interest to every studious mind, and not only

The first line of cars was on State street, between Ran-dolph and Twelfth streets, and these commenced op-erations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in Au-gust, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirit-ed team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was winter-time almost froze. Oh! those cars. What misery they rep-resented in the winter season! How the passengers were huddled together a shivering mass of humanity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bedding the beasts

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing population, it is on-ly necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pu-pils, with but five teachers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in parochi-al schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most rich-ly endowed institutions of learning in America, with an enrollment of 6,466 students and 330 instructors in all its branches. It was founded in the year 1892.

ARCHITECTURALLY CHICAGO IS MORE INTEREST-ING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDI-VIDUAL, it has escaped the monotony and medi-ocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallelogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chicago is a city of de-tached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood intermin-gled, plain and ornamental; but drive where you will in the favorite residence parts of the vast city, you will be continually surprised with the sight of noble and artistic houses and homes

This leads me to speak of another feature of Chi-cago, which has no rival in this country; I mean the facility for pleasure driving and riding. Mich-igan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediately connected with the park system are not included in the city street department, but are under the care of the Com-missioners of Parks. No traffic is permitted on them, and consequently they are in superb con-dition for driving, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan av-enue and the others of the park system, and the park drives, are superb for driving or rid-ing, perfectly made for drainage and perma-nency, with a top-dressing of pulverized gran-ite. The cost of Michigan avenue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divi-sions is met by a tax on the property in that divi-sion. The tax is considerable, but the wise liber-ality of the citizens has done for the town what only royalty usually accomplishes given it mag-nificent roads. And if good roads are a criteri-


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these ac-counts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the the-aters and the newspaper offices, all went down together in the aw-ful conflagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thou-sand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seven-teen thousand four hundred and fifty, and nearly one hundred thou-sand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously had never seen. At the time of its destruction it was looked upon as one of the

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jef-ferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dear-born, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. North-ward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Ful-ton, named after Robert Fulton, whose steamboat, the Cla-remont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chicago was mapped out; Carroll street, after Charles Carroll of Carroll-ton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton,

has no competition in population except in New York and Lon-don. London lacks the possibilities of expansion and soon-er or later will reach the maximum of growth. “The astound-ing and unparalleled growth of cities in the present period will help Chicago. The tendency is becoming more and more marked for mankind to get in close contact. Cities today are larger than they ever were before. The dominance of rail-roads over the affairs of mankind will mean the most rap-id growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. America is the great-est commercial and industrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The following is an extract from The Chicago Tribune of Sunday, Oc-tober 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm be-fore the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, cast-ing its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carry-ing with it in its onward rush streams of sparks, cinders and par-tially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area em-braced between the river, the South Branch, Wells street and Jack-son street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the oc-casional danger of the foot passenger and the frightening of horses, and showered upon roofs of buildings, inspiring constant fear that other conflagrations would break out, and that a terribly broad ar-ea would be covered by the flames, and put it out of the power of the engines to combat them.”

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SauganashSouth LawndaleC. Koehler Table BeerThe Best Brewing CompanyEsther Pauline Friedman LedererFull Time Self-Storage Associate NeededHistoric Lasalle County Sidewalk Brick Pavers For Sale15 Favorite Vegetarian-Friendly Spots That Make it Easy to Hold the Beef

October Means Time for Falling Leaves and Fun Events Like Film Fests, Food Fests and the Chicago Marathon

Muddy Waters Folk Singer / One of Chicago’s Classic Burger Joints has Designs for Hundreds of New Locations Across the Country

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MONTROSECEMENT WORLDPARK AND CEMETERYCONFECTIONER AND BAKERNATIONAL PRINTER JOURNALISTAMERICAN JOURNAL OF MATERIA MEDICADEMOCRAT ADVOCATE AND COMMERCIAL ADVERTISERGET MORE CASH FOR YOUR ITEMS THAN IN PAWN & WE CAN COME TO YOU

IT WILL COST ABOUT $300,000 TO GIVE EVERY OFFICER THE NASAL SPRAY ANTIDOTE FOR OPIOID OVERDOSES

GREAT CHICAGO FIRE KILLED 300, CAUSED MAJOR DAMAGE 146 YEARS AGO / FIRST SELF-SUSTAINING NUCLEAR CHAIN REACTION

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Month-ly Magazine in May, 1888, by the late Charles Dud-ley Warner. This contribution is especially valu-able in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Perhaps the in-habitants may still be able to conceal their mod-esty, but nevertheless they feel it. The explana-tion is simple. The city has grown not only beyond the most sanguine expectations of those who in-dulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an inde-pendent organism, growing by a combination of forces and opportunities beyond the contriv-ance of any combination of men to help or hin-der, beyond the need of flaming circulars and re-ports of boards of trade and process pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any other portion of the great Northwest, or of any city in it (whatever rivalry that city may show in industries or in commerce), is in some way a contribution to

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he re-tired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an oppor-tunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but find-ing that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted ex-clusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical journal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEARING THE IMPRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS

The first book compiled, printed, bound and issued in Chicago was the Directo-ry of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subse-quently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dis-pute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A no-tice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all de-mands against the same would be settled by James Campbell, to whom all mon-

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practi-cal grounding in the knowledge of the art, upon its comple-tion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Mar-garet Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and publishing. The first book com-piled, printed, bound and issued in Chicago was the Direc-tory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier directories of Chicago were compiled with-out copy. The pages were held upon the imposing stone and

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that print-ing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DO-ING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARK-NESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said concerning the early printer of Chicago should prove of interest to every studious mind, and not only those who

The first line of cars was on State street, between Ran-dolph and Twelfth streets, and these commenced opera-tions April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the riv-er to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by hors-es. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter season! How the passengers were huddled together a shivering mass of humanity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bed-ding the beasts that hauled the cars.

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing population, it is only nec-essary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teach-ers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that pe-riod. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the Universi-ty of Chicago, one of the most richly endowed in-stitutions of learning in America, with an enroll-ment of 6,466 students and 330 instructors in all its branches. It was founded in the year 1892. The NORTHWESTERN UNIVERSITY OF EVAN-STON, Illinois, just on the borders of the City of

ARCHITECTURALLY CHICAGO IS MORE INTEREST-ING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDI-VIDUAL, it has escaped the monotony and medioc-rity in which New York for so many years put its money, and out of the sameness of which it is es-caping in spots. Having also plenty of room, Chi-cago has been able to avoid the block system in its residences, and to give play to variety and cre-ative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallelogram, and limited as to light and air, neither comfort nor individual taste can be con-sulted or satisfied. Chicago is a city of detached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great va-riety, stone, brick, and wood intermingled, plain and ornamental; but drive where you will in the favorite residence parts of the vast city, you will be continually surprised with the sight of noble and artistic houses and homes displaying taste

This leads me to speak of another feature of Chi-cago, which has no rival in this country; I mean the facility for pleasure driving and riding. Michi-gan avenue from the mouth of the river, the cen-tre of the town, is macadamized. It and the oth-er avenues immediately connected with the park system are not included in the city street depart-ment, but are under the care of the Commission-ers of Parks. No traffic is permitted on them, and consequently they are in superb condition for driving, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the oth-ers of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan av-enue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the prop-erty in that division. The tax is considerable, but the wise liberality of the citizens has done for the town what only royalty usually accomplishes giv-en it magnificent roads. And if good roads are a criterion of civilization, Chicago must stand very


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great busi-ness blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some con-ception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; making a to-tal area of two thousand one hundred and twenty-four acres, or near-ly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hun-dred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such pro-portions and such grandeur as the world previously had never seen. At the time of its destruction it was looked upon as one of the great-est calamities visited upon mankind, but the ultimate effect was to di-

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Be-sides the garrison at Fort Dearborn, the population did not ex-ceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the sur-vey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dear-born street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dear-born, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named af-ter George Washington and Thomas Jefferson. Northward from Washington street came Randolph, named after John Ran-dolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chicago was mapped out; Car-roll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton,

has no competition in population except in New York and Lon-don. London lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the present period will help Chi-cago. The tendency is becoming more and more marked for mankind to get in close contact. Cities today are larger than they ever were before. The dominance of railroads over the af-fairs of mankind will mean the most rapid growth for Chica-go, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a com-mercial age. America is the greatest commercial and industrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world me-tropolis.” The growth of population in Chicago is shown as fol-lows :


The following is an extract from The Chicago Tribune of Sunday, Octo-ber 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that il-luminated the horizon grew more and more powerful, casting its bril-liant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its on-ward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping north-westward like a flight of meteors, but falling steadily in a fiery show-er of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered upon roofs of buildings, inspir-ing constant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful bril-

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KensingtonBudd BoetticherMarion Mahony GriffinSouth Shore Cultural CenterMarshfield Trust and Savings BankSun Ra And His Arkestra Super-Sonic JazzTGIF: 9 Stories To Make You Smile After A Looooong WeekCheck Out all of the Colorful Painted Boats Lining the Streets of Greektown

Cat Videos, Wine, In-the-Round Rock, Dance, Live Lit, Found Film and More—Lots of Amazing Events to Check Out

Tech training couldn’t help this Chicago Marathon runner beat the heat / Monarch Butterflies Flying High This Year After Recent Decline

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SPECTATORBERLINER WEISSPRACTICAL ENGINEERNATIONAL HARNESS REVIEWTHE SOUTH CHICAGO ADVERTISERDAILY COMMERCIAL REPORT AND MARKETLAKE SHORE & MICHIGAN SOUTHERN RAILWAY BRIDGESBEARS LINEBACKER SUSPENDED AFTER ILLEGAL HIT HOSPITALIZES PLAYER

A BLACK CAT PARTY THE WEEKEND OF HALLOWEEN, WITH EVERYONE DRESSING UP AS A BLACK CAT, IS PLANNED

THIS WEEKEND WILL BE COOLER, WITH TEMPERATURES IN THE 60S AND LOW 70S / NORTH AMERICAN SPIRIT AND WINE TRADE REVIEW

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Mag-azine in May, 1888, by the late Charles Dudley War-ner. This contribution is especially valuable in view of the fact that Chicago at the time it was writ-ten had not yet reached the million mark: “Chicago is becoming modest. Perhaps the inhabitants may still be able to conceal their modesty, but neverthe-less they feel it. The explanation is simple. The city has grown not only beyond the most sanguine ex-pectations of those who indulged in the most inflat-ed hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an indepen-dent organism, growing by a combination of forc-es and opportunities beyond the contrivance of any combination of men to help or hinder, beyond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the dan-ger or the fear of rivalry, and reached the point where the growth of any other portion of the great Northwest, or of any city in it (whatever rivalry that city may show in industries or in commerce), is in some way a contribution to the power and wealth of Chicago. To them that have shall be given. Cit-

history-making, “Long John” was certainly one of the conspicuous citizens of Chi-cago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but find-ing that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cab-inet was the first of that character in the Northwest, the second in its date of is-sue, and the first monthly typographical journal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEAR-ING THE IMPRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS THEN

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was com-piled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Build-ing, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Di-rectory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discuss-ing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the co-partnership, as in point of fact any copartnership between Mr. Norris, a gentle-man “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Jour-nal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all demands against the same would be settled by James Campbell, to whom all money due said firm must be paid. Mr.

Robert Fergus, perhaps the most thorough of practical print-ers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his set-ting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chicago in the printing world, and was an ac-knowledged authority on all things pertaining to its early re-cords. All his life he was identified with printing and pub-lishing. The first book compiled, printed, bound and issued in Chicago was the Directory of 1844, which was placed up-on the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier directories of Chi-cago were compiled without copy. The pages were held upon the imposing stone and when a newcomer arrived his name,

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that print-ing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINT-ING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSI-NESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said concerning the early printer of Chicago should prove of interest to every studious mind, and not only those who are

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Ran-dolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago ave-nue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was winter-time almost froze. Oh! those cars. What misery they repre-sented in the winter season! How the passengers were hud-dled together a shivering mass of humanity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bedding the beasts that hauled the cars. The car drivers’ life in those days, and, for the matter of

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ev-er-increasing population, it is only necessary to mention that in 1841 there were enrolled in the pub-lic schools a total of 410 pupils, with but five teach-ers in all branches. In 1911 there were 304,146 pu-pils enrolled, with 6,584 teachers. The appropri-ation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in pa-rochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the Universi-ty of Chicago, one of the most richly endowed in-stitutions of learning in America, with an enroll-ment of 6,466 students and 330 instructors in all its branches. It was founded in the year 1892. The NORTHWESTERN UNIVERSITY OF EVAN-STON, Illinois, just on the borders of the City of Chi-

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OP-PORTUNITY FOR FINE BUILDING COMING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDIVIDU-AL, it has escaped the monotony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is im-possible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallelogram, and limited as to light and air, neither comfort nor indi-vidual taste can be consulted or satisfied. Chicago is a city of detached houses, in the humbler quar-ters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood in-termingled, plain and ornamental; but drive where you will in the favorite residence parts of the vast city, you will be continually surprised with the sight of noble and artistic houses and homes displaying taste as well as luxury.

