further increase the throng were hundreds of merely curious spectators whom the flattering inducements of the fifteen railroads centering in Chicago at that time had tempted to take the trip. There were fully forty thousand strangers in the city during the sitting of the convention.

SCENES AND INCIDENTS IN THE STREETS

"The streets for a week were the forum of the multitude. Processions for Seward, for Cameron, for Chase, for Lincoln, marched and counter-marched, brave with banners and transparencies, and noisy with country bands and hissing rockets. Every street corner became a rostrum, where impromptu harangues for any of a dozen candidates might be happened upon. In this hurly-burly two figures were particularly prominent: Tom Hyer, who managed the open-air Seward demonstration, and Horace Greeley, who was conducting independently his campaign against Seward. Greeley, in his fervor, talked incessantly. It was only necessary for some one to say in a rough but friendly way, "There's old Greeley,' and all within hearing distance grouped about him. Not infrequently two or three to whom he began speaking increased until that which had started as a conversation ended as a speech."

HEADQUARTERS AT THE TREMONT HOUSE

The Tremont House was chosen as the headquarters of the Illinois delegation, and here were gathered all the influential friends of Lincoln from all over the state. Their determination was to win the day for their candidate, and “men never put more intense and persistent energy into a cause." Seward's cause was championed by Thurlow Weed one of the most sagacious politicians of the country, and by William M. Evarts, one of the most eloquent orators and ablest lawyers of the nation. "But, as has often been the case with 'the wise men of the East,' the vision of Mr. Weed and of Mr. Evarts, and of most of the New York statesmen, was limited in range," says Colonel Carr in his book, “The Illini." "Their horizon was not yet sufficiently extended to give them an adequate idea of the potentiality of the new states of the Mississippi Valley. Many shrewd observers were convinced that Mr. Seward. could not be elected, if nominated by the Republican party; and, while he had the respect and admiration of the Republicans of the West, the wisest of our leaders did not regard him as a strong candidate.

"Much as the Republican party owed New York's great statesman, Western Republicans did not regard him as available. He was, as they believed, too radical. To be successful, it was essential for the Republicans to bring together all the elements of opposition to the Democratic party,-old line Whigs, those who had affiliated with the American party, and Free Soilers. Such was the feeling of many of the best Republicans of the West. Much as they admired Mr. Seward, and felt indebted to him, they could not favor his nomination, and vast numbers of them would not have voted for him had he been nominated. It was urged, as has so often been done, that it was imperative that the candidate be able to carry New York, with her large electoral vote, and that this Mr. Seward was sure to do. But it was answered that Fremont had carried that great state four years before, and it was sure to support any worthy Republican candidate."

Thus Abraham Lincoln was the only man whom the Illinois delegates would present, and the delegates from neighboring states became convinced that a victory for the party was assured by joining in the support of the Illinois man. "He himself," says Carr, "was reluctant to allow his name to be used. It is apparent from what he said that he really did not realize how strong a hold he had upon the public." In letters to several editorial friends, written at this time, Mr. Lincoln, referring to their urging his candidacy, said: "In regard to the matter you spoke of, I beg that you will not give it further mention. Seriously, I do not think I am fit for the Presidency."

But with all his humility he had an enduring faith in the success of the cause of which he had become the leader, and keeping in view the straight line of duty ahead of him, he never flinched from the task which Destiny had assigned to him. While on his way to Washington to be inaugurated, he addressed the New York Assembly at Albany, and in the course of his speech he said: "While I hold myself the humblest of all the individuals who have ever been elected to the Presidency, I have a more difficult task to perform than any of them. I bring a true heart to the work. I must rely upon the people of the whole country for support, and with their sustaining aid even I, humble as I am, cannot fail to carry the ship of state safely through the storm."

THE DECADE ENDING WITH THE YEAR 1860

In the year 1860, the United States census showed the population of the city to be 109,206. The population for the year 1850 was 28,269, thus showing an increase of 80,937 in the decade. Nearly all this wonderful increase had actually taken place within the period covered by the years between 1850 and 1857, the later years of the decade showing scarcely any advance. This was owing to the blighting effects of the panic of 1857, which when it burst upon the city put an immediate stoppage to the erection of new buildings. Building operations were in full career at the time and when the means required to continue the erection of the buildings were no longer to be obtained a general cessation of work followed. "Several blocks were left unfinished for years," says Colbert, "and some commenced were never finished by the original owners. As an instance of the severe loss entailed in this direction, we may cite the case of Alexander Loyd, mayor of Chicago in 1840. He was worth $750,000 in 1857, and on the strength of that he borrowed $50,000 to erect an iron front building on the north-west corner of Lake and Wells (now Fifth avenue) streets. The walls were almost up when the crash came. He was obliged to suspend, lost his title to the land and building, and died, some years afterward, an object of charity."