This leads me to speak of another feature of Chica-go, which has no rival in this country; I mean the fa-cility for pleasure driving and riding. Michigan av-enue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues im-mediately connected with the park system are not included in the city street department, but are un-der the care of the Commissioners of Parks. No traffic is permitted on them, and consequently they are in superb condition for driving, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or rid-ing, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hundred thou-sand dollars a mile. The cost of the parks and bou-levards in each of the three divisions is met by a tax on the property in that division. The tax is consider-able, but the wise liberality of the citizens has done for the town what only royalty usually accomplish-es given it magnificent roads. And if good roads are a criterion of civilization, Chicago must stand very high. But it needed a community with a great deal


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appall-ing visitations which the world had ever experienced. There were sev-enty-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great busi-ness blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some concep-tion of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twen-ty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thou-sand four hundred and fifty, and nearly one hundred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such propor-tions and such grandeur as the world previously had never seen. At the time of its destruction it was looked upon as one of the greatest calami-ties visited upon mankind, but the ultimate effect was to direct the eyes

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first sur-vey of Chicago was made in 1830 by James Thompson, and em-braced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named af-ter the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dear-born street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jeffer-son. Northward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Ful-ton, named after Robert Fulton, whose steamboat, the Clare-mont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chicago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton, af-ter DeWitt Clinton, chief promoter of the Erie Canal; Canal, after

has no competition in population except in New York and London. London lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparal-leled growth of cities in the present period will help Chicago. The tendency is becoming more and more marked for mankind to get in close contact. Cities today are larger than they ever were be-fore. The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher stan-dard than those abroad. This is a commercial age. America is the greatest commercial and industrial nation. It is rapidly becom-ing the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divid-

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illumi-nated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of me-teors, but falling steadily in a fiery shower of rain, over that broad ar-ea embraced between the river, the South Branch, Wells street and Jack-son street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered up-on roofs of buildings, inspiring constant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful bril-liancy of the sky were such as to attract enormous crowds from every

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WacławowoPeacock BreweryShedd Park FieldhousePennsylvania Railroad BridgeEd Thielepape Premium Lager BeerSpring Garage Door Install & Repair In JolietMeasure To Require Hotels To Have Defibrillators AdvancesDeveloper of Boutique Converted Church Condo in Logan Square Asks $500k

Attention Streetwear and Sneaker Freaks: A Highly Anticipated Shoe Shop Doubles as a Love Letter to the Windy City

Rapper Cancels Shows After Saying He Didn’t Need Eclipse Glasses / Java and Sumatra are currently on display at the city’s Botanic Garden

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WATCHMANADMINISTRATIONCHICAGO LEGAL NEWSRAILWAY MASTER MECHANICFRANK LESLIE’S CHIMNEY CORNERAMERICAN HORSE-SHOER AND HARDWARELOOKING FOR UNWANTED BOOKS, PAPER, & OTHER ITEMS$2.5 MILLION UP FOR GRABS IN CITY PUSH TO INVEST IN SOUTH, WEST SIDES

A LETTER TO MEMBERS PROMISED THAT “YOUR BILLING FOR THIS LAST MONTH WILL BE REDUCED AND PRORATED.”

THE CHICAGO HISTORY MUSEUM WILL GRANT FREE ADMISSION TO 13- AND 14-YEAR-OLDS / CHICAGO, ROCK ISLAND, & PACIFIC RAILROAD

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Mag-azine in May, 1888, by the late Charles Dudley War-ner. This contribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becom-ing modest. Perhaps the inhabitants may still be able to conceal their modesty, but nevertheless they feel it. The explanation is simple. The city has grown not only beyond the most sanguine expectations of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expect-ed. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and op-portunities beyond the contrivance of any combi-nation of men to help or hinder, beyond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any other portion of the great Northwest, or of any city in it (whatever rivalry that city may show in in-dustries or in commerce), is in some way a contribu-tion to the power and wealth of Chicago. To them that have shall be given. Cities, under favoring conditions,

history-making, “Long John” was certainly one of the conspicuous citizens of Chica-go, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical jour-nal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEAR-ING THE IMPRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS THEN LO-

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludi-crous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Nor-ris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt ter-mination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, an-nounced the dissolution of the firm of James Campbell & Co., and further that all de-mands against the same would be settled by James Campbell, to whom all money due said firm must be paid. Mr. Campbell is long since dead. Mr. Norris died a few years

Robert Fergus, perhaps the most thorough of practical print-ers, arrived in Chicago on July 1, 1839. He was born in the Gal-lowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a reg-ular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his busi-ness such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, Feb-ruary, 1836. Mr. Fergus was closely identified with the early his-tory of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and publishing. The first book compiled, printed, bound and issued in Chicago was the Direc-tory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier directories of Chicago were compiled without copy. The pages were held upon the imposing stone and when a new-comer arrived his name, business and address were inserted in

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be re-marked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s great-ness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous his-tory a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMME-DIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said concerning the early printer of Chicago should prove of in-terest to every studious mind, and not only those who are inti-

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Ran-dolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front plat-form in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter season! How the passengers were huddled together a shivering mass of humanity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the compa-nies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bedding the beasts that hauled the cars. The car drivers’ life in those days, and, for the matter of

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most richly endowed institutions of learn-ing in America, with an enrollment of 6,466 students and 330 instructors in all its branches. It was founded in the year 1892. The NORTHWESTERN UNIVERSITY OF EVANSTON, Illinois, just on the borders of the City of Chicago, is also another richly endowed institution of learning,

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPOR-TUNITY FOR FINE BUILDING COMING WHEN OUR NA-TIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monotony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is impossible to do much with the interior of a house in a block, how-ever much you may load the front with ornament. Confined to a long parallelogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chicago is a city of de-tached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great vari-ety, stone, brick, and wood intermingled, plain and or-namental; but drive where you will in the favorite res-idence parts of the vast city, you will be continually surprised with the sight of noble and artistic houses and homes displaying taste as well as luxury. In addition to the business and public buildings

This leads me to speak of another feature of Chica-go, which has no rival in this country; I mean the fa-cility for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediate-ly connected with the park system are not included in the city street department, but are under the care of the Commissioners of Parks. No traffic is permitted on them, and consequently they are in superb condi-tion for driving, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized gran-ite. The cost of Michigan avenue drive was two hun-dred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is con-siderable, but the wise liberality of the citizens has done for the town what only royalty usually accom-plishes given it magnificent roads. And if good roads are a criterion of civilization, Chicago must stand very high. But it needed a community with a great deal of dating and confidence in the future to create


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the state-ments of eye witnesses of that scene, and by these accounts and what his-tory has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the the-aters and the newspaper offices, all went down together in the awful con-flagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, em-braced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; mak-ing a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hundred thou-sand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously had never seen. At the time of its de-struction it was looked upon as one of the greatest calamities visited up-on mankind, but the ultimate effect was to direct the eyes of the world up-on it and make it the Mecca of thousands of venturesome spirits, so that

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most prom-inent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named af-ter the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. Northward from Wash-ington street came Randolph, named after John Randolph of Ro-anoke; Lake, after Lake Michigan; Fulton, named after Robert Ful-ton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years be-fore Chicago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton, af-ter DeWitt Clinton, chief promoter of the Erie Canal; Canal, after the I. and M. Canal; east of the river the first street was named Mar-

has no competition in population except in New York and London. London lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the present period will help Chicago. The tenden-cy is becoming more and more marked for mankind to get in close contact. Cities today are larger than they ever were before. The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. America is the greatest commer-cial and industrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the suprem-acy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world me-tropolis.” The growth of population in Chicago is shown as follows :



The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cin-ders and partially burned pieces of wood, which covered the sky with daz-zling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dan-gerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered upon roofs of buildings, inspiring con-stant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful brilliancy of the sky were such as to attract enormous crowds from every quarter. The

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CumberlandCongress TheaterTheodore RegensteinerSubrahmanyan ChandrasekharAmerican School of CorrespondenceTortoise’s “Millions Now Living Will Never Die”We Are Looking For Wood & Plywood Map Hide This Posting

Hoosier Mama’s Long-Awaited Expansion Could Arrive as Soon as this Weekend

Only two suburbs cleared the $1 million mark for median sale price in 2016: Kenilworth and Winnetka, both at $1.2 million

Investing Citywide In Chicago Will Change Nationwide Perceptions / Cubs prepared to pull out all the stops against Nationals ace Max Scherzer

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CHICAGOANCOLUMBIA WEISSEMBALMERS MONTHLYPAINT AND VARNISH RECORDCANNER AND DRIED FRUIT PACKEREXCELSIOR LAGER BIER FROM H. TORCHIANIART PROJECT SERVES HOSPITALITY IN PLACE OF HOSTILITY

PACKERS PLAYER IS HOSPITALIZED AFTER ‘DIRTY’ HIT IN GAME AGAINST BEARS

THE GREAT FIRE CARVED A PATH OF DESTRUCTION THROUGH CHICAGO IN 1871. HERE ARE OLD PHOTOS OF THE RUINS

“WHAT A SAD LOSS FOR THE NEIGHBORHOOD,” SAID A LOYAL CUSTOMER / CHICAGO PUBLIC LIBRARY’S GEORGE CLEVELAND HALL BRANCH

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Under the title of “Studies of the Great West” there ap-peared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This con-tribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Per-haps the inhabitants may still be able to conceal their modesty, but nevertheless they feel it. The explanation is simple. The city has grown not only beyond the most sanguine expectations of those who indulged in the most inflated hope of its future, but it has grown be-yond what they said they expected. This gives the citi-zens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and op-portunities beyond the contrivance of any combina-tion of men to help or hinder, beyond the need of flam-ing circulars and reports of boards of trade and process pictures. It has passed the danger or the fear of rival-ry, and reached the point where the growth of any oth-er portion of the great Northwest, or of any city in it (whatever rivalry that city may show in industries or in commerce), is in some way a contribution to the power and wealth of Chicago. To them that have shall be giv-en. Cities, under favoring conditions, for local expan-sion, which reach a certain amount of population and

history-making, “Long John” was certainly one of the conspicuous citizens of Chica-go, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went in-to business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical jour-nal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEARING THE IMPRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS THEN LOCATED

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Wa-ter and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Camp-bell & Co. came to a premature dissolution while the Directory was in process of ges-tation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Nor-ris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership be-tween Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all demands against the same would be settled by James Campbell, to whom all money due said firm must be paid. Mr. Camp-bell is long since dead. Mr. Norris died a few years since in the interior of this state. It is

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was ap-prenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Mar-garet Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and pub-lishing. The first book compiled, printed, bound and issued in Chi-cago was the Directory of 1844, which was placed upon the mar-ket in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier directories of Chicago were compiled without copy. The pages were held upon the imposing stone and when a newcomer arrived his name, business and address were inserted in the form. In this way new names were added until the

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be re-marked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINT-ING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMME-DIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said concerning the early printer of Chicago should prove of inter-est to every studious mind, and not only those who are intimate-

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weath-er and drove his spirited team at the break-neck speed of near-ly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they repre-sented in the winter season! How the passengers were huddled together a shivering mass of humanity with their feet in danger of being frozen, and that too in spite of the straw so generous-ly supplied by the companies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bed-ding the beasts that hauled the cars. The car drivers’ life in those days, and, for the matter of that, the conductors too, were full of incidents. It was not an uncom-

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-in-creasing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branch-es. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that pe-riod. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most richly endowed institutions of learn-ing in America, with an enrollment of 6,466 students and 330 instructors in all its branches. It was found-ed in the year 1892. The NORTHWESTERN UNIVERSITY OF EVANSTON, Illinois, just on the borders of the City of Chicago, is al-so another richly endowed institution of learning, and

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPOR-TUNITY FOR FINE BUILDING COMING WHEN OUR NA-TIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monotony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having al-so plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to va-riety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallelogram, and limited as to light and air, nei-ther comfort nor individual taste can be consulted or satisfied. Chicago is a city of detached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood intermingled, plain and ornamental; but drive where you will in the favorite residence parts of the vast city, you will be continually surprised with the sight of noble and artistic houses and homes displaying taste as well as luxury. In addition to the business and public buildings

This leads me to speak of another feature of Chica-go, which has no rival in this country; I mean the facili-ty for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is mac-adamized. It and the other avenues immediately con-nected with the park system are not included in the city street department, but are under the care of the Com-missioners of Parks. No traffic is permitted on them, and consequently they are in superb condition for driv-ing, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park sys-tem, and the park drives, are superb for driving or rid-ing, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michi-gan avenue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is considerable, but the wise lib-erality of the citizens has done for the town what only royalty usually accomplishes given it magnificent roads. And if good roads are a criterion of civilization, Chicago must stand very high. But it needed a community with a great deal of dating and confidence in the future to create this park system.


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Com-merce and the great business blocks, the banks, the theaters and the news-paper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twen-ty-four acres; South Side, four hundred and sixty acres; North Side, one thou-sand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The num-ber of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hundred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously had never seen. At the time of its de-struction it was looked upon as one of the greatest calamities visited upon mankind, but the ultimate effect was to direct the eyes of the world upon it and make it the Mecca of thousands of venturesome spirits, so that it attract-ed men from every clime, men of towering ambition and energy; men with

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chi-cago was made in 1830 by James Thompson, and embraced an ar-ea of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the bound-ary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dear-born street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. Northward from Washington street came Ran-dolph, named after John Randolph of Roanoke; Lake, after Lake Mich-igan; Fulton, named after Robert Fulton, whose steamboat, the Clare-mont, had made its first trip on the Hudson between New York and Al-bany just twenty-three years before Chicago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton, af-ter DeWitt Clinton, chief promoter of the Erie Canal; Canal, after the I. and M. Canal; east of the river the first street was named Market street because the city market was located in the middle of the thor-

has no competition in population except in New York and London. Lon-don lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the present period will help Chicago. The tendency is becom-ing more and more marked for mankind to get in close contact. Cit-ies today are larger than they ever were before. The dominance of rail-roads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commer-cial age. America is the greatest commercial and industrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chica-go is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twenty-seventh ward, the largest in the city, in-

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direc-tion, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the South-west, carrying with it in its onward rush streams of sparks, cinders and par-tially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occa-sional danger of the foot passenger and the frightening of horses, and show-ered upon roofs of buildings, inspiring constant fear that other conflagra-tions would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful brillian-cy of the sky were such as to attract enormous crowds from every quarter. The densely populated sections of the West Division lying near the fire would have,

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RavenswoodAvondale GardensRobert Woodrow WilsonChicago & Alton Railway BridgeElks National Memorial HeadquartersScreeching Weasel’s BoogadaboogadaboogadaChance The Rapper Is Creating An Award Show For Educators

Edgewater Parents to Thank for $800k Renovation at Community’s Largest Park

Found Footage Festival, Chicago Marathon, Music Box of Horrors, and More of the Best Things to do in Chicago This Week

The Fine Arts building offers a sonic experience straight from the 1890s / Choosy Package Thief Opens Box on Porch Before Swiping Stuff: Watch!

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CONCORDIAWEEKLY TRIBUNEDRY GOODS REPORTERRAILWAY PURCHASING AGENTCARL PRETZEL’S NATIONAL WEEKLYMONTGOMERY WARD & CO. CATALOG HOUSETHE WICKER PARK CONDO YOU’VE BEEN DREAMING ABOUT

ROGERS PARK RANKED AS ONE OF THE CITY’S BEST VEGETARIAN DESTINATIONS

LEAVES ALREADY HAVE STARTED TO CHANGE COLOR — AND THE WARM WEATHER COULD HELP MAKE THEM PRETTIER

TODAY IS THE HOTTEST SEPT 22 EVER IN CHICAGO / ILLEGAL IN MOST STATES, RARE FISHING STYLE IS ALLOWED IN LINCOLN & JACKSON PARK

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Under the title of “Studies of the Great West” there ap-peared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This con-tribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Perhaps the inhabitants may still be able to conceal their modes-ty, but nevertheless they feel it. The explanation is sim-ple. The city has grown not only beyond the most san-guine expectations of those who indulged in the most in-flated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent or-ganism, growing by a combination of forces and opportu-nities beyond the contrivance of any combination of men to help or hinder, beyond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any other portion of the great Northwest, or of any city in it (whatever rivalry that city may show in industries or in commerce), is in some way a contribution to the power and wealth of Chica-go. To them that have shall be given. Cities, under favor-ing conditions, for local expansion, which reach a certain amount of population and wealth, grow by a kind of nat-

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the jour-nalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went in-to business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a part-nership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typograph-ical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the sec-ond in its date of issue, and the first monthly typographical journal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEARING THE IMPRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS THEN LOCATED AT NO. 46 STATE STREET, TODAY ARE WORTHY OF ADMIRATION BECAUSE OF THE AR-

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wel-lington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous in-cident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forc-ibly ejected him from the office and threatened to kick him if he looked back. Some gen-tlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulat-ed the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dis-pute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all demands against the same would be settled by James Campbell, to whom all money due said firm must be paid. Mr. Campbell is long since dead. Mr. Norris died a few years since in the interior of this state. It is doubtful if he made a living by his

Robert Fergus, perhaps the most thorough of practical print-ers, arrived in Chicago on July 1, 1839. He was born in the Gallow-gate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular inden-ture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journey-man he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was close-ly identified with the early history of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and pub-lishing. The first book compiled, printed, bound and issued in Chi-cago was the Directory of 1844, which was placed upon the mar-ket in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier directories of Chicago were compiled with-out copy. The pages were held upon the imposing stone and when a newcomer arrived his name, business and address were insert-ed in the form. In this way new names were added until the time

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be re-marked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said concerning the early printer of Chicago should prove of interest to every studious mind, and not only those who are intimately con-

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter season! How the passengers were huddled together a shivering mass of humanity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bedding the beasts that hauled the cars. The car drivers’ life in those days, and, for the matter of that, the conductors too, were full of incidents. It was not an uncom-mon thing for the car often to leave the track, even on a short

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-in-creasing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a to-tal of 410 pupils, with but five teachers in all branch-es. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in pa-rochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any mu-nicipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most richly endowed institutions of learning in America, with an enrollment of 6,466 students and 330 instruc-tors in all its branches. It was founded in the year 1892. The NORTHWESTERN UNIVERSITY OF EVANSTON, Illinois, just on the borders of the City of Chicago, is also another richly endowed institution of learning, and has 3,788 students with 361 instructors.

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPOR-TUNITY FOR FINE BUILDING COMING WHEN OUR NA-TIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monotony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having al-so plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to vari-ety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long paral-lelogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chica-go is a city of detached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood intermingled, plain and ornamental; but drive where you will in the favorite res-idence parts of the vast city, you will be continually sur-prised with the sight of noble and artistic houses and homes displaying taste as well as luxury. In addition to the business and public buildings of which I spoke, there are several, like the Art Muse-

This leads me to speak of another feature of Chica-go, which has no rival in this country; I mean the facili-ty for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macad-amized. It and the other avenues immediately connected with the park system are not included in the city street department, but are under the care of the Commission-ers of Parks. No traffic is permitted on them, and con-sequently they are in superb condition for driving, sum-mer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfect-ly made for drainage and permanency, with a top-dress-ing of pulverized granite. The cost of Michigan avenue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the citizens has done for the town what only royalty usually accomplish-es given it magnificent roads. And if good roads are a cri-terion of civilization, Chicago must stand very high. But it needed a community with a great deal of dating and confidence in the future to create this park system. One in the heart of the city has not to drive three


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great busi-ness blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hun-dred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seven-teen thousand four hundred and fifty, and nearly one hundred thousand per-sons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built pri-or to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously had never seen. At the time of its destruction it was looked upon as one of the greatest calamities visited upon mankind, but the ultimate effect was to direct the eyes of the world upon it and make it the Mecca of thousands of venturesome spirits, so that it attracted men from every clime, men of towering ambition and energy; men with means and those with-

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chi-cago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dear-born, the population did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. Northward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chicago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton, after De-Witt Clinton, chief promoter of the Erie Canal; Canal, after the I. and M. Canal; east of the river the first street was named Market street be-cause the city market was located in the middle of the thoroughfare,

in population except in New York and London. London lacks the possibil-ities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the present peri-od will help Chicago. The tendency is becoming more and more marked for mankind to get in close contact. Cities today are larger than they ev-er were before. The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of rail-roads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. America is the greatest com-mercial and industrial nation. It is rapidly becoming the financial cen-ter of the world. The time will come when it will also hold the suprema-cy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twenty-seventh ward, the largest in the city, in-creased in population for the decade ending in 1910, 156 per cent. It now

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best de-scriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direc-tion, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the South-west, carrying with it in its onward rush streams of sparks, cinders and partial-ly burned pieces of wood, which covered the sky with dazzling spangles, sweep-ing northwestward like a flight of meteors, but falling steadily in a fiery show-er of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Di-vision, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered upon roofs of buildings, inspiring constant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful brilliancy of the sky were such as to attract enormous crowds from every quarter. The dense-ly populated sections of the West Division lying near the fire would have, of it-

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KlockgeterMarshall SquareRichard Wright HouseMid-North District ExtensionSite of the Origin of the I&M CanalCash For Your Tv, Stereo, Electronics, DvdsHere What’s New in Wrigleyville Since the Cubs Won it allJewelry Designer Opening Retail Shop on Logan Square’s Milwaukee Avenue

Shuttles Powered By Bursts of Air Were Supposed to be the Future of Transportation in Chicago Over a Century Ago

Smashing Pumpkins’ Siamese Dream / Site of the Origin of the Chicago Fire of 1871 / The Bank Note Reporter and Counterfeit Detector

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THE PRESTOTHE INTER OCEANTHE FINANCIAL REVIEWNATIONAL LAUNDRY JOURNALPICTURE GALLERY FOR YOUNG FOLKSTHE 63RD STREET BATHING PAVILION & PARKSUSTAINABLE LIVING IN THIS RIVER NORTH TWO BED CONDOJAVA AND SUMATRA ARE CURRENTLY ON DISPLAY AT THE CITY’S BOTANIC GARDEN

COLDER WEATHER COMING AFTER A WEEK OF RECORD-BREAKING, 90-DEGREE WEATHER / VARIOUS ARTISTS BUSTED AT OZ

FLY THE W: RIZZO, HENDRICKS LEAD CUBS PAST NATS IN NLDS GAME 1, 3-0 / INDEPENDENT GROCERS & ALLIANCE / ILLINOIS CENTRAL RAILROAD

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Mag-azine in May, 1888, by the late Charles Dudley War-ner. This contribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Perhaps the inhabitants may still be able to conceal their modesty, but neverthe-less they feel it. The explanation is simple. The city has grown not only beyond the most sanguine ex-pectations of those who indulged in the most inflat-ed hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an indepen-dent organism, growing by a combination of forc-es and opportunities beyond the contrivance of any combination of men to help or hinder, beyond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the dan-ger or the fear of rivalry, and reached the point where the growth of any other portion of the great Northwest, or of any city in it (whatever rivalry that city may show in industries or in commerce), is in some way a contribution to the power and wealth of Chicago. To them that have shall be given. Cit-

history-making, “Long John” was certainly one of the conspicuous citizens of Chi-cago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went in-to business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CAB-INET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical journal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEARING THE IMPRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS THEN LOCATED AT NO. 46

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was com-piled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Build-ing, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Direc-tory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discuss-ing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentle-man “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Jour-nal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all demands against the same would be settled by James Campbell, to whom all money due said firm must be paid. Mr.

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical ground-ing in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its ear-ly records. All his life he was identified with printing and pub-lishing. The first book compiled, printed, bound and issued in Chicago was the Directory of 1844, which was placed up-on the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier directories of Chica-go were compiled without copy. The pages were held upon the imposing stone and when a newcomer arrived his name,

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be excep-tions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s great-ness, the lifting of it into the prominent place it now occu-pies as well as demonstrating to the whole world its marvel-ous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRAR-IES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said concerning the early printer of Chicago should prove of interest to every studious mind, and not only those who are intimately connected with the craft but also those who have

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Ran-dolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago ave-nue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was winter-time almost froze. Oh! those cars. What misery they repre-sented in the winter season! How the passengers were hud-dled together a shivering mass of humanity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bedding the beasts that hauled the cars. The car drivers’ life in those days, and, for the matter of

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ev-er-increasing population, it is only necessary to mention that in 1841 there were enrolled in the pub-lic schools a total of 410 pupils, with but five teach-ers in all branches. In 1911 there were 304,146 pu-pils enrolled, with 6,584 teachers. The appropri-ation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in pa-rochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the Universi-ty of Chicago, one of the most richly endowed in-stitutions of learning in America, with an enroll-ment of 6,466 students and 330 instructors in all its branches. It was founded in the year 1892. The NORTHWESTERN UNIVERSITY OF EVANSTON, Il-linois, just on the borders of the City of Chicago, is

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTU-NITY FOR FINE BUILDING COMING WHEN OUR NATION-AL TASTE IS BEGINNING TO BE INDIVIDUAL, it has es-caped the monotony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Hav-ing also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with orna-ment. Confined to a long parallelogram, and limit-ed as to light and air, neither comfort nor individu-al taste can be consulted or satisfied. Chicago is a city of detached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood intermin-gled, plain and ornamental; but drive where you will in the favorite residence parts of the vast city, you will be continually surprised with the sight of no-ble and artistic houses and homes displaying taste as well as luxury.

This leads me to speak of another feature of Chica-go, which has no rival in this country; I mean the fa-cility for pleasure driving and riding. Michigan av-enue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues im-mediately connected with the park system are not included in the city street department, but are un-der the care of the Commissioners of Parks. No traf-fic is permitted on them, and consequently they are in superb condition for driving, summer and win-ter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Mich-igan avenue and the others of the park system, and the park drives, are superb for driving or rid-ing, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hundred thou-sand dollars a mile. The cost of the parks and bou-levards in each of the three divisions is met by a tax on the property in that division. The tax is consider-able, but the wise liberality of the citizens has done for the town what only royalty usually accomplish-es given it magnificent roads. And if good roads are a criterion of civilization, Chicago must stand very high. But it needed a community with a great deal


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appall-ing visitations which the world had ever experienced. There were sev-enty-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great busi-ness blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some concep-tion of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twen-ty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thou-sand four hundred and fifty, and nearly one hundred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such propor-tions and such grandeur as the world previously had never seen. At the time of its destruction it was looked upon as one of the greatest calami-ties visited upon mankind, but the ultimate effect was to direct the eyes

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the gar-rison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of Gen-eral Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. North-ward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named af-ter Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chicago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton, af-ter DeWitt Clinton, chief promoter of the Erie Canal; Canal, af-ter the I. and M. Canal; east of the river the first street was named

has no competition in population except in New York and London. London lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparal-leled growth of cities in the present period will help Chicago. The tendency is becoming more and more marked for mankind to get in close contact. Cities today are larger than they ever were be-fore. The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher stan-dard than those abroad. This is a commercial age. America is the greatest commercial and industrial nation. It is rapidly becom-ing the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided in-

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illumi-nated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad ar-ea embraced between the river, the South Branch, Wells street and Jack-son street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered up-on roofs of buildings, inspiring constant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful bril-liancy of the sky were such as to attract enormous crowds from every

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WrigleyvilleUkrainian VillageFrederick Bogue NoyesAll Saints Church and RectoryHumboldt Park Boathouse PavilionRestaurant Crew Job Fair Today In Naperville14 Things To Do This Weekend (That Don’t Involve The Cubs)Fail! See How a Showboating Chicago Bear Earned Entry Into ‘Idiot Hall Of Fame’