Colbert further says that "great numbers of workers left the city for want of employment, and those who remained were obliged to go into narrowed quarters to reduce expenses. This caused a great many residences and stores to be vacated, and brought about a reduction in rents on those still occupied, which impoverished even those who were able to hold on to their property." Chicago business men stood by each other nobly during this crisis, and hence, though there was wide spread loss, there were but comparatively few failures.

ANOTHER MORE CHEERFUL VIEW

A review of the city's progress in 1858 states that in that year Chicago had attained its majority as a city. When its charter of incorporation was adopted in 1837, it was but a straggling town with a population of 4,179. From that time on its history was one of steady growth and improvement except for the temporary setbacks from the panics of 1837 and 1857. "Its citizens were men of more than ordinary shrewdness and foresight. With wonderful pluck and perseverance they set about conquering natural disadvantages and planning commercial victories." They had raised the grade of the city, they had dredged and bridged the river in the best interests of commerce and of the public welfare, the wharves were thronged with vessels, and railroads were pushing into the heart of the city, and on every hand there were tokens of the vigor and vim which were to characterize the future Chicago.

In 1852 the Times stated in a paragraph that "the Galena & Chicago Union Railroad has commenced laying the foundation for a new passenger station at the corner of Wells and North Water streets in this city, into which cars will run, SO that passengers will be protected from the weather when taking or leaving the cars." In the same year a correspondent sent to the New York Tribune some letters from Chicago in one of which he writes: "Chicago has at least one feature which no city I know of can equal. Along the lake shore for miles stretches a noble avenue, occupied on one side by the houses of wealthy inhabitants. It is to be hoped that there is taste and public spirit enough in Chicago to preserve and finish the avenue, with all the beauty of which it is capable. It may become such a promenade as the world cannot equal. Fancy our Battery extended from two to four miles, and looking out, not upon a bay, but upon the broad and shoreless ocean."

OTHER SIGNIFICANT EVENTS OF THE PERIOD

In the year 1854 the United States government purchased from Dr. Charles V. Dyer for $26,000 the ground at the northwest corner of Dearborn and Monroe streets upon which the first Federal building was erected. There was much popular disapproval of this purchase, and an indignation meeting was held at Bryan Hall where resolutions were adopted declaring that "the location is inconvenient and unsatisfactory to a large majority of our citizens." A resolution was adopted by the Board of Trade asking the State to interfere to prevent the carrying out of the plan.

However, the government erected a building on the site chosen, and after its completion one of the papers remarked upon it in these terms: "The massive architecture of the building, its elegant finish and its imposing proportions make the postoffice one of the finest, as it is the costliest, buildings in Chicago."

"Previous to 1859 the omnibus was the only available vehicle for those who could not command an exclusive conveyance," says Colbert. "In that year the Chicago City Railway Company laid down rails on State street from Lake street south to the city limits," the limits on the south at that time being at Thirty-first street. Rails were also laid on Madison street as far west as Reuben street, now called Ashland avenue; on Randolph street nearly to the city limits which were

then at Western avenue, and on North Clark street from the river to the city limits on the north which were then at Fullerton avenue.

OPENING OF THE RAILROAD ERA

But far and away the most important steps in the growth and development of Chicago were taken in the early fifties, when the first line of railroad from the East was opened, followed in quick succession by lines connecting the city with points south, west and north. The Galena & Chicago Union Railroad began to run trains from Chicago to a point "near the Desplaines river," ten miles distant, over its new road bed laid with strap rails, late in 1848. This line was continued as far as St. Charles in December, 1849, but "owing to the hasty manner in which the track was laid it was announced the trains would be drawn by horses for the present;" and again extended to Elgin which point it reached on January 22d, 1850.