Quadriplegic marathoner completes nearly 18 miles of Chicago Marathon, may finish it today / Common Resurrection

Cheap Trick Heaven Tonight / Sears, Roebuck and Company Administration Building / Scary Movies to be Shown at Northerly Island Every Friday

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DAILY UNIONLITERARY BUDGETBEE KEEPERS MAGAZINEGRAIN AND PROVISION REVIEWMARKET REVIEW AND PRICE CURRENTCHICAGO & NORTHWESTERN RAILWAY BRIDGETWO FLAT IN LOGAN SQ W/ FREE LAUNDRY! CLOSE TO BLUE LINEFOUND: A TREASURE TROVE OF CANDY WRAPPERS DATING BACK TO THE DEPRESSION

IT’S GOING TO BE ALMOST 90 DEGREES AND MUGGY ON WEDNESDAY / THE IMPRESSIONS: THE YOUNG MODS’ FORGOTTEN STORY

FOLKS IN HUMBOLDT PARK, LOGAN SQUARE AND LAKEVIEW ARE STEPPING UP TO HELP WITH FUNDRAISERS AND EVENTS / MAGIC SAM’S WEST SIDE SOUL

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Maga-zine in May, 1888, by the late Charles Dudley Warner. This contribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becoming mod-est. Perhaps the inhabitants may still be able to con-ceal their modesty, but nevertheless they feel it. The explanation is simple. The city has grown not only be-yond the most sanguine expectations of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and op-portunities beyond the contrivance of any combina-tion of men to help or hinder, beyond the need of flam-ing circulars and reports of boards of trade and pro-cess pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any other portion of the great Northwest, or of any city in it (whatever rivalry that city may show in industries or in commerce), is in some way a contribution to the power and wealth of Chicago. To them that have shall be given. Cities, under favoring conditions, for lo-

history-making, “Long John” was certainly one of the conspicuous citizens of Chica-go, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went in-to business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical journal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEARING THE IMPRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS THEN LOCATED AT NO. 46

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Wa-ter and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Nor-ris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A lu-dicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Nor-ris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termina-tion. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all demands against the same would be settled by James Campbell, to whom all money due said firm must be paid. Mr. Campbell is long since dead. Mr. Norris died a few years since in

Robert Fergus, perhaps the most thorough of practical print-ers, arrived in Chicago on July 1, 1839. He was born in the Gal-lowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regu-lar indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chi-cago in the printing world, and was an acknowledged author-ity on all things pertaining to its early records. All his life he was identified with printing and publishing. The first book com-piled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earli-er directories of Chicago were compiled without copy. The pag-es were held upon the imposing stone and when a newcomer ar-rived his name, business and address were inserted in the form.

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be re-marked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said concerning the early printer of Chicago should prove of interest to every studious mind, and not only those who are intimately connected with the craft but also those who have derived ines-

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by hors-es. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What mis-ery they represented in the winter season! How the passengers were huddled together a shivering mass of humanity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bedding the beasts that hauled the cars. The car drivers’ life in those days, and, for the matter of that, the conductors too, were full of incidents. It was not an

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-in-creasing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any mu-nicipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most richly endowed institutions of learning in America, with an enrollment of 6,466 students and 330 instructors in all its branches. It was founded in the year 1892. The NORTHWESTERN UNIVERSITY OF EVANSTON, Illi-nois, just on the borders of the City of Chicago, is al-so another richly endowed institution of learning, and

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATIONAL TASTE IS BE-GINNING TO BE INDIVIDUAL, it has escaped the monoto-ny and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chica-go has been able to avoid the block system in its res-idences, and to give play to variety and creative ge-nius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallelo-gram, and limited as to light and air, neither com-fort nor individual taste can be consulted or satis-fied. Chicago is a city of detached houses, in the hum-bler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood in-termingled, plain and ornamental; but drive where you will in the favorite residence parts of the vast city, you will be continually surprised with the sight of no-ble and artistic houses and homes displaying taste as well as luxury. In addition to the business and public buildings

This leads me to speak of another feature of Chica-go, which has no rival in this country; I mean the facil-ity for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediate-ly connected with the park system are not included in the city street department, but are under the care of the Commissioners of Parks. No traffic is permitted on them, and consequently they are in superb condi-tion for driving, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized gran-ite. The cost of Michigan avenue drive was two hun-dred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is con-siderable, but the wise liberality of the citizens has done for the town what only royalty usually accom-plishes given it magnificent roads. And if good roads are a criterion of civilization, Chicago must stand very high. But it needed a community with a great deal of dating and confidence in the future to create


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the state-ments of eye witnesses of that scene, and by these accounts and what his-tory has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the the-aters and the newspaper offices, all went down together in the awful con-flagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, em-braced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; mak-ing a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hundred thou-sand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously had never seen. At the time of its de-struction it was looked upon as one of the greatest calamities visited up-on mankind, but the ultimate effect was to direct the eyes of the world up-on it and make it the Mecca of thousands of venturesome spirits, so that it

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chi-cago was made in 1830 by James Thompson, and embraced an ar-ea of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the bound-ary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secre-tary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. Northward from Washington street came Ran-dolph, named after John Randolph of Roanoke; Lake, after Lake Mich-igan; Fulton, named after Robert Fulton, whose steamboat, the Clare-mont, had made its first trip on the Hudson between New York and Al-bany just twenty-three years before Chicago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton, af-ter DeWitt Clinton, chief promoter of the Erie Canal; Canal, after the I. and M. Canal; east of the river the first street was named Market street because the city market was located in the middle of the thor-

has no competition in population except in New York and London. London lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the present period will help Chicago. The tenden-cy is becoming more and more marked for mankind to get in close contact. Cities today are larger than they ever were before. The dom-inance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. America is the greatest commer-cial and industrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropo-lis.” The growth of population in Chicago is shown as follows :



The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cin-ders and partially burned pieces of wood, which covered the sky with daz-zling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frighten-ing of horses, and showered upon roofs of buildings, inspiring constant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful brillian-cy of the sky were such as to attract enormous crowds from every quarter.

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Goose IslandDelaware BuildingLongwood Drive DistrictJoseph Junk Brewing CompanyTree Studios, Annexes, and CourtyardIts Tagline is “The Happiest Place in Chicago.”One Chicago Spot Made The ‘World’s 50 Best Bars’ List For 2017Purr-fect: Windy Kitty, Chicago’s Newest Cat Cafe, Arrives in Bucktown this Month

Woman seriously injured after lighting what she thought was a candle — it was a firework / The Buckinghams: Kind Of A Drag

House prices in suburban Harvey were down 81 percent from precrash levels of a decade ago, the biggest drop across the six-county suburban area

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RAILWAY AGEEVENING JOURNALAMERICAN ANTIQUARIANWESTERN PHOTOGRAPHIC NEWSELECTRIC INTERURBAN RAILWAY GUIDECARL CORPER BREWING AND MALTING COMPANYPOP OFF: IT LOOKS LIKE THE SUGARY DRINKS TAX IS ABOUT TO DIETOOTSIE ROLL INDUSTRIES INC. / HIBBARD, SPENCER, BARTLETT & CO. / BUTLER BROS.

THE CITY HAS BROKEN THREE RECORDS FOR HIGH TEMPERATURES IN A ROW / HISTORY MUSEUM SEEKS $3 HIKE IN ADMISSION FEES

GET YOUR OUTDOOR FUN IN EARLY. IT COULD RAIN ON SUNDAY, ACCORDING TO THE NATIONAL WEATHER SERVICE / SELL US YOUR ANTIQUE WASHING MACHINE

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Under the title of “Studies of the Great West” there ap-peared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contri-bution is especially valuable in view of the fact that Chi-cago at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Perhaps the inhabitants may still be able to conceal their modes-ty, but nevertheless they feel it. The explanation is sim-ple. The city has grown not only beyond the most san-guine expectations of those who indulged in the most in-flated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent or-ganism, growing by a combination of forces and opportu-nities beyond the contrivance of any combination of men to help or hinder, beyond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any other portion of the great Northwest, or of any city in it (whatever rivalry that city may show in industries or in commerce), is in some way a contribution to the power and wealth of Chica-go. To them that have shall be given. Cities, under favor-ing conditions, for local expansion, which reach a certain amount of population and wealth, grow by a kind of nat-

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the jour-nalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into busi-ness with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical journal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEARING THE IM-PRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS THEN LOCATED AT NO. 46 STATE STREET, TODAY ARE WORTHY OF ADMIRATION BECAUSE OF THE ARTISTIC EXECUTION WITH

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wel-lington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous in-cident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forc-ibly ejected him from the office and threatened to kick him if he looked back. Some gen-tlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulat-ed the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dis-pute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all demands against the same would be settled by James Campbell, to whom all money due said firm must be paid. Mr. Campbell is long since dead. Mr. Norris died a few years since in the interior of this state. It is doubtful if he made a living by his

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was appren-ticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, up-on its completion and his setting forth as a journeyman he pos-sessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Marga-ret Whitehead Scott, February, 1836. Mr. Fergus was closely iden-tified with the early history of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its ear-ly records. All his life he was identified with printing and publish-ing. The first book compiled, printed, bound and issued in Chica-go was the Directory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier directories of Chicago were compiled without co-py. The pages were held upon the imposing stone and when a new-comer arrived his name, business and address were inserted in the form. In this way new names were added until the time arrived to

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be re-marked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city with-out a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UN-DERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIM-ITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said concerning the early printer of Chicago should prove of interest to every studious mind, and not only those who are intimately con-nected with the craft but also those who have derived inestimable

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extend-ed from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter season! How the passengers were huddled together a shivering mass of hu-manity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bedding the beasts that hauled the cars. The car drivers’ life in those days, and, for the matter of that, the conductors too, were full of incidents. It was not an uncom-mon thing for the car often to leave the track, even on a short trip,

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-in-creasing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a to-tal of 410 pupils, with but five teachers in all branch-es. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in pa-rochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any mu-nicipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most richly endowed institutions of learning in America, with an enrollment of 6,466 students and 330 instruc-tors in all its branches. It was founded in the year 1892. The NORTHWESTERN UNIVERSITY OF EVANSTON, Illi-nois, just on the borders of the City of Chicago, is also another richly endowed institution of learning, and has 3,788 students with 361 instructors.

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATIONAL TASTE IS BE-GINNING TO BE INDIVIDUAL, it has escaped the monotony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is impossible to do much with the interior of a house in a block, howev-er much you may load the front with ornament. Confined to a long parallelogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chicago is a city of detached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood inter-mingled, plain and ornamental; but drive where you will in the favorite residence parts of the vast city, you will be continually surprised with the sight of noble and artistic houses and homes displaying taste as well as luxury. In addition to the business and public buildings of which I spoke, there are several, like the Art Muse-um, the Studebaker Building, and the new Auditorium,

This leads me to speak of another feature of Chicago, which has no rival in this country; I mean the facility for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadam-ized. It and the other avenues immediately connected with the park system are not included in the city street department, but are under the care of the Commission-ers of Parks. No traffic is permitted on them, and con-sequently they are in superb condition for driving, sum-mer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Mich-igan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfect-ly made for drainage and permanency, with a top-dress-ing of pulverized granite. The cost of Michigan avenue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the citizens has done for the town what only royalty usually accomplishes given it magnificent roads. And if good roads are a crite-rion of civilization, Chicago must stand very high. But it needed a community with a great deal of dating and con-fidence in the future to create this park system. One in the heart of the city has not to drive three or


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye wit-nesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ev-er experienced. There were seventy-three miles of streets burned and the to-tal loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and sev-enty acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hundred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built pri-or to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously had never seen. At the time of its destruction it was looked upon as one of the greatest calamities visited upon mankind, but the ultimate effect was to direct the eyes of the world upon it and make it the Mecca of thousands of venturesome spirits, so that it attracted men from every clime, men of towering ambition and energy; men with means and those without

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chi-cago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dear-born, the population did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jef-ferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. Northward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years be-fore Chicago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton, after De-Witt Clinton, chief promoter of the Erie Canal; Canal, after the I. and M. Canal; east of the river the first street was named Market street be-cause the city market was located in the middle of the thoroughfare,

has no competition in population except in New York and London. Lon-don lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cit-ies in the present period will help Chicago. The tendency is becoming more and more marked for mankind to get in close contact. Cities today are larger than they ever were before. The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. America is the greatest commercial and industrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropo-lis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twenty-seventh ward, the largest in the city, in-creased in population for the decade ending in 1910, 156 per cent. It now

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descrip-tions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direc-tion, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the South-west, carrying with it in its onward rush streams of sparks, cinders and partial-ly burned pieces of wood, which covered the sky with dazzling spangles, sweep-ing northwestward like a flight of meteors, but falling steadily in a fiery show-er of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Di-vision, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered upon roofs of buildings, inspiring constant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful brilliancy of the sky were such as to attract enormous crowds from every quarter. The dense-ly populated sections of the West Division lying near the fire would have, of it-

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SchoenhofenHarold WashingtonKaufmann Store and FlatOld Chicago Coast Guard StationMichigan Avenue Bridge and EsplanadeThe Best Vegan-Friendly Restaurants In Chicago54 Percent Of Pets In The US Are Overweight Or Obese, Study SaysMen Stole Handbags from Magnificent Mile Shop, Crashed Car After Police Chase: Cops

Pace to add new, quicker bus service for some city and suburban arterial routes / Labor Day Had A Surprisingly Bloody Beginning

Hundreds Of Bars Searchable By Neighborhood And Our Top Recommended Watering Holes In Chicago / Chicago, Milwaukee & St. Paul Railway Bridge No. Z2

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RESTITUTIONSUNDAY DEMOCRATWESTERN FARM JOURNALDAILY RECORD & HOTEL REGISTERRAILROADER AND RAILWAY ENTERPRISEGARFIELD BOULEVARD ’L’ STATION AND OVERPASSRESTAURANT CREW JOB FAIR! COME CHECK US OUT IN NAPERVILLEFOOD AND DRINK DEALS FROM CHICAGO BARS FOR CUBS’ FIRST-ROUND PLAYOFF SERIES

IT HIT 91 DEGREES ON TUESDAY, BREAKING ANOTHER RECORD / WHEN IT COMES TO NUTS SQUIRRELS ARE CRAZY, BUT NOT LIKE A FOX

NOTEBAERT NATURE MUSEUM EXPERT SAID INSECTS HAVE BEEN SEEN AT NEARLY TWICE AS MANY PLACES AS LAST YEAR / GENERAL AMERICAN TRANSPORTATION

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Under the title of “Studies of the Great West” there ap-peared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Perhaps the inhabitants may still be able to conceal their modesty, but nevertheless they feel it. The explanation is simple. The city has grown not only beyond the most sanguine expectations of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent or-ganism, growing by a combination of forces and opportuni-ties beyond the contrivance of any combination of men to help or hinder, beyond the need of flaming circulars and re-ports of boards of trade and process pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any other portion of the great North-west, or of any city in it (whatever rivalry that city may show in industries or in commerce), is in some way a con-tribution to the power and wealth of Chicago. To them that have shall be given. Cities, under favoring conditions, for local expansion, which reach a certain amount of popula-tion and wealth, grow by a kind of natural increment, the law of attraction, very well known in human nature, which

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and em-barked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In De-cember, 1856, there was but one other journal in the United States that was devoted exclu-sively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical journal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEARING THE IMPRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS THEN LOCATED AT NO. 46 STATE STREET, TODAY ARE WORTHY OF ADMIRATION BECAUSE OF THE ARTISTIC EXECUTION WITH WHICH THEY WERE TURNED OUT.

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt ter-mination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all demands against the same would be settled by James Campbell, to whom all money due said firm must be paid. Mr. Campbell is long since dead. Mr. Norris died a few years since in the interior of this state. It is doubtful if he made a living by his literary labors in Chicago. The next Chicago Directory was entitled “Norris’ Business Directory for 1846,” Eastman

Robert Fergus, perhaps the most thorough of practical printers, ar-rived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was appren-ticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early histo-ry of Chicago in the printing world, and was an acknowledged authori-ty on all things pertaining to its early records. All his life he was iden-tified with printing and publishing. The first book compiled, print-ed, bound and issued in Chicago was the Directory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier directories of Chicago were compiled without copy. The pages were held upon the imposing stone and when a newcomer arrived his name, business and address were inserted in the form. In this way new names were added until the time arrived to republish the book. It is stated that Mr. Fergus on many oc-

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrat-ing to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDER-STAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DO-ING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said con-cerning the early printer of Chicago should prove of interest to every studious mind, and not only those who are intimately connected with the craft but also those who have derived inestimable benefits from the self-sacrificing labors of the craftsmen themselves.

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extend-ed from Halsted to State street. The Randolph street line opened Ju-ly 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat in-side, and if it was wintertime almost froze. Oh! those cars. What mis-ery they represented in the winter season! How the passengers were huddled together a shivering mass of humanity with their feet in dan-ger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bedding the beasts that hauled the cars. The car drivers’ life in those days, and, for the matter of that, the conductors too, were full of incidents. It was not an uncommon thing for the car often to leave the track, even on a short trip, and the pas-

To show the wonderful manner in which the schools of Chi-cago have increased to keep pace with its ever-increas-ing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pu-pils, with but five teachers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The ap-propriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include ap-proximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chi-cago stand pre-eminent among the best of any municipali-ty in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most richly endowed institutions of learning in America, with an enrollment of 6,466 students and 330 instructors in all its branches. It was founded in the year 1892. The NORTHWESTERN UNIVERSITY OF EVANSTON, Illinois, just on the borders of the City of Chicago, is also another richly endowed institution of learning, and has 3,788 stu-dents with 361 instructors. There are also numerous other places of learning and

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MA-NY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monotony and medi-ocrity in which New York for so many years put its mon-ey, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to va-riety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long paral-lelogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chica-go is a city of detached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood intermingled, plain and ornamen-tal; but drive where you will in the favorite residence parts of the vast city, you will be continually surprised with the sight of noble and artistic houses and homes displaying taste as well as luxury. In addition to the business and public buildings of which I spoke, there are several, like the Art Museum, the Studebaker Building, and the new Auditorium, which would

This leads me to speak of another feature of Chicago, which has no rival in this country; I mean the facility for plea-sure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediately connected with the park system are not included in the city street department, but are under the care of the Commissioners of Parks. No traf-fic is permitted on them, and consequently they are in su-perb condition for driving, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divi-sions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the citizens has done for the town what only royalty usually accom-plishes given it magnificent roads. And if good roads are a criterion of civilization, Chicago must stand very high. But it needed a community with a great deal of dating and con-fidence in the future to create this park system. One in the heart of the city has not to drive three or four miles over cobble-stones and ruts to get to good driv-


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful con-flagration. We can form some conception of the extent of the buildings and proper-ty destroyed by the space burned over which, on the West Side, embraced one hun-dred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hundred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously had never seen. At the time of its destruction it was looked upon as one of the greatest calamities visited upon mankind, but the ultimate ef-fect was to direct the eyes of the world upon it and make it the Mecca of thousands of venturesome spirits, so that it attracted men from every clime, men of towering ambition and energy; men with means and those without means, but of unrivaled skill, to assist in placing it where it stands today, the cynosure of all eyes and the

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the pop-ulation did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washing-ton and Thomas Jefferson. Northward from Washington street came Ran-dolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chicago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton, after De-Witt Clinton, chief promoter of the Erie Canal; Canal, after the I. and M. Ca-nal; east of the river the first street was named Market street because the city market was located in the middle of the thoroughfare, the reason of its width; Franklin took its name from Benjamin Franklin, and Wells was

has no competition in population except in New York and London. London lacks the possibilities of expansion and sooner or later will reach the max-imum of growth. “The astounding and unparalleled growth of cities in the present period will help Chicago. The tendency is becoming more and more marked for mankind to get in close contact. Cities today are larger than they ever were before. The dominance of railroads over the affairs of man-kind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. America is the greatest commer-cial and industrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of popula-tion in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thir-ty-five wards. The Twenty-seventh ward, the largest in the city, increased in population for the decade ending in 1910, 156 per cent. It now has 113,336

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its on-ward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of me-teors, but falling steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the light-er ones going far over on the North Division, while the heavier and more danger-ous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of hors-es, and showered upon roofs of buildings, inspiring constant fear that other con-flagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful brilliancy of the sky were such as to attract enormous crowds from every quarter. The densely pop-ulated sections of the West Division lying near the fire would have, of itself, been sufficient to choke up the surrounding streets with an impassable crowd; but as

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AndersonvilleEngine Company 86Overton Hygienic BuildingIndependent Brewing AssociationThe American Brewing Company of PekinPhoto: Our Takeaways From Chicago Gourmet 2017Trade Giant 25ft Inflatable Clown Head For Working Pinball MachineProtesters Erect Tent in Uptown Alderman’s Yard to Blast Displacement of the Homeless

Thieves Drive Into Front Glass of Wicker Park Apparel Shop, Steal Merch in Crash-&-Grab Burglary / You’ve Made Your Point, Weather

Chicago Newspaper Hits Back After Police Union Attacks Reporters For Doing Their Job / Tech Training Couldn’t Help This Chicago Marathon Runner Beat the Heat

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DAILY LEDGERENGINEERING NEWSWESTERN TRADE JOURNALWESTERN EDUCATIONAL JOURNALMERCHANTS RECORD AND SHOW WINDOWRAILROAD CONDUCTORS BROTHERHOOD MAGAZINEGREAT DUPLEX TWO BEDROOM WITH SPECTACULAR SKYLINE VIEW $2KAMAZON’S HQ2 QUEST SENT CHICAGO LOOKING FOR AN ‘IN,’ MAYOR EMANUEL’S EMAILS SHOW

DOG POOP BLAMED FOR RAT INFESTATION IN MOUNT GREENWOOD / CYCLIST CRASHES INTO WOMAN ON 606, LEAVING HER UNCONSCIOUS

LOOKING FOR AMAZING WITH AMENITIES QUALITY SIZE IN AN APT CONSIDER US $2000 3BR - 2400 FT² - (ROGERS PARK, NORTHSIDE CHICAGO, EAST ROGERS PARK)

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is especial-ly valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is be-coming modest. Perhaps the inhabitants may still be able to conceal their modesty, but nevertheless they feel it. The ex-planation is simple. The city has grown not only beyond the most sanguine expectations of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organ-ism, growing by a combination of forces and opportunities beyond the contrivance of any combination of men to help or hinder, beyond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the dan-ger or the fear of rivalry, and reached the point where the growth of any other portion of the great Northwest, or of any city in it (whatever rivalry that city may show in industries or in commerce), is in some way a contribution to the power and wealth of Chicago. To them that have shall be given. Cities, under favoring conditions, for local expansion, which reach a certain amount of population and wealth, grow by a kind of natural increment, the law of attraction, very well known in human nature, which draws a person to an active city of two

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, un-like nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewd-ness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into busi-ness with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ en-tire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and em-barked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In Decem-ber, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typo-graphical journal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEARING THE IMPRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS THEN LOCATED AT NO. 46 STATE STREET, TO-DAY ARE WORTHY OF ADMIRATION BECAUSE OF THE ARTISTIC EXECUTION WITH WHICH THEY WERE TURNED OUT.

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the of-fice and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all demands against the same would be settled by James Campbell, to whom all money due said firm must be paid. Mr. Campbell is long since dead. Mr. Nor-ris died a few years since in the interior of this state. It is doubtful if he made a living by his liter-ary labors in Chicago. The next Chicago Directory was entitled “Norris’ Business Directory for 1846,” Eastman &

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his busi-ness such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fer-gus was closely identified with the early history of Chicago in the print-ing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and pub-lishing. The first book compiled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the ear-lier directories of Chicago were compiled without copy. The pages were held upon the imposing stone and when a newcomer arrived his name, business and address were inserted in the form. In this way new names were added until the time arrived to republish the book. It is stated that Mr. Fergus on many occasions received commendations for the correct-

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are on-ly prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDER-STAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED OR-DER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IM-POSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMME-DIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said con-cerning the early printer of Chicago should prove of interest to every studious mind, and not only those who are intimately connected with the craft but also those who have derived inestimable benefits from the self-sacrificing labors of the craftsmen themselves.

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madi-son street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago av-enue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by hors-es. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter sea-son! How the passengers were huddled together a shivering mass of hu-manity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons, and which in a short time became so filthy that it was un-fit for bedding the beasts that hauled the cars. The car drivers’ life in those days, and, for the matter of that, the conductors too, were full of incidents. It was not an uncommon thing for the car often to leave the track, even on a short trip, and the passengers would he requested to get out and assist in restoring the car to its prop-

To show the wonderful manner in which the schools of Chica-go have increased to keep pace with its ever-increasing popu-lation, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pu-pils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that peri-od. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chica-go stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the Uni-versity of Chicago, one of the most richly endowed institu-tions of learning in America, with an enrollment of 6,466 stu-dents and 330 instructors in all its branches. It was founded in the year 1892. The NORTHWESTERN UNIVERSITY OF EVANSTON, Illi-nois, just on the borders of the City of Chicago, is also anoth-er richly endowed institution of learning, and has 3,788 stu-dents with 361 instructors. There are also numerous other places of learning and

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MA-NY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COMING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monotony and medioc-rity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to variety and cre-ative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallelogram, and limited as to light and air, neither comfort nor individual taste can be con-sulted or satisfied. Chicago is a city of detached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood intermingled, plain and ornamental; but drive where you will in the favorite residence parts of the vast city, you will be continually sur-prised with the sight of noble and artistic houses and homes displaying taste as well as luxury. In addition to the business and public buildings of which I spoke, there are several, like the Art Museum, the Studebak-er Building, and the new Auditorium, which would be conspic-uous and admired in any city in the world. The city is rich in

This leads me to speak of another feature of Chicago, which has no rival in this country; I mean the facility for pleasure driving and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the oth-er avenues immediately connected with the park system are not included in the city street department, but are under the care of the Commissioners of Parks. No traffic is permitted on them, and consequently they are in superb condition for driv-ing, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michi-gan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the citizens has done for the town what only royalty usual-ly accomplishes given it magnificent roads. And if good roads are a criterion of civilization, Chicago must stand very high. But it needed a community with a great deal of dating and confidence in the future to create this park system. One in the heart of the city has not to drive three or four miles over cobble-stones and ruts to get to good driv-ing-ground. When he has entered Michigan avenue he need


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witness-es of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Post-office, the Chamber of Commerce and the great business blocks, the banks, the the-aters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hun-dred and seventy acres; making a total area of two thousand one hundred and twen-ty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seven-teen thousand four hundred and fifty, and nearly one hundred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously had never seen. At the time of its destruction it was looked upon as one of the greatest calamities visited upon mankind, but the ultimate effect was to di-rect the eyes of the world upon it and make it the Mecca of thousands of venturesome spirits, so that it attracted men from every clime, men of towering ambition and ener-gy; men with means and those without means, but of unrivaled skill, to assist in plac-ing it where it stands today, the cynosure of all eyes and the point of attraction for in-

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not ex-ceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. Northward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steam-boat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chicago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton, after DeWitt Clinton, chief promoter of the Erie Canal; Canal, after the I. and M. Canal; east of the river the first street was named Market street because the city market was located in the middle of the thoroughfare, the reason of its width; Frank-lin took its name from Benjamin Franklin, and Wells was named after Captain William Wells, Indian agent at Fort Wayne, who came to Fort Dearborn with a

has no competition in population except in New York and London. London lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the present pe-riod will help Chicago. The tendency is becoming more and more marked for mankind to get in close contact. Cities today are larger than they ever were before. The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a com-mercial age. America is the greatest commercial and industrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twenty-seventh ward, the largest in the city, increased in popula-tion for the decade ending in 1910, 156 per cent. It now has 113,336 residents and may be taken as an indication of the city’s possibilities.