The first line to reach the city from the east was the old Michigan Southern & Northern Indiana Railroad, now a part of the great Lake Shore system. The Michigan Central Railroad had already been in operation for some years between Detroit and Ypsilanti, Michigan; later extended to St. Joseph which for some time was the terminus of rail travel from the east. "Travelers," says Colbert, "generally crossed the lake from St. Joseph to Chicago, and the former point was connected by stage with the moving end of the rail track as it approached from Detroit." The Michigan Southern and Northern Indiana Company were likewise approaching the city, having reached Toledo, Ohio; from which point the company were making strong efforts to reach Chicago before the Michigan Central should do so. It was believed at that time that there never would be traffic enough between Chicago and the East to maintain two competing lines, and whichever line could first make the connection might discourage the other from further attempts. The line was completed to Chicago on the 20th of February, 1852, thus being the first line from the east to reach Chicago.

The Michigan Central Company, however, did not relax its efforts, and the last rail was laid on the 21st of May, 1852, thus being the second line to establish a connection between Chicago and the East. When the Michigan Central was completed to Chicago a temporary depot was constructed on the lake shore near Twelfth street. This depot was used until 1856 when the road made arrangements with the Illinois Central to run their trains to the new depot of the latter at the foot of Lake street, both roads using a line of piling running parallel with the lake shore. This line of piling is shown on the maps and also in all the old engravings of that locality. The filling of the park has since that time gone far beyond this old line of piling, and the surface of the park, being considerably elevated, has left the old road bed, afterward further depressed, almost out of sight from a view point on Michigan avenue.

ENTRANCE OF RAILROADS FROM OTHER POINTS

The Chicago & Rock Island Railroad was completed from Chicago to the Mississippi river, one hundred and eighty-two miles distant, in February, 1854. The Chicago & Alton came in about the same time, having already some portions of its line in operation in the central portions of the state. The Chicago, Burlington

& Quincy Railroad and the Illinois Central Railroad established their terminals in Chicago about the same period. The Chicago Democratic Press of January 10th, 1855, announced the arrival of the "first passenger train on the Illinois Central Railroad." The Chicago & Milwaukee had completed its line as far as Waukegan late in 1854.

In a review of the city's progress, made by William Bross in 1857, a list of the railways centering in Chicago, and then in operation, together with their mileage, is given. This shows a total of almost four thousand miles of railroad, comprising "eleven trunk and twenty branch and extension lines." When it is remembered that six years before, says Bross, that but forty miles of the Galena road had been completed, "this result is truly astonishing." It should also be borne in mind that though Chicago was richly benefited by their construction she never in her corporate capacity invested a dollar in railways or loaned her credit in any instance to aid them. "The City of Baltimore," says Ackerman, in commenting upon this fact, "subscribed $3,500,000, and the State of Maryland $500,000, to the construction of the Baltimore and Ohio Railroad, and both reap the benefit of it today. The City of Philadelphia also materially aided the Pennsylvania Central very early in its organization. Both the cities of Buffalo and Cleveland have extended aid to their railways."

In 1868 John S. Wright wrote a "History of Chicago," in which occur many flowery passages of the wonderful advantages possessed by Chicago. One of these ornate periods may be quoted. Speaking of the railroads tributary to Chicago he says, "Michigan's billowy bosom drew to her all these iron-handed wooers. Because Chicago was the western extremity of this chain of inland seas, which afford ample room for the commerce of the world, and which have such a powerful stretch into the very heart of the continent, and reaching far enough south to supply a port in about the middle of the temperate zone, and in its very richest region, because it is at the point of natural connection of the Valley of the Great Lakes with the Valley of the Great Rivers,-did Chicago receive her first impetus. As long as the rivers run and the billows roll, must these moving and yet immovable causes be potential in her advancement. The lakes drew hither the railroads, and the railroads abundantly reciprocate, pouring upon their consorts a stream of commerce which has already reached fabulous figures, although the land tributary is yet in the infancy of settlement."

RAILROAD CONDITIONS IN 1861

A graphic picture of the railway service on lines radiating from Chicago a half century ago is shown in a railway guide of 1861, now in the possession of Mr. George J. Charlton of Chicago. This guide entitled "Dinsmore's Railroad and Steam Navigation Guide," which contains the complete schedules of all the trunk and branch lines of the country at that time, is comprised in a small book of two hundred and forty pages, four by six inches in size. By way of comparison it may be mentioned that the corresponding volume of the present day has fifteen hundred pages and is seven by ten inches in size.

There were at that time only four through routes to New York, compared with ten to-day. Over the Pennsylvania, for example, there were two trains from Chi