The following is an extract from The Chicago Tribune of Sunday, October 8, the last is-sue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seem-ing to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of meteors, but fall-ing steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered upon roofs of build-ings, inspiring constant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful brilliancy of the sky were such as to attract enormous crowds from every quarter. The densely populat-ed sections of the West Division lying near the fire would have, of itself, been sufficient to choke up the surrounding streets with an impassable crowd; but as the fire showed

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Joe MantegnaAugust Dewes HouseChicago Harbor LighthouseCash $$ for Vinyl Record CollectionsChicago & Western Indiana Railroad BridgeBears and Packers Link Arms During National AnthemTake One Last Walk Through Mount Greenwood Hardware Ahead of SaleDoes the North Branch Industrial Corridor Modernization Plan Spell the End of the Hideout?

Development in Chicago Often Drives Out Longtime Residents. Now it’s Threatening a Different Kind of Resident: a Beloved Cultural Institution

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Under the title of “Studies of the Great West” there appeared an article in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is especially valu-able in view of the fact that Chicago at the time it was writ-ten had not yet reached the million mark: “Chicago is becom-ing modest. Perhaps the inhabitants may still be able to con-ceal their modesty, but nevertheless they feel it. The explana-tion is simple. The city has grown not only beyond the most san-guine expectations of those who indulged in the most inflat-ed hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an ea-gle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and opportunities beyond the contrivance of any combination of men to help or hinder, be-yond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the danger or the fear of ri-valry, and reached the point where the growth of any other por-tion of the great Northwest, or of any city in it (whatever rival-ry that city may show in industries or in commerce), is in some way a contribution to the power and wealth of Chicago. To them that have shall be given. Cities, under favoring conditions, for lo-cal expansion, which reach a certain amount of population and wealth, grow by a kind of natural increment, the law of attrac-tion, very well known in human nature, which draws a person to an active city of two hundred thousand rather than to a stagnant

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a com-petency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse busi-ness, but finding that his animals cost him more than he could make out of them he returned to Chi-cago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Ty-pographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical journal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEARING THE IMPRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS THEN LOCATED AT NO. 46 STATE STREET, TODAY ARE WORTHY OF ADMIRATION BECAUSE OF THE ARTISTIC EXECUTION WITH WHICH THEY WERE TURNED OUT. Thomas C. Whitmarsh was one of the early printers to reach Chicago from the East, he coming to this city in 1843. His first employment was on the Western Citizen, conducted by Zebina Eastman, he

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becom-ing incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all demands against the same would be settled by James Campbell, to whom all money due said firm must be paid. Mr. Campbell is long since dead. Mr. Norris died a few years since in the interior of this state. It is doubtful if he made a living by his literary labors in Chicago. The next Chicago Directory was entitled “Norris’ Business Directory for 1846,” Eastman & Davi-son, printers, 63 Lake street. It took all the fonts of type in the office to set up this directory. The next

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chicago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing busi-ness, and as a regular indenture in those days meant a practical ground-ing in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chicago in the printing world, and was an acknowledged au-thority on all things pertaining to its early records. All his life he was iden-tified with printing and publishing. The first book compiled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier directories of Chicago were compiled without copy. The pages were held upon the imposing stone and when a newcomer arrived his name, business and address were inserted in the form. In this way new names were added until the time arrived to republish the book. It is stated that Mr. Fergus on many occasions received commendations for the correct-ness of his directory, and he lived to see the city of his choice grow to be one

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good print-ers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prominent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UN-DERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIM-ITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said concern-ing the early printer of Chicago should prove of interest to every studious mind, and not only those who are intimately connected with the craft but also those who have derived inestimable benefits from the self-sacrificing labors of the craftsmen themselves.

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter season! How the passengers were huddled together a shivering mass of humanity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the com-panies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bedding the beasts that hauled the cars. The car drivers’ life in those days, and, for the matter of that, the con-ductors too, were full of incidents. It was not an uncommon thing for the car often to leave the track, even on a short trip, and the passengers would he requested to get out and assist in restoring the car to its proper place on the rails. They would then return to the car, only to find that the team in

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing population, it is only necessary to mention that in 1841 there were enrolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chica-go stand pre-eminent among the best of any municipality in the country, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most richly endowed institutions of learn-ing in America, with an enrollment of 6,466 students and 330 in-structors in all its branches. It was founded in the year 1892. The NORTHWESTERN UNIVERSITY OF EVANSTON, Illinois, just on the borders of the City of Chicago, is also another rich-ly endowed institution of learning, and has 3,788 students with 361 instructors. There are also numerous other places of learning and tech-nical training, and Chicago stands prominently in the eyes of the world as a center for a diversified class of study, and students

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILD-ING COMING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE IN-DIVIDUAL, it has escaped the monotony and mediocrity in which New York for so many years put its money, and out of the same-ness of which it is escaping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residenc-es, and to give play to variety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long paral-lelogram, and limited as to light and air, neither comfort nor in-dividual taste can be consulted or satisfied. Chicago is a city of detached houses, in the humbler quarters as well as in the mag-nificent avenues, and the effect is home-like and beautiful at the same time. There is great variety, stone, brick, and wood inter-mingled, plain and ornamental; but drive where you will in the favorite residence parts of the vast city, you will be continually surprised with the sight of noble and artistic houses and homes displaying taste as well as luxury. In addition to the business and public buildings of which I spoke, there are several, like the Art Museum, the Studebak-er Building, and the new Auditorium, which would be conspic-uous and admired in any city in the world. The city is rich in a few specimens of private houses by Mr. Richardson (whose loss

This leads me to speak of another feature of Chicago, which has no rival in this country; I mean the facility for pleasure driv-ing and riding. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediately connected with the park system are not included in the city street department, but are under the care of the Com-missioners of Parks. No traffic is permitted on them, and con-sequently they are in superb condition for driving, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the oth-ers of the park system, and the park drives, are superb for driv-ing or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan ave-nue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the citizens has done for the town what on-ly royalty usually accomplishes given it magnificent roads. And if good roads are a criterion of civilization, Chicago must stand very high. But it needed a community with a great deal of dating and confidence in the future to create this park system. One in the heart of the city has not to drive three or four miles over cobble-stones and ruts to get to good driving-ground. When he has entered Michigan avenue he need not pull rein for twenty to thirty miles. This is almost literally true as to extent,


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Com-merce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thou-sand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hundred thou-sand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously had never seen. At the time of its destruction it was looked upon as one of the greatest calamities visited upon mankind, but the ultimate effect was to direct the eyes of the world upon it and make it the Mecca of thousands of venturesome spirits, so that it at-tracted men from every clime, men of towering ambition and energy; men with means and those without means, but of unrivaled skill, to assist in placing it where it stands today, the cynosure of all eyes and the point of attraction for innumerable great enterprises. The massiveness of its buildings is what strikes the eye, and is the wonder of ev-

The study of Chicago street names is an interesting pursuit, and it brings to light many a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the boundary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jef-ferson street the west, Kinzie street the north and Dearborn street the east. Dear-born street was named after the fort, which in turn was named in honor of Gen-eral Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washing-ton and Thomas Jefferson. Northward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chica-go was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton, after DeWitt Clin-ton, chief promoter of the Erie Canal; Canal, after the I. and M. Canal; east of the river the first street was named Market street because the city market was lo-cated in the middle of the thoroughfare, the reason of its width; Franklin took its name from Benjamin Franklin, and Wells was named after Captain William Wells, Indian agent at Fort Wayne, who came to Fort Dearborn with a band of Miamis in

has no competition in population except in New York and London. London lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the present peri-od will help Chicago. The tendency is becoming more and more marked for man-kind to get in close contact. Cities today are larger than they ever were before. The dominance of railroads over the affairs of mankind will mean the most rap-id growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. Amer-ica is the greatest commercial and industrial nation. It is rapidly becoming the fi-nancial center of the world. The time will come when it will also hold the suprema-cy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of popula-tion in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twenty-seventh ward, the largest in the city, increased in population for the decade ending in 1910, 156 per cent. It now has 113,336 residents and may be taken as an indication of the city’s possibilities.

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more powerful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area embraced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of hors-es, and showered upon roofs of buildings, inspiring constant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful brilliancy of the sky were such as to attract enormous crowds from every quarter. The densely populated sec-tions of the West Division lying near the fire would have, of itself, been sufficient to choke up the surrounding streets with an impassable crowd; but as the fire showed no signs of abating, they came from greater and greater distances, forcing their way down Clinton

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AdministrationSouth Pond RefectoryAbraham Lincoln MonumentLaSalle Street Cable Car PowerhouseIllinois–Indiana State Line Boundary MarkerBeloved Sushi Institution Katsu is Closing in NovemberCrews Messed up Pedestrian Islands on Cicero and now Have to Rebuild

Man Arrested for Burning Flag Gets $15k in Settlement, Then Again Posts Photo of Burning Flag

Interactive Dance, Unusual Shopping Options, and Food and Music Options Galore are Just a few of the Things you can do in Chicago This Weekend

Lucky Grandma Gets Surprise Greeting From Denzel Washington Asking For Directions / Wilco: Yankee Hotel Foxtrot / Low-cost Garage Door Install Repair Trustworthy Reputable

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CHICAGO POSTNATIONAL DEMOKRATLAKEVIEW TIMES AND NEWSEMERY’S JOURNAL OF AGRICULTUREREAL ESTATE REGISTER OF THE NORTHWESTWESTERN CLOTHING, FURNISHING, AND HAT REPORTERTWO BED RARELY AVAILABLE TOP OF THE LINE WEST LOOP RENTAL! $2895

PORTER COUNTY DEPUTY INVOLVED IN CRASH THAT SENDS 80-YEAR-OLD MAN TO HOSPITAL: COPS

CHICAGO BREAKS 7TH HEAT RECORD IN 7 DAYS / THIS SEPTEMBER COULD END UP BEING ONE OF THE HOTTEST AND DRIEST IN CHICAGO’S HISTORY

LOCKSMITHS ARE ALWAYS AVAILABLE IN CASE YOU NEED ANY SERVICES $30 / ENCYCLOPAEDIA BRITANNICA / UNITED STATIONERS SUPPLY / MCCORMICK HARVESTING MACHINE

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Under the title of “Studies of the Great West” there appeared an ar-ticle in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Perhaps the inhabitants may still be able to conceal their modesty, but nev-ertheless they feel it. The explanation is simple. The city has grown not only beyond the most sanguine expectations of those who in-dulged in the most inflated hope of its future, but it has grown be-yond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organ-ism, growing by a combination of forces and opportunities beyond the contrivance of any combination of men to help or hinder, be-yond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the danger or the fear of rival-ry, and reached the point where the growth of any other portion of the great Northwest, or of any city in it (whatever rivalry that city may show in industries or in commerce), is in some way a contribu-tion to the power and wealth of Chicago. To them that have shall be given. Cities, under favoring conditions, for local expansion, which reach a certain amount of population and wealth, grow by a kind of natural increment, the law of attraction, very well known in human nature, which draws a person to an active city of two hundred thou-sand rather than to a stagnant city of one hundred thousand. And it is a fortunate thing for civilization that this attraction is almost

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his real estate investments making him a rich man and his natural Yankee shrewdness gave him an opportuni-ty which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Ster-ling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Langdon shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but find-ing that his animals cost him more than he could make out of them he returned to Chicago and again formed a partnership with Mr. Rounds. In December, 1856, there was but one other journal in the Unit-ed States that was devoted exclusively to the interest of the art preservative The Typographical Advertis-er. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographical journal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEARING THE IMPRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS THEN LOCATED AT NO. 46 STATE STREET, TODAY ARE WORTHY OF ADMIRATION BECAUSE OF THE ARTISTIC EXECUTION WITH WHICH THEY WERE TURNED OUT. Thomas C. Whitmarsh was one of the early printers to reach Chicago from the East, he coming to this city in 1843. His first employment was on the Western Citizen, conducted by Zebina Eastman, he engaging

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed up-on the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fergus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compilation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directory was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming in-censed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulat-ed the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the co-partnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch Highlander, was sure to come sooner or later to an abrupt termination. A no-tice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all demands against the same would be settled by James Campbell, to whom all money due said firm must be paid. Mr. Campbell is long since dead. Mr. Norris died a few years since in the interior of this state. It is doubtful if he made a living by his literary labors in Chicago. The next Chicago Directory was entitled “Norris’ Business Directory for 1846,” Eastman & Davison, printers, 63 Lake street. It took all the fonts of type in the office to set up this directory. The next in the list of early directories is entitled “Norris’ Chicago Directory for 1846-7, Geer & Wilson, printers, Saloon

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chi-cago on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, Au-gust 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowl-edge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a liveli-hood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fergus was closely identified with the early history of Chica-go in the printing world, and was an acknowledged authority on all things per-taining to its early records. All his life he was identified with printing and pub-lishing. The first book compiled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon the market in the year 1843. This di-rectory was printed by Ellis & Fergus. It is said that the earlier directories of Chicago were compiled without copy. The pages were held upon the imposing stone and when a newcomer arrived his name, business and address were in-serted in the form. In this way new names were added until the time arrived to republish the book. It is stated that Mr. Fergus on many occasions received commendations for the correctness of his directory, and he lived to see the city of his choice grow to be one of the most famous on the American continent

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the prom-inent place it now occupies as well as demonstrating to the whole world its marvelous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said concern-ing the early printer of Chicago should prove of interest to every studious mind, and not only those who are intimately connected with the craft but also those who have derived inestimable benefits from the self-sacrificing labors of the craftsmen themselves. The first job printing done in this city was by John Calhoun in 1833, four years before Chicago was incorporated as a city. He also edited and printed the

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extended from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all con-ditions of weather and drove his spirited team at the break-neck speed of near-ly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter sea-son! How the passengers were huddled together a shivering mass of humani-ty with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bedding the beasts that hauled the cars. The car drivers’ life in those days, and, for the matter of that, the conduc-tors too, were full of incidents. It was not an uncommon thing for the car often to leave the track, even on a short trip, and the passengers would he request-ed to get out and assist in restoring the car to its proper place on the rails. They would then return to the car, only to find that the team in starting up had

To show the wonderful manner in which the schools of Chica-go have increased to keep pace with its ever-increasing popula-tion, it is only necessary to mention that in 1841 there were en-rolled in the public schools a total of 410 pupils, with but five teachers in all branches. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approxi-mately about 75,000 pupils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the coun-try, and every effort is made to make them as much more effec-tive as possible. This city can also boast of the University of Chica-go, one of the most richly endowed institutions of learning in Amer-ica, with an enrollment of 6,466 students and 330 instructors in all its branches. It was founded in the year 1892. The NORTHWESTERN UNIVERSITY OF EVANSTON, Illinois, just on the borders of the City of Chicago, is also another richly endowed in-stitution of learning, and has 3,788 students with 361 instructors. There are also numerous other places of learning and tech-nical training, and Chicago stands prominently in the eyes of the world as a center for a diversified class of study, and students are drawn from all parts to these places where may be obtained knowl-

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MA-NY OLDER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILD-ING COMING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDI-VIDUAL, it has escaped the monotony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is escaping in spots. Having also plenty of room, Chica-go has been able to avoid the block system in its residences, and to give play to variety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with ornament. Confined to a long parallelogram, and lim-ited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chicago is a city of detached houses, in the humbler quarters as well as in the magnificent avenues, and the ef-fect is home-like and beautiful at the same time. There is great va-riety, stone, brick, and wood intermingled, plain and ornamental; but drive where you will in the favorite residence parts of the vast city, you will be continually surprised with the sight of noble and artistic houses and homes displaying taste as well as luxury. In addition to the business and public buildings of which I spoke, there are several, like the Art Museum, the Studebaker Build-ing, and the new Auditorium, which would be conspicuous and ad-mired in any city in the world. The city is rich in a few specimens of private houses by Mr. Richardson (whose loss to the country is still apparently irreparable), houses worth a long journey to see,

This leads me to speak of another feature of Chicago, which has no rival in this country; I mean the facility for pleasure driving and rid-ing. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediately con-nected with the park system are not included in the city street de-partment, but are under the care of the Commissioners of Parks. No traffic is permitted on them, and consequently they are in su-perb condition for driving, summer and winter. The whole length of Michigan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized gran-ite. The cost of Michigan avenue drive was two hundred thou-sand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that divi-sion. The tax is considerable, but the wise liberality of the citizens has done for the town what only royalty usually accomplishes giv-en it magnificent roads. And if good roads are a criterion of civi-lization, Chicago must stand very high. But it needed a communi-ty with a great deal of dating and confidence in the future to cre-ate this park system. One in the heart of the city has not to drive three or four miles over cobble-stones and ruts to get to good driving-ground. When he has entered Michigan avenue he need not pull rein for twen-ty to thirty miles. This is almost literally true as to extent, without


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visitations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Cus-tom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the aw-ful conflagration. We can form some conception of the extent of the buildings and property de-stroyed by the space burned over which, on the West Side, embraced one hundred and twen-ty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; making a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The number of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hundred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previous-ly had never seen. At the time of its destruction it was looked upon as one of the greatest ca-lamities visited upon mankind, but the ultimate effect was to direct the eyes of the world up-on it and make it the Mecca of thousands of venturesome spirits, so that it attracted men from every clime, men of towering ambition and energy; men with means and those without means, but of unrivaled skill, to assist in placing it where it stands today, the cynosure of all eyes and the point of attraction for innumerable great enterprises. The massiveness of its buildings is what strikes the eye, and is the wonder of every visi-tor, and especially is this so when they learn of the difficulty of securing an adequate founda-

The study of Chicago street names is an interesting pursuit, and it brings to light ma-ny a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the bound-ary streets of the village were named after the most prominent men of the day, the survey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named after the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. North-ward from Washington street came Randolph, named after John Randolph of Roa-noke; Lake, after Lake Michigan; Fulton, named after Robert Fulton, whose steam-boat, the Claremont, had made its first trip on the Hudson between New York and Al-bany just twenty-three years before Chicago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton, after DeWitt Clinton, chief promoter of the Erie Canal; Canal, after the I. and M. Canal; east of the river the first street was named Market street because the city market was located in the mid-dle of the thoroughfare, the reason of its width; Franklin took its name from Benja-min Franklin, and Wells was named after Captain William Wells, Indian agent at Fort Wayne, who came to Fort Dearborn with a band of Miamis in August, 1812, to escort the garrison and the settlers to Fort Wayne. He was killed in the Fort Dearborn mas-

has no competition in population except in New York and London. London lacks the possibilities of expansion and sooner or later will reach the maximum of growth. “The astounding and unparalleled growth of cities in the present period will help Chicago. The tendency is becoming more and more marked for mankind to get in close contact. Cities today are larger than they ever were before. The dominance of railroads over the affairs of mankind will mean the most rapid growth for Chicago, the greatest cen-ter of railroads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. America is the greatest commercial and industri-al nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world me-tropolis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twenty-seventh ward, the largest in the city, increased in population for the de-cade ending in 1910, 156 per cent. It now has 113,336 residents and may be taken as an indication of the city’s possibilities. It has been suggested that the large foreign born population in Chicago will also

following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more pow-erful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the buildings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area em-braced between the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passenger and the frightening of horses, and showered upon roofs of buildings, in-spiring constant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful brilliancy of the sky were such as to attract enormous crowds from every quarter. The densely populated sections of the West Division lying near the fire would have, of itself, been sufficient to choke up the sur-rounding streets with an impassable crowd; but as the fire showed no signs of abating, they came from greater and greater distances, forcing their way down Clinton street, in the center of which near Adams, were half a dozen isolated street cars utterly unable to get back to their stables. The crowd made its way down Jackson street, near where the fire began, and stopped

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CommonwealthDick Brothers BreweryColumbia Weiss Beer BreweryTen Takeaways From Chicago Gourmet6901 Oglesby Cooperative Apartment BuildingRare 1990 Donruss Factory Cubs Team Set Baseball CardsStart Time for Monday’s Final Cubs Game Announced (But it’s Complicated)

Don’t Smash the Bugs on Your Couch; Otherwise You’ll Have the Smell All Over You, an Expert Says

Chicago’s Strange History With Pneumatic Tubes / Once an Event has Been Around for a Decade, you Have to Accept That it’s More Than a Passing Trend

Liz Phair: Exile In Guyville / Main Building and Machinery Hall, Illinois Institute of Technology / Brave Man Trashes Trump Tower Restaurant, Flipping Tables, Dumping Wine, Cops Say

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DAILY MUSEUMUNION PARK BANNERAMERICAN PHOTOENGRAVERNATIONAL HAY AND GRAIN REPORTERNORTHWESTERN JOURNAL OF HOMEOPATHIAWELLS’ COMMERCIAL EXPRESS AND WESTERN PRODUCESPACIOUS STREETERVILLE THREE BED WITH GRANITE COUNTERS AND DECK

ENGLEWOOD HAD THE SHARPEST DECLINE IN MEDIAN HOUSE SALE PRICE SINCE 2006: 84 PERCENT

WARM, 80-DEGREE WEATHER MAKING A COMEBACK NEXT WEEK / HERE’S WHY THIS FALL’S LEAVES MIGHT BE EVEN MORE BEAUTIFUL THAN USUAL

MOUSETRAP, OFF COLOR BREWING’S TAPROOM, IS DESIGNED TO ENSNARE LOVERS OF EXPERIMENTAL BEERS / FEDERAL SIGN AND SIGNAL / AMERICAN BRAKE SHOE AND FOUNDRY

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Under the title of “Studies of the Great West” there appeared an ar-ticle in Harper’s New Monthly Magazine in May, 1888, by the late Charles Dudley Warner. This contribution is especially valuable in view of the fact that Chicago at the time it was written had not yet reached the million mark: “Chicago is becoming modest. Perhaps the inhabitants may still be able to conceal their modesty, but neverthe-less they feel it. The explanation is simple. The city has grown not on-ly beyond the most sanguine expectations of those who indulged in the most inflated hope of its future, but it has grown beyond what they said they expected. This gives the citizens pause as it might an eagle that laid a roc’s egg.” “The fact is, Chicago has become an independent organism, growing by a combination of forces and opportunities beyond the contrivance of any combination of men to help or hinder, beyond the need of flaming circulars and reports of boards of trade and process pictures. It has passed the danger or the fear of rivalry, and reached the point where the growth of any other portion of the great North-west, or of any city in it (whatever rivalry that city may show in in-dustries or in commerce), is in some way a contribution to the pow-er and wealth of Chicago. To them that have shall be given. Cities, un-der favoring conditions, for local expansion, which reach a certain amount of population and wealth, grow by a kind of natural incre-ment, the law of attraction, very well known in human nature, which draws a person to an active city of two hundred thousand rather than to a stagnant city of one hundred thousand. And it is a fortunate thing for civilization that this attraction is almost as strong to men of

history-making, “Long John” was certainly one of the conspicuous citizens of Chicago, and, unlike nearly all of the promoters of newspapers of his day, he retired from the journalistic field with a competency, his re-al estate investments making him a rich man and his natural Yankee shrewdness gave him an opportunity which he was not slow to turn to advantage. James J. Langdon was foreman of the Journal office in 1848. He later went into business with Sterling P. Rounds and aided in establishing THE PRINTERS’ CABINET. Mr. Rounds’ entire capital was $5.00. Mr. Lang-don shortly thereafter retired to Prairie du Chien, Wis., and embarked in the horse business, but finding that his animals cost him more than he could make out of them he returned to Chicago and again formed a part-nership with Mr. Rounds. In December, 1856, there was but one other journal in the United States that was devoted exclusively to the interest of the art preservative The Typographical Advertiser. Rounds’ Cabinet was the first of that character in the Northwest, the second in its date of issue, and the first monthly typographi-cal journal in the Union. LANGDON WAS A SKILLFUL WORKMAN AND MANY ANCIENT SPECIMENS BEARING THE IMPRINT OF ROUNDS & LANGDON, WHOSE ESTABLISHMENT WAS THEN LOCATED AT NO. 46 STATE STREET, TODAY ARE WORTHY OF ADMIRATION BECAUSE OF THE ARTISTIC EXECUTION WITH WHICH THEY WERE TURNED OUT. Thomas C. Whitmarsh was one of the early printers to reach Chicago from the East, he coming to this city in 1843. His first employment was on the Western Citizen, conducted by Zebina Eastman, he engaging in

The first book compiled, printed, bound and issued in Chicago was the Directory of 1844. It was placed upon the market in the year 1843. This Directory was compiled by J. Wellington Norris, and printed by Ellis & Fer-gus, from the Saloon Building, South Water and Clark streets. The second Directory, prepared similarly to the first, was also compiled by Norris. It was printed by James Campbell & Co., Commercial Building, 65 Lake street. A ludicrous incident is connected with the compi-lation and printing of this work. The first of Campbell & Co. came to a premature dissolution while the Directo-ry was in process of gestation. Mr. Campbell, who was a man of quick temper, becoming incensed at Mr. Norris (the Co.) forcibly ejected him from the office and threatened to kick him if he looked back. Some gentlemen, subsequently discussing the contention with Mr. Norris, asked him if he emulated the example of Lot’s wife. Norris replied, “No, I didn’t look back.” This unseemly dispute severed the copartnership, as in point of fact any copartnership between Mr. Norris, a gentleman “as meek as Moses,” and Campbell, as fiery as a Scotch High-lander, was sure to come sooner or later to an abrupt termination. A notice in the Chicago Journal of April 16, 1845, dated April 15, 1845, announced the dissolution of the firm of James Campbell & Co., and further that all demands against the same would be settled by James Campbell, to whom all money due said firm must be paid. Mr. Campbell is long since dead. Mr. Norris died a few years since in the interior of this state. It is doubt-ful if he made a living by his literary labors in Chicago. The next Chicago Directory was entitled “Norris’ Business Directory for 1846,” Eastman & Davison, printers, 63 Lake street. It took all the fonts of type in the office to set up this directory. The next in the list of early directories is entitled “Norris’ Chicago Directory for 1846-7, Geer & Wilson, printers, Saloon Build-

Robert Fergus, perhaps the most thorough of practical printers, arrived in Chica-go on July 1, 1839. He was born in the Gallowgate of Glasgow, Scotland, August 14, 1815. At the age of 15 he was apprenticed to the printing business, and as a regular indenture in those days meant a practical grounding in the knowledge of the art, upon its completion and his setting forth as a journeyman he possessed a knowledge of his business such as qualified him to earn a livelihood in any part of the world. He was married to Margaret Whitehead Scott, February, 1836. Mr. Fer-gus was closely identified with the early history of Chicago in the printing world, and was an acknowledged authority on all things pertaining to its early records. All his life he was identified with printing and publishing. The first book com-piled, printed, bound and issued in Chicago was the Directory of 1844, which was placed upon the market in the year 1843. This directory was printed by Ellis & Fergus. It is said that the earlier directories of Chicago were compiled without co-py. The pages were held upon the imposing stone and when a newcomer arrived his name, business and address were inserted in the form. In this way new names were added until the time arrived to republish the book. It is stated that Mr. Fer-gus on many occasions received commendations for the correctness of his direc-tory, and he lived to see the city of his choice grow to be one of the most famous on the American continent and a center of typographical activity second to none.

In the early days of Chicago this was undoubtedly the case. It is said that the good die young, but of the printer it might be remarked “Good printers die poor,” There may be exceptions, but such as there are only prove the rule. All who think along these lines must admit that printing has had much to do with the advancement of our city’s greatness, the lifting of it into the promi-nent place it now occupies as well as demonstrating to the whole world its mar-velous history a city without a peer. WITHOUT PRINTING THERE COULD BE NO PROGRESS, AS WE UNDERSTAND IT TODAY, OR IT WOULD BY COMPARISON BE ONLY OF A LIMITED ORDER, AND GREAT CENTERS SUCH AS WE HAVE NOW WOULD BE QUITE IMPOSSIBLE. TAKE PRINTING AWAY FROM OUR PRESENTDAY MODE OF DOING BUSINESS, SHUT UP OUR LIBRARIES AND OBLITERATE BOOKS, AND IMMEDIATELY WE SINK INTO A DEPTH OF DARKNESS THAT WOULD APPALL US TO CONTEMPLATE. It is by viewing it in this light that anything that can be said concerning the early printer of Chicago should prove of interest to every studious mind, and not only those who are intimately connected with the craft but also those who have derived inestimable benefits from the self-sacrificing labors of the craftsmen themselves. The first job printing done in this city was by John Calhoun in 1833, four years before Chicago was incorporated as a city. He also edited and printed the

The first line of cars was on State street, between Randolph and Twelfth streets, and these commenced operations April 25th, 1859. The Madison street line was opened May 20th, 1859, and extended from Halsted to State street. The Randolph street line opened July 15th, 1859. On the North Side the Wells street line extend-ed from the river to Chicago avenue, and was opened in the spring of 1859 ; the Clark street line was opened in August, 1859. The cars on all these roads were small and some of them were known as “bob-tailed cars.” They were all drawn by horses. The driver stood on the front platform in all conditions of weather and drove his spirited team at the break-neck speed of nearly four miles an hour, while the passenger sat inside, and if it was wintertime almost froze. Oh! those cars. What misery they represented in the winter season! How the passengers were huddled together a shivering mass of humanity with their feet in danger of being frozen, and that too in spite of the straw so generously supplied by the companies for the benefit of their patrons, and which in a short time became so filthy that it was unfit for bedding the beasts that hauled the cars. The car drivers’ life in those days, and, for the matter of that, the conduc-tors too, were full of incidents. It was not an uncommon thing for the car often to leave the track, even on a short trip, and the passengers would he requested to get out and assist in restoring the car to its proper place on the rails. They would then return to the car, only to find that the team in starting up had thrown each other down, when the male portion of the cargo would again descend to see the

To show the wonderful manner in which the schools of Chicago have increased to keep pace with its ever-increasing population, it is on-ly necessary to mention that in 1841 there were enrolled in the pub-lic schools a total of 410 pupils, with but five teachers in all branch-es. In 1911 there were 304,146 pupils enrolled, with 6,584 teachers. The appropriation made for the year 1912 was $17,146,575.00, which means that it cost the city about $56.34 for each child’s training for that period. This does not include approximately about 75,000 pu-pils in parochial schools. There is no question but that the public schools of Chicago stand pre-eminent among the best of any municipality in the coun-try, and every effort is made to make them as much more effective as possible. This city can also boast of the University of Chicago, one of the most richly endowed institutions of learning in America, with an enrollment of 6,466 students and 330 instructors in all its branches. It was founded in the year 1892. The NORTHWESTERN UNIVERSITY OF EVANSTON, Illinois, just on the borders of the City of Chicago, is also another richly endowed in-stitution of learning, and has 3,788 students with 361 instructors. There are also numerous other places of learning and technical training, and Chicago stands prominently in the eyes of the world as a center for a diversified class of study, and students are drawn from all parts to these places where may be obtained knowledge to equip

ARCHITECTURALLY CHICAGO IS MORE INTERESTING THAN MANY OLD-ER CITIES. ITS WEALTH AND OPPORTUNITY FOR FINE BUILDING COM-ING WHEN OUR NATIONAL TASTE IS BEGINNING TO BE INDIVIDUAL, it has escaped the monotony and mediocrity in which New York for so many years put its money, and out of the sameness of which it is es-caping in spots. Having also plenty of room, Chicago has been able to avoid the block system in its residences, and to give play to vari-ety and creative genius. It is impossible to do much with the interior of a house in a block, however much you may load the front with or-nament. Confined to a long parallelogram, and limited as to light and air, neither comfort nor individual taste can be consulted or satisfied. Chicago is a city of detached houses, in the humbler quarters as well as in the magnificent avenues, and the effect is home-like and beau-tiful at the same time. There is great variety, stone, brick, and wood intermingled, plain and ornamental; but drive where you will in the favorite residence parts of the vast city, you will be continually sur-prised with the sight of noble and artistic houses and homes display-ing taste as well as luxury. In addition to the business and public buildings of which I spoke, there are several, like the Art Museum, the Studebaker Build-ing, and the new Auditorium, which would be conspicuous and ad-mired in any city in the world. The city is rich in a few specimens of private houses by Mr. Richardson (whose loss to the country is still apparently irreparable), houses worth a long journey to see, so sim-

This leads me to speak of another feature of Chicago, which has no rival in this country; I mean the facility for pleasure driving and rid-ing. Michigan avenue from the mouth of the river, the centre of the town, is macadamized. It and the other avenues immediately con-nected with the park system are not included in the city street de-partment, but are under the care of the Commissioners of Parks. No traffic is permitted on them, and consequently they are in superb condition for driving, summer and winter. The whole length of Mich-igan avenue you will never see a loaded team. These roads, that is Michigan avenue and the others of the park system, and the park drives, are superb for driving or riding, perfectly made for drainage and permanency, with a top-dressing of pulverized granite. The cost of Michigan avenue drive was two hundred thousand dollars a mile. The cost of the parks and boulevards in each of the three divisions is met by a tax on the property in that division. The tax is considerable, but the wise liberality of the citizens has done for the town what only royalty usually accomplishes given it magnificent roads. And if good roads are a criterion of civilization, Chicago must stand very high. But it needed a community with a great deal of dating and confidence in the future to create this park system. One in the heart of the city has not to drive three or four miles over cobble-stones and ruts to get to good driving-ground. When he has entered Michigan avenue he need not pull rein for twenty to thir-ty miles. This is almost literally true as to extent, without counting the miles of fine drives in the parks. For the city proper is circled by


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No story of Chicago would be complete without a short account of the great fire of 1871, and nothing can prove more interesting than the statements of eye witnesses of that scene, and by these accounts and what history has proved, it stands today as one of the most appalling visi-tations which the world had ever experienced. There were seventy-three miles of streets burned and the total loss of property could not have been less than $200,000,000.00. The Custom House, the Court House, the Postoffice, the Chamber of Commerce and the great business blocks, the banks, the theaters and the newspaper offices, all went down together in the awful conflagration. We can form some conception of the extent of the buildings and property destroyed by the space burned over which, on the West Side, embraced one hundred and twenty-four acres; South Side, four hundred and sixty acres; North Side, one thousand four hundred and seventy acres; mak-ing a total area of two thousand one hundred and twenty-four acres, or nearly three and a half square miles, being about four miles in length and from one to one and a half in width. The num-ber of buildings destroyed was seventeen thousand four hundred and fifty, and nearly one hun-dred thousand persons were left homeless. The conflagration of 1871 wiped out the old Chicago that had been built prior to that time, and from its ashes arose a city of such proportions and such grandeur as the world previously had never seen. At the time of its destruction it was looked upon as one of the greatest calamities vis-ited upon mankind, but the ultimate effect was to direct the eyes of the world upon it and make it the Mecca of thousands of venturesome spirits, so that it attracted men from every clime, men of towering ambition and energy; men with means and those without means, but of unrivaled skill, to assist in placing it where it stands today, the cynosure of all eyes and the point of attraction for innumerable great enterprises. The massiveness of its buildings is what strikes the eye, and is the wonder of every visi-tor, and especially is this so when they learn of the difficulty of securing an adequate foundation

The study of Chicago street names is an interesting pursuit, and it brings to light ma-ny a bit of forgotten history. The first survey of Chicago was made in 1830 by James Thompson, and embraced an area of about three-eighths of a square mile. Besides the garrison at Fort Dearborn, the population did not exceed 100. Three of the bound-ary streets of the village were named after the most prominent men of the day, the sur-vey showing that Washington street was the south boundary, Jefferson street the west, Kinzie street the north and Dearborn street the east. Dearborn street was named af-ter the fort, which in turn was named in honor of General Henry Dearborn, Secretary of War; Kinzie street took its name from John Kinzie, the early white settler, while the others were named after George Washington and Thomas Jefferson. Northward from Washington street came Randolph, named after John Randolph of Roanoke; Lake, af-ter Lake Michigan; Fulton, named after Robert Fulton, whose steamboat, the Claremont, had made its first trip on the Hudson between New York and Albany just twenty-three years before Chicago was mapped out; Carroll street, after Charles Carroll of Carrollton, and then Kinzie street. Eastward from Jefferson the streets were named Clinton, after DeWitt Clinton, chief promoter of the Erie Canal; Canal, after the I. and M. Canal; east of the river the first street was named Market street because the city market was located in the mid-dle of the thoroughfare, the reason of its width; Franklin took its name from Benjamin Franklin, and Wells was named after Captain William Wells, Indian agent at Fort Wayne, who came to Fort Dearborn with a band of Miamis in August, 1812, to escort the gar-rison and the settlers to Fort Wayne. He was killed in the Fort Dearborn massacre at

has no competition in population except in New York and London. London lacks the pos-sibilities of expansion and sooner or later will reach the maximum of growth. “The as-tounding and unparalleled growth of cities in the present period will help Chicago. The tendency is becoming more and more marked for mankind to get in close contact. Cit-ies today are larger than they ever were before. The dominance of railroads over the af-fairs of mankind will mean the most rapid growth for Chicago, the greatest center of railroads. The railroads of the United States have a higher standard than those abroad. This is a commercial age. America is the greatest commercial and industrial nation. It is rapidly becoming the financial center of the world. The time will come when it will also hold the supremacy in the arts and the sciences that it now does in commerce. All these things will help to bring Chicago to the front as the world metropolis.” The growth of population in Chicago is shown as follows :


The present area of the city is 204 square miles. This is divided into thirty-five wards. The Twenty-seventh ward, the largest in the city, increased in population for the decade ending in 1910, 156 per cent. It now has 113,336 residents and may be taken as an indi-cation of the city’s possibilities. It has been suggested that the large foreign born population in Chicago will also

The following is an extract from The Chicago Tribune of Sunday, October 8, the last issue before the office was destroyed. It is said to be one of the best descriptions of the scene now accessible: “Only a few minutes elapsed after the striking of the alarm before the flames were seen sweeping to the sky, and the lurid light that illuminated the horizon grew more and more power-ful, casting its brilliant rays in every direction, bringing out in bold relief the fronts of the build-ings which faced it from all quarters. The wind, seeming to rise as the flames did, set from the Southwest, carrying with it in its onward rush streams of sparks, cinders and partially burned pieces of wood, which covered the sky with dazzling spangles, sweeping northwestward like a flight of meteors, but falling steadily in a fiery shower of rain, over that broad area embraced be-tween the river, the South Branch, Wells street and Jackson street; the lighter ones going far over on the North Division, while the heavier and more dangerous ones fell before they reached that point. They dropped with great force to the ground, to the occasional danger of the foot passen-ger and the frightening of horses, and showered upon roofs of buildings, inspiring constant fear that other conflagrations would break out, and that a terribly broad area would be covered by the flames, and put it out of the power of the engines to combat them.” “Late as it was, the splendor of the flames and the wonderful brilliancy of the sky were such as to attract enormous crowds from every quarter. The densely populated sections of the West Di-vision lying near the fire would have, of itself, been sufficient to choke up the surrounding streets with an impassable crowd; but as the fire showed no signs of abating, they came from greater and greater distances, forcing their way down Clinton street, in the center of which near Adams, were half a dozen isolated street cars utterly unable to get back to their stables. The crowd made its way down Jackson street, near where the fire began, and stopped there, caring nothing for the

